RU2442724C1 - Multi-function ship stationing aircraft, its controlling and indicating system according to aircraft incidence angle - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention group refers to aviation. The aircraft contains a fuselage, a pilot's cockpit, a foldable wing with the developed mechanization of the front and back edges, vertical and horizontal fins, a power package, an accessory gear-box, control units for the aircraft and the engines, a fuel, hydraulic and air systems, a nose and main landing gears, a retro system. The pilot's cockpit is able to be transformed from a single-seat into a double-seat variant with a tandem arrangement of the pilots under one hood. In the single-seat modification the set-in fuel tank is located in the pilot's cockpit, in its back part. Adaptational noses, swirling shields, wing flaps and end flaperons allows controlling the aircraft. The control system of the aircraft consists in changing the curvature of an aerofoil profile. The indicating system according to the aircraft incidence angle contains three light fields: a central made in the form of a stripe, an upper and a lower one made in the shape of discretely located stripes in the form of rectangles.

EFFECT: takeoff from badly prepared airdromes and/or short flight strips and improving safety of a flight.

37 cl, 12 dwg

Description

The invention relates to the field of aviation, namely to multi-purpose ship-based aircraft in both single and double configurations, which are maximally unified among themselves, capable of detecting, recognizing, tracking and defeating air, ground and surface targets with guided and unguided weapons when simultaneous defensive measures with the use of active and passive counter-intelligence reconnaissance equipment and means of reducing radar constant visibility.

The closest analogue of the claimed invention in relation to all objects is the F / A-18E aircraft of the American company Boeing ("Technical Information". TsAGI, issue No. 1, 1999).

Super Hornite fighters (F / A-18E aircraft) due to their large dimensions (compared to its predecessor Hornit and the Rafal M fighter) can be based on aircraft carriers with a displacement of 80 ÷ 90 thousand tons, that is, on such which only the United States has.

The objective of the invention is the creation of a multi-functional ship-based aircraft that provides versatility, the ability to convert from a single to a double version outside the factory with the maximum unification of the basic elements, the possibility of basing a relatively small displacement on aircraft carriers, increasing flight safety.

When solving this problem, the following technical result is achieved:

- improvement of take-off and landing characteristics;

- Improving the maneuverability and controllability of the aircraft;

- improving the gas-dynamic characteristics of the power plant;

- improving the safety of aircraft flight on takeoff and landing and cruising modes;

- expansion of functionality;

- simplification of the conversion of the aircraft from a single to a double version.

The problem is solved, and the technical result is achieved in a multi-functional ship-based aircraft containing a fuselage, a cockpit, a folding wing with advanced mechanization of the front and rear edges, vertical and horizontal tail, a power plant with adjustable air intakes and a device to protect engines from foreign objects , a box of aircraft units, aircraft and engine control systems, onboard control system, fuel, hydraulic and air systems, chassis, braking system in the form of a brake hook due to the fact that the cockpit is capable of transforming from a single to a double version with tandem placement of pilots in the front and rear compartments of the cockpit in a common sealed area under one lamp, while single-seat version in the cockpit, in its rear compartment, there is a separate fuel tank, separated from the habitable volume of the cockpit by a sealed partition, the wing is made with a front influx and equipped with a control system aerodynamic surfaces, including two-link adaptive socks located along the leading edge of the wing and deflected depending on the angle of attack and the number M of flight, flaps, end flaperons located on the trailing edge of the wing, and vortex shields placed on the lower surface of the front influx, adjustable air intakes of the power plant are equipped with movable shells with the possibility of deflecting them downward at an angle of 20 ° from the horizontal plane of the aircraft when the landing gear is lowered, ensuring the pressure loss in the air intakes, and when the landing gear is flush with the movable elements of the air intakes, the device for protecting the engines from foreign objects is made in the form of deflectable grilles with a drive, adjustable air intakes pivotally mounted on the movable elements with the possibility of exhaust and cleaning, the box of aircraft units is made with the possibility of providing drive units of the aircraft from turbostarter-energy units with idle engines, as well as with the possibility of subsequent simultaneous start of engines from turbostarter, while the aircraft is equipped with an overhead module located behind the cockpit to accommodate aircraft equipment and / or units, and on some elements of the airframe and power plant, as well as sections of the lamp, a radar absorbing coating is applied to reduce radar visibility aircraft, and individual antenna compartments and elements of the antenna part of the radar are made of radar absorbing material.

In a single-seat version, the crew cabin can be sealed along the external contours of the front compartment of the cabin, the lamp and the sealed cover — the casing of the rear compartment of the crew cabin — the compartment of the fuel tank.

In the two-seat version, the sealing between the hinged part of the lamp and the fuselage can be carried out in a closed loop profile located on the arc of the frame of the visor of the lamp, side profiles of the cut of the fuselage from the visor of the lamp to the rear pressurized frame of the rear compartment of the cockpit and on its jumper.

The lateral parts of the rear frames of the front and rear compartments of the crew cabin can be made in the form of panels with pressurized connectors for electrical communications routes or in the form of panels with holes for electrical communications harnesses.

In the floor of the rear compartment of the crew cabin, openings can be made for passage of the fuel and drainage pipes of the fuel system to the fuel tank, closed with a sealed lid in a two-seater version of the aircraft.

