RU2610326C1 - Fast-speed combined helicopter - Google Patents

Abstract

FIELD: transportation, aviation.

SUBSTANCE: invention relates to the field of aviation equipment, in particular, to combined helicopter designs. The fast-speed combined helicopter (FSCH) is made in accordance with a single-propeller lifting arrangement with an antitorque propeller, comprises a propulsion package with one engine, transmitting torque via the main gear and a system of connecting drive shafts to a lifting propeller mounted as deflected along the flight, to traction and antitorque propellers, installed at the ends of accordingly the extended tail fairing and the left cantilever of the T-shaped tail plane. The FSCH is made in accordance with the double-decker arrangement and technology of multimode aerodynamic control providing with different-sized propellers supermaneuverability and balance by pitch trim, heel and course with compensation of reactive torque. The lifting propeller is arranged without control of cyclic pitch and with stiff fixation of vanes. On the support installed coaxially inside the lifting propeller shaft, there is a boom-shaped upper wing fixed, forming the double-decker arrangement with the lower straight swept-forward wing (SFW).

EFFECT: invention provides for reduced required power for rudder trim while hovering and improved transverse and longitudinal control.

2 cl, 2 dwg

Description

The invention relates to the field of aeronautical engineering and relates to the creation of high-speed rotorcraft having a single-rotor circuit, the main rotor of which provides only vertical thrust and is mounted on a vertical support mounted from the main gearbox to the fairing of the highly located swept wing, forming an X-shaped biplane with a low-lying wing of the reverse sweep configuration in plan, but also aft three-screw propulsion and steering system, including steering upper and lower smaller propellers, but also good yuschy middle screw in the annular channel having a horizontal output elevators, and enforce the vertical and short takeoff / landing (GDP and IAQ), but also short takeoff and vertical landing (KVVP).

Known high-speed hybrid helicopter "Eurocopter X3" (EU), made according to X3 technology with a single-rotor supporting circuit and two pulling screws at the ends of a high wing mounted with a negative transverse angle V, has a power plant with two turboshaft engines transmitting torque through the main gearbox and connecting shafts of the transmission to the rotor mounted deflected forward in flight, and the pulling screws, which, when hovering and controlling in the direction, create a vertical two-fin plumage, Noe on the ends of the stabilizer, and tricycle retractable wheeled chassis.

Signs of coincidence are the presence of a high wing, two-tail plumage and two Turbomeca RTM322 turboshaft engines with a power of 2720 hp each, a more complex gearbox and transmission of shafts with a total length of 10.82 m, transmitting power to the main and front pulling screws. The rotor with a swash plate with control of the general and cyclic changes in its pitch is designed to create lift, and translational motion in high-speed flight is provided by pulling screws, which also prevent the helicopter from rotating in hovering mode while compensating for the reactive moment that occurs when the rotor rotates. Rotation of the main and front two screws is synchronizing. The Eurocopter X3 high-speed hybrid helicopter, made on the platform of an EC155 model helicopter with a number of units from the EC175, is equipped with a wing, which, having a large negative transverse V, reduces the load on the rotor and provides up to 80% of the total lifting force during horizontal flight and allows flying 50% faster and higher than modern classic helicopters, reach speeds of up to 430 km / h, range of up to 1248 km and have a practical ceiling of 7600 m when transporting 16 people with a fuel efficiency of 80.67 g / pass.km (including reserve fuel for ying half-hour flight). Takeoff thrust-weight ratio of the power plant, which allows using 70% of its power, has a target load of 1600 kg and increase the take-off weight of the helicopter model EC155 by 30%.

Reasons that impede the task: the first is that a single-rotor helicopter with front rotors at the ends of the wing consoles, used both as tail rotors and in cruising flight modes as twin-propellers, has increased aerodynamic drag, which is difficult reduction scheme with independent rotation of three screws, a large mass of the tail boom and transmission shafts, low weight return and radius of action. The second one is that in a helicopter of a single-rotor main circuit there are unproductive expenditures of the power required to parry the main rotor reactive moment by pulling rotors, which make up 15-17% of the power required for main rotor rotation, as well as the need for the wing, wing transmission units and danger created by tail rotors mounted on wing ends for ground personnel. The third is that the weight of the front propellers, together with the wing and transmission units, is up to 15% of the weight of an empty helicopter and tends to increase with increasing take-off weight. The fourth one is that the wing and tail unit do not have mechanization and control surfaces, which predetermines the need for constant rotation of the loaded rotor with a swash plate for roll and pitch control and, when autorotating the latter, does not allow using it for longitudinal-transverse control. The fifth one is that the tiered arrangement of the propellers creates a harmful blowing of the lower pulling propellers by the upper bearing, which complicates the reduction scheme, but also significantly increases the mass of the main gearbox and its height, which limits the ability to base on ships. The sixth is that the diameters of the two pulling screws are limited by the span of the wing consoles and, as a result, when they increase, the span of the wing also increases. The seventh is that, the rotor of a variable pitch and with the control of its cyclic pitch greatly complicates its design, and the constant vibrations that occur during the operation of its swashplate, creating adverse conditions for the operation of other mechanisms and equipment. In addition, when the flow from the rotor hangs, it blows around the wing consoles and creates a significant total loss in its vertical thrust, it is braked and the high flow rates of the discarded from them predetermine the formation of vortex rings, which at low reduction speeds can drastically reduce the rotor's thrust and create an uncontrollable fall situation, which reduces management stability and safety. All this limits the possibility of further increasing the speed and range of the flight, indicators of transport and fuel efficiency, especially at a higher specific fuel consumption, but also reducing the hanging of unproductive power costs, especially when driving on course.

