RU2608122C1 - Heavy high-speed rotary-wing aircraft - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: invention relates to aircraft engineering, particularly, to rotorcraft designes. Heavy high-speed rotary-wing aircraft (HHSRWA) has a fuselage, a tail unit with a horizontal stabilizer and a three-leg retractable wheeled landing gear. HHSRWA is configured as per the concept of diverse thrust of different-sized rotors (DTDSR) as a lifting-and-carrying system with four rotors and a lift-and-propulsion system with mutually opposite rotation of the pulling and the pushing coaxial smaller rotors installed in tandem in circular channels on V-shaped side all-rotary pylons. Rotation planes of blades of each pair of large rotors are located between different-span wings of the biplane-tandem system. On tips of the lower wings of reverse and straight sweep inside the rotor shafts there are hollow supports rigidly fixed with their lower ends to housings of the rotors reduction gears, and with the upper ones - in underwing fairings of the upper wings. HHSRWA has the possibility of the flight configuration conversion from a six-rotor helicopter into the flight configuration of a winged autogiro or a rotorcraft with a propulsion system consisting of smaller rotors.

EFFECT: provided is reduced power consumption for longitudinal balancing in hovering and better longitudinal controllability.

4 cl, 1 tbl, 2 dwg

Description

The invention relates to the field of aviation technology and relates to the creation of a high-speed heavy rotorcraft-carrier of a four-screw circuit, each larger rotor of which, without a swashplate, is mounted on both sides of the axis of symmetry in their front and rear groups on a vertical hollow support mounted from a cantilever gear of the lower wing to the upper wing of their respective consoles in a biplane-tandem scheme with wings of a closed loop, and having central smaller screws in the rotary annular channels and the ability to In the composition of a flying aircraft carrier, both docking and undocking with a retractable reciprocal node of a rigid system for securing a manned rotorcraft carrier both for taking on board an unmanned aircraft and for reverse operation.

A heavy tiltrotor project of the Hexplane project of Oliver-VTOL company (USA) is known, having three high-placed wings with tandem placed and at the ends of the cantilevers of which are mounted motors with gearboxes and screws in the rotary engine nacelles, creating a horizontal and corresponding upward vertical draft when converting it into a helicopter of a six-screw carrier scheme, a transmission with a synchronizing shaft system, laid in each wing and along the axis of symmetry, and a three-leg retractable retractable wheeled chassis.

Signs that coincide - the presence of six rotary engine nacelles with pulling screws at the ends of three 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 68 tons and the continuation of the flight on five working engines.

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 structurally complex three wings with their developed mechanization and a powerful engine nacelle rotation system, and the average larger wing has a span of 30.0 m, which does not reduce the overall dimensions of the airframe and the maximum specific load on the wings (about ≈590 kg / m ² ). 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 at low lowering speeds can drastically reduce the propeller thrust and create an uncontrolled fall situation. The third one is that the complexity of its general transmission of shafts (≈83.6 m long) will not allow to reduce the general loss of vertical propeller thrust and realize a more complete use of vertical thrust-weight ratio when hovering. 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 the absence of vertical plumage complicates the track stability in transient flight modes. All this limits the increase in safety and flight range, indicators of transport and fuel efficiency, but also the increase in exchange rate stabilization during towing flight, which excludes the possibility of its use as part of an "air carrier".

A known project of a vertically take-off manned aircraft carrier of Boeing Corporation (USA) (US Patent No. 2015/0115096 dated April 30, 2015) containing a modified twin-screw longitudinal diagram of a CH-47F Chinook carrier helicopter with an unmanned aerial vehicle (UAV) of an aircraft type, which, having on the consoles of its wing two engines with pulling screws, it is attached to the bottom of the carrier helicopter, can be separated from it and perform tasks independently.

Signs that coincide - the presence of a heavy helicopter carrier model CH-47F "Chinook", having a recess in the lower part of the fuselage for a special mount unit with the center section of the UAV - "flying wing". Thanks to the two screws mounted on the wing of the UAV, the helicopter docked with it will be able to develop significantly greater speed. The capabilities of the UAV itself will also expand, since due to the combined platform it will be possible to deliver it to its destination without consuming its fuel. And the possibility of refueling UAVs in the air from a helicopter carrier with a small amount of fuel in modern UAVs, which increases their potential.

Reasons that impede the task: the first is that a heavy helicopter has a twin-screw longitudinal scheme having a fuselage fastening for a twin-screw UAV, which determines the need for a significant extension of the struts of the wheeled chassis of the carrier helicopter, which will increase the mass of its structure and reduce the weight return. In addition, the UAV of the aerodynamic “flying wing” model without vertical keels will make it very difficult to control the docking process itself without the stability of control in the yaw channel, and even more so if the attachment points located on the upper part of the UAV center section and response under the helicopter fuselage are combined. The second one is that the wing span of the UAV is much larger than the track and wheelbase of the carrier helicopter, which will complicate their ground-based joint maintenance. The third is that the small cruising flight speed of 253 km / h and a range of up to 465 km, but also the practical ceiling of 3,090 m of the CH-47F “Chinook” heavy helicopter is much less than modern aircraft-type UAVs, which reduces their joint potential . The third is that in order to increase horizontal translational flight when sharing propulsion thrust of two main rotors having a mutual overlap of 21.4% and two rotors from a UAV docked with a helicopter located just below the main rotor overlap zone, it will lead to harmful aerodynamic interference of rotors and smaller UAV rotors and the strong influence of the rotational field of each rotor on the traction and torque of the side traction screws, which can lead to an imbalance in the balance of forces and moments uyuschih helicopter carrier and, as consequence, to the formation of "raznotyagovosti" lateral screw propellers. In addition, the location of the attachment point for one UAV and only under the fuselage of a manned carrier helicopter, which makes it very difficult to dock / undock in the air, especially of a heavy helicopter and an aircraft type UAV during horizontal high-speed flight, but also limits the capabilities of an “air carrier” having only one UAV. Whereas when placed in a compartment of a helicopter with a take-off weight of 25 tons, this can be 2-3 heavy-class UAVs with a take-off weight of up to 3-4 tons.

Closest to the proposed invention is an experimental rotorcraft model Ka-22 OKB "Kamov" (RF), having at the ends of the wing propulsion-bearing screw systems with engines connected by synchronizing shafts laid in the wing, and leading to rotation of the propellers and rotors located respectively, in front of the engine nacelles and above the latter on the wing pylons, has an oval cross-section fuselage with tail unit and horizontal stabilizer and a three-leg retractable retractable wheeled chassis.