Adaptive socks of the wing of a multifunctional ship-based aircraft can be automatically deflected in all flight modes: on take-off - with the possibility of deviation by an angle of δ _n = 20 °; on landing - with the possibility of deviation by an angle of δ _n = 20 ° + f (φ _stub , α _East ), with simultaneous automatic release of the flaps or end fraperons into the take-off or landing position, and in flight adaptive wing socks are made with the possibility of deviation in accordance with the law δ _n = f (α _ytt , M):

1. When M <0.75

δ _n = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 + k ₄ α _CP4 ,

where k ₁ = 0; k ₂ = 3; k ₃ = 0.8; k ₄ = 5;

α _control1 ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °; 10 ° <α _control 4 ≤14 °;

δ _n = 30 ° at α _control > 14 °.

2. When M = 0.85

δ _n = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 + k ₄ α _CP4 ,

where k ₁ = 0; k ₂ = 3; k ₃ = 0.8; k ₄ = 5;

α _control1 ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °; 10 ° <α _{control 4} ≤12 °;

δ _n = 20 ° at α _control > 12 °.

3. When M = 0.95

δ _n = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 ,

where k ₁ = 0; k ₂ = 3; k ₃ = 0.8;

α _control1 ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °;

δ _n = 20 ° at α _control > 10 °.

4. For M> 1.05δ _n = 0 °

where δ _n - the angle of deviation of adaptive socks;

φ _stab - the angle of deviation of the horizontal rotation of the plumage;

where α _control = α _source + K _α × ά;

α _East - true angle of attack;

K _ά - lead coefficient;

ά - time derivative of the angle of attack;

M is the flight Mach number;

k _i are the experimental linear coefficients.

Adaptive wing socks can be made two-link.

Adaptive wing socks can be made with the possibility of their emergency deflection simultaneously with the flaps or flaperons of the wing from the air system of the aircraft.

Swirl flaps on the influx of the wing can be made controllable and are released on landing.

Vortex flaps can be made two-sectional, with each of the sections being driven and held in extreme positions by its hydraulic cylinders, synchronized with each other by pressure in the hydraulic system.

Sections of the vortex flaps can be installed along the edge of the influx on the loop with the possibility of their rotation 100 ° from the retracted position.

Each of the sections of the vortex flaps can be made in the form of a closed loop, consisting of external and internal casing and a set of diaphragms between them, at least one of which is made power and is equipped with a mount to the hydraulic cylinder.

A loop can be placed on the front edge of each of the shields for attaching it to the wing influx.

The patch module can have a lenticular cross-sectional shape and consist of three interconnected compartments: the head - drainage fuel tank, the middle - equipment compartment and the tail - fuel tank.

The patch module may have a lenticular cross-sectional shape and include an equipment compartment.

The structural and power scheme of the patch module can be formed by the upper and lower three-layer panels with skins and honeycombs, diaphragms and cylindrical spacers with tips.

Cylindrical spacers can be made of carbon fiber with metal tips.

The box of aircraft units may contain a gear unit and angular drives, while the gear unit includes the following main units assembled in a single housing: the right and left gear units of the drive units with an independent oil system, not kinematically unrelated to each other, each of the gearboxes is configured to drive its set of aircraft units and is equipped with an electromechanical switch that provides switching modes of operation of the box of aircraft units, and the angular drive represents transmission between an engine and a gear unit with mutual compensation devices engine movements relative to the aircraft accessories boxes.

A multifunctional ship-based aircraft can be equipped with two backup pumping stations, which are used as an emergency power source, the main and booster, hydraulic systems of the aircraft, while both backup pumping stations are driven by high-pressure fuel lines of engines.

For a shortened landing on a ground airfield, the wheels of the main landing gears can be equipped with an air cooling system of disc brakes with a fan drive from an electric motor.

The deflectable grilles of the device for protecting engines from the ingress of foreign objects can be set to release by a signal from a compressed landing gear, and to be cleaned when the flight speed reaches V _pr = 350 km / h, where V _pr is the instrumental flight speed.

The hinged part of the cockpit lantern can have a universal multilayer protective coating, which reduces the infrared radiation flux into the cockpit by 30-40%, stabilizes optical transparency at least 70%, saturates radar radiation from enemy radars and reduces glare from light sources in the cockpit and external lighting sources.

In a multi-functional ship-based aircraft, a radar absorbing coating can be applied to the head of the fuselage in front of the air intakes.

Also, a radar absorbing coating may be applied to the lower root portion of the wing.

And also a radar absorbing coating can be applied to the surface of the engine hood adjacent to the lower root part of the wing.

In addition, a radar absorbing coating may be applied to the channels of the air intakes.

A radar absorbing coating may be applied to the lower trailing edge of the end flaperons.

Also, the radar absorbing coating can be applied to local areas before superstructures in the head of the fuselage.

The radar absorbing coating can be applied to the input guide vanes and engine coke.

In addition, the radar absorbing coating can be applied to the visor of the cockpit lantern and is made in the form of metallization of its entire surface.

Radar absorbing coating can be applied to the inner surface of the hinged part of the lamp.

Also, the radar absorbing coating can be applied to the radiolucent cone in the cross section of the connection of the cone with the head of the fuselage.

The problem is solved, and the technical result is achieved in the method of controlling a multi-functional ship-based aircraft, which consists in changing the curvature of the wing profile by deflecting the mechanization of the front and / or trailing edge of the wing due to the fact that the adaptive wing socks are rejected automatically in all flight modes : at take-off at an angle δ _n = 20 °; when landing at an angle δ _n = 20 ° + f (φ _stub, α _East ), while flap or end flaps are deflected automatically, flaps or end flaperons are automatically released to the take-off or landing position, in addition, vortex shields are released during landing, and in In flight, the deviation of adaptive socks is carried out in accordance with the law δ _{n =} f (α _cfr , M):

1. When M <0.75

δ _n = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 + k ₄ α _CP4 ,

where k ₁ = 0; k ₂ = 3; k ₃ = 0.8; k ₄ = 5;

α _control1 ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °; 10 ° <α _control 4 ≤14 °;

δ _n = 30 ° at α _control > 14 °.

