RU2492112C1 - Heavy-duty multi-propeller converter plate - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering. Proposed converter plate comprises two engine nacelles mounted on high wing each being equipped with tandem screw system consisting of front and rear rotors, fuselage, tail unit, power plant engines to transmit power via transmission to tractor front propellers and rear pusher propellers to create horizontal thrust and, in turning, vertical thrust. In compliance with one version, converter plate is a twin-fuselage aircraft with the interfuselage wing part equipped with central engine nacelle arranged in lengthwise mirror axis with front and rear rotors. Directional control capability moments are created by differential variation of angles of pitch for front and rear interfuselage front and rear rotors. Lateral control capability moments are created by increasing blade pitch angles of both rotors on one side of mirror axis and decreasing those on opposite side thereof. Directional control is effected by appropriate variation of blade pitch angles in every set of propellers located in diagonal. In compliance with another version, converter plate comprises cargo center-wing section with two tail beams, engine nacelle being arranged atop fuselage there between.

EFFECT: higher load bearing, increased range ability, higher efficiency.

2 cl, 2 dwg

Description

The invention relates to aircraft and relates to the creation of heavy multi-rotor convertiplanes made according to the concept of a tandem arrangement of rotary screws on a high wing and two-beam plumage or with a two-fuselage scheme, or with a large-sized supporting fuselage, ensuring their use as a helicopter and an airplane, but also a rotorcraft.

Known heavy tiltrotor model TR-65 company "Karem Aircraft" (USA), containing a monoplane with a high-back wing sweep and at the ends of its consoles mounted motors with gears and screws mounted in rotary engine nacelles, when turned, it is converted into a twin-rotor helicopter having a transmission with a synchronizing shaft laid in the wing, a single-tail tail and a three-leg retractable retractable wheel chassis with a nose support.

Signs of coincidence - the presence of rotary engine nacelles with pulling screws (19.8 m in diameter) that create horizontal and corresponding upward vertical thrust, the rotation range of the screws is from 0 ° to + 97.5 °, with ship-based propeller blades fold and the direct wing unfolds along the upper part of the fuselage, excessive thrust-to-weight ratio ensures vertical take-off and landing with its take-off weight of 50,400 kg and continued flight on one engine running, its minimum take-off area according to the composition t 1725 m ² (with a specific capacity of 0.0695 people / m ² with a passenger capacity of 120 people), a tricycle landing gear that retracts into the bow compartment and side cowls.

Reasons that impede the task: the first is that the cantilever placement of rotary engines with gears and screws at the wing ends predetermines a structurally complex straight wing equipped with a complex system of turning the screws and wing mechanization, which complicates the design and reduces reliability. The second is that the diameters of the two screws are limited by the span of the wing consoles and, as a result, when the thread hangs from the screws, blowing over the wing consoles and creating a significant overall loss in their vertical thrust, it brakes and the large flow rates of the discarded ones determine the formation of vortex rings, which at low lowering speeds can drastically reduce the thrust force of the screws and create an uncontrolled fall situation, which reduces the stability of control and safety. The third one is that the horizontal thrust of the propellers is provided only during cruise flight, therefore (if the engine nacelle turning points fail after the cruise flight), take-off and landing “in the plane”, like a regular plane, cannot reduce safety, t .to. rotary screws located on the wing have a radius exceeding the installation height of their nacelles, but this does not exclude the possibility of short take-off and landing.

Known deck heavy tiltrotor project of QTR project of Bell and Boeing companies (USA), containing a monoplane with tandem-mounted high-back sweep wings and at the ends of the cantilevers of which are mounted engines with gearboxes and screws that create horizontal and corresponding upward vertical thrust when it is converted into a helicopter of a four-screw carrier circuit, a transmission with a synchronizing system of shafts laid in each wing and along the axis of symmetry, having aft th vertical tail fuselage and retractable wheeled tricycle landing gear of the auxiliary support.

Signs of coincidence - the presence of four rotary engine nacelles with pulling screws at the ends of two tandem wings, creating horizontal and corresponding upward deviation of vertical thrust, the range of rotation of the screws from 0 ° to + 97.5 °, excessive thrust-weight ratio ensures vertical takeoff and landing with its take-off weight 45 360 kg and the continuation of the flight on three working engines, made according to the Quart Tilt Rotor concept (QTR-four rotary screws with a diameter of 15.0 m), the minimum area for its take-off and landing site is estimated to be 1638 ² (with its specific ability 0.0549 pers. / M ^2, with passenger 90 pers.), The dimensions of the cargo hold with a ramp having a volume of 161.3 m ³ correspond to the dimensions C-130J-30 aircraft compartment (17,07 × length width 3.12 × height 2.74, m), tricycle landing gear, retractable in the bow compartment, and side fairings.

Reasons that impede the task: the first is that the cantilever placement at the ends of its wings of rotary engine nacelles with screws predetermines a structurally complex straight front and rear wings with complex mechanization and a powerful system for turning the engine nacelles, and the rear larger wing has a wingspan of 30.0 m, which does not reduce the geometrical dimensions of the airframe and the maximum specific load on the wings (of the order of ≈490 kg / m ² ) and does not also provide the possibility of reducing the mass of the airframe and reducing the geometric dimensions Zmera as a glider, and the take-off area. The second is that in the hovering mode, the flow from the screws, blowing around the wing consoles and creating a significant overall loss in their vertical thrust, is inhibited. At the same time, the high-speed air flow discarded from the wing consoles predetermines the formation of vortex rings, which can at low lowering speeds sharply reduce the propulsive force of the propellers and create an uncontrolled fall situation. The third one is that the complexity of its overall H-shaped in terms of transmission of shafts (≈70 m long) will not allow to reduce the total loss of vertical thrust of four screws and realize a more complete use of vertical thrust-weight ratio when hanging. The latter, increasing the specific gravity of the power plant, significantly reduces the specific gravity of fuel and, as a result, reduces its range. The fourth one is that the horizontal thrust of the propellers is provided only during cruise flight, therefore (if the engine nacelle turning points fail after the cruise flight), take-off and landing “in the plane”, like a regular plane, cannot reduce safety, but this does not exclude the possibility of a short take-off and landing.