Signs of coincidence - at the ends of the wing of moderate elongation λ = 5.4 and a span of 23.8 m, there are pylons with rotors with a diameter of 22.5 m, rotating in opposite directions. Each rotor, the shaft of which is deflected forward in flight, has a swash plate with control of the general and cyclic changes in its pitch, is designed to create lifting and propulsive forces, and translational motion in high-speed flight is provided by pulling propellers. That allows you to perform also the technology of vertical and short take-off / landing (GDP and KVP), but also short take-off and vertical landing (KVVP). Two turboprop engine D-25VK capacity of 5500 horsepower used 95% of their capacity when GDP and its smaller part at horizontal flight, respectively, to the drive rotor (almost 15% when _taken takeoff weight G = 42500 kg) for creating lift them of force and propulsive traction, but also of AV-62 propellers located in front of engine nacelles providing horizontal traction only during cruise flight, especially when the rotors begin to rotate in a mode close to self-rotation, as in a gyroplane, creating only lifting force when horizontally in flight (autorotating rotors are used as bearing surfaces without creating propulsive thrust), and propellers will create the marching thrust required for horizontal flight, which will provide the rotorcraft higher profitability than a helicopter, and the high thrust-weight ratio of its power plant, which has a specific load at a power ρ _N = 3.4 kg / h.p., can create a range of flight speeds of 340 ... 356 km / h with a payload (PN) of 6.0 tons and after the GDP is fulfilled with its take-off weight of 37500 kg, while ensuring and far flight to 1100 km. Tests Ka-22 showed that at takeoff with 190 m takeoff weight Mo grows up to 10 tons _(taken at G = 42500 kg). When landing "on aircraft» (G _taken kg = 35500) landing distance less than 130 m. Airspeed of 150 km / h rotorcraft behaved like an airplane wing and thus carries 60% of its take-off weight.

Reasons that impede the task: the first is that the rotorcraft has a double separate system for creating lift and horizontal thrust, which inevitably leads to its heavier weight and lower recoil, especially with propellers mounted under the main rotors, but also to increase the volume of routine work and higher cost of operation of rotors with swash plates with control of the general and cyclic changes in their pitch and, as a result, significantly complicates the design, and the constant vibrations that occur when bot of the automatic swashplate, create adverse conditions for the operation of other mechanisms and equipment. The second one is that in the hovering mode, the flow from the main rotors, blowing off the consoles of the “airplane” wing with an area of 105.0 m ² and creating a significant (almost 12.5%) total loss in their vertical thrust, is inhibited. At the same time, high-speed air flow, thrown from the wing consoles and even with deflected flaps and with an average aerodynamic chord of 3.9 m, determines the formation of vortex rings, which can at low lowering speeds sharply reduce the thrust of the rotors and create an uncontrolled fall situation , which reduces management stability and security. And as the speed of horizontal flight increases, the problem also worsens, since on the retreating side of each rotor there arises a section in which the absolute speed of its blades relative to air becomes practically zero and this section of the blades, naturally, does not participate in the creation of lift, which worsens the balancing transverse channel, especially because of the location of these sections just above the consoles of the direct wing. The third one is that in a rotary-wing transverse circuit with two rotor-propulsion and propulsion-bearing screw systems mounted at the ends of a high-winged wing, respectively, in wing gondolas and wing-mounted pylons, it determines a structurally complex forward wing equipped with a complex system for reducing rotors and propellers in a common gearbox and having a root chord larger than the terminal, which increases inductive losses. The fourth is that in order to ensure the strength and stiffness of a wing of a large scope, it is necessary to increase the wing height and cross-sectional area of the power elements, which leads to a significant increase in the weight of the structure, an increase in drag and, as a consequence, to a decrease in speed and weight return. The fifth one is that the location of two propulsive propulsors under the rotors complicates the structure and leads to an increase in its dimensions and harmful resistance, but also to a significant increase in noise due to the interaction of traction propellers and rotors. In addition, the appearance of self-excited vibrations, high alternating stresses and vibrations, as well as other types of dynamic instability of the structure, including one of the most dangerous - air resonance of rotors on an elastic base, was not ruled out in such a design. The appearance of resonance in the transverse pattern was increased due to the presence of heavy nacelles with propeller systems at the ends of the wing trusses, which had the main supports with retainers of the fixed gear wheel chassis, as a result of which the natural vibration frequencies of the structure were comparable with the rotational speed of the rotors. Another disadvantage is that helicopter engines with a free turbine can reduce the rotor speed by only 10-12%, and reducing their rotational speed to 40% will require the use of various kinds of couplings and gearboxes, which will lead to a further increase in the weight of the transmission. This complicates the design and ensures, by reducing the weight of the fuel, a higher specific fuel consumption and, as a result, limits the possibility of increasing flight speed and range, but also indicators of transport efficiency and, especially, its use as a rotorcraft-carrier of unmanned aerial vehicles as part of a flying aircraft carrier.

The present invention solves the problem in the above-mentioned known experimental high-speed rotary-wing model "Ka-22" to increase payload and weight gain, reduce the required power for longitudinal balancing when hovering and improve longitudinal controllability, increase climb rate, speed and range, as well as exclude self-excited oscillations , high alternating voltages, vibrations and the occurrence of resonance, but also the implementation of the technology of both docking and undocking with retractable mating nodes mi rigid system of its fastening both for taking on board an unmanned aircraft, and for reverse operation.

раза больше размаха соответственно переднего низкорасположенного и заднего высокорасположенного крыла обратной стреловидности (ПНКОС и ЗВКОС), каждое из последних выполнено с соответствующим углом поперечного V и размещено параллельно соответственно внутренним секциям заднего НСКЧ и переднего ВКОЧ, а каждая из консолей ЗВКОС снабжена на их законцовках вертикальными оперениями с рулями направления, причем и ПНКОС, и заднее НСКЧ с концевыми элевонами снабжено внутренними развитыми закрылками обратного сужения, имеющими корневые хорды односекционных закрылок в