2. With M = 0.85

δ _n = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 + k ₄ α _CP4 ,

where k ₁ = 0; k ₂ = 3; k ₃ = 0.8; k ₄ = 5;

α _control1 ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °; 10 ° <α _{control 4} ≤12 °;

δ _n = 20 ° at α _control > 12 °.

3. When M = 0.95

δ _n = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3,

where k ₁ = 0; k ₂ = 3; k ₃ = 0.8;

α _control1 ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °;

δ _n = 10 ° at α _control > 10 °.

4. For M> 1.05, δ _n = 0 °

where δ _n - the angle of deviation of adaptive socks;

φ _stab - the angle of deviation of the horizontal rotation of the plumage;

where α _control = α _source + K _ά × ά;

α _East - true angle of attack;

K _ά - lead coefficient;

ά - time derivative of the angle of attack;

M is the flight Mach number;

k _i are the experimental linear coefficients.

The problem is solved, and the technical result is achieved in the indication system for the angle of attack of a multi-functional ship-based aircraft, containing three light fields: central, upper and lower, which respectively serve to display information about compliance, about exceeding and decreasing the actual angle of attack of the aircraft with respect to a given angle of attack due to the fact that the central light field is made in the form of a rectangle, the upper and lower light fields are made in the form of a series of discrete underlying stripes in the form of rectangles, spaced in steps on both sides of the central field.

The bands of the upper and lower light fields can be made expanding in the direction from the central field.

The central, upper and lower light fields can be colored, while the central field is green, the top is yellow, and the bottom is red.

The extreme stripes of the upper and lower light fields can be flashing at a given frequency.

The invention is illustrated by drawings, where figure 1 shows a General view of a multi-functional ship-based aircraft in side view; figure 2 is a General view of a multi-functional ship-based aircraft when viewed from above; figure 3 - cockpit in a single-seat version of the aircraft; figure 4 - cockpit in a two-seater version of the aircraft; figure 5 - invoice module; figure 6 - adaptive wing toe in the retracted position; Fig.7 - adaptive toe of the wing in a deviated position; on Fig - swirl shield; figure 9 is a diagram of an algorithm for controlling adaptive wing socks; figure 10 - connection diagram of emergency pumping stations; figure 11 is a kinematic diagram of the box of aircraft units; on Fig - indication system for the angle of attack of a multi-functional ship-based aircraft.

A ship-based aircraft contains a fuselage 1, a cockpit 2, a folding wing 3 with advanced mechanization of the leading and trailing edges, vertical 4 and horizontal 5 plumage, which is a fully rotatable horizontal tail unit (TsPGO), twin-engine power unit 6, a box of aircraft units, aircraft control systems and engines, fuel, hydraulic and air systems, front 7 and main 8 landing gear, braking system (figure 1 and figure 2).

Cockpit 2 crew made with the possibility of transformation from single to double version with tandem placement of pilots in the front 12 and rear 13 compartments of the cockpit 2 crew in a common sealed area under one lamp 9 (figure 3 and figure 4). This concept allows you to:

- the manufacturer should have a single conveyor for both versions of the aircraft and decide whether it will be a single or double aircraft;

- the operator has a single multifunctional aircraft capable of quickly transforming from a multipurpose single into a strike and combat training double and vice versa, i.e. promptly and flexibly respond to changes in the requirements for the composition of the fleet; this versatility is especially valuable for a deck aircraft based on an aircraft carrier of relatively small displacement.

In a single-seat version of the aircraft (Fig. 3), in the cockpit 2, in its rear compartment 13, in the place of the second pilot, a separate fuel tank 10 is placed, separated from the crew space by the airtight partition 11 passing along the external contours of the front compartment 12 of the crew cabin , flashlight 9 and a sealed cover - the casing of the rear compartment 13 of the cockpit 2 crew - compartment of the fuel tank 10. In the floor of the rear compartment 13 of the cockpit 2 crew holes 14 are made for passage of the fuel and drainage pipes of the aircraft fuel system to the fuel tank closed with a sealed cover 15 in a two-seater version of the aircraft.

In the two-seat version of the aircraft (Fig. 4), the sealing between the hinged part of the lamp 9 and the fuselage 1 of the aircraft is carried out in a closed loop profile located on the arc of the frame of the visor of the lamp 9, side profiles of the slice of the fuselage 1 from the visor of the lamp 9 to the rear pressurized frame of the rear compartment 13 of the cockpit 2 crew and on its jumper. The lateral parts of the rear frames of the front 12 and rear 13 compartments of the crew cabin are made in the form of panels with pressurized connectors 16 for electrical communications paths or in the form of panels with holes for electrical communications harnesses. Information on the configuration of the aircraft, on the parameters of the hydraulic and pneumatic systems, the life support system, the brake system, the fuel measurement system, the parameters of the power plant is displayed by collecting information and converting it into an on-board monitoring system with subsequent data transfer to the multifunctional computer complex for further display to the pilot on the appropriate indicators.

The power plant has adjustable air intakes 17 and a device to protect the engine from foreign objects.