Closest to the proposed invention is a multi-purpose multi-rotor helicopter-plane (Russia), containing on the consoles of a high wing two engine nacelles having pulling and pushing screws, a fuselage, tail unit, propulsion engines transmitting power through a synchronizing shaft at the front and rear ends, located in the nose of the wing, on the pulling and pushing rotary screws, providing horizontal and their corresponding deviation up and down vertical draft, and three ornoe retractable wheeled landing gear of the auxiliary support.

Signs that coincide - the presence of a monoplane with a high wing, equipped with two engine nacelles, each of which has an elongated front and rear, extended beyond the corresponding wing edges, its wing parts with rotary screws, has a two-wing tail. Rotary pulling and pushing screws located respectively in front and behind the wing provide horizontal thrust and a corresponding deviation up and down from the horizontal position, vertical 90 ° or inclined thrust 65 °, respectively, for vertical take-off and landing or short take-off and landing.

Reasons that impede the task: the first is that its aerodynamic appearance with a round or oval cross-section of the cigar-shaped fuselage, having a high wing and two-fin plumage at the end of the fuselage, the shape and length of the stern of which is determined by various requirements, often contradictory, which does not contribute reduce the mass of the fuselage. The second is that the wing nacelles with gas turbine engines located in them, having exhausts directed from the side and back, carry out harmful blowing of the rear rotary screws in helicopter and in airplane modes of its flight. Which also complicates the design of the wing with nacelles and, as a result, increases the mass of its wing. The third is that the rotary screws of the same diameter located on the wing nacelles in tandem and, especially the rear ones, tilting down, have radii not exceeding the height of the engine nacelles on the wing, which limits its take-off weight. The fourth is that its traditional aerodynamic design, in which the wing creates the main lifting force necessary for flight, being the main supporting aerodynamic surface, and the additional lifting force is the stabilizer and the fuselage, which are also aerodynamic surfaces, but their component in common aerodynamic lift with traditional design is negligible. The latter, in particular, predetermines a large specific load on the wing (of the order of ≈460 kg / m ² ), which will increase in proportion to the increase in size. This is confirmed by comparing traditional schemes of turboprop aircraft, for example, C-27J has G _o / S _cr = 366 kg / m ² , C-130J - 490 kg / m ² , An-70 - 637 kg / m ² and An-22 - 725 kg / m ² . Therefore, if you use them as prototypes and create heavy multi-rotor helicopters based on their platforms, the possibility of increasing the weight return with increasing take-off weight and further reducing the weight of the structure, but also the geometrical dimensions of the airframe, is very limited.

The present invention solves the problem in the above-mentioned well-known multi-rotor multi-rotor helicopter-aircraft to significantly increase take-off weight and increase weight return, simplify the design of wing nacelles and eliminate the design of ailerons on the wing and harmful exhaust gas blowing of gas turbine engines of the rear pushing rotary screws, simplify the design of the airframe and reduce its mass and specific load on the wing, increasing flight range, transport and economic efficiency.

Distinctive features of the invention from the above-mentioned well-known multi-rotor helicopter, the closest to it, are the fact that it is made according to the structural-power two-fuselage scheme with the interfuselage part of the wing, equipped with a central engine nacelle along the symmetry axis with front and rear screws, freely rotating respectively, between the bow and stern parts of the supporting fuselages, which will enable the conversion of its flight configuration from an airplane having the wings are all wide and in tandem there are two inter-fuselage and four cantilever rotors, into a helicopter of a six-rotor supporting circuit, providing vertical take-off, landing and hovering control moments necessary for the implementation of longitudinal controllability created by differentiated changes in the installation angle of the front and rear interfusal blades screws, and lateral control, carried out by increasing the angle of installation of the blades of both the front and rear cantilever screws with one torons from the axis of symmetry and decreasing the angles of installation of the blades of both front and rear cantilever screws - on the other, but also of the track control - by changing the angle of installation of the blades in each group of diagonally located front and rear cantilever screws and, therefore, increasing the power on two cantilever screws of the same diagonal groups and at the same time reducing on two other cantilever screws, the moment of yaw is ensured, but also vice versa; each bearing fuselage, having an aerodynamic profile and in the rear part along its longitudinal axis, a tail beam, equipped at the upward curved end, made in the form of a force fork-tail, tail unit with arrow-shaped horizontal tail, left and right of the latter, forming interfuselage with their inner consoles the stabilizer, having a V-shaped kink in plan along the leading edge, is equipped on the outer and inner consoles with steering surfaces having the ability of differential and common mode, respectively deviations, two pilot closed left and right cockpits handed over the nose of the corresponding carrier fuselage, having a leading edge with a sweep angle that repeats the sweep angle of the leading edge of the corresponding horizontal tail, each left and right pair of bicycle supports of the retractable chassis with paired brake wheels and on the rear , and on the controlled front bearings, is placed along the longitudinal axis of the corresponding supporting fuselage.

, представляющего собой транспортный отсек-центроплан в интегральной конструктивно-силовой двухбалочной схеме с разнесенными прямоугольного сечения с закругленными углами плоскими балками, каждая из которых размещена по бокам в задней части несущего фюзеляжа, имеющего на верхней его поверхности левую и правую мотогондолы, плавно переходящие к соответствующим высоко поднятым разнесенным плоским балкам, имеющим по их внешним бортам одинаковую ширину с несущим фюзеляжем по всей их длине до форкилей и оснащенным на отогнутых наружу их частях по внешним бортам последних стреловидными цельноповоротными консолями стабилизатора, выполненного с обратной стреловидностью по задней кромке, расположенной в плане перпендикулярно средней линии левого и правого вертикального оперения, образующего с последними в поперечном направлении Т-образные конфигурации разнесенных хвостовых оперений, каждое вертикальное оперение которых с верхним и нижним форкилями, повышая путевую устойчивость, развернуто носком к оси симметрии и снабжено снизу и сверху отогнутых частей плоских балок трапециевидными соответственно неподвижно закрепленным и цельноповортным килями, верхние из них выполнены складывающимися в направлении от оси симметрии и оснащены толкающими спаренными винтами, имеющими взаимно противоположное вращение и возможность свободного их поворота вниз между плоских балок, и установленными на конце продолговатой фюзеляжной задней гондоле, вынесенной за соответствующую кромку транспортного отсека-центроплана и смонтированной над и в задней части последнего на пилоне, расположенном по оси симметрии, что обеспечит возможность преобразования его полетной конфигурации с самолета, имеющего движительную систему, в которой плоскости вращения лопастей передних и задних консольных и спаренных винтов при создании ими горизонтальной тяги вынесены за салон несущего фюзеляжа как в винтокрыл с максимальным взлетным весом, выполняющим короткий взлет и посадку, при котором от горизонтального положения отклоняются на углы 65° вверх и вниз соответственно валы редукторов передних и задних консольных винтов, а поворотные валы редукторов задних спаренных винтов остаются в горизонтальном положении, первые из которых создают подъемно-маршевую тягу, а последние - маршевую тягу, так и в вертолет с разновеликими несущими винтами, имеющий два задних консольных и спаренных винта меньшего диаметра и два передних консольных винта - большего диаметра, но и обратно, при этом плоскости вращения лопастей передних винтов при создании ими вертикальной тяги размещены с возможностью их вращения без обдува консолей крыла, диаметры передних и задних винтов определяются из соотношения: $$D=d\times \sqrt{\mathrm{1,5}}$$

