RU2460671C1 - Three-engined rotodyne - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: three-engined rotodyne comprises rotor/rotors and tractor or pusher propeller/propellers or compressor/compressors of turbojet second circuit. second circuit. Rotodyne comprises three engines one which serves to transmit power to only rotor, while other two engines transfer power to rotor and tractor or pusher propeller, or compressor. Rotodyne may have transverse, coaxial or lengthwise configurations. Engines may be arranged either in line across rotodyne, or two engines may be located on fuselage sides and one inside or on fuselage, or one engine may be arranged nearby front propeller and two nearby rear propeller.

EFFECT: higher reliability.

4 cl, 7 dwg

Description

The invention relates to aviation, to helicopters and helicopters.

Known heliplane, consisting of two rotors and a source of longitudinal traction, see US Pat. US 3025022.

The cost of two gas turbine or turbojet engines with 100% power is more than one engine with 200% power, and the cost of four engines with 50% power is even higher. Most often, the same dependence is observed with respect to the mass of engines. Therefore, based mainly on economic considerations, in practice, light class helicopters are equipped with one engine, the middle class with two engines, and the heavy class with four engines. However, practice has shown that a loaded helicopter with two engines is not able to continue flying on one engine, and an empty helicopter is capable, but the remaining engine is thus decommissioned after the flight afterburner. All of the above applies to a promising class of aircraft - helicopters. The optimal for helicopters and helicopters of the middle and heavy classes would be a three-engine power plant. However, for helicopters it is inconvenient due to the difficulty of layout decisions. The helicopter, unlike helicopters, has a source of longitudinal thrust (hereinafter referred to as “thrust”) - one or more pulling or pushing propellers, or second-circuit compressors of a turbofan engine, preferably with an adjustable tilt of the compressor blades, for example NK-93.

In this case, the power of the propulsion system is distributed as follows: in the vertical flight mode, 99% of the power goes to the rotors, and in the horizontal flight mode, about 2/3 of the power goes to the thrust, and the remaining 1/3 goes to the rotors. Considering this peculiarity of heliplanes, it is possible to apply the solution that is optimal from all points of view: the helicopter has three engines, one of which has power transmission only to the main rotor, and the other two have power transmission to the main rotor and to the pulling or pushing screw or compressor.

A twin-screw helicopter, like a twin-screw helicopter, can have a transverse, coaxial and longitudinal arrangement of rotors. The transverse and longitudinal circuits have a synchronizing shaft uniting all three motors and main rotor and gear reducers.

OPTION 1. The helicopter has two main rotors located transversely in the same plane, the distance between their axes is less than the diameter of the screws, the rotation of the screws in different directions is synchronized, with two engines with a thrust located at the main rotors and connected by a synchronizing shaft, and one engine is located in the middle between them and also connected to the synchronizing shaft. That is, the blades of two main rotors mutually pass in the intervals of each other like gear teeth. This option has one positive feature: with good alignment, the rotors may not have swashplate, but be simple VISH (variable pitch screw). Pitch control in hovering mode is not carried out, and the necessary longitudinal movement and rotation are carried out using the right and left thrust. But at the same time, the thrust application vector should be higher than the center of gravity of the apparatus.

OPTION 2. The helicopter has two rotors located coaxially, and only one of them has a swash plate, and the second has a variable common pitch, with two engines located on the sides of the fuselage, and one in or on the fuselage. It makes sense to make it fully controllable only the lower rotor, and the upper one can be a VISH controlled through the hollow shaft. One of the screws, preferably the lower one, makes sense to make about 1.5 times smaller diameter than the upper one, but having a larger number of blades and a greater angular velocity.

OPTION 3. The helicopter has two main rotors arranged in series, with an engine operating only on the main rotors located near the front rotor, and two other engines located near the rear rotor. The rotors can be located in the same plane, as in option 1, or one above the other. This arrangement of the engines in all cases was chosen so that not a single section of the synchronizing shaft, at full power, or when working on any two engines, would transmit power greater than the power of one engine, although in forced mode.

The application of the invention will increase the reliability of helicopters, especially combat, and hydrogelans.

Figure 1, 2, 3 shows a three-engine heliplane of the transverse layout, where 1 is the fuselage, 2 are the engine pylons, 3 are the rotors, 4 are the pulling screws, 5 is the horizontal tail, 6 is the keel, 7 is the louvre for medium gases engine, 8 - engines. Figures 4 and 5 show a helicopter with a pine layout, where 9 are compressors with a variable inclination of the blades or propellers in the ring. Moreover, the lower rotor is 1.5 times smaller in diameter than the upper one.

6, 7 show a heliplane of a longitudinal arrangement with rotors located in the same plane.

Heliplanes work like this: during take-off and landing, 95-99% of the power of all three engines is transferred to the main rotors, and the rest of the power is transferred to the draft to compensate for wind and longitudinal maneuver. In horizontal flight, the power of one engine is transmitted to the rotors, and two other engines create traction.

In the transverse and pine schemes, the exhaust gases of the middle engine can be exhausted through the louvres 7 for pitch and / or direction control.

In the event of failure of any engine, the power of the remaining two is approximately equally spent on the main rotors and on the traction.

Claims (4)

1. A three-engine heliplane containing a rotor / screws and a pulling or pushing screw / screws or a compressor / compressors of a second turbojet engine circuit, characterized in that it has three engines, one of which has power transmission only to the main rotor, and the other two have transmission power to the rotor and to the pulling or pushing screw or compressor. 2. The helicopter according to claim 1, characterized in that the two rotors are located transversely in the same plane, the distance between their axes is less than the diameter of the screws, the rotation of the screws in different directions is synchronized, and two engines with a thrust are located at the rotors and are connected by a synchronizing shaft, and one engine is located in the middle between them and is also connected to the synchronizing shaft. 3. The helicopter according to claim 1, characterized in that the two rotors are aligned, and the swash plate has only one of them, and the second has a variable common pitch, with two engines located on the sides of the fuselage, and one in or on the fuselage . 4. The helicopter according to claim 1, characterized in that the two main rotors are arranged in series, with an engine operating only on the main rotors located near the front rotor, and two other engines located near the rear rotor.

Images