Adjustable air intakes 17 are located on the sides of the nose of the fuselage 1 under the wing 3 (figure 1). The air intake control system has an original element in the form of an adjustable air intake shell (not shown in the drawing). In flight, the shell is removed, which ensures a smooth flow around the air intakes. When the landing gear is lowered, the shells are deflected 20 ° down from the aircraft horizontal and provide a reduction in pressure loss in the air intakes and, accordingly, an increase in engine thrust on take-off.

A device for protecting engines from foreign objects is made in the form of deflectable grilles (not shown in the drawing), with a drive, adjustable air intakes pivotally mounted on movable elements with the possibility of exhaust and cleaning.

The deflectable grilles are installed on the exhaust by signal from the compressed landing gear, and on cleaning when the flight speed reaches V _pr = 350 km / h, where V _pr is the instrumental flight speed.

In the upper part of the fuselage 1, behind the cockpit 2, there is an overhead module 18 (hereinafter referred to as the module), which is used to place aircraft equipment and / or units. The module 18 has a lenticular shape and corresponding gaps to the fuselage 1 from two sides along the entire length and consists, in particular, of three interconnected compartments: the head - drainage fuel tank 19, the middle - compartment 20 of the equipment and the tail - fuel tank 21 (Fig. .5). Depending on the combat mission to be solved, the number and functionality of the compartments included in the module may vary, for example, the module may include only a compartment for equipment. The structural power circuit of module 18 is formed by the upper and lower three-layer panels with skins and honeycombs, diaphragms 22 and cylindrical struts 23 with tips. To reduce weight, the cylindrical struts 23 can be made of carbon fiber, and the tips are made of metal. The approach to the installation and control of devices and harnesses in the equipment compartment is carried out through two hatches. The left hatch is mounted on quick-release locks, the right - on anchor nuts. The presence of module 18 allows, in the course of modifications (or modifications that are in operation of aircraft), to change, if necessary, the ratio of volumes intended for equipment or fuel, introducing changes in the design of only this module.

The wing 3 has a direct sweep and is made with a front influx of 24 large sweep. The wing 3 is equipped with a system of controlled aerodynamic surfaces, which includes two-link adaptive socks 25 located along the leading edge of the wing 3 and deflected depending on the angle of attack and the number M of flight, flaps 26 and end flaperons 27 located on the rear edge of the wing 3, and controlled by vortex shields placed on the lower surface of the front influx 24.

The aircraft is equipped with a hinged part of the lantern 9, which has a universal multi-layer protective coating that solves several problems:

- provides a 30-40% reduction in the flow of infrared radiation into the cabin (solar infrared radiation);

- ensures the stability of optical transparency at a transparency level of at least 70%;

- provides saturation of radar radiation from enemy radars;

- reduced glare from light sources in the cab and external light sources.

To reduce the radar (RL) visibility of a multi-functional ship-based aircraft, radar absorbing (RP) coating is applied to individual elements of the airframe and power unit 6, as well as to sections of the lantern 9, and individual antenna compartments and elements of the antarmed part of the radar are made of radar absorbing material.

The decrease in the radar signature of the aircraft in the front hemisphere of the aircraft at a solid angle of 45 ° is based on a set of measures:

1. Due to the application of RP coatings on individual elements of the airframe, namely:

- the head of the fuselage 1, in front of the air intakes 17;

- lower root part of the wing;

- the surface of the engine hood adjacent to the lower root part of the wing;

- air intake channels 17;

- the lower rear edge of the end flaperons 27;

- local areas in front of superstructures in the head of the fuselage 1;

- fairings of individual antenna compartments are made of RP materials.

2. Due to the application of RP coatings on the input guide vanes and engine coke.

3. Due to the metallization of the entire area of the peak of the lamp 9.

4. Due to the application of RP coating on the inner surface of the hinged part of the lamp 9.

5. Due to the installation of the RP material on the elements of the intricate design of the radar.

6. Due to the application of RP coating on a radiolucent cone in the cross section of the connection of the cone with the head of the fuselage 1.

On a multi-functional ship-based aircraft, the landing braking system includes a brake hook 29 mounted on the bottom of the rear of the fuselage 1.

For a shortened landing on a ground airfield, the wheels of the main struts of the 8 chassis are equipped with an air cooling system of disc brakes with a fan drive from an electric motor installed inside the wheel.

It is based on a ship’s airplane, whose landing speed is higher than on a land-based airplane, and takeoff using a springboard, flaps 26 and end flaperons 27 are installed on the trailing edge of wing 3. To reduce the dimensions of the airplane in the parking position on a multi-function ship-based console 28 wings 3 are made folding up.

Adaptive rotary socks 25 of the wing 3 consist of two links 31 and 32, interconnected by a hinge 33. The implementation of adaptive socks 25 with two-link allows you to significantly change the curvature of the profile of the wing 3, which increases its bearing capacity. As the Executive drive deviation adaptive socks 25 are used control units and blocks of hydraulic cylinders 34 (BHC). The hydraulics of the actuators is carried out from two hydraulic systems, one for each symmetrical section on each of the wing consoles 3. In addition, it is possible to emergencyly deviate the adaptive socks 25 simultaneously with the wing flaps 26 from the aircraft air system. Adaptive wing socks are depicted in figure 6 in the retracted position, and in figure 7 - in the deviated position.

Adaptive socks 25 are controlled automatically from take-off to landing in accordance with the current values of the angle of attack and the number M of flight. The calculation of the control algorithm and monitoring the health of the socks 25 is carried out in the computer 35 of the integrated control system (KSU), the algorithm of which is presented in Fig. 8.