, м (где: D и d - диаметры передних и задних винтов соответственно), пилотская закрытая кабина, смонтированная в верхней части носка транспортного отсека-центроплана, имеющего переднюю кромку с углом стреловидности, повторяющим угол стреловидности передней кромки крыла, консоли которого выполнены до и после крыльевых гондол соответственно с положительным и отрицательным углами поперечного V, позволяющими увеличить и высоту установки крыльевых гондол на изломах крыла, и диаметры передних винтов, система трансмиссии, передающая взлетную мощность двигателей между передними и задними винтами, обеспечивающими на самолетных режимах полета интенсивное обтекание верхней поверхности крыла и транспортного отсека-центроплана воздушным потоком от передней и задней групп винтов, консольные из которых как передние, так и задние винты имеют их вращение с набеганием по направлению к бокам соответствующих частей несущего фюзеляжа на самолетных и вертолетных режимах полета соответственно как нижней и дальней лопасти от передней кромки крыла, так верхней и дальней лопасти от задней кромки крыла соответствующего винта и имеющая в крыльевых гондолах наряду с двумя Т-образными в плане левым и правым консольными редукторами, снабжена по оси симметрии Т-образным в плане главным редуктором, связанным продольным и поперечными левым и правым валами соответственно с редуктором спаренных винтов и соответствующим Т-образным в плане консольным редуктором и приводимым, по меньшей мере двумя, двигателями, левый и правый из которых, имея для отбора мощности передний вывод вала с Г-образной в плане синхронизирующей системой валов и муфтой сцепления, смонтирован в соответствующей мотогондоле, снабжен выхлопным коллектором, направленным к нижней поверхности соответствующей разнесенной плоской балки, и размещен вдоль продольной оси последней, четырехопорное велосипедной схемы колесное шасси, каждая левая и правая пара опор которого, имеющая переднюю с колесом и с двумя колесами заднюю опоры, установлена по соответствующим бокам несущего фюзеляжа, имеющего в задней части по обе стороны от оси симметрии два грузовых люка, каждый из которых имеет одну секцию, открывающуюся вверх, а другую - вниз, образуя наклонную трап-рампу, каждая задняя опора с тандемным расположением колес, размещенная от вертикали через центр масс к корме под углом выноса ее колес γ=35°, установлена от передней опоры с продольной базой шасси, повышающей путевую и стояночную устойчивости в самолетной и вертолетной взлетно-посадочной конфигурации, обеспечивающей угол опрокидывания φ=12° и нагрузку на передние и задние опоры шасси соответственно ¹/₃ и ²/₃ статической силы его тяжести.In addition, it is made according to the concept of a large-sized bearing fuselage of rectangular cross section with rounded corners, having an aerodynamic profile of the wing with its relative thickness $$\overline{c}=22\%$$

, which is a transport section-center wing in an integrated structural and power two-beam scheme with spaced apart rectangular sections with rounded corners flat beams, each of which is placed on the sides in the rear of the carrier fuselage, which has left and right engine nacelles on its upper surface, smoothly transitioning to the corresponding high raised spaced flat beams having the same width along their outer sides with the supporting fuselage along their entire length to the forks and equipped on their bent outward along the outer sides of the last arrow-shaped all-turning consoles of the stabilizer, made with a reverse sweep on the trailing edge, located in the plan perpendicular to the midline of the left and right vertical tail, forming with the latter in the transverse direction T-shaped configurations of spaced tail feathers, each vertical tail of which with the upper and lower forks, increasing the directional stability, deployed with a toe to the axis of symmetry and provided with bottom and top bent parts of flat beams trapezoidal, respectively, motionlessly fixed and all-rotational keels, the upper ones are made folding in the direction from the axis of symmetry and equipped with pushing twin screws having mutually opposite rotation and the possibility of their free rotation downward between the flat beams, and mounted at the end of an elongated fuselage rear gondola, carried out for the corresponding the edge of the transport compartment-center section and mounted above and in the rear of the latter on a pylon located along the axis of symmetry, which it makes it possible to convert its flight configuration from an aircraft having a propulsion system in which the plane of rotation of the blades of the front and rear cantilever and twin propellers, when they create horizontal thrust, are moved outside the main body of the carrier fuselage as in a rotorcraft with a maximum take-off weight performing short take-off and landing, which from the horizontal position deviate at angles of 65 ° up and down, respectively, the shafts of the gears of the front and rear cantilever screws, and the rotary shafts of the gears of the rear paired the propellers remain in a horizontal position, the first of which create a mid-flight thrust, and the last marching thrust, and into a helicopter with different rotors, having two rear cantilever and twin screws of a smaller diameter and two front cantilever screws of a larger diameter, but also vice versa, while the planes of rotation of the blades of the front screws when creating vertical thrust are placed with the possibility of rotation without blowing the wing consoles, the diameters of the front and rear screws are determined from the ratio: $$D=d\times \sqrt{\mathrm{1,5}}$$