Known experimental high-speed helicopter "Sikorsky X2" company Sikorsky (USA), made according to the twin-screw design with coaxial main and rear thrust propellers, has a power plant with a turboshaft engine that transmits torque through the main gearbox and the transmission connecting shaft system to the coaxial and rear pusher screws, the last of which is installed at the end of the tail boom behind the vertical two-keel plumage mounted on the horizontal plumage consoles, a three-leg retractable retractable wheel chassis, stern auxiliary and main lateral supports.

Signs of coincidence are the presence of a two-tail plumage, a turbocharged engine of the LHTEC T800 model with a capacity of 1340 hp, a main gearbox and transmission shafts transmitting power to four-blade coaxial rotors with a diameter of 8.05 m and a six-bladed pushing screw with a diameter of 1.66 m, providing both upward movement -down, back and forth, left-right, and its translational horizontal flight. The rotation of the coaxial rotors is synchronizing and oppositely directed. Takeoff thrust-weight ratio of the power plant, which allows for a short hanging time, to achieve a payload of 1000 kg with a takeoff weight of 3600 kg. High-speed helicopter "Sikorsky X2", having a cruising flight speed of up to 463 km / h, a range of up to 1300 km and a practical ceiling of 7200 m, can be used for transporting 5 ... 6 people.

Reasons that impede the task: the first is that a helicopter with a propeller of a twin-screw coaxial scheme and with a rear thrust propeller, used only in cruising flight modes, which increases the parasitic mass when performing GDP and reduces the weight return and radius of action. The second one is that the weight of the rear rotor, together with the twin-tail plumage and the rear rotor transmission units, amounts to 12-15% of the weight of an empty helicopter and tends to increase with increasing take-off weight. The third one is that when hanging, the coaxial arrangement of rotor screws of variable pitch and with the control of the cyclic pitch of the lower one significantly complicates their design, and the constant vibrations arising from the operation of its swashplate, creating adverse conditions for the operation of other mechanisms and equipment. The fourth is that the coaxial arrangement of the screws creates a harmful blowing of the lower rotor by the upper one, complicates the reduction scheme, and also significantly increases the mass of the gearbox and its height, which limits the possibility of basing. The fifth is that in a helicopter of a twin-screw coaxial circuit with semi-rigid blade mounting there is an adverse mutual influence (inductive loss) of the coaxial rotors, which in some cases can lead to their overlap. All this provides a higher specific fuel consumption and limits the possibility of further increasing the speed and flight range, as well as indicators of transport and fuel efficiency, but also the implementation of the KVP and KVVP technologies.

Closest to the proposed invention is a high-speed helicopter model Lockheed AN-56 "Cheyenne" (USA), made according to a single-rotor supporting circuit with a tail rotor, has a power plant with one engine that transmits torque through the main gearbox and the transmission connecting shaft system to the rotor mounted deflected forward in flight, but also on the traction and tail rotors mounted on the ends of the elongated tail fairing and the left console of the T-tail stabilizer, dorsal keel which is equipped at its tip with the suspension strut of the rear wheel of the three-axle chassis, equipped with the main side bearings with front wheels that are retractable in the side fairings of the mid-wing.

Signs that coincide - the presence of a wing, tail unit and one turbo engine with a capacity of 3435 hp, a main gearbox and transmission shafts transmitting power to the rotor (D = 15.56 m), but also to the steering (d = 3.04 m) pushing propellers (d = 3.04 m), providing respectively control over the course and its progressive horizontal flight. The rotor has a swash plate with control of the general and cyclic changes in its pitch, is designed to create lifting and propulsive forces, and the translational motion in high-speed flight provides a more pushing screw. Independent rotation of the four-bladed main, steering and pushing screws - synchronizing. Takeoff thrust-weight ratio of the power plant (SU), which allows for a short hanging time, to have a target load of 1000 kg with a take-off weight of 8006 kg. With a maximum flight speed of up to 407 km / h, a flight range of up to 1400 km and a practical ceiling of 7925 m, the Lockheed AN-56 “Cheyenne” high-speed helicopter can be used for escorting airborne transport helicopters.

Reasons that impede the task: the first is that a single-rotor helicopter with a tail rotor, equipped with a separate pushing propeller at the end of the tail boom, used only in cruising flight modes, has increased aerodynamic drag, a complex reduction scheme with independent rotation of three propellers, but also a large parasitic mass, low weight return and radius of action. The second is that the SU includes one turboshaft engine and, thereby, reduces the reliability of the cruise flight in case of failure. The third one is that in a single-rotor helicopter there are unproductive average costs of 12-16% of the SU power for the tail rotor drive, the need for the length of the tail boom, tail transmission units and the danger posed by the tail rotor mounted at the end of the horizontal tail unit for ground personnel . The fourth is that the weight of the steering and pushing propellers together with the tail boom and transmission units is up to 18% of the weight of an empty helicopter and has a tendency to increase with increasing take-off weight. The fifth one is that the wing and tail unit do not have mechanization and control surfaces, which predetermines the need for constant rotation of the loaded rotor and the operation of the swash plate for roll and pitch control and, when autorotating the latter, does not allow its effective use for longitudinal-transverse control. In addition, the rotor of a variable pitch and with the control of its cyclic pitch greatly complicates its design, and the constant vibrations arising from the operation of its swashplate, creating adverse conditions for the operation of other mechanisms and equipment. All this limits the possibility of further increasing the flight speed and range, as well as indicators of transport and, especially, fuel efficiency.