To provide the pilot with an indication of the current position of the socks 25 and the formation of a control circuit, a DPR position sensor is installed on each section of socks 25. Adaptive socks 25 wing 3 deviate automatically in all flight modes:

- at take-off at an angle δ _n = 20 °;

- on landing at an angle δ _n = 20 ° + f (φ _stab , α _East );

- in flight, the deviation of adaptive socks is carried out in accordance with the law δ _n = f (α _ynp , M):

1. When M <0.75

δ _n = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 + k ₄ α _CP4 ,

where k ₁ = 0; k ₂ = 3; k ₃ = 0.8; k ₄ = 5;

α _control1 ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °; 10 ° <α _control 4 ≤14 °;

δ _n = 30 ° at α _control > 14 °.

2. When M = 0.85

δ _n = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 + k ₄ α _CP4 ,

where k ₁ = 0; k ₂ = 3; k ₃ = 0.8; k ₄ = 5;

α _control1 ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °; 10 ° <α _{control 4} ≤12 °;

δ _n = 20 ° at α _control > 12 °.

3. When M = 0.95

δ _n = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3,

where k ₁ = 0; k ₂ = 3; k ₃ = 0.8;

α _control1 ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °;

δ _n = 10 ° at α _control > 10 °.

4. For M> 1.05, δ _n = 0 °

where δ _n - the angle of deviation of adaptive socks;

φ _stab - the angle of deviation of the horizontal rotation of the plumage;

where α _control = α _source + K _ά × ά;

α _East - true angle of attack;

K _ά - lead coefficient;

ά - time derivative of the angle of attack;

M is the flight Mach number;

k _i are the experimental linear coefficients.

Vortex flaps (Fig. 9) include two sections 36 and 37, each of sections 36 and 37 being driven and held in extreme positions by its hydraulic cylinders 38 and 39, synchronized with each other by pressure in the hydraulic system. On the front edge of each of the sections 36, 37 of the shields there is a loop for attaching it to the influx 24 of the wing 3. Each of the sections 36, 37 of the vortex shields is made in the form of a closed loop, consisting of external and internal casing and a set of diaphragms between them, at least , one of the diaphragms 40 is made power and is equipped with a mount to the hydraulic cylinder 38 (39).

In the retracted position, the vortex flaps do not protrude beyond the theoretical contours of the influx 24. Sections 36, 37 of the flaps have an angle of rotation of 100 ° from the retracted position and are released on landing. Issue of vortex flaps on landing, i.e. at angles of attack α = 12 ... 20 °, allows to achieve:

- increase the bearing properties of the wing due to the formation of a vortex;

- increment of the longitudinal moment of the cabling, which allows to increase the stability of the aircraft at such a crucial stage of flight as landing;

- improvement of lateral stability.

In particular, it was experimentally established that at landing angles of attack of α = 11-12 °, the increase in the lift coefficient, taking into account balancing, is ΔC _Ubal = 0.04-0.05, which corresponds to a decrease in landing speed by ΔV _pos. = 5-6 km / h.

Adaptive socks 25, swirl flaps (their sections 36, 37), flaps 26 and end flaperons 27 allow you to control the lifting force of the aircraft, which consists in changing the curvature of the wing profile 3 by deflecting these aerodynamic surfaces. Adaptive socks 25 of wing 3 are deflected automatically in all flight modes: at take-off at an angle of δ _n = 20 °; landing at an angle δ _n = 20 ° + f (φ _stab. , α _East ), while simultaneously with the deviation of the adaptive socks 25, the flaps 26 and end flaperons 27 are automatically released to the take-off or landing position. When landing, vortex shields are produced, providing an aerofinish landing of the aircraft. In flight, the deviation of adaptive socks 25 is carried out in accordance with the above law δ _n = f (α _upp , M).

The described method allows you to:

- to ensure high cruising quality and quality on maneuver by giving the wing surface an optimal shape, determined from the conditions of minimum resistance under balancing conditions;

- reduce drag when flying at high speed - a flat surface;

- to improve lateral controllability at large angles of attack by synchronous asymmetric deflection of the movable elements in the bow and tail parts of the wing consoles;

- provide control of the lifting force by synchronously controlling the curvature of the wing with a deviation of the horizontal tail, i.e. change in flight altitude, almost without changing the angle of attack.

The aircraft is equipped with two backup pumping stations 41 and 42 (figure 10), which are used as an emergency power source for the aircraft hydraulic system in case of failure of the main power sources of the common and booster systems. In a normal situation, both pumping stations 41, 42 are connected to a booster hydraulic system. In an emergency, the pumping stations 41, 42 are driven by the high pressure fuel systems of the left and right engines.

The signal about the failure of both hydraulic systems coming from pressure signaling devices 43 activates an electromagnetic valve installed in the fuel system and opens the high pressure fuel supply to the inlet of pumping stations 41, 42.

A feature of the hydraulic emergency system is that it allows for the failure of the discharge part of both hydraulic systems (main and booster) to provide hydraulic energy to the booster system of the aircraft without limitation of operating time. The emergency hydraulic system continues until at least one of the two aircraft engines is running.

The signal from the pressure switches 44 and 45, installed at the outlet of each pumping station 41, 42, triggers the alarm system alarm.

Information about the inclusion of pumping stations enters the following systems:

- voice information system;

- A system for collecting, processing and recording flight information.

The box of aircraft assemblies (KSA) is located in an isolated fireproof compartment between the engines and is configured to drive aircraft assemblies from turbostarter-power units with idle engines, as well as with the possibility of sequential and simultaneous starting of engines from turbostarter.