, m (where: D and d are the diameters of the front and rear screws, respectively), a pilot closed cockpit mounted in the upper part of the nose of the transport compartment-center section having a leading edge with a sweep angle that repeats the sweep angle of the leading edge of the wing, the consoles of which are made to and after the wing nacelles, respectively, with positive and negative angles of the transverse V, allowing to increase both the height of the wing nacelles at the kinks of the wing, and the diameters of the front screws, the transmission system transmitting the take-off engines between the front and rear propellers, which ensure intensive airflow around the upper wing surface and the center-wing transport compartment during airplane flight modes from the front and rear groups of propellers, the console ones of which both the front and rear propellers rotate with running towards on the sides of the corresponding parts of the supporting fuselage in airplane and helicopter flight modes, respectively, of both the lower and distant blades from the leading edge of the wing, and the upper and distant blades from the rear edge the wing flaps of the corresponding propeller and having in the wing nacelles along with two T-shaped in plan left and right cantilever gearboxes, is equipped along the axis of symmetry with a T-shaped in plan of the main gearbox connected by the longitudinal and transverse left and right shafts respectively to the gearbox of the twin screws and the corresponding T-shaped in terms of a cantilever gearbox and driven by at least two motors, the left and right of which, having a front output of the shaft with a L-shaped synchronizing system of shafts for the power take-off and the clutch, mounted in the appropriate nacelle, equipped with an exhaust manifold directed to the lower surface of the corresponding spaced flat beams, and placed on the longitudinal axis of the last, four-legged bicycle chassis wheel chassis, each left and right pair of supports of which has a front with a wheel and with two wheels the rear support, mounted on the respective sides of the supporting fuselage, having in the rear on both sides of the axis of symmetry two cargo hatches, each of which has one section, opening I am tucked up and the other down, forming an inclined ramp, each rear support with a tandem arrangement of wheels, placed from the vertical through the center of mass to the stern at an angle of removal of its wheels γ = 35 °, is installed from the front support with a longitudinal chassis base that increases waypoint and the parking resistance in an airplane and a helicopter landing configuration providing tilting angle φ = 12 °, and the load on the front and rear landing gear, respectively _^1/3 and _^2/3 of its static gravity.

Due to the presence of these signs, this will make it possible to carry out a heavy multi-rotor helicopter-plane with two supporting fuselages and according to the concept of the tandem arrangement of the rotary screws on the wing in the engine nacelles, each of which has corresponding rotary screws on the front and rear elongated wing parts of the nacelles. This will make it possible to convert its flight configuration from a helicopter having a six-rotor supporting circuit, including three front and three rear rotors, deflected up and down, respectively, located in front of and behind the wing, into a six-rotor airplane having twin-rotor tandem propulsion systems on engine nacelles, but also vice versa . A two-fuselage helicopter-plane allows you to quickly and relatively cheaply double your vertical carrying capacity, provide convenient loading and unloading and save parking space, which is very important in urban and, especially, deck-based it. In addition, a crew and a payload are placed in two bearing fuselages, with each of them connected by the interfuselage of the wing, installed half of the plumage and landing gear, which will, by reducing the mass and dimensions of the airframe, significantly increase the weight of the fuel and greatly increase its flight range.

, представляющего собой транспортный отсек-центроплан в интегральной конструктивно-силовой двухбалочной схеме с разнесенными плоскими балками, а его система трансмиссии, связывающая все поворотные винты - надежность и безопасность полетов тяжелого вертолета-самолета, выполненного по концепции тандемного расположения поворотных винтов на крыле, имеющего на двух гондолах два винта спереди и два сзади крыла и спаренные - сзади несущего фюзеляжа. Последние, усиливая обдув верхней поверхности несущего фюзеляжа и изменяя концепцию размещения задних винтов, позволят: во-первых, на самолетных режимах полета, увеличивая подъемную силу, улучшить взлетно-посадочные характеристики и снизить посадочную скорость, а во-вторых - изменять его полетную конфигурацию с самолета, имеющего две двухвинтовые тандемные движительные системы с четырьмя консольными винтами на крыле и спаренные винты сзади несущего фюзеляжа, как в вертолет с разновеликими несущими винтами, имеющий два задних консольных и спаренных винта меньшего диаметра и два передних консольных винта - большего диаметра, так и в винтокрыл, имеющий отклоненные только поворотные валы редукторов четырех консольных винтов на угол 65°, а поворотные валы редукторов задних спаренных винтов остаются в горизонтальном положении, но и обратно. При расположении гондол на крыле с передней и с задней группой винтов, за счет использования тянущих и толкающих расположенных тандемом винтов с противоположным их вращением, можно получить значительное увеличение КПД каждой двухвинтовой группы. Этот вариант также обеспечивает более обтекаемую форму каждой гондолы и ее меньшее аэродинамическое сопротивление и затенение поворотных винтов при вертикальном взлете, посадке и висении и, как следствие, уменьшение потерь в вертикальной их тяге. Спаренные и тандемные винты дают высоконапорные струи воздуха, обтекающие несущий фюзеляж и крыло со скоростью, превышающей скорость набегающего потока, что приводит к увеличению подъемной их силы. Такое расположение тандемных винтов на крыле в центральной части несущего фюзеляжа также благоприятно сказывается на уменьшении сопротивления носовой и кормовой его частей за счет эффекта отсоса пограничного слоя перед этими винтами. Все это позволяет весьма увеличить вертикальную грузоподъемность, обеспечить удобную погрузку-выгрузку и сэкономить место на стоянке, что весьма важно при городском и, особенно, палубном базировании. Кроме того, несущий фюзеляж; в нем размещается, экипаж и полезная нагрузка имеет сравнительно малую его длину, что позволит вынести плоскости вращения винтов за салон и весьма уменьшить шум в салоне и удельную нагрузку на крыло (G_o/S_кр=300 кг/м²). Последнее позволит сократить массу конструкции и геометрических размеров планера и, следовательно, уменьшить удельный вес самого планера, что и предопределит увеличение весовой отдачи и транспортной эффективности.In addition, it is made according to the concept of a large-sized bearing fuselage having an aerodynamic profile of the wing with its relative thickness $$\overline{c}=22\%$$