The present invention solves the problem in the above-mentioned well-known high-speed helicopter Lockheed AN-56 "Cheyenne" to increase payload, increase take-off weight and increase weight loss, reduce the required power for track balancing while hovering and improve lateral and longitudinal controllability, increase speed, height and range flight, as well as indicators of transport efficiency, but also the implementation of technology KVP and KVVP.

раза больше концевой хорды и возможность их отклонения на углы 20°/40° и 75° соответственно при взлете/посадке с коротким разбегом/пробегом и вертикальном взлете, посадке или висении и образующими при максимальном их отклонении как бы КОС "обратного сужения", создающего в зоне максимальных индуктивных скоростей воздушного потока от несущего винта возможность и уменьшения на 8% потерь подъемной силы от обдувки консолей КОС, и препятствования обратному перетеканию воздушного потока, каждая консоль верхнего крыла, имеющего положительный угол поперечного V и выпукло-вогнутый профиль, снабжена с соответствующим профилем концевой частью, выполненной в виде цельно-поворотного трехэлементного разрезного устройства с несущими поверхностями, смонтированными между его внутренней и концевой плоских шайб и обеспечивающими при вертикальной их обдувке воздушным осевым потоком от несущего винта увеличение коэффициента подъемной силы от крыла при вертикальном взлете/посадке и висении и снабженными возможностью их дифференциального отклонения в вертикальной плоскости, изменяя при этом углы их атаки, в свою очередь, образуют разновеликие подъемные силы на концах крыла и, как следствие, происходит поперечное управление, при этом каждое разрезное устройство выполнено в виде трех разновеликих по ширине крыльев, имеющих несимметричный плосковыпуклый профиль и смонтированных между внутренней и концевой шайб в сборке с перекрытием каждой задней кромкой последующей передней таким образом, что, повторяя выпукло-вогнутый профиль второго крыла с двумя равновеликими щелевыми проходами, образуют среднюю аэродинамическую хорду (САХ) в их сборке равным

от суммы фактических САХ трех их крыльев, переднее и заднее из которых выполнены равновеликими по ширине и с меньшей их САХ, имеющей величину 3/4 от САХ среднего более широкого крыла, причем в несущей схеме с ДРС при вертикальном взлете/посадке и висении мощность двигателей силовой установки (СУ), перераспределяемая главным и промежуточным редукторами на несущий винт и трехвинтовую ДРС соответственно 78% и 22% от располагаемой взлетной ее мощности, а 22% мощности из которых, передаваемых соответственно на задний толкающий средний винт и на два меньших винта в соответствующих в кольцевых каналах распределяются соответственно 10% и 12% между ними, а 12% мощности из последних, в свою очередь, распределяются поровну между двумя многолопастными меньшими винтами с большой круткой их лопастей, как у вентилятора, а при создании маршевой тяги для горизонтального поступательного скоростного крейсерского полета с обеспечением как третьей большей и второй средней, так или первой меньшей скорости соответственно после как вертикального, так или короткого взлета в полетной конфигурации вертолета и крылатого автожира или винтокрыла в перегрузочном его варианте на 5% или 15% больше от нормального взлетного веса при вращающемся несущем винте соответственно на режимах авторотации или близком к его самовращению при создании им пропульсивной тяги совместно с маршевой тягой заднего толкающего винта в кольцевом канале, обеспечиваемой работающими двигателями, выдающими 60% или 70% от взлетной мощности СУ, 55% мощности из которых перераспределяется через кормовой выходной вал главного редуктора на толкающий средний винт в заднем кольцевом канале, передняя кромка которого смонтирована совместно с задней кромкой крестообразного хвостового оперения в соответствующих точках их соприкосновения, а остальные из 60% или 70% мощности перераспределяются через главный и промежуточный редуктор на несущий винт, но и обратно, при этом система трансмиссии, включающая многопоточный двухуровневый главный редуктор, обеспечивающий передачу взлетной мощности, например, от турбодизельных или турбовальных двигателей (ТДД или ТВаД), расположенных в моторном отсеке фюзеляжа, к несущему винту и группе двух меньших и одному среднему винтам в кольцевых каналах посредством выходного вала главного редуктора, имеющего и выходной продольный вал, связанный с входным валом кормового промежуточного редуктора трехвинтовой группы винтов, выполненным в плоскости симметрии крестообразной конфигурации с вертикальными верхним и нижним и продольным выходными валами, причем входные валы нижнего уровня главного редуктора, расположенные по направлению полета за центром масс и по обе стороны от оси симметрии, связаны с двумя ТВаД, размещенными сзади от соответствующих входных валов и выполненными для отбора взлетной их мощности с передним выводом вала, каждый из последних, образуя синхронизирующую систему, снабжен муфтой свободного хода, выдающей, отключая от топливной системы и трансмиссии в горизонтальном скоростном полете любой избыточный ТВаД и один любой в случае его отказа или оба ТВаД при их отказе, управляющий сигнал на автоматическое изменение полетной конфигурации в крылатый автожир или вертолет для горизонтального полета или аварийной посадки соответственно с работающим толкающим средним винтом и на режиме близком к самовращению несущего винта, при этом отклонение закрылок с флапперонами на первом КОС выполняется автоматически на минимальный или максимальный угол и изменяется соответственно от скорости, высоты полета или на режиме аварийной посадки с авторотирующим несущим винтом.Distinctive features of the invention from the above-mentioned well-known high-speed helicopter Lockheed AN-56 "Cheyenne", which is closest to it, are the fact that it is made using multi-mode aerodynamic control technology, which provides extra-maneuverability and balancing of pitch, roll and heading with compensation with different-sized propellers reactive torque, and a biplane circuit that creates distributed unloading of a central unloaded rotor without controlling the cyclic change of its pitch and with rigidly fastening its blades mounted on a 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 main rotor gearbox, and the upper one is centered relative to its shaft using a bearing assembly so that the upper protruding from the shaft part of the hollow support is fixed in a teardrop-shaped fairing of the swept upper wing, which forms, with a low-lying straight wing, a reverse sweep (KOS), as if a large biplane scheme honeycombs with wings of large elongation and extension of the terminal chords of the lower and upper wings from their root chords back and forth along the flight, respectively, with sweep along their front edges χ = -23 ° and χ = + 23 °, forming an X-shaped sweep with opposite directions configuration, but also the concept of rear placement of a three-screw propulsion-steering system (LRS) with both upper and lower smaller propellers and a traction middle propeller in the rear annular channel, which, when hovering, create equally-sized and equal-sized traction For appropriate roll control and compensation of the reactive moment that occurs when the rotor rotates, as well as intensive blowing of the developed horizontal steering surfaces, which alter the longitudinal balancing both when hovering, and the horizontal translational speed flight and are installed at the outlet below and above the center of the rear annular channel, mounted at the end of a thin tail boom behind the consoles of the stabilizer of the cruciform tail, the upper and lower trapezoid keels of which, having profiles with their thickness equal to the length of the corresponding annular channel with a smaller screw, the last of which is equipped with a rudder made in the form of an integral-rotary end part, which provides the aforementioned rear wheel rack with the possibility of a controlled turn of the aft part of its fuselage when taxiing and on the ground, the lower CBS is equipped over its entire scope, single-section flaps with external flappers having a root chord in