KSA (Fig. 11) contains a gear unit and angular drives, while the gear unit includes the following main components assembled in a single housing: right 46 and left 47 gear drives of units with an independent oil system, not kinematically connected to each other. Each of the gears 46, 47 carries out the drive of its own set of aircraft units and is equipped with an electromechanical switch, respectively 48 and 49, providing switching modes of operation of the box of aircraft units. Angular drive 50 is a transmission between the engine and the gear unit with devices for compensating for mutual movements of the engine relative to the box of aircraft units.

A feature of the KSA is the ability to ensure the drive of aircraft units from turbostarter with idle engines. Disconnection from the engines is carried out by electromechanical switches 48 and 49 at the command of the aircraft (switch in the cockpit) “Energy center mode”.

The “energy center mode” is used on the ground for:

- checks on-board electronic equipment (avionics);

- fuel drain;

- folding and unfolding consoles 28 of the wing 3.

To provide the pilot with information about the current angle of attack and its correspondence to the landing angle (α _pos = 11 °), as well as to maintain a given landing speed and trajectory decrease when approaching in the pilot’s cockpit (or in both cockpits in a two-seat version), an indication system is installed along the angle of attack (Fig. 12), containing three light fields: the central one, made in the form of a strip 51, the upper one, made in the form of a series of discreetly arranged strips 52 in the form of rectangles, and the lower one, also made in the form of a discreetly arranged strips 53. Top her light field serves to display information about the excess, and the lower light field to reduce the actual angle of attack of the aircraft with respect to a given landing angle of attack. The implementation of the bands 52, 53 of the upper and lower light fields expanding in the direction from the central field 51 increases the information content, since the display system operates in the “running scale” mode, showing not only qualitative, but also quantitative changes in the angle of attack, which facilitates piloting and ultimately The result is increased safety.

Information about the current angle of attack is transmitted to the computer of the system of restrictive signals (SOS) via a code line from the integrated control system (KSU), which includes aerodynamic angle sensors (DAU) located to the right and left of the nose fairing 54 of the fuselage 1 and measuring the angle between the longitudinal axis of the aircraft and the incoming air flow.

In the landing approach mode with the landing gear landing, the SOS system gives signals to the angle of attack indication system, as well as to landing lights 55 of the landing approach (OZP) of red, green and yellow colors, located on the front landing gear, indicating the pilot and officer landing deviation of the current landing angle of attack of the aircraft relative to a given landing angle α _pos = 11 ° (figure 2). In the indication system for the angle of attack, this information is issued in the form of "running" stripes of yellow and red, as well as a central rectangular strip of green, provided by LEDs.

The angle of attack indication system works according to the following principle:

- the glow of green light indicates that the angle of attack of the aircraft corresponds to the specified, i.e. α _tech = α _pos = (11 ± 1.5) °, and the approach speed is optimal;

- if the landing angle of attack is higher than the set one and the approach speed is low, the yellow LEDs light up (with a duty cycle Δα = 0.42 °), indicating the need to add traction (throttle from yourself), i.e. increase speed;

- if the landing angle of attack is less than the set value and the approach speed is high, the red LEDs light up (with a duty cycle Δα = 0.42 °), indicating the need to remove the thrust (throttle toward yourself), i.e. reduce speed;

- within the range of α _tech = α _pos ± 1.5 °, the green sector and part of the yellow or red sectors will glow simultaneously;

- at α _tech > α _pos + 1.5 °, the last eighth yellow symbol works in intermittent mode with a frequency f = 2.6 Hz ± 10%;

- with α _tech <α _pos -1.5 °, the last eighth red symbol works in intermittent mode with a frequency f = 2.6 Hz ± 10%.

Claims (45)