раза больше их концевых хорд и возможность их отклонения на углы 20°, 40° и 75°, но и преобразующими при максимальном их отклонении внутренние их секции соответствующих низкорасположенных крыльев как бы с "обратным сужением", создающим в зоне максимальных индуктивных скоростей воздушного потока от соответствующих несущих винтов возможность и уменьшения на 8% потерь подъемной силы от обдувки их консолей, и препятствования обратному перетеканию воздушного потока, при этом каждая из цельно-поворотных частей V-образного пилона, имеющих раздельные узлы их поворота, создают возможность синхронного и свободного их отклонения в вертикальной продольной плоскости с меньшими винтами в кольцевых каналах, обеспечивающих на режимах вертикального взлета/посадки и висения как уменьшение потерь тяги последних, так и вращения без взаимного влияния и их перекрытия с большими несущими винтами соответственно при создании ими вертикальной и горизонтальной тяги на соответствующих режимах полета или наклонной тяги при выполнении технологии КВП при синфазном их отклонении вверх на угол +30°, причем с целью снижения шума и вибрации конструкции от всех несущих винтов, создающих воздушные потоки, которые не взаимодействуют между собой как в передней, центральной и задней, так и в левой и правой группе винтов, выполненных без управления циклического изменения их шага и с жестким креплением их лопастей, но и создания от всех несущих винтов полной компенсации реактивных крутящих моментов при противоположном направлении вращения, например, при виде сверху как по часовой стрелке и против соответственно как между двумя правыми и двумя левыми большими винтами, но и одинакового направления вращения между диагонально расположенными винтами, например, при виде сверху по часовой стрелке и против соответственно как между правым передним большим и левым передним из соосных меньших винтов, так и между левым передним большим и правым передним из соосных меньших винтов, что обеспечивает устранение гироскопического эффекта и создание более плавного обтекания воздушным потоком от всех несущих винтов соответствующих крыльев передней и задней системы КЗК, при этом с целью уменьшения аэродинамической интерференции несущих винтов и меньших винтов в кольцевых каналах, последние из которых смонтированы на концах V-образного пилона таким образом, что при создании соответствующими соосными меньшими винтами как горизонтальной тяги линия действия пропульсивной их силы совпадает с плоскостью вращения наступающих лопастей соответствующих несущих винтов, так и подъемной и управляющей силы при выполнении ВВП и их высоком расположении на концах V-образного пилона ось вращения каждого меньшего винта размещена параллельно хорде пилона и при этом направлена от плоскости симметрии наружу, что повышает как КПД несущих винтов, так и улучшает маневренность и путевую управляемость соответственно, причем с целью увеличения беспосадочного полетного времени он оснащен выдвижной передней штангой, выполненной с возможностью приема и подачи в топливные баки авиатоплива, перекачиваемого с самолета-заправщика, снабженного системой дозаправки в воздухе, при этом силовая установка (СУ), включающая левую и правую тандемные гондолы, имеющие передний и задний двигатели соответственно с задним и передним выводом вала для отбора и передачи взлетной их мощности посредством соответствующих Т-образных в плане промежуточных редукторов, связанных поперечными валами с входными валами главного редуктора, и смонтированные по бокам и в центральной нижней части фюзеляжа в корневых частях соответствующих консолей прямого ПНКОС и трапециевидного НСКЧ, образующих своими консолями как бы X-образную в плане конфигурацию, причем система трансмиссии, включающая наряду с синхронизирующим многоуровневым главным редуктором, имеющим нижний уровень X-образной в плане конфигурации с двумя парами выходных валов для передачи крутящего момента, например, от газотурбинных двигателей (ГТД) к передней и задней группе консольных редукторов несущих винтов посредством соединительных валов, проложенных в соответствующих внутренних секциях ПНКОС и НСКЧ, снабжен Т-образным в поперечной плоскости верхним уровнем с двумя выходными левым и правым трансмиссионными валами, соединенными с соответствующими боковыми V-образными в поперечной плоскости угловыми редукторами, передающими крутящий момент к группе соосных меньших винтов, выполнен с возможностью плавного перераспределения мощности при переходе с вертикального взлета или зависания в режим скоростного горизонтального полета с больших несущих винтов на меньшие винты, но и уменьшения на 10% взлетной мощности от любой пары из работающих двигателей, которая поровну подводится на меньшие винты и оснащена на среднем уровне двумя левым и правым входными валами, связанными посредством промежуточных редукторов с соответствующими ГТД, каждый из последних, образуя синхронизирующую систему, снабжен муфтами свободного хода, выдающими, отключая от трансмиссии в горизонтальном скоростном полете любую пару избыточных ГТД, но и пару любых в случае их отказа или трех ГТД при групповом их отказе, управляющий сигнал на автоматическое подключение вспомогательной СУ к главному редуктору трансмиссии и изменение полетной конфигурации в вертолет или крылатый автожир для аварийной посадки соответственно с четырьмя нагруженными или авторотирующими несущими винтами, при этом отклонение закрылок на ПНКОС и НСКЧ выполняется автоматически на минимальный или максимальный угол и изменяется соответственно от скорости, высоты полета или на режиме аварийной посадки с авторотирующими несущими винтами при флюгерном положении меньших винтов с одновременным автоматическим ускоренным отклонением вниз как соответствующих закрылок, так и синфазным отклонением вниз рулей высоты - элевонов НСКЧ.Distinctive features of the present invention from the above-mentioned known experimental high-speed rotorcraft of the Ka-22 model, which is closest to it, are the fact that it is designed according to the concept of spaced thrust of different-sized propellers (RTRV) in the lifting-bearing and lifting-moving systems, respectively, with at least four rotors and mutually opposite rotation of the pulling and pushing coaxial smaller screws mounted in tandem in two central annular channels on the V-shaped side all-rotary pylons, and is equipped with a multi-rotor system according to the RTRV-X4 + 2 scheme, having a pair of front and a pair of rear rotors from it, mounted in such a way that the plane of rotation of the blades of each pair of large screws are located between the wingspan of the biplane-tandem scheme forming their inner sections when viewed from the front, as it were, the left and right trapezoidal front and rear slotted channels, the last of which, when viewed from the front, is placed above the front, and cantilever gearboxes mounted on the output shafts, to each of which, located in the front and rear elytral fairings on the tips of the lower wings with multidirectional sweep of the corresponding smaller and direct sweep of a larger span, is equipped with a hollow fixed support mounted coaxially inside the rotor shaft, which is rigidly fixed with its lower end to the body of the inner lower part the cantilever gear of the main rotor, and the top one is centered relative to its shaft with the help of a bearing assembly so that the protruding from the shaft The upper part of the support is fixed in the corresponding under-wing fairing of the front and rear upper wings with opposite directional sweep of the larger and reverse sweep of a smaller span, forming a kind of biplane-tandem with two configurations of closed-loop wings (front and rear when viewed from above) diamond-shaped configurations with end parts of a highly located “reverse gull” wing (AECO) and a low-lying arrow-shaped wing “gull” (NSCH), respectively, and nabzhen the possibility of converting its flight configuration from a helicopter of a six-rotor carrier circuit into the flight configuration of a winged gyroplane or rotorcraft with a propulsion system that creates mid-thrust thrust for high-speed horizontal flight with the provision of third higher or second average, but also first lower speed, respectively, after vertical, but and short take-off, respectively, in its normal or reloading version, by 3.5%, but also by 14% more than the normal take-off weight when rotating xxia two front and two rear large rotors in the mode of their autorotation, but also in a mode close to their self-rotation, respectively, from the incoming air flow, but also from one pair of working engines, giving out 90% or 81% of their take-off power, which respectively, they are completely transferred to the smaller side screws or 9/10 of their power to the last two and 1/10 to the four large rotors, but also vice versa, with each large extension and the front EHFR and the rear NSCH acting as a direct control of the lift forces oh and having in their arrow-shaped pair a total area of 45% of the total area of the tandem biplane, in

times the magnitude of the front low sweep and rear high sweep wing (PNKOS and ZVKOS), respectively, each of the latter is made with a corresponding transverse V angle and placed parallel to the inner sections of the rear NSCH and the front VZOCH, respectively, and each of the ZVKOS consoles is equipped with vertical tailings on their tips with rudders, both PNKOS, and the rear NSCH with end elevons is equipped with internal developed backward restriction flaps having root chords single section flaps in