times the end chord and the possibility of their deflection at angles of 20 ° / 40 ° and 75 °, respectively, during take-off / landing with a short take-off / mileage and vertical take-off, landing or hovering and forming, with their maximum deviation, a kind of backward contraction which creates in the zone of maximum inductive airflow velocities from the rotor, it is possible to reduce by 8% the loss of lift due to blowing of the CBS consoles and to prevent the backflow of air flow, each console of the upper wing having a positive angle transverse V and convex-concave profile, provided with the corresponding profile of the end part, made in the form of a solid-rotary three-element cutting device with bearing surfaces mounted between its inner and end flat washers and providing for their vertical air flow from the rotor to increase the coefficient lifting force from the wing during vertical take-off / landing and hovering and equipped with the possibility of their differential deflection in the vertical plane, changing when their attack angles, in turn, form different-sized lifting forces at the wing ends and, as a result, transverse control occurs, with each cutting device made in the form of three wings of different sizes, having an asymmetric plane-convex profile and mounted between the inner and end washers in the assembly with overlapping each trailing edge of the subsequent front one so that, repeating the convex-concave profile of the second wing with two equal slotted aisles, they form a middle aerodynamic choir do (SAX) in their assembly equal

of the sum of the actual SAX of three of their wings, the front and rear of which are made equal in width and with a smaller SAX, which is 3/4 of the SAX of the middle wider wing, moreover, in the carrier circuit with DLS during vertical take-off / landing and hovering, the engine power power plant (SU), redistributed by the main and intermediate gearboxes to the main rotor and three-screw DRS, respectively 78% and 22% of its available take-off power, and 22% of the power of which is transmitted respectively to the rear pushing middle screw and two m The smaller screws in the corresponding in the annular channels are distributed respectively 10% and 12% between them, and 12% of the power from the latter, in turn, are distributed equally between two multi-blade smaller screws with a large twist of their blades, like a fan, and when creating a marching thrust for horizontal progressive high-speed cruising flight with providing both the third higher and second average, or the first lower speed, respectively, after both vertical or short take-off in the flight configuration of the helicopter the winged gyroplane or rotorcraft in its reloading variant is 5% or 15% more than the normal take-off weight with the rotor rotated, respectively, in autorotation modes or close to its self-rotation when it creates propulsive thrust together with the rear thrust propeller marching thrust in the annular channel, provided by running engines that produce 60% or 70% of the take-off power of the SU, 55% of which is redistributed through the aft output shaft of the main gearbox to the pushing middle screw in the rear annular channel, the front edge of which is mounted together with the trailing edge of the cruciform tail at the corresponding points of contact, and the remaining 60% or 70% of the power is redistributed through the main and intermediate gears to the main rotor, but also vice versa, while the transmission system includes a multi-threaded two-level the main gearbox, providing take-off power transmission, for example, from turbodiesel or turboshaft engines (TDD or TVAD) located in the engine compartment of the fuselage, to the rotor and a group of two smaller and one middle screws in the annular channels by means of an output shaft of the main gearbox having an output longitudinal shaft connected to the input shaft of the aft intermediate gearbox of a three-screw group of screws made in the plane of symmetry of the cross configuration with vertical upper and lower and longitudinal output shafts, input shafts of the lower level of the main gearbox, located in the direction of flight beyond the center of mass and on both sides of the axis of symmetry, are connected with two fuel assemblies located back from the respective input shafts and designed to take off their power with the front output of the shaft, each of the latter, forming a synchronizing system, is equipped with a freewheel, issuing, disconnecting from the fuel system and transmission in a horizontal high-speed flight, any excess TVAD and any one in case its failure, or both of the theater of operations upon their failure, a control signal for automatically changing the flight configuration to a winged gyroplane or helicopter for horizontal flight or emergency landing, respectively, with Botan middle pusher propeller and in autorotation mode close to the rotor, the deflection flap flapperonami to the first CBS is performed automatically on the minimum or the maximum angle and changes accordingly the speed, altitude or emergency landing mode windmilling rotor.