1. A multifunctional ship-based aircraft containing a fuselage, a cockpit, a folding wing with advanced mechanization of the leading and trailing edges, vertical and horizontal tail, a power plant with adjustable air intakes and a device to protect the engine from foreign objects, the box of aircraft units, aircraft control systems and engine, on-board monitoring system, fuel, hydraulic and air systems, chassis, braking system in the form of a brake hook, characterized the fact that the cockpit is capable of transforming from a single to a double version with tandem placement of pilots in the front and rear compartments of the cockpit in a common sealed area under one lamp, while in a single version in the crew compartment in the rear compartment there is an inserted fuel tank, separated from the crew’s habitable volume by a sealed partition, the wing is made with a front influx and is equipped with a system of controlled aerodynamic surfaces, including two-link adaptive socks, located along the leading edge of the wing and deflected depending on the angle of attack and the number of flight M, flaps, end flaperons located on the trailing edge of the wing, and vortex flaps located on the lower surface of the front influx, while the adjustable air intakes of the power plant are equipped with movable shells with the possibility of deflecting them downward by an angle of 20 ° from the aircraft construction horizontal when the landing gear is lowered, ensuring a reduction in pressure loss in the air intakes, and when the landing gear is retracted with movable elements of the air intakes, a device for protecting engines from ingress of foreign objects made in the form of deflectable grilles with a drive, pivotally mounted on the movable elements of adjustable air intakes with the possibility of exhaust and cleaning, the box of aircraft units is made with the possibility of providing the drive units of the aircraft from turbostarter - power units at idle engines, as well as with the possibility of sequential and simultaneous starting of engines from turbostarts, while It is equipped with an overhead module located behind the cockpit for accommodating aircraft equipment and / or units, moreover, individual elements of the airframe and power plant, as well as sections of the lamp, are coated with a radar absorbing coating to reduce the radar signature of the aircraft, and individual antenna compartments and elements of the antenna Radar made of radar absorbing material. 2. A multifunctional ship-based aircraft according to claim 1, characterized in that in the single-seat version, the cockpit is sealed along the outer contours of the cockpit front compartment, the torch and the airtight cover — the casing of the crew compartment rear compartment — the fuel tank compartment. 3. A multifunctional ship-based aircraft according to claim 1, characterized in that in the two-seat version, the sealing between the hinged part of the lamp and the fuselage is carried out in a closed loop profile located on the arc of the frame of the canopy of the lamp, side profiles of the cut of the fuselage from the canopy of the lamp to the rear sealed rear frame crew compartment and on its jumper. 4. A multifunctional ship-based aircraft according to claim 1, characterized in that the side parts of the rear frames of the front and rear compartments of the cockpit are made in the form of panels with pressurized connectors for the routes of electrical communications or in the form of panels with holes for the harnesses of electrical communications. 5. A multifunctional ship-based aircraft according to claim 1, characterized in that in the floor of the rear compartment of the cockpit there are openings for passage of the fuel and drain pipes of the fuel system to the fuel tank, closed with a sealed lid in a two-seater version of the aircraft. 6. A multifunctional ship-based aircraft according to claim 1, characterized in that the adaptive wing socks are automatically deflected in all flight modes: on take-off - with the possibility of deflection by an angle δ _H = 20 °; on landing - with the possibility of deviation by an angle δ _H = 20 ° + f (φ _stub, α _East ), with simultaneous automatic release of the flaps or end flaperons into the take-off or landing position, and in flight adaptive wing socks are capable of deviating to in accordance with the law δ _H = f (α _cfr , M): 1.with M <0.75
δ _H = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 + k ₄ α _CP4 ,
where k ₁ = 0; k ₂ = 3; k ₃ = 0.8; k ₄ = 5;
α _control ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °; 10 ° <α _control 4 ≤14 °;
δ _H = 30 ° at α _control > 14 ° 2. at M = 0.85
δ _H = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 + k ₄ α _CP4 ,
where k ₁ = 0; k ₂ = 3; k ₃ = 0.8; k ₄ = 5;
α _control ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °; 10 ° <α _{control 4} ≤12 °;
δ _H = 20 ° at α _control > 12 ° 3. at M = 0.95
δ _H = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 ,
where k ₁ = 0; k ₂ = 3; k ₃ = 0.8;
α _control ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °;
δ _H = 10 ° at α _control > 10 ° 4. at M> 1.05δ _H = 0 °
where δ _H is the deviation angle of adaptive socks;
_{C stub} - the angle of deviation of the horizontal rotation of the plumage;
where α _control = α _source + K _ά · ά;
α _East - true angle of attack;
K _ά - lead coefficient;
ά - time derivative of the angle of attack;
M is the flight Mach number;
k _i are the experimental linear coefficients. 7. A multifunctional ship-based aircraft according to claim 1, characterized in that the adaptive wing socks are made of two-link. 8. A multifunctional ship-based aircraft according to claim 1, characterized in that the adaptive wing socks are made with the possibility of their emergency deviation simultaneously with the flaps or flaperons of the wing from the air system of the aircraft. 9. A multifunctional ship-based aircraft according to claim 1, characterized in that the swirl flaps at the influx of the wing are made controllable and are released on landing. 10. A multifunctional ship-based aircraft according to claim 1, characterized in that the vortex flaps are made in two sections, each of the sections being driven and held in extreme positions by its hydraulic cylinders, synchronized with each other by pressure in the hydraulic system. 11. A multifunctional ship-based aircraft according to claim 10, characterized in that the sections of the swirl flaps are installed along the edge of the influx on the loop with the possibility of their rotation 100 ° from the retracted position. 12. A multifunctional ship-based aircraft according to claim 10, characterized in that each of the sections of the vortex flaps is made in the form of a closed loop, consisting of external and internal casing and a set of diaphragms between them, at least one of which is made power and equipped with a node fastenings to a hydraulic cylinder. 13. A multifunctional ship-based aircraft according to claim 10, characterized in that a loop is placed on the front edge of each of the shields for attaching it to the influx of the wing. 14. The multifunctional ship-based aircraft according to claim 1, characterized in that the overhead module has a lenticular cross-sectional shape and consists of three interconnected compartments: the head compartment is a drainage fuel tank, the middle one is the equipment compartment and the tail compartment is a fuel tank. 15. The multifunctional ship-based aircraft according to claim 1, characterized in that the overhead module has a lenticular cross-sectional shape and includes an equipment compartment. 