times their terminal chords and the possibility of their deviation by angles of 20 °, 40 ° and 75 °, but also transforming at their maximum deviation their inner sections of the corresponding low-lying wings with a kind of “reverse constriction”, creating in the zone of maximum inductive airflow velocities from corresponding rotors, the possibility of 8% reduction in the loss of lifting force from blowing their consoles, and preventing the backflow of air flow, while each of the whole-rotary parts of the V-shaped pylon, having a separate The knots of their rotation make it possible to synchronously and freely deviate them in the vertical longitudinal plane with smaller screws in the annular channels, which, in the vertical take-off / landing and hover modes, provide both a reduction in the loss of traction of the latter and rotation without mutual influence and their overlap with large carriers screws, respectively, when they create vertical and horizontal thrust in the corresponding flight modes or inclined thrust when performing KVP technology with their in-phase deviation upward by an angle of + 30 °, etc. in order to reduce the noise and vibration of the structure from all rotors that create air flows that do not interact with each other both in the front, central and rear, and in the left and right groups of screws, made without cyclic change of their pitch and with rigid fastening of their blades, but also the creation of all the rotors of the full compensation of reactive torques in the opposite direction of rotation, for example, when viewed from above as clockwise and counter, respectively, between two right and two l large screws, but also in the same direction of rotation between diagonally located screws, for example, when viewed from above clockwise and counterclockwise, respectively, between the right front large and left front of the coaxial smaller screws, and between the left front large and right front of the coaxial smaller screws, which ensures the elimination of the gyroscopic effect and the creation of a smoother flow around the air stream from all the rotors of the corresponding wings of the front and rear KZK systems, while reducing aerodynamic interference of the rotors and smaller screws in the annular channels, the last of which are mounted on the ends of the V-shaped pylon in such a way that when the corresponding coaxial smaller screws create horizontal thrust, the line of action of their propulsive force coincides with the plane of rotation of the advancing blades of the corresponding rotors, as well as the lifting and control force when fulfilling the GDP and their high location at the ends of the V-shaped pylon, the axis of rotation of each smaller screw is parallel while the pylon chord is directed outward from the plane of symmetry, which increases both the rotor efficiency and improves maneuverability and directional control, respectively, and in order to increase non-stop flight time, it is equipped with a retractable front boom designed to receive and feed jet fuel into fuel tanks pumped from a refueling aircraft equipped with a refueling system in the air, while the power plant (SU), including the left and right tandem nacelles having front and rear engines with correspondingly, with the rear and front output of the shaft for the selection and transmission of their take-off power by means of corresponding T-shaped in terms of intermediate gearboxes connected by transverse shafts to the input shafts of the main gearbox and mounted on the sides and in the central lower part of the fuselage in the root parts of the corresponding direct PNCOS consoles and a trapezoidal NSCH, forming with their consoles a kind of X-shaped configuration in terms of, moreover, a transmission system including, along with a synchronizing multi-level main gearbox rum having a lower level X-shaped in terms of configuration with two pairs of output shafts for transmitting torque, for example, from gas turbine engines (GTE) to the front and rear group of cantilever rotor gearboxes by means of connecting shafts laid in the corresponding internal sections of the PNCOS and NSCH equipped with a T-shaped in the transverse plane of the upper level with two output left and right transmission shafts connected to the corresponding lateral V-shaped in the transverse plane of the angle gears transmitting torque to a group of coaxial smaller propellers is made with the possibility of a smooth redistribution of power when switching from vertical take-off or hovering in high-speed horizontal flight mode from large rotors to smaller rotors, but also by 10% reduction in take-off power from any pair of working engines , which is equally supplied to smaller screws and is equipped at the middle level with two left and right input shafts connected by means of intermediate gears to the corresponding gas-turbine engine, each of the last x, forming a synchronizing system, is equipped with freewheel clutches, issuing, disconnecting from the transmission in horizontal high-speed flight any pair of excess gas turbine engines, but also any pair in the event of their failure or three gas turbine engines in case of their group failure, a control signal for automatically connecting the auxiliary control system to the main the gearbox of the transmission and changing the flight configuration to a helicopter or a winged gyroplane for emergency landing, respectively, with four loaded or autorotating rotors, while the deviation of the flaps on P NKOS and NSCH is performed automatically at the minimum or maximum angle and changes, respectively, from speed, flight altitude or in emergency landing mode with autorotating rotors when the vane position of the smaller screws with simultaneous automatic accelerated downward deflection of the corresponding flaps, as well as in-phase downward adjustment of the elevators - Elevon NSCH.

In addition, with the aim of its possible use as part of a flying aircraft carrier, doubling the deployment of unmanned reconnaissance and strike aircraft (BRUS) on its board and increasing the width of the mentioned oval fuselage section, which does not provide BRUS wing span to 5.4 meters and its take-off weight to 4800 kg, 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, which makes it possible to place the per of the front and rear passenger compartments for service personnel and below them in the lower - storage warehouse and cargo ramp, respectively, but also the location between the front and rear cargo shafts, equipped with special manipulators, of the central four transport compartments, each of which has a pair of retractable lodgements for placing the BRUS with folded wings, and in the integrated structural-power circuit with the front and rear mentioned KZK and the supporting fuselage having a lower fairing in the central part streamlined shape with smooth conjugation of the side engine nacelles and the central part of the transmission system, forming an asymmetric biconvex profile of the supporting fuselage, while the pilot closed cockpit mounted along the axis of symmetry and in the upper part of the nose of the bearing fuselage having a leading edge with a sweep angle that repeats the sweep angle the edge of VKOCH, whose consoles are made before and after the underwing fairings, respectively, with negative and positive angles of the transverse V, allowing the installation height of each cantilever gearbox of the main rotor with the middle location of the disk of rotation of its blades, but lower than the floor of the upper passenger compartment, a four-leg bicycle chassis wheel chassis, each left and right pair of supports of which having a front support with a wheel and two wheels with rear wheels is installed according to the corresponding the sides of the supporting fuselage, which has two cargo hatches in the rear part on both sides of the transport compartment from the axis of symmetry, each of which has one section that opens up and the other down, forming an inclined ramp 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 = 37 °, is installed from the front support with a longitudinal chassis base, which increases the track and parking stability in aircraft and helicopter take-off and landing configuration, providing a tipping angle ϕ = 15 ° and a load on the front and rear landing gear legs, respectively 40% and 60% of its static gravity, while long-distance components are mounted on the tips as vertical keels radar detection (AWACS), and the front VCOCH and rear NSCH, placed containers with electronic warfare components (EW), and in the front and aft of the fuselage there are lower automatic opening hatches and retractable / retracted from them down / up along the plane of symmetry special manipulators with grips with catcher locks for performing both docking and undocking in the lower hemisphere with the reciprocal node of the rigid fastening system of each BRUS as for receiving it on board in the front hatch saw rotated rotary-wing carrier (PVN), and for reverse operation from the aft hatch, but also to refuel them both in the air and on board, but also to ensure replenishment of the ammunition load from the storage depot, designed for three combat sorties of each BRUS moreover, the head BRUS is made with the possibility of both optional control during manual piloting and with a workstation in a two-seater crew for remote control of others during their joint group use, while to increase non-stop In flight time, each BRUS is equipped with a retractable dorsal front bar, made with the possibility of receiving and supplying fuel to the fuel tanks of jet fuel pumped from a rotary wing carrier equipped with a refueling system in the air, and each BRUS is made according to the tailless aerodynamic scheme with a deltoid wing, two keels per its tips and side air intakes of the afterburner turbojet bypass engine are equipped with an automatically opening hatch above the center of mass on the top of the fuselage and with a retractable d / pulled out of it up / down along the BRUS symmetry plane with a special rod with the catch of the catch and is equipped in the front and rear upper ends of their trapezoid keels with two pairs of television cameras of the front and rear panoramic panoramic view of the horizon, especially both on the left and its right side, which provides the conditions for truly remote piloting by the operator and simplifies control of both docking / undocking with the reciprocal component of the carrier rotorcraft and the transformation of its flight to configuration when folding or unfolding the end parts of the wing consoles in such a way that each keel is then placed in tandem one after the other over the stern of its fuselage when it is lifted aboard after the landing gear is released or in the reverse order for its departure.