In addition, with the aim of increasing propulsive thrust and increasing the speed of horizontal translational flight, the upper and lower annular channels with smaller pushing screws having the same direction of rotation are equipped with the possibility of their simultaneous rotation within the corresponding keel at an angle of 90 ° around their vertical axis during a cruise flight , so that the horizontal forces of their thrust after a corresponding rotation, directed strictly along the plane of symmetry, blowing around the upper and lower half of the rear annular th channel with a middle screw having the opposite direction of rotation with smaller screws increase their combined traction force and efficiency.

In addition, in order to double take-off weight, simplify the design and eliminate tail rotors, it is made according to a twin-screw longitudinal bearing scheme with two front and aft modules, each of which includes said rotor and a highly located wing with a split device, the left and right pairs of which are equipped the possibility of synchronous and multidirectional angles of their deviation in such a way that when the left pair deviates, for example, up to increase their angle of attack, the right pair deviates downward for od temporary and equal decrease in the angle of attack and, as a result, lateral control is provided, while the rotor of the aft module is mounted above the front and placed on the front of the tip of the upper fin of the tail, which has a direct reverse sweep stabilizer on the top of the fuselage, at the ends of which are mounted turboprops engines with multi-screw pulling propellers rotating through clutches, and connecting shafts that transmit torque to each of the rotors c, having without their overlap and interference synchronizing rotation and designed to create only lifting force, translational movement in the horizontal plane is provided by the pulling propellers, and different-sized changes in the horizontal thrust of the left and right pulling propellers provide directional control as with vertical take-off / landing or hovering, and in horizontal translational high-speed flight, longitudinal control is carried out by changing the pitch of the front and back rotors ovogo modules or a common-mode rejection rear split feed module wing devices.

от суммы фактических САХ трех их крыльев, переднее и заднее из которых выполнены равновеликими по ширине и с меньшей их САХ, имеющей величину 3/4 от САХ среднего более широкого крыла. Причем в несущей схеме с ДРС при вертикальном взлете/посадке и висении мощность двигателей СУ, перераспределяемая главным и промежуточным редукторами на несущий винт и трехвинтовую ДРС соответственно 78% и 22% от располагаемой взлетной ее мощности, а 22% мощности из которых, передаваемых соответственно на задний толкающий средний винт и на два меньших винта в соответствующих в кольцевых каналах распределяются соответственно 10% и 12% между ними, а 12% мощности из последних, в свою очередь, распределяются поровну между двумя многолопастными меньшими винтами с большой круткой их лопастей, как у вентилятора, а при создании маршевой тяги для горизонтального поступательного скоростного крейсерского полета с обеспечением как третьей большей и второй средней, так или первой меньшей скорости соответственно после как вертикального, так или короткого взлета в полетной конфигурации вертолета и крылатого автожира или винтокрыла в перегрузочном его варианте на 5% или 15% больше от нормального взлетного веса при вращающемся несущем винте соответственно на режимах авторотации или близком к его самовращению при создании им пропульсивной тяги совместно с маршевой тягой заднего толкающего винта в кольцевом канале, обеспечиваемой работающими двигателями, выдающими 60% или 70% от взлетной мощности СУ, 55% мощности из которых перераспределяется через кормовой выходной вал главного редуктора на толкающий средний винт в заднем кольцевом канале, передняя кромка которого смонтирована совместно с задней кромкой крестообразного хвостового оперения в соответствующих точках их соприкосновения, а остальные из 60% или 70% мощности перераспределяются через главный и промежуточный редуктор на несущий винт, но и обратно.Due to the presence of the distinguishing features of the present invention from the aforementioned well-known high-speed Lockheed AN-56 "Cheyenne" helicopter, which is closest to it, it is possible to realize a high-speed convertible rotorcraft (SCVK), which is made according to the biplane and multi-mode aerodynamic control technology, which provides with different-sized screws, over-maneuverability and pitch, roll and heading balancing with reactive torque compensation, and the concept of a tandem arrangement of the central pain its rotor without controlling the cyclic change of its pitch and with rigid fastening of its blades mounted on a 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 main rotor gearbox, and the upper one is centered relative to its shaft when the help of the bearing assembly in such a way that the upper part of the hollow bearing protruding from the shaft is fixed in the underwing teardrop-shaped fairing of the swept upper wing, forming with a low with a straight CBS straight, as it were, a high-altitude biplane scheme with wings of large elongation and the end chords of the lower and upper wings are carried out from their root chords back and forth in flight, respectively, with a sweep along their front edges χ = -23 ° and χ = + 23 °, forming with a multidirectional sweep, the X-shaped configuration in terms of plan, but also of the aft three-screw DLS with both two upper and lower smaller screws, and a middle screw in the rear annular channel, creating, when hanging, respectively, equal and equal traction for corresponding control of the roll and compensation of the reactive moment that occurs when the rotor rotates, as well as intensive blowing of the developed horizontal steering surfaces, which change the longitudinal balance when hovering, and the horizontal translational speed flight and are installed at the outlet below and above the center of the rear annular channel mounted at the end of a thin tail boom behind the stabilizer arms of the cruciform tail, the upper and lower trapezoid keels of which having profiles with their the thickness of the equal length of the corresponding annular channel with a smaller screw, the last of which is equipped with a rudder made in the form of a one-piece rotary end part providing the aforementioned rear wheel strut with the possibility of a controlled turn of the aft part of its fuselage when taxiing and on the ground. Each console of the upper wing, having a positive transverse angle V and a convex-concave profile, is equipped with an end part with a corresponding profile, made in the form of a one-turn three-element cutting device with bearing surfaces mounted between its inner and end flat washers and providing them with vertical blowing air axial flow from the rotor an increase in the coefficient of lift from the wing during vertical take-off / landing and hovering and equipped with the possibility of their differentiation cial deviation in the vertical plane, thus changing their angle of attack, in turn, form raznovelikie lifting force on the wing tips, and consequently, there is lateral control. Each cutting device is made in the form of three wings of varying width, having an asymmetric plano-convex profile and mounted between the inner and end washers in the assembly with overlapping each trailing edge of the next front one so that, repeating the convex-concave profile of the second wing with two equal slotted passages, form SAH in their assembly equal to