, which is a transport compartment-center wing in an integrated structural and power two-beam scheme with spaced flat beams, and its transmission system connecting all rotary screws is the reliability and safety of flights of a heavy helicopter aircraft, made according to the concept of tandem arrangement of rotary screws on the wing, which has two gondolas, two propellers in front and two in the rear wing and twin - in the back of the supporting fuselage. The latter, enhancing the blowing of the upper surface of the bearing fuselage and changing the concept of placing the rear screws, will allow: firstly, in airplane flight modes, increasing lift, improve take-off and landing performance and reduce landing speed, and secondly, change its flight configuration from an aircraft having two twin-rotor tandem propulsion systems with four cantilever rotor wings and twin screws at the back of the main fuselage, as in a helicopter with rotors of different sizes, having two rear cantilevers x and twin screws of a smaller diameter and two front cantilever screws - of a larger diameter, and in a rotorcraft having only the rotary shafts of the gears of the four cantilever screws rejected at an angle of 65 °, and the rotary shafts of the gears of the rear twin screws remain horizontal, but also vice versa. When the nacelles are located on the wing with the front and rear group of screws, due to the use of pulling and pushing tandem-mounted screws with their opposite rotation, a significant increase in the efficiency of each twin-screw group can be obtained. This option also provides a more streamlined shape of each nacelle and its lower aerodynamic drag and shadowing of the rotary screws during vertical take-off, landing and hovering and, as a result, reduction of losses in their vertical thrust. Paired and tandem propellers produce high-pressure jets of air flowing around the supporting fuselage and wing at a speed exceeding the speed of the incoming flow, which leads to an increase in their lifting force. This arrangement of tandem propellers on the wing in the central part of the bearing fuselage also favorably reduces the resistance of the bow and stern parts due to the suction effect of the boundary layer in front of these propellers. All this allows you to greatly increase the vertical load capacity, provide convenient loading and unloading and save parking space, which is very important for urban and, especially, deck-based. In addition, the carrying fuselage; it is located, the crew and the payload has a relatively small length, which will allow the plane of rotation of the propellers to be pulled out of the cabin and will greatly reduce the noise in the cabin and the specific wing load (G _o / S _cr = 300 kg / m ² ). The latter will reduce the mass of the structure and the geometric dimensions of the airframe and, therefore, reduce the specific gravity of the airframe itself, which will predetermine an increase in weight return and transport efficiency.

The present invention with options for using a heavy multi-rotor helicopter aircraft (TMVS), made according to the concept of a tandem arrangement of rotary propellers (TRVP) on a high wing and two-beam plumage or with a two-fuselage scheme, or with a large-sized bearing fuselage, respectively, of the TRVV-X6 or T4 TRP design 2 is shown in FIGS. 1 and 2.

Figure 1 shows the twin-body TMVS (DTMVS) in the flight configuration of the helicopter in a general top view with the placement of rotary screws according to the TRPV-X6 concept with three front and three rear in a six-screw carrier circuit.

Figure 2 shows the TMVS in the flight configuration of the aircraft and helicopter in general side and top views, respectively, with the placement of the front large and rear smaller rotary screws, including paired ones, according to the TRPV-X4 + 2 concept.

The heavy multi-rotor helicopter-plane shown in Fig. 2 is made according to the concept of a large-sized supporting fuselage 1, having an aerodynamic wing profile (NACA0012) and a transport section-center wing 1, equipped with a highly located wing 2. The supporting fuselage 1 is integrated into the structural-power double-beam circuit with wing 2 and smoothly formed at the level of the consoles of the last streamlined shape, two spaced apart high raised flat beams 3 mounted on the sides in the rear and on the upper surface of the supporting fuselage 1, having on top of the engine nacelle 4, smoothly transitioning to spaced flat beams 3. The closed pilot cabin 5, which is advanced, is mounted in the upper part of the nose of the transport compartment-center section 1. Two doors 6 are located on the sides and in the front of the carrier fuselage 1 (in its passenger-and-freight version the fuselage on the sides is equipped with side hatches with dimensions of 2.74 × 3.51 m). On the wing consoles 2, equipped with flaps 7 throughout the whole range, mounted wing nacelles 8, having front 9 and rear 10 oblong elytral parts. In the front and rear ends of the latter, rotary housings are mounted with the output shafts of the screw reducers, respectively, with 11 pulling and 12 pushing screws. At the end of the elongated fuselage rear nacelle 13, extended beyond the corresponding edge of the transport compartment-center section 1 and mounted above and in the rear of the latter on the pylon 14 mounted along the axis of symmetry, there are pushing rotary twin screws 12. All reversing screws are front 11 and rear 12, made with rigid fastening of the blades and the ability to change the angles of their installation, are mounted in the respective fairings of the nacelles 8, having, respectively, from above from the beginning and from below from the end, longitudinal longitudinal openings s 15 provided with guides for the rotation of the casing of the rotary shaft corresponding to the screw gear. Rotation of four-bladed propellers 11 and 12, transforming its flight configuration from a helicopter having a multi-rotor supporting circuit with two front 11 larger dimeters and three rear 12 smaller dimeters, into a turboprop aircraft having at the ends of the nacelles 8 front two pulling 11 and rear two pushing 12 screw, and on the rear nacelle 13 - pushing twin screws 12, is carried out using electromechanical drives (not shown in figure 2). A trapezoidal wing 2 with deflectable consoles 16, made before and after the nacelles with a positive + 3 ° and a negative -3 ° angle of transverse V, will increase the installation height of the nacelles 8 on wing 2 and, therefore, will predetermine a 1.06-fold increase in diameter, especially, the front screws 11. In this case, wing 2 has a moderate sweep along the leading edge χ = 13 ° and a large elongation, which reduces its width and, as a result, the flight of the elytra of the nacelles 8. Tailings with upper 17 and lower 18 forks made , dim the length of the flat beams 3, inclined with the latter outward from the axis of symmetry, are equipped with arrow-shaped spaced consoles of a one-turn stabilizer (CPS) 19, having in plan a trailing edge of the reverse sweep and forming in the transverse direction T-shaped configurations with vertical tailings, each of them has a bottom and on top of the flat beams 3 are trapezoidal respectively fixed 20 and all-inclusive 21 keels, the upper ones are provided with the possibility of folding them from the axis of symmetry. The latter, along with the possibility of folding the consoles 16 of the wing 2, significantly improves the convenience of placement on the deck (in the hangar) and the possibility of operation on ships. The spaced T-shaped in the transverse direction tail unit with a DSP 19 and a two-beam TMVS scheme allow, in its transport version, along with the possibility of folding the twin propeller blades, to have two cargo hatches 22 with inclined ladders in the rear of the supporting fuselage 1 on both sides of the axis of symmetry ramps.