In addition, with the aim of realizing the possibility of receiving / releasing BRUS in the upper hemisphere, its bearing fuselage, which has protective rails on its sides between the center wings of the upper wings, contains corresponding hatches in the front and aft parts of the fuselage with upper automatic spreading and up / down from them up / down vertical elevators having a rigid pyramidal fastening on the top of each platform with catcher locks tilted forward / backward in flight to perform both docking and undocking ki with a reciprocal lower node of the rigid fastening system of each BRUS both for taking it aboard into the front shaft of the elevator of a manned rotorcraft-carrier (PVN), and for reverse operation from the aft shaft of the elevator, and each elevator has the ability to move up and down two tiers from the floor of the lower compartment, both to the floor of the cargo compartment of the second tier, and to the upper surface of the supporting fuselage, with each BRUSS equipped with an automatically opening hatch under the center of mass on the lower part of the fuselage and with a retractable / retractable down / in from it x along the BRUS symmetry plane with a special rod with a reciprocal lock and is equipped in the front and rear upper ends of their wing trapezoid keels with two pairs of television cameras of the front and rear panoramic view of the horizon, especially along its wing sides providing true remote piloting by the operator and simplifying the control of both docking / undocking with the MFN response node, and the implementation of the aforementioned transformation of its flight configuration when folding or ladyvaniya end portions of wing panels when taking aboard after the release of its chassis or in reverse order for its departure.

In addition, for the purpose of its possible use as a long-distance cruise "flying car", its aforementioned supporting fuselage is designed as a two-story sleeping railway carriage with increased sound insulation, damping noise from running engines and whistling sound from rotors, contains on the first and second floors on both sides of their two aisles, respectively, four-seater and two-seater compartments with soft seats, the last of which the coupe-suites are equipped with comfortable bathrooms, have minibars, coffee machines , DVD-player and complement their equipment - set-top boxes Wi-Fi with free internet access, and on the second floor in the aft part of a panoramic glazed observation deck with its transparent roof.

Due to the presence of the distinguishing features of the present invention from the above-mentioned known experimental rotorcraft of the Ka-22 model, which is closest to it, it is possible to realize a multifunctional high-speed rotary wing carrier (MSVN), which, being a component of a flying aircraft carrier, is made according to the RTRV concept in the lift -carrier and lifting-moving systems, respectively, with at least four rotors and mutually opposite rotation of the pulling and pushing coaxial smaller screws, installed in tandem in two central annular channels on V-shaped lateral one-piece rotary pylons, and is equipped with a multi-screw system according to the RTRV-X4 + 2 scheme, having a pair of front and a pair of rear rotors made of it, mounted in such a way that the plane of rotation of the blades of each pair large screws are located between the biplane-tandem circuits of different wingspan, forming their inner sections when viewed from the front, as it were, the left and right trapezoidal front and rear slotted channels, the last of which, when viewed from the front, p placed above the front and mounted on the output shafts of the cantilever gearboxes, each of which, located in the front and rear wing coverings on the tips of the lower wings with multidirectional sweep, respectively, of the reverse smaller and direct sweep of a larger span, equipped with a hollow fixed support mounted coaxially inside the rotor shaft , which is rigidly fixed with its lower end to the housing of the inner lower part of the rotor cantilever gearbox, and the upper one is relatively centered of its shaft with the help of a bearing assembly in such a way that the upper part of the support protruding from the shaft is fixed in the corresponding underwing fairing of the front and rear upper wings with multidirectional sweep, respectively, of a larger sweep and reverse sweep of a smaller span, forming a biplane-tandem scheme with two KZK configurations when viewed from above, the anterior and posterior rhomboid configurations with end parts of the highly located “back gull” wing and low a seated swept wing "gull", and is equipped with the ability to convert its flight configuration from a helicopter of a six-rotor carrier circuit into the flight configuration of a winged gyroplane or rotorcraft with a propulsion system that creates mid-thrust lateral screws for high-speed horizontal flight with third third or middle, but also the first lower speed, respectively, after vertical, but also short take-off, respectively, in its normal or reloading version, by 3.5%, but also by 14% more normal take-off weight when rotating two front and two rear large rotors in the autorotation mode, but also in a mode close to their self-rotation, respectively, from the incoming air flow, but also from one pair of working engines that produce 90% or 81% of the take-off their powers, which are respectively transferred completely to the smaller side rotors or 9/10 of their power to the last two and 1/10 to the four large rotors, but also vice versa. Each of the integral-rotatable parts of the V-shaped pylon, having separate nodes for their rotation, creates the opportunity in the vertical longitudinal plane of their simultaneous deviation with smaller screws, has a range that exceeds the radius of the annular channels and provides the modes of vertical take-off / landing and hovering as a reduction in losses traction of the latter, as well as rotation without mutual influence and their overlapping with large rotors, respectively, when they create vertical and horizontal or inclined traction on the corresponding flight modes or performing KVP-phase technology with their deflection angle of up to + 30 °. In order to reduce the aerodynamic interference of the rotors and smaller screws in the annular channels, the last of which are mounted at the ends of the V-shaped pylon in such a way that when the corresponding coaxial smaller screws create horizontal thrust, the line of action of their propulsive force coincides with the plane of rotation of the advancing blades of the corresponding bearing screws, both the lifting and the driving force, when the GDP is fulfilled and their location is high at the ends of the V-shaped pylon, the axis of rotation of each smaller screw ene parallel chord pylon and thus directed outwardly from the plane of symmetry, which increases the efficiency of both rotors, and improves the maneuverability and directional control, respectively. In order to increase non-stop flight time, it is equipped with a retractable front boom made with the possibility of receiving and supplying fuel to the fuel tanks of jet fuel pumped from a refueling aircraft equipped with a refueling system in the air.

A transmission system including, along with a synchronizing multi-level main gearbox having a lower X-shaped level in terms of configuration with two pairs of output shafts for transmitting torque, for example, from a gas turbine engine to the front and rear group of cantilever rotor gearboxes via connecting shafts laid in the corresponding the inner sections of the NKOS and NSCH, equipped with a T-shaped in the transverse plane of the upper level with two output left and right transmission shafts connected to the corresponding centers traverse V-shaped in the transverse plane angular gears that transmit torque to a group of smaller screws in the lateral ring channels, is made with the possibility of a smooth redistribution of power during the transition from vertical take-off or hovering in the speed horizontal flight from large rotors to smaller screws in the ring channels , but also 10% reduction in take-off power from any pair of running engines, which is equally supplied to smaller screws and is equipped at the middle level with two left and right inputs with one shaft connected by means of intermediate gearboxes with the corresponding gas turbine engines, each of the latter, forming a synchronizing system, is equipped with freewheels, issuing, disconnecting from the transmission in a horizontal high-speed flight any pair of excess gas turbine engines, but also any pair in case of failure or three gas turbine engines their group failure, a control signal for automatically connecting an auxiliary SU to the main transmission gearbox and changing the flight configuration to a helicopter or a winged gyroplane for emergency landing, respectively etstvenno loaded with four or freewheeling rotors. This will improve flight safety, speed, altitude and range of the RTRV-X4 + 2 MSWN flight and the possibility of its use as part of a flying aircraft carrier both when docking and undocking with a retractable reciprocal node of the BRUS rigid mounting system for both receiving it on a helicopter carrier, and for reverse operation. In addition, this will allow for vertical lifting and delivery of 30/20 tons of cargo to a distance of 2000/3200 km to also increase payload, take-off weight and weight return, but also to increase transport and fuel efficiency in high-speed horizontal flight, but also achieve flight speeds of up to 400 km / h, especially heavy heavy-duty vehicles.