of the sum of the actual MAR from three of their wings, the front and rear of which are made equal in width and with their smaller MAR, having a value of 3/4 of the MAR of the middle wider wing. Moreover, in the supporting circuit with DLS during vertical take-off / landing and hovering, the power of SU engines redistributed by the main and intermediate gears to the main rotor and three-screw DLS is 78% and 22% of its available take-off power, and 22% of the power transmitted respectively to the rear pushing middle screw and the two smaller screws in the corresponding in the annular channels are distributed respectively 10% and 12% between them, and 12% of the power from the latter, in turn, are distributed equally between two multi-blade smaller them with screws with a large twist of their blades, like a fan, and when creating marching thrust for a horizontal translational high-speed cruising flight, providing both the third higher and second average, or the first lower speed, respectively, after both vertical or short take-off in the flight configuration of the helicopter and a winged gyroplane or rotorcraft in its reloading version is 5% or 15% more than the normal take-off weight with a rotor rotor, respectively, in autorotation modes or close to self-rotation when creating propulsive thrust together with the rear thrust propeller march thrust in the annular channel provided by operating engines that provide 60% or 70% of the take-off power of the SU, 55% of which is redistributed through the aft output shaft of the main gearbox to the pushing middle screw in the rear annular channel, the leading edge of which is mounted together with the trailing edge of the cruciform tail unit at the corresponding points of contact, and the rest of 60% or 70% of the redistribution power fissioning through the main and the intermediate gear on the rotor, but also back.

Transmission system, including a multi-threaded two-level main gearbox, which provides take-off power transmission, for example, from a fuel assembly located in the engine compartment of the fuselage to the main rotor and a group of two smaller and one middle rotors in the annular channels through the output shaft of the main gearbox, which also has an output longitudinal shaft associated with the input shaft of the aft intermediate gearbox of a three-screw group of screws made in the plane of symmetry of a cross-shaped configuration with vertical upper and lower, etc. single output shafts. In this case, the input shafts of the lower level of the main gearbox, located in the direction of flight beyond the center of mass and on both sides of the axis of symmetry, are connected with two fuel assemblies located behind the corresponding input shafts and made to take off their power with the front output of the shaft, each of the last forming a synchronizing system, it is equipped with a freewheel, issuing, disconnecting from the fuel system and transmission in a horizontal high-speed flight, any excess TVAD and one any in the event of its failure or both TVAD with them from Firstly, a control signal for automatically changing the flight configuration to a winged gyroplane or helicopter for horizontal flight or emergency landing, respectively, with a working pushing propeller and in a mode close to self-rotation of the rotor, while the flaps with flappers on the first CBS are deflected automatically to the minimum or maximum the angle and varies, respectively, from speed, flight altitude or emergency landing mode with an autorotating rotor. In autorotation or in regimes close to self-rotation of the rotor, especially without controlling the cyclic change of its pitch and with rigid fastening of its blades, the flow stall on its blades is moved to higher flight speeds, which will eliminate the loss of lift due to stall flow its blades in the horizontal high-speed flight mode and, as a result, achieve a flight speed of 450 or 420 km / h, respectively. Moreover, with the aim of increasing propulsive thrust and increasing the speed of horizontal translational flight, the upper and lower annular channels with smaller pushing screws having the same direction of rotation, are provided with the possibility during their cruise flight of their synchronous rotation inside the corresponding keel at an angle of 90 ° around their vertical axis, so so that the horizontal forces of their thrust after a corresponding rotation, directed strictly along the plane of symmetry, blowing around the upper and lower half of the rear annular Nala middle screw, having an opposite direction of rotation with less screws, increase joint strength and pulling their efficiency. All this will increase the speed, altitude and flight range of the ultra-maneuverable SCVK with multi-mode aerodynamic control of pitch, roll and heading balancing and reactive torque compensation, which is the most effective propulsion-steering three-screw system when performing operations with vertical lifting of loads, as it provides reduction of power consumption, structural mass, noise level, vibration, maintenance costs. In addition, it will also allow to increase the payload, take-off weight and weight return, but also to increase safety, transport and fuel efficiency during high-speed horizontal flight and, especially, the multi-purpose SCVK of the middle class.

The proposed invention is a multi-purpose single-rotor SCMS with a screw circuit, the screw of which provides only vertical thrust, and options for its possible use with a three-screw DLS in different flight configurations are illustrated by the general views presented in FIG. one.