The power plant (SU) is located on the sides of the supporting fuselage 1 in its rear part in the engine nacelles 4, the nozzles of their engines have exhaust manifolds 23 directed to the lower surface of the respective flat spaced beams 3, excluding harmful blowing of the rear screws 12. Engines, for example, turbine gas turbine engines (GTE) are installed with their maximum ease of maintenance and operation. The power from the gas turbine engine is transmitted to the tandem rotary screws 11 and 12 and the twin screws 12 through a transmission system connected to the front and rear gearboxes of these screws (not shown in FIG. 2). The output shafts of the first are provided with the possibility of their rotation with the pulling screws 11 relative to the axis of the corresponding screw gearbox upwards from a horizontal position parallel to the plane of symmetry, and the output shafts of the second gearboxes with the pushing screws 12 synchronously downward first (see figa). The transmission, which has in the wing nacelles 8 along with two T-shaped planes left and right cantilever gearboxes, is equipped along the axis of symmetry with a T-shaped main gearbox, connected longitudinal and transverse left and right cantilever shafts, respectively, with the gearbox of twin screws 12 and the corresponding A T-shaped cantilever gearbox and driven by at least two gas-turbine engines, each of which has a front shaft output for power take-off and a G-shaped synchronizing shaft system with a clutch. The excessive thrust-to-weight ratio of the SU, providing vertical take-off, landing and hovering of the TMVS, in its cruise flight determines the clutch to disable any excess gas turbine engine or one of them in case of failure (not shown in Fig. 2). When flying in the event of a failure of two gas turbine engines, it is possible to land a TMVS in the configuration of a winged gyroplane in the autorotation mode of its rotors 11 and 12. The four-leg retractable bicycle chassis circuit, the front supports with wheels 24 are retracted into the bow compartments, the main side supports with wheels 25 - into the aft compartments carrier fuselage 1.

TMVS control is provided by the general and differential variation of the pitch of the rotary screws of the cantilever tandem 11 and 12 and the rear twin 12 and the deviation of the steering surfaces 19 and 21 working in the area of active blowing of these screws. During cruise flight, the lifting force is created by wing 2 and the supporting fuselage 1, horizontal thrust - by screws 11 and 12, in hovering mode only by screws 11 and 12, in transition mode - by wing 2, bearing fuselage 1 and screws 11 and 12. When moving to vertical take-off-landing (hovering) openings 15 and then the flaps 7 are deflected to their maximum angles synchronously with the turns of the screws 11 and 12 parallel to the plane of symmetry from a horizontal position, deviating up and down, respectively, are installed vertically (see figa). When switching from an airplane flight mode to a hovering mode and if there is a pitch moment (M _z ), then it is countered by the deviation of the DSP 19, which creates a parry force. After installing the rotary screws pulling 11 and pushing 12 into a vertical position along the lines of their vertical thrust, the helicopter flight modes are possible. As they approach the surface of the earth (deck) and fly near them, the screws 11 and 12, having their mutually opposite rotation, form a region of compressed air under the air-tight air compressor, creating the effect of an air cushion and, thereby, increase their efficiency. The rotary propellers pulling 11 and pushing 12 deviate from a horizontal position up and down by an angle of 90 ° and 65 °, respectively, with vertical take-off and landing (GDP) and short take-off and landing (KVP) in helicopter and airplane flight modes of TMVS. It is also possible that when taking off with its maximum take-off weight, the use of the TMVS as a rotorcraft using the technology of short take-off and vertical landing (KVVP). For its appropriate landing on the surface of the earth (deck), wheels 24 and 25 of the retractable chassis are used.

In vertical take-off, landing and hovering, longitudinal control is carried out by changing the pitch of a pair of cantilever front 11 and a pair of cantilever rear 12 screws, lateral control by changing the step of the left and right pair of cantilever groups of front 11 and rear 12 screws, directional control by changing the torques of the diagonally located cantilever groups of screws front 11 and rear 12. At the same time, the screws located diagonally are equipped with the possibility of the same direction of rotation and the opposite - between their diagonal groups (see figb). Therefore, the cantilever screws have the same direction of rotation: the left front 11 with the right rear 12 screw and the right front 11 with the left rear 12 screw, are configured to synchronously change the installation angles of their blades. Moreover, increasing by the first two and simultaneously decreasing by the other two screws, with the corresponding creation of a change in the torques of these groups of screws, directional control is provided. The full yaw moment is formed without changing the pitch, roll and vertical thrust. When hovering, the flight direction of the TMVS can be carried out both forward and backward, as well as to the left and to the right. The flight of the TMVS at its maximum take-off weight can be carried out according to the KVVP technology, like a rotorcraft. Moreover, for its short take-off, only the rotary shafts of the gears of the cantilever screws 11 and 12 deviate from the horizontal position upward at an angle of 65 °, and the rotary shafts of the gears of the rear twin screws 12 remain in the horizontal position and create, respectively, lifting and marching thrust and marching thrust. After takeoff and climb, the landing gears 24 and 25 are retracted, horizontal flight at twice its payload can be carried out like a rotorcraft, or like a winged gyroplane. In the latter case, the rotary shafts of the gearboxes of the front 11 and rear 12 screws are installed vertically and horizontally, respectively. In this case, the rear cantilever screws 12 create horizontal traction, and the twin screws 12 and the main front screws 11 are disconnected from the drive of the SU engines and, accordingly, the first are installed in the vane position, and the second, starting to autorotate, create additional lifting force along with the lifting force of the wing 2 and provide gyroplane flight mode. In this mode, the bulk of the creation of the lifting aerodynamic force is provided equally by the supporting fuselage 1 and the wing 2. In other words, the wing 2 is unloaded and the working conditions of the two front 11 rotors are changed. As a result, at almost the same flight speed in autogyro mode, it consumes less power than in a rotorcraft. In addition, during autorotation, flow stall on the blades of two front 11 rotors of the TMVS is moved to higher flight speeds. At the same time in autogyro mode flight significantly saves fuel. All this makes it possible to obtain cruise speeds on the TMVS in the rotorcraft and autogyro flight modes in the reloading version up to 580-600 km / h, and on the airplane - 700 km / h, which is significantly more than the speed and range than on high-speed helicopters. Moreover, it becomes possible to use less power SU, reduce specific fuel consumption, and thus increase the range and speed of flight and, as a result, increase transport efficiency. Using it during short take-off as a rotorcraft, and in cruising flight as an airplane will significantly increase the range of its flight with doubled payload. Since when creating lift and horizontal thrust to achieve high cruising flight speeds, the combination of wing 2 with screws 11 and 12 in the propulsion system is much more profitable than wing 2 with two front 11 rotors and pushing rear screws 12. However, to reduce the distance to 160 and 240 m, respectively, when taking off with a short take-off m and when landing with mileage, create lift and horizontal thrust in combination of wing 2 with front 11 and rear 12 rotors, deflected up and down by an angle of 65 °, and two pairs With these pushing screws 12, it is much more advantageous than wings 2 with a multi-rotor bearing design, all of whose screws front 11 and rear 12 are deflected by an angle of 65 °. Therefore, after a cruise flight, its landing can be carried out as a rotorcraft and a helicopter when performing KVP and GDP in reloading and normal landing weight, respectively.