The present invention MSVN performance RTRV-X4 + 2 in conditions of different flight configurations is illustrated by the general views presented in FIG. one.

In FIG. 1 shows a turbo-propeller propulsion system in general front and top views a) and b), respectively, with two pairs of large rotors located at the ends and between the wings of the front and rear KZK systems and with a variable thrust vector of coaxial smaller screws in two central annular channels on one-piece rotary parts of the V-shaped pylon for various options for its possible use:

a) in the flight configuration of a winged gyroplane or rotorcraft with a four-screw carrier circuit to create a lifting force together with the wings of the KZK system of the biplane-tandem type and mid-flight propulsion provided by smaller propellers;

b) in the flight configuration of a helicopter of a six-rotor carrier scheme RTRV-X4 + 2, equipped with two front and two rear large rotors located at the ends and between the wings in the corresponding diamond-shaped KZK systems and smaller screws in the two central lateral annular channels.

In FIG. Figure 2 shows the MSWN in a side view with a section of its carrier fuselage and its possible use as a part of a flying aircraft carrier both during docking and undocking with manipulators and their grips of the rigid attachment points for receiving one of eight BRUS through the front hatch, or for the reverse operation of any BRUS prepared for flight, shown with the conditional location of its departure from the pyramidal node from the platform of the aft elevator.

The turboprop MSVN shown in FIG. 1 and 2, is made according to the aerodynamic design of the biplane-tandem and the concept of RTRV-X4 + 2, contains a carrier fuselage 1 and a large elongation of the wings in the front and rear rhomboid-shaped KZK systems in plan, the first of which the front VKOCH 2 of a larger scale has wing fairings 3 and the end parts 4, made for the diamond-shaped configuration of the CLC, and the second straight PNCOS 5, which has root fairings 6 (see Fig. 1b), is equipped with flaps 7 of the reverse narrowing throughout the span, has wing tips around the ends 8 located under the underwing fairings telyami 3 VKOCH 2, made with the last drop-shaped in plan. Each front pair of fairings 3 and 8 are interconnected by a fixed support 9, mounted coaxially inside the shaft 10 of the corresponding rotor of the left 11 and right 12, which is rigidly fixed with its lower end to the housing of the inner lower part of the console gear (not shown in Fig. 1). Traction vane-reversible coaxial smaller screws left 13 and right 14 in two annular channels 15 are mounted on the corresponding whole-rotatable parts of the V-shaped pylon 16. The rear KZK system with the front NSCH 17 of a large span, having end parts 18 placed beyond the diamond-shaped in plan its configuration, equipped with flaps 19 of the reverse constriction and elevons 20 over the entire range, has on the consoles elylary fairings 8 located under the underlining fairings 3 of the air-conditioning system 21. Each rear pair of fairings 3 and 8 is connected by a fixed a support 9, mounted coaxially inside the shaft 10 of the corresponding rotor of the left 22 and right 23, which is rigidly fixed with its lower end to the housing of the inner lower part of the console gear (not shown in Fig. 1). At the ends of ZVKOS 21 above its underwing fairings 3, a rear keel 24 with rudders 25 having the AWAC components 26, and each end part 4 and 18 at the corresponding tips of the swept wings, is equipped with EW containers 27.

The turboprop SU has two tandem engine nacelles 28 mounted in the central part on the sides of the supporting fuselage 1 in the root fairings 6 of the front and rear lower wings and equipped, for example, with a pair of front and a pair of rear gas turbine engines, designed to select their take-off power, respectively, with the rear and front output shaft. Each of the latter, forming a synchronizing system, coupled with a corresponding T-shaped intermediate gearbox and a connecting shaft connected to the X-shaped main gearbox in plan, is equipped with a clutch (not shown in Fig. 1). Excessive thrust-to-weight ratio of all gas turbine engines, ensuring continued flight with two working engines and any intermediate position of the rotary parts of the V-shaped pylon 16 with coaxial smaller screws 13-14 in the annular channels 15 and rotation of the large front 11-12 and rear 22-23 rotors during transitional regime, which creates the possibility of a flight or emergency landing, and thereby increases the safety of flights. The transfer of takeoff power from all gas turbine engines to the front 11-12, central 13-14 and rear 22-23 group of rotors is provided by transmission elements, including: cantilever gears of large rotors, connecting shafts and a synchronizing main gearbox with transverse transmission shafts, intermediate T- figurative in plan and angular V-shaped gearboxes with traction smaller screws 13-14, and each intermediate T-shaped gearbox in terms of motors on its input shafts is equipped with clutch-release clutches (not shown in Fig. 1 any). The four-leg retractable landing gear (not shown in FIG. 1), auxiliary front bearings with wheels and main rear bearings with wheels are retracted into niches of the supporting fuselage 1.

The MSWN control is provided by the general and differential variation of the pitch of the front 11-12, central 13-14 and rear 22-23 groups of rotors and the deviation of the steering surfaces: elevons 20 and rudders 25 operating in the area of active blowing of the rotors 22-23. During cruising flight, the lifting force is created by wings 2-5 and 17-21 in the system of two KZK and autorotating large rotors 11-12 and 22-23, rotating between wings 2-5 and 17-21 of the tandem biplane, as if in slotted channels ( see Fig. 1a), horizontal thrust - with smaller screws 13-14, in the hovering mode only with rotors 11-12, 13-14 and 22-23, in the transition mode - with wings 2-5 and 17-21 together with six-blade carriers screws 11-12, 13-14 and 22-23. When moving to vertical take-off-landing (hovering), the flaps 7 and 19 of the reverse constriction, respectively, PNKOS 7 and NSCH 17 deviate to their maximum angles synchronously with the turns of the smaller screws 13-14 from the horizontal position, which, turning up, set the axis of rotation with inclination outward from the plane of symmetry. After installing the rotary smaller screws 13-14 in this position and creating a lifting rod with front 11-12 and rear 22-23 rotors, helicopter flight modes are provided. In this case, the rotors front 11-12 and rear 21-22, but also the central vane-reversing smaller screws 13-14 have their opposite rotation between the screws in the corresponding groups of screws (see Fig. 16). The rotary parts of the V-shaped pylon 16 with smaller screws 13-14 in the annular channels 15 deviate from a horizontal position upwards to a vertical angle of + 90 ° and an angle of + 30 °, respectively, when performing the GDP and LHC technology in helicopter and rotorcraft MSWN flight modes at take-off and landing modes in reloading version with maximum take-off weight. In the front and aft parts of the fuselage 1 with a fuel receiving rod 29 there are hatches 30 with lower automatic opening and special manipulators 31 (see Fig. 2) with sliding / pulling them down / up along the plane of symmetry, which have grips with catch catches 32 for performing in the lower hemisphere both docking and undocking with the reciprocal node 33 of the rigid fastening system for each BRUS 34 for receiving it aboard to the front shaft 35 with the hatch 30, and for the reverse operation from the stern shaft 36 with its hatch 30 and the manipulator 31 ( in Fig. 2 while are shown by the dashed line), but also refueling the BRUS with fuel both in the air and on board and ensuring replenishment of the ammunition load of the armament from storage depot 37, designed to triple the departure of all the BRUS placed on retractable lodgements in compartments 38-41.