In FIG. Figure 1 shows SCVK in general top, front, and side views a), b), and c), respectively, with the lower and upper wings of a biplane, forming a X-shaped wing in plan, unloading the main rotor when it is used:

a) in the flight configuration of a helicopter with a four-bladed main rotor, lower CBS, but also with an upper swept wing with three-element cutting devices, and with an annular channel located at the end of the fuselage, having a thrusting propeller and elevators that create control over the roll as well both in pitch and in hovering, and in its high-speed horizontal translational flight;

b) in the flight configuration of a winged gyroplane or rotorcraft with a carrier and propulsion systems, including biplane wings together with a rotor that is autorotating or rotating in close self-rotation mode, and a middle propeller of the aft annular channel creating propulsive thrust;

c) in the flight configuration of a winged gyroplane or rotorcraft with a carrier and propulsion systems, respectively comprising biplane wings with a main rotor, autorotating or rotating in close self-rotation mode, and a middle one with two smaller screws in the annular channels creating additional propulsive thrust during cruising with speeds up to 480 km / h.

In FIG. Figure 2 shows the SCVK of a longitudinal twin-screw carrier scheme in general top and side views, respectively a) and b) with the arrangement of the front and aft modules with corresponding rotors having wings on top of them with split devices for various uses:

a) in the flight configuration of the helicopter with a twin-screw longitudinal bearing scheme and a twin-screw steering system to create lift and a different horizontal thrust, creating directional control by pulling propellers;

b) in the flight configuration of a winged gyroplane or rotorcraft with a twin-screw longitudinal bearing scheme and a twin-screw propulsion system to create a lifting force together with the wings and the mid-flight thrust provided by the rear pulling propellers.

The multi-purpose high-speed convertible rotorcraft of FIG. 1, contains a fuselage 1 with a smoothly formed thin tail boom 2 and an upper swept wing 3 mounted on a hollow support 4 in a teardrop-shaped fairing 5, has a positive transverse angle V (see Fig. 1b) and at its ends a one-rotary three-element split devices 6 installed between the inner 7 and the end 8 of the flat profiled washers. The lower wing of the high-altitude biplane scheme, which is a straight CBS 9 with root fairings 10. The wings of the high-altitude biplane scheme 3 and 9 have the most advantageous thin profile, providing the necessary and sufficient increase in lift from cruising to transition and take-off and landing modes. The lower CBS 9 is equipped (see Fig. 1a) with flaps 11 and external flappers 12, which can be deflected by angles of 20 ° / 40 ° and 75 °, respectively, during take-off / landing with a short take-off / mileage and vertical take-off, landing or hovering. The end parts of the wings 3 and 9, made deflecting up and folding (along with two main rotor blades) for ease of placement in the hangar or on the deck and the possibility of operation on aircraft carriers.

In a supporting circuit with a single-screw DLS, the four-blade main rotor 13 of which provides only vertical traction mounted on a vertical support 4 passing inside the main rotor shaft and installed between the main gearbox (not shown in Fig. 1) and the teardrop fairing 5 of the upper swept wing 3, which forms a biplane with an X-shaped configuration in plan (with FIG. 1a) with a lower CBS 9, but also contains a stern three-screw propulsion and steering system, including steering upper 14 and lower 15 smaller screws in the annular analogs 16 and 17 (see Fig. 1b), but also a pushing middle 18 screw in the annular channel 19 having corresponding horizontal rudders 20 heights at the exit, which, when hovering, create directional and roll control, but also horizontal and marching thrusts when hanging and translational flight for blowing the elevators 20 and pitch control when performing technology GDP and KVP.

The aft annular channel 19 is mounted on the end of the thin tail boom 2 together with the consoles of the trapezoidal stabilizer 21 of the cruciform tail, the upper 22 and lower 23 trapezoid keels of which are equipped with annular channels 16 and 17 with smaller tail rotors, and the lower keel of which is equipped with a rudder made in the form of a one-piece rotary end part 24, providing the rear wheel strut 25 (see Fig. 1b) the possibility together with the front wheels 26 mounted in fairings 10, controlled turn to LRG fuselage 1 SKVK when taxiing on the ground.

Power plant, including two (not shown in Fig. 1) TVAD, located in streamlined engine nacelles 27 on both sides of the plane of symmetry, protruding from the fuselage contours 1. To improve take-off and landing performance and reduce vibration from the four-bladed main rotors in hanging mode ends The rotor blades 13 have noise reducing swept tips, bent to the bottom and the opposite side of rotation of the screws, forming each opposite pair in an S-shape in plan (see Fig. 1a). The power from the TVAD is transmitted to the main rotor 13, the smaller tail rotors 14 and 15, and the middle thrust rotor 18, by means of the transmission shaft system connected to the main gearbox and the crosswise intermediate gearbox of the screws 14-15 and 18 (not shown in Fig. 1). The excessive thrust-to-weight ratio of the SU, providing vertical take-off, landing and hovering, determines how it is easy to implement the implementation of the KVP and KVVP technologies, as well as creating additional propulsive thrust and increasing the speed of horizontal translational flight. For this, the upper 16 and lower 17 annular channels with smaller pushing screws 14 and 15 are provided with the possibility during a cruise flight (when reaching a speed of 146 km / h) of their synchronous rotation inside the corresponding keel 22 and 23 at an angle of 90 ° around their vertical axis, so so that the horizontal forces of their traction after a corresponding rotation, directed strictly along the plane of symmetry, blowing over the upper and lower half of the rear annular channel 19 with the pushing screw 18. In this case, the clutch can disconnect any excess TVAD. In the event of a failure of two TWhs, it is possible to land an SCMS in the flight configuration of a winged gyroplane in the autorotation mode of its rotor 13.

The control of the multi-purpose SCVK under different flight modes is ensured by the general (varying thrust) pitch of the rotor 13 with a rigid fastening of its blades and with a large twist of the traction middle 18 and small tail rotors 14-15 both during translational horizontal high-speed flight and vertical take-off / landing or hovering using the multimode aerodynamic control system of balancing (MASUB) according to the roll, pitch and course, respectively, as flappers 12, elevators 20 and rudder 24, and split gear roystvom 6 of the upper wing 3, the elevators 20, blown screw 18 and lower screws 14 and 15, respectively, in annuli 19 and 16-17.