To switch to airplane mode of flight after vertical take-off and climb, all the shafts of the gearboxes of screws 11 and 12 are synchronously installed in a horizontal position. After which a cruise flight is performed, in which the directional control is provided by rudders 21 (see figa). Longitudinal and lateral control are respectively carried out by the common-mode and differential deviation of the steering surfaces — DSP 19. In the flight configuration of TMVS in airplane flight modes, the cantilever screws of the left and right groups of screws for the front pulling 11 and rear pushing 12 in each group have opposite rotation to create horizontal thrust, thereby, a significant increase in the efficiency of each twin-screw group is created. With its flight configuration as a helicopter, the reactive moments from the cantilever rotors used as rotors mounted in pairs are fully compensated due to the fact that they are equipped with the possibility of mutually opposite rotation between themselves as the front 11, but also the rear 12 rotors, but also the left and right groups (see figb).

Thus, the multi-purpose TMVS, made according to the concept of TRPV-X4 + 2 and a large-sized supporting fuselage, equipped with rear pusher rotary twin screws, has two nacelles on the consoles of the high wing, each of which is equipped with a twin-screw tandem system, placed outside the front and rear edges of the wing on elongated elytron nacelles having corresponding rotary screws in their front and rear ends is a multi-rotor convertiplane. The choice of such a concept for TMVS is due to the simplicity and the possibility of converting its flight configuration from a multi-rotor carrier helicopter into a flight configuration of a turboprop aircraft and vice versa. In addition, the concept of the supporting fuselage provides the possibility of reducing the mass of the structure and the geometric dimensions of the airframe and, in particular, increases the weight return and, as a consequence, the weight of the payload. Since the possible forms and aerodynamic layouts of aircraft made according to the two-fuselage scheme, and the concepts of the carrier fuselage with two-beam plumage, respectively, are “Boeing B-747twin” and “Burnelli CBY-3” (USA), as well as convert-toplans with four-screw carrier schemes, for example, Maud. X-19 f. "Curtiss" (USA), which is now known that the structural-power two-fuselage and, especially, two-beam scheme with the carrier fuselage of the aircraft provides maximum unloading of the wing and fuselage from the action of aerodynamic and mass forces, and multi-rotor convertiplanes that they are stable and manageable, then, therefore, they are all suitable for further engineering applications, can and should be the subject of further research and improvement.

Therefore, the development of TMVS, especially according to the TRPV-X4 + 2 concept, is also due to the simplicity of its general transmission, which will allow, by reducing the total loss of vertical thrust of the propellers (losses from blowing of the wing consoles and elytral parts of the nacelles, differ by 5 times) with the GDP technology full use of vertical thrust-to-weight ratio. The latter will allow, by reducing the specific gravity of the SU, to significantly increase the specific gravity of fuel and, as a result, to increase the flight range of the TMVS comparable with the range of a turboprop aircraft. Obviously, the creation of the TMVS family for air transport using an integrated structural and power two-beam scheme with a large-sized supporting fuselage and according to the TRPV-X4 + 2 concept will allow, eliminating the shortcomings of the TR-65 and QTR convertiplanes, to master their wide gamut. An important feature of the application of the TRPV-X4 + 2 concept in TMVS, which provides a qualitative increase in consumer properties, is that it is scalable and allows, along with TMVS-130, to create TMVS-260, but also to master the DTMVS-125 and DTMVS-250 of the two-body version with TRPV-X6.

Possible development, for example, TMVS-130 with two gas turbine engines mod. D-27 (with a capacity of 14,000 hp), each providing a take-off weight of 50.0 and 67.0 tons, with a corresponding payload in the cargo compartment of 13.0 and 26.0 tons, according to the GDP and KVP technology, will allow realizing high technical and economic results, allowing us to compete with Bell / Boeing (USA) companies. Since TMVS-130, using a minimum take-off area of 1069 m ² for GDP (with a specific capacity of 0.1216 people / m ² with a passenger capacity of 130 people), it has the dimensions of a passenger compartment without a ramp (length 9.2 × width 8.7 × height 2.74 m), the cargo compartment volume of which will be much more (almost 1.58 times) the volume of the cargo compartment of the heavy QTR. Therefore, TMVS-130, when implementing the GDP technology, exceeding the payload by 1.44 times, will have a flight range of up to 2800 km - this is almost 1.46 times more than that of the tiltrotor, and with a lower specific wing load 1.63 times, it will have much smaller dimensions in terms of plan (1.54 and 1.62 times less than for similar heavy convertiplanes QTR "Bell / Boeing" and TR-65 "Karem Aircraft", respectively). The latter advantage will also make it possible to widely use such TMVS on sites of limited size both for hard-to-reach areas and for supplying aircraft-carrying ships, which is extremely important for ground and, especially, ship-based them.

Ultimately, the widespread use of TMVS will also make it possible to fully implement the creation of a special urban and suburban-based transportation system for regional air cargo and passenger transportation and the possibility of providing transport links to most of the territory of the Russian Federation. Since without its creation further development of the regions of Siberia, the Far East and the Far North is impossible, a qualitatively new approach to the development of any unprepared land surfaces, city and ship helipads, as well as offshore production platforms remains with the use of TMVS.

Obviously, the creation of a TMVS family with improved tactical and technical indicators for air transport in modern conditions is a multidimensional task and is not technically unsolvable. Therefore, in the process of further development of transport aviation, life itself will dictate the task of mastering and TMVS.