When hovering in helicopter flight modes, the longitudinal control of the MSWR is carried out by changing the pitch of the large rotors of the front 11-12 and rear 22-23, the directional control - by the corresponding differential change in the torques of the diagonally located these screws. Cross control is provided by large rotors of the left 11-22 and right 12-23 groups, which carry out transverse balancing while changing the pitch of the screws of these groups. The absence of overlap when hanging in the front 11-12, central 13-14 and rear 22-23, but also in the left 11-13-22 and right 12-14-23 groups of rotors also reduces harmful interference and increases their filling, which, in turn, significantly reduces the problem of stall. After vertical take-off and climb to transition to a cruising flight mode, the rotary parts of the V-shaped pylon 16 with smaller screws 13-14 are synchronously set to a horizontal position (see Fig. 1a). Then the flaps 7 and 19 of the wings 5 and 17 are removed and then a horizontal high-speed flight is performed, in which the directional control is provided by the rudder 25 of the rear keels 24. Longitudinal and lateral control is carried out by the in-phase and differential deviation of the elevons 20 of the wing 17, respectively. When cruising the MSVN high-speed flight during the creation of horizontal marching thrust, its smaller coaxial rotors 13-14, large bearing front 11-12 and rear 22-23 have their opposite rotation in the corresponding group of screws and, as a result, increase the efficiency of the rotors, eliminate gyroscopic effect and provide a smoother flow around the wings 2-5 and 17-21 in two CLCs and greatly increase the efficiency of the propulsion system 13-14 and large rotors 11-12 and 22-23.

Thus, the RTRV-X4 + 2 MSWN, which has four large rotors mounted on vertical supports installed between the lower and upper fairing housings of the corresponding wings in two KZK, and coaxial smaller screws in the rotary annular channels, is a convertible high-speed heavy rotorcraft. Therefore, only on the basis of the existing designs of rotor-engine groups of heavy helicopters, it is possible, by reducing the development time, to carry out further studies to create “aircraft-like” MSWNs, but also to master first of all the heavy MSVN-26 and MSVN-33 (see Table 1), as well as the superheavy MSVN-50 of the performance RTRV-X6 + 4 for a flying aircraft carrier.

Claims (4)

1. A heavy high-speed rotorcraft having bearing rotor systems at the wing ends and a three-leg retractable retractable wheeled landing gear, characterized in that it is designed according to the concept of spaced thrust of different-sized rotors (RTRV) in the lifting-bearing and lifting-moving systems, respectively, at least with four rotors and with mutually opposite rotation of the pulling and pushing coaxial smaller screws mounted in tandem in two central annular channels on the V-shaped side one-piece rotary pylons, and equipped with a multi-screw a system according to the RTRV-X4 + 2 scheme, which has a pair of front and rear rotors from it, mounted in such a way that the plane of rotation of the blades of each pair of large screws are located between the wings of different sizes in the biplane-tandem scheme, forming their inner sections as front, as it were, the left and right trapezoidal front and rear slotted channels, the last of which, when viewed from the front, is placed above the front, and cantilever gearboxes mounted on the output shafts, each of which is located in the front and rear wing fairings at the tips of the lower wings with opposite directional sweep of the corresponding smaller and direct sweep of a larger span, equipped with a hollow fixed support mounted coaxially inside the rotor shaft, which is rigidly fixed with its lower end to the housing of the lower rotor cantilever gearbox and the upper center its shaft by means of a bearing assembly in such a way that the upper part of the support protruding from the shaft is fixed in the corresponding underwing fairing of the front and rear upper wings with multidirectional sweep, respectively, of direct sweep of a larger and reverse sweep of a smaller span, forming, as it were, a biplane-tandem with two configurations of wings of a closed loop (KZK) having, when viewed from above, the front and rear rhomboid configurations with end parts, respectively high-back wing "seagull" (VKOCH) and low-lying swept wing "seagull" (NSCH), and is equipped with the ability to convert its flight th configuration from a helicopter of a six-rotor carrier circuit into the flight configuration of a winged gyroplane or rotorcraft with a propulsion system that creates mid-thrust thrust for high-speed horizontal flight with the provision of third higher or second average, but also first lower speed, respectively, after vertical, but also short take-off, respectively in its normal or reloading version, by 3.5%, but also by 14% more than the normal take-off weight with two front and two large rear carriers rotating propellers in the mode of their autorotation, but also in the regime close to their self-rotation, respectively, from the incoming air flow, but also from one pair of working engines that give out 90% or 81% of their take-off power, which are transmitted respectively completely to the smaller side screws or 9 / 10 of their power for the last two and 1/10 for four large rotors, but also vice versa, with each of a large elongation and the front EHF and the rear NSCH, which performs the role of direct control of the lifting force and has a total oschad constituting 45% of the total area of the biplane tandem in

times the magnitude of the front low sweep and rear high sweep wing (PNKOS and ZVKOS), respectively, each of the latter is made with a corresponding transverse V angle and placed parallel to the inner sections of the rear NSCH and the front VZOCH, respectively, and each of the ZVKOS consoles is equipped with vertical tailings on their tips with rudders, both PNKOS, and the rear NSCH with end elevons is equipped with internal developed backward restriction flaps having root chords single-section flaps in