16. The multifunctional ship-based aircraft according to claim 1, characterized in that the structural-power circuit of the surface-mounted module is formed by the upper and lower three-layer panels with skins and honeycombs, diaphragms and cylindrical struts with tips. 17. A multifunctional ship-based aircraft according to clause 16, wherein the cylindrical struts are made of carbon fiber with metal tips. 18. A multifunctional ship-based aircraft according to claim 1, characterized in that the box of aircraft units contains a gear unit and angular drives, while the gear unit includes the following main assemblies assembled in a single housing: right and left gear units drive with an autonomous oil system not kinematically connected, each of the gearboxes is configured to drive its own set of aircraft assemblies and is equipped with an electromechanical switch that provides shifting ix modes of aircraft accessories boxes, and the angular drive is a transmission between the motor and gearbox unit with mutual compensation devices engine movements relative to the aircraft accessories boxes. 19. A multifunctional ship-based aircraft according to claim 1, characterized in that it is equipped with two backup pumping stations, used as an emergency power source, the main and booster hydraulic systems of the aircraft, while both backup pumping stations are driven by high-pressure fuel lines of engines . 20. The multifunctional ship-based aircraft according to claim 1, characterized in that for a shortened landing on a ground airfield, the wheels of the main landing gears are equipped with an air cooling system of disc brakes with a fan drive from an electric motor. 21. The multifunctional ship-based aircraft according to claim 1, characterized in that the deflectable gratings of the device for protecting engines from ingress of foreign objects are installed on the exhaust signal from the compressed landing gear, and for cleaning - when reaching a flight speed V _CR = 350 km / h where V _pr - instrument flight speed. 22. The multifunctional ship-based aircraft according to claim 1, characterized in that the hinged part of the cockpit lantern has a universal multilayer protective coating, which ensures a decrease in the infrared radiation flux into the cockpit by 30-40%, stabilization of optical transparency at a level of at least 70%, saturation radar radiation from enemy radars and reducing glare from light sources in the cockpit and external light sources. 23. A multifunctional ship-based aircraft according to claim 1, characterized in that the radar absorbing coating is applied to the head of the fuselage in front of the air intakes. 24. A multifunctional ship-based aircraft according to claim 1, characterized in that the radar absorbing coating is applied to the lower root part of the wing. 25. A multifunctional ship-based aircraft according to claim 1, characterized in that the radar absorbing coating is applied to the surface of the engine hood adjacent to the lower root part of the wing. 26. A multifunctional ship-based aircraft according to claim 1, characterized in that the radar absorbing coating is applied to the channels of the air intakes. 27. A multifunctional ship-based aircraft according to claim 1, characterized in that the radar absorbing coating is applied to the lower rear edge of the end flaperons. 28. A multifunctional ship-based aircraft according to claim 1, characterized in that the radar absorbing coating is applied to local areas in front of the superstructures in the head of the fuselage. 29. A multifunctional ship-based aircraft according to claim 1, characterized in that the radar absorbing coating is applied to the input guide vanes and engine cokes. 30. A multifunctional ship-based aircraft according to claim 1, characterized in that the radar absorbing coating is applied to the visor of the cockpit lantern and is made in the form of metallization of its entire surface. 31. A multifunctional ship-based aircraft according to claim 1, characterized in that the radar absorbing coating is applied to the inner surface of the hinged part of the lamp. 32. A multifunctional ship-based aircraft according to claim 1, characterized in that the radar absorbing coating is applied to the radiolucent cone in the cross section of the connection of the cone with the head of the fuselage. 33. The method of controlling a multi-functional ship-based aircraft, which consists in changing the curvature of the wing profile by deflecting the mechanization of the front and / or trailing edge of the wing, characterized in that the adaptive wing socks are rejected automatically in all flight modes: at take-off at an angle δ _Н = 20 °; when landing at an angle δ _Н = 20 ° + f (φ _stub, α _East ), while simultaneously with the deviation of the adaptive socks, flaps or end flaperons are automatically released to the take-off or landing position, in addition, vortex shields are released during landing, and in In flight, the deviation of adaptive socks is carried out in accordance with the law δ _H = f (α _cfr , M): 1.with M <0.75
δ _H = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 + k ₄ α _CP4 ,
where k ₁ = 0; k ₂ = 3; k ₃ = 0.8; k ₄ = 5;
α _control ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °; 10 ° <α _control 4 ≤14 °;
δ _H = 30 ° at α _control > 14 ° 2. at M = 0.85
δ _H = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 + k ₄ α _CP4 ,
where k ₁ = 0; k ₂ = 3; k ₃ = 0.8; k ₄ = 5;
α _control ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °; 10 ° <α _{control 4} ≤12 °;
δ _H = 20 ° at α _control > 12 ° 3. at M = 0.95
δ _H = k ₁ α _CP1 + k ₂ α _CP2 + k ₃ α _CP3 ,
where k ₁ = 0; k ₂ = 3; k ₃ = 0.8;
α _control ≤3 °; 3 ° <α _{control 2 ≤5} °; 5 ° <α _{control 3} ≤10 °;
δ _H = 20 ° at α _control > 10 ° 4. at M> 1.05δ _H = 0 °
where δ _H is the deviation angle of adaptive socks;
S _stub is the angle of deviation of the all-turning horizontal plumage;
where α _control = α _source + K _ά · ά;
α _East - true angle of attack;
K _ά - lead coefficient;
ά - time derivative of the angle of attack;
M is the flight Mach number;
k _i are the experimental linear coefficients. 34. A system for indicating the angle of attack of a multi-functional ship-based aircraft, containing three light fields: central, upper and lower, respectively serving to display information about compliance, exceeding and decreasing the actual angle of attack of the aircraft with respect to a given angle of attack, characterized in that the central light field is made in the form of a rectangle, the upper and lower light fields are made in the form of a series of discreetly arranged stripes in the form of rectangles arranged in increments of both hundred ones of the central field. 35. The indication system for the angle of attack of a multifunctional ship based on p. 34, characterized in that the strip of the upper and lower light fields are made expanding in the direction from the central field. 36. The angle-of-flight indication system for a multi-functional ship-based aircraft according to claim 34, wherein the central, upper and lower light fields are colored, while the central field is green, the upper is yellow and the lower is red. 37. The indication system for the angle of attack of a multifunctional ship based on p. 34, characterized in that the extreme stripes of the upper and lower light fields are blinking at a given frequency.

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