Claims (2)

1. A heavy multi-rotor helicopter airplane containing two engine nacelles on the consoles of a high wing, having pull and propellers in the front and rear ends, fuselage, tail unit, propulsion engines transmitting power through a synchronizing shaft located in the wing nose to pulling and pushing rotary screws, providing horizontal and with their corresponding deviation up and down vertical traction, and a three-leg retractable retractable wheel chassis with a nose auxiliary support characterized in that it has a structurally-designed two-fuselage scheme with an interfuselage part of the wing, equipped with a central engine nacelle along the axis of symmetry with front and rear screws, which rotate freely between the bow and stern parts of the bearing fuselages, which will allow the conversion of its flight configuration from an airplane having flaps on the wing on the whole span, and two interfuselage and four cantilever rotors located in tandem into a helicopter of a six-rotor supporting circuit, providing during vertical take-off, landing and hovering, the control moments necessary for both longitudinal control created by differentiated changes in the angle of installation of the blades of the front and rear interfuselage screws and lateral control by means of increasing the angle of installation of the blades of both front and rear cantilever screws with one side of the axis of symmetry and reducing the installation angles of the blades of both the front and rear cantilever screws - on the other, but also the directional control iem setting angle of the blades in each group of diagonally opposite front and rear cantilever screws and, hence, increasing power of two cantilevered screws one diagonal band and simultaneously reducing the other two cantilevered screws, the yaw moment is provided, but also the back; each bearing fuselage having an aerodynamic profile and in the rear part along its longitudinal axis, a tail beam, equipped at the upward curved end made in the form of a force fork-tail, tail unit with arrow-shaped horizontal tail unit, left and right of the latter, forming interfuselage with their inner consoles the stabilizer, having a V-shaped kink in plan along the leading edge, is equipped on the outer and inner consoles with steering surfaces, which have the possibility of their differential and common-mode, respectively deviations two pilot closed left and right cockpits handed over the toe of the corresponding supporting fuselage having a leading edge with a sweep angle repeating the sweep angle of the leading edge of the corresponding horizontal tail; each left and right pair of supports of the bicycle circuit retractable chassis with paired brake wheels and on the rear and on the controlled front supports are placed along the longitudinal axis of the corresponding carrier fuselage. 2. A heavy multi-rotor helicopter aircraft, characterized in that it is made according to the concept of a large-sized bearing fuselage of rectangular cross section with rounded corners, having an aerodynamic profile of the wing with its relative thickness $$\overline{c}=22\%$$

, which is a transport section-center wing in an integrated structural and power two-beam scheme with spaced apart rectangular sections with rounded corners flat beams, each of which is placed on the sides in the rear of the carrier fuselage, which has left and right engine nacelles on its upper surface, smoothly transitioning to the corresponding high raised spaced flat beams having the same width along their outer sides with the supporting fuselage along their entire length to the forks and equipped on their bent outward along the outer sides of the last arrow-shaped all-turning consoles of the stabilizer, made with a reverse arrow-shaped swivel along the trailing edge, located in the plan perpendicular to the midline of the left and right vertical plumage, forming with the latter in the transverse direction T-shaped configurations of spaced tail units, each vertical tail of which with the upper and lower forks, increasing the road stability deployed with a toe to the axis of symmetry and provided with bottom and top bent parts of flat beams rapetsievidnymi respectively fixedly fastened and tselnopovortnym keels, the upper of them are made foldable towards the axis of symmetry; and is equipped with pushing twin screws having a mutually opposite rotation and the possibility of their free rotation downward between the flat beams and mounted on the end of an elongated fuselage rear nacelle, extended beyond the corresponding edge of the transport compartment-center section and mounted above and in the rear of the latter on an axis pylon symmetry, which will enable the conversion of its flight configuration from an aircraft having a propulsion system in which the plane of rotation of the front and rear vanes when they create horizontal thrust, the cantilever and twin propellers are moved out of the cabin of the supporting fuselage as in a rotorcraft with a maximum take-off weight, performing short take-off and landing, in which the shafts of the front and rear cantilever gearboxes deviate from the horizontal position by 65 ° up and down, respectively and the rotary shafts of the gears of the rear twin screws remain in a horizontal position, the first of which create a mid-flight thrust, and the last - a mid-thrust, and in a helicopter with different sizes with screws, having two rear cantilever and twin screws of a smaller diameter and two front cantilever screws of a larger diameter, but also vice versa, while the planes of rotation of the blades of the front screws when creating vertical thrust are placed with the possibility of rotation without blowing the wing consoles, the diameters of the front and rear screws are determined from the ratio $$D=d\times \sqrt{\mathrm{1,5}}$$

, m (where D and d are the diameters of the front and rear screws, respectively); a closed pilot cockpit mounted in the upper part of the nose of the center-wing transport compartment, having a leading edge with a sweep angle that repeats the sweep angle of the leading edge of the wing, the console of which is made before and after the wing nacelles, respectively, with positive and negative transverse V angles, which allow to increase the installation height wing gondolas on kinks of a wing, and diameters of front screws; a transmission system that transfers the take-off power of the engines between the front and rear propellers, which ensures intensive airflow around the upper surface of the wing and the central-wing transport compartment during airplane flight regimes from the front and rear groups of propellers, the console ones of which both the front and rear propellers rotate with running towards the sides of the corresponding parts of the bearing fuselage in airplane and helicopter flight modes, respectively, as the lower and far blades from the front edge of the wing of the upper and the farthest blades from the trailing edge of the wing of the corresponding propeller, and having in the wing nacelles along with two T-shaped planes left and right cantilever gearboxes, is equipped along the axis of symmetry with a T-shaped main gearbox in plan view connected by a longitudinal and transverse left and the right shafts, respectively, with a twin screw gearbox and the corresponding T-shaped cantilever gearbox, and driven by at least two motors, the left and right of which have a front shaft output with a G-shaft for power take-off hydrochloric in terms of system synchronization and clutch shafts, is mounted in the corresponding nacelle, is provided with an exhaust manifold toward the bottom surface of the respective spaced planar beams, and arranged along the longitudinal axis of the latter; a four-wheel bicycle circuit with a wheeled chassis, each left and right pair of supports of which having a front support with a wheel and two wheels, is mounted on the respective sides of the supporting fuselage, which has two cargo hatches in the rear on both sides of the axis of symmetry, each of which has one section that opens up and the other down, forming an inclined ramp, each rear support with a tandem wheel arrangement, placed from the vertical through the center of mass to the stern at an angle of removal of its wheels γ = 35 °, is installed from the front pores with a longitudinal base of the chassis, increasing the track and parking stability in the airplane and helicopter takeoff and landing configuration, providing a tipping angle φ = 12 ° and a load on the front and rear landing gears, respectively $$\raisebox{1ex}{$\mathrm{one}$}\!\left/ \!\raisebox{-1ex}{$3$}\right.$$

and $$\raisebox{1ex}{$2$}\!\left/ \!\raisebox{-1ex}{$3$}\right.$$

static gravity.

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