times their terminal chords and the possibility of their deviation by angles of 20 °, 40 ° and 75 °, but also transforming at their maximum deviation their inner sections of the corresponding low-lying wings with a kind of “reverse constriction”, creating in the zone of maximum inductive airflow velocities from the corresponding rotors the possibility of reducing them by 8% loss of lift from blowing their consoles, and preventing the backflow of air flow, with each of the whole-rotary parts of the V-shaped pylon having a section nodal nodes of their rotation create the possibility of their synchronous and free deflection in the vertical longitudinal plane with smaller screws in the annular channels, which ensure both a loss of traction loss of the latter and rotation without mutual influence and overlap with large load carriers in the vertical take-off / landing and hover modes. screws, respectively, when they create vertical and horizontal thrust in the corresponding flight modes or inclined thrust when performing KVP technology with their in-phase deviation upward by an angle of + 30 °, p In order to reduce noise and vibration of the structure from all rotors creating air flows that do not interact with each other both in the front, central and rear, and in the left and right groups of screws, made without cyclic change of their pitch and with rigid fastening their blades, but also creating from all rotors complete compensation of reactive torques in the opposite direction of rotation, for example, when viewed from above as clockwise and counter, respectively, between two right and two left large screws, but also in the same direction of rotation between diagonally located screws, for example, when viewed from above clockwise and counterclockwise, respectively, between the right front large and left front of the coaxial smaller screws, and between the left front large and right front of the coaxial smaller screws, which ensures the elimination of the gyroscopic effect and the creation of a smoother flow around the air stream from all the rotors of the corresponding wings of the front and rear KZK systems, while reducing the aerodynamic interference of the rotors and smaller screws in the annular channels, the last of which are mounted at the ends of the V-shaped pylon in such a way that when the corresponding coaxial smaller screws create horizontal thrust, the line of action of the propulsive force coincides with the plane of rotation of the advancing blades of the corresponding rotors, as well as the lifting and control force when fulfilling the GDP and their high location at the ends of the V-shaped pylon, the axis of rotation of each smaller screw is parallel while the pylon chord is directed outward from the plane of symmetry, which increases both the rotor efficiency and improves maneuverability and directional control, respectively, and in order to increase non-stop flight time, it is equipped with a retractable front boom designed to receive and feed jet fuel into fuel tanks pumped from a refueling aircraft equipped with a refueling system in the air, while the power plant (SU), including the left and right tandem nacelles having front and rear engines with correspondingly, with the rear and front output of the shaft for the selection and transmission of their take-off power by means of corresponding T-shaped in terms of intermediate gearboxes connected by transverse shafts to the input shafts of the main gearbox and mounted on the sides and in the central lower part of the fuselage in the root parts of the corresponding direct PNCOS consoles and a trapezoidal NSCH, forming with their consoles a kind of X-shaped configuration in terms of, moreover, a transmission system including, along with a synchronizing multi-level main gearbox a torus having a lower X-shaped configuration in terms of two pairs of output shafts for transmitting torque, for example, from gas turbine engines (GTE) to the front and rear groups of cantilever gearboxes of the rotors by means of connecting shafts laid in the corresponding internal sections of PNOS and NSCH equipped with a T-shaped in the transverse plane of the upper level with two output left and right transmission shafts connected to the corresponding lateral V-shaped in the transverse plane of the angle gears and transmitting torque to a group of coaxial smaller propellers, it is made possible to smoothly redistribute power when switching from vertical take-off or hovering in high-speed horizontal flight mode from large rotors to smaller rotors, but also to reduce by 10% take-off power from any pair of working engines, which is equally supplied to smaller screws, and is equipped at an average level with two left and right input shafts, connected by means of intermediate gears with the corresponding gas-turbine engine, each of the last x, forming a synchronizing system, is equipped with freewheel clutches, issuing, disconnecting from the transmission in horizontal high-speed flight any pair of excess gas turbine engines, but also any pair in the event of their failure or three gas turbine engines in case of their group failure, a control signal for automatically connecting the auxiliary control system to the main the gearbox of the transmission and changing the flight configuration to a helicopter or a winged gyroplane for emergency landing, respectively, with four loaded or autorotating rotors, while the deviation of the flaps on NKOS and NSCH is performed automatically at the minimum or maximum angle and changes, respectively, from speed, flight altitude or in emergency landing mode with autorotating rotors when the vane position of the smaller screws with simultaneous automatic accelerated downward deflection of the corresponding flaps, as well as in-phase downward adjustment of the elevators - Elevon NSCH. 2. The heavy high-speed rotorcraft according to claim 1, characterized in that it is designed according to the concept of a large-sized carrier fuselage of rectangular cross section with rounded corners, having an aerodynamic profile of the wing with its relative thickness, which makes it possible to place front and rear passenger salons in the upper tier for servicing personnel and below them in the lower - storage warehouse and cargo ramp, respectively, but also the location between the front and rear cargo shafts, equipped with special manipulators, prices ral four transport compartments, each of which has a pair of retractable lodgements for placing the beam with folded wings, and in the integrated structural-power scheme with the front and rear mentioned KPC and the supporting fuselage, having in the central part the lower fairing of a streamlined shape with smooth conjugation of the side engine nacelles and the central part of the transmission system, forming an asymmetric biconvex profile of the supporting fuselage, while the pilot closed cockpit mounted along the axis of symmetry in the upper part of the nose of the bearing fuselage, having a leading edge with a sweep angle, repeating the sweep angle of the leading edge of VKOCH, whose consoles are made before and after the wing fairings, respectively, with negative and positive angles of the transverse V, which ensure the installation height of each console rotor gearbox with an average location a disk of rotation of its blades, but lower than the floor of the upper cabin, a four-wheel bicycle circuit wheel chassis, each left and right pair of supports of which having a front support with a wheel and with two wheels, it is mounted on the respective sides of the supporting fuselage, which has two cargo hatches in the rear on both sides of the transport compartment from the axis of symmetry, each of which has one section that opens up and the other down, forming a corresponding inclined ladder 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 = 37 °, is installed from the front support with a longitudinal chassis base that raises the track and securing stability in an airplane and helicopter takeoff and landing configuration, providing a tipping angle ϕ = 15 ° and a load on the front and rear landing gears of 40% and 60% of its static gravity, respectively, while the components of long-range radar detection are mounted on the tips as vertical keels ( DRLO), as well as the front VZOCH and rear NSCH placed containers with components of electronic warfare (EW), and in the front and aft of the fuselage are available with lower automatic opening hatches and extend by special manipulators, which are pulled down / up along the symmetry plane, having grips with catches for catching in the lower hemisphere, both docking and undocking with the reciprocal node of the rigid mounting system for each unmanned reconnaissance-strike aircraft (BRUS), as for receiving him aboard to the front hatch of a manned rotorcraft carrier (PVN), and for reverse operation from the aft hatch, but also to refuel them both in air and on board, but also to ensure replenishment of ammunition from a storage warehouse designed for three combat sorties of each BRUS. 3. A heavy high-speed rotorcraft according to claim 2, characterized in that for carrying out the BRUS reception / release in the upper hemisphere, its supporting fuselage, which has protective lift rails on its sides between the center wings of the upper wings, contains in the front and aft parts of the fuselage with an upper automatic by spreading the corresponding hatches and vertical elevators raising / lowering them up / down, having a rigid pyramidal mount on the top of each platform with catcher locks deflected forward / backward in flight to perform both docking and undocking with the reciprocal lower node of the rigid fastening system for each BRUS, both for taking it aboard into the front shaft of the elevator and for reverse operation from the aft shaft of the elevator, each elevator being able to move up and down two tiers from the floor of the lower compartment both to the floor of the cargo compartment of the second tier, and to the upper surface of the supporting fuselage, with each BRUSS equipped under the center of mass on the lower part of the fuselage with an automatically opening hatch and with a retractable / retractable from it down / up along the BRUS symmetry plane with a special rod with a catch catch and is equipped in the front and rear upper ends of their wing trapezoid keels with two pairs of television cameras of the front and rear panoramic view of the horizon, especially along its wing sides providing true remote piloting conditions by the operator and simplifying the control of both docking / undocking with the mating defense assembly and the implementation of the aforementioned transformation of its flight configuration when folding or unfolding the end parts of the wing consoles when it is taken on board after the landing gear is released or in the reverse order for its departure. 4. A heavy high-speed rotorcraft according to claim 1, characterized in that the said supporting fuselage is made as a two-story sleeping railway carriage with increased noise isolation, damping noise from running engines and whistling sound from rotors, contains on the first and second floors on both sides from their two aisles, respectively, four-seater and two-seater compartments with soft seats, the last of which the coupe suites are equipped with comfortable bathrooms, have minibars, coffee machines, DVD players and complement their equipment - Wi-Fi consoles with free Internet access, while on the second floor in the aft part there is a panoramic glazed observation deck with a transparent ceiling.

Images