In the flight configuration of a winged gyroplane or rotorcraft, the propulsion thrust is provided by a pushing propeller 18, respectively, or together with smaller propellers 14-15 after turning their annular channels 16-17, and the lifting force is created by wings 3-9 and the rotor 13, respectively, autorotating or rotating on mode close to self-rotation (see Fig. 1b). In the vertical take-off, landing and hovering mode, the lifting force is created only by the rotor 13 (see Fig. 1c), and in the transition mode - by the wings 3-9 and the rotor 13.

When hovering, the flight direction can be carried out as in a helicopter of a single-rotor carrier circuit with smaller steering rotors 14-15 turning left-right, moving up and down, forward-backward, left-right and in any combination (see Fig. 1c). When approaching the surface of the earth or the deck of a ship and when flying near them in helicopter flight modes, a four-bladed main rotor with a larger 13 screw forms a compressed air region under the SCMS, creating an air cushion effect and thereby increasing its efficiency. For an appropriate landing on the surface of the earth or the deck of the ship, wheels 25 and 26 are used with only the last of them retractable into the fairings 10.

When flying an SCVK with a short take-off and landing at its maximum take-off weight, it can be carried out like a combined helicopter, i.e. rotorcraft. In this case, its pushing screw 18 in the annular channel 19 provides propulsive thrust, and the main rotor 13, changing the angle of the blades, as a result of which a driving force is formed, which creates a marching thrust for take-off, and a lifting force is greater than the lifting force provided by the wings 3-9 . At the same time, the power provided by the operation of the theater of operations, issuing 60% or 70% of the take-off power of the SU, 55% of the power is redistributed to the pushing middle screw 18 in the annular channel 19, and the rest of the 60% or 70% of the power are redistributed through the main and intermediate gear on the main rotor 13 and smaller screws 14-15. This makes it possible to increase its take-off weight by 7 and 15%, respectively, as well as cruising speed, since at high speeds a flight combination of wings 3–9 with a thrust rotor 18 is much more profitable for creating lift and marching thrust than with one rotor 13 The residual reactive moment formed in this case from the rotor 13 is parried by the smaller tail rotors 14-15 (see Fig. 1a). After climbing, the horizontal flight of the SCMS at maximum payload can be carried out as in a winged gyroplane. In this case, the pushing screw 18 provides marching thrust, and the main rotor 13 is disconnected from the drive of the SU engines and it begins to autorotate, creating only a lifting force less than the lifting force provided by the wings 3-9. In addition, during autorotation, the stall of the flow on the rotor blades is moved to higher flight speeds, which allows to obtain flight speeds of up to 480-500 km / h.

Thus, the multi-purpose SCVK is made according to the MASUB technology, which provides ultra-maneuverability and pitch, roll and heading control with reactive torque compensation by different-sized screws, and a biplane circuit that creates distributed unloading of a central unloaded rotor without controlling its cyclic change of pitch and with its rigid fastening the blades, but also with the rear three-screw DRS, with steering upper and lower smaller and traction middle propellers, respectively, in the rotary and rear annular channels.

To double take-off weight, simplify the design and eliminate tail rotors, the choice of a twin-screw longitudinal bearing scheme with two front and aft modules, each of which includes a rotor without a cut-off machine and a highly located wing with a split device, is not accidental, because this arrangement eliminates the loss of lift due to flow disruption from the retreating blades of unloaded rotors in high-speed flight mode, compensating for this by their counter-rotation, and has aerodynamic symmetry. The rear pulling reversible propellers, creating a marching thrust, provide the necessary increase in the speed of horizontal flight, and a decrease in the distance when landing with mileage. The swept wings with split devices of the first and aft modules are located in front and behind the center of mass, creating lift, unload the corresponding rotors, which determines, along with the high thrust-weight ratio of the SU, the ability to reach flight speeds of up to 463 km / h.

Obviously, the development of SCVK 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 rotary-wing aircraft for difficult-to-reach areas, which are now widely using single-rotor helicopters, life itself will dictate the task of mastering and SCVK, which is quite simple and technically feasible on the basis of existing helicopters.

Claims (2)

1. The high-speed combined rotorcraft, made according to a single-rotor main circuit with a tail rotor, has a power unit with one engine that transmits torque through the main gearbox and the transmission connecting shaft system to the main rotor mounted deflected forward in flight, but also to the traction and tail rotors mounted on the ends of the respectively elongated tail fairing and the left console of the stabilizer of the T-tail, the fuselage keel of which is equipped at its tip with a shock absorber for the bottom wheel of the three-axle chassis, equipped with the main side supports with front wheels, retractable into the side fairings of the mid-wing, characterized in that it is made using multimode aerodynamic control technology, which provides extra-maneuverability and balancing of pitch, roll and heading with reactive torque compensation by different-sized propellers, and a biplane circuit that creates distributed unloading of a central unloaded rotor without controlling the cyclic change of its pitch and with rigid fastening of its blades mounted on a 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 main rotor gearbox, and the upper one is centered relative to its shaft by means of a bearing assembly so that it protrudes from the shaft of the upper part of the hollow support is fixed in a teardrop-shaped fairing of the swept upper wing, forming with a low-lying straight wing of the reverse sweep (CBS) as if the biplane diagram is large height with wings of great elongation and the extension of the end chords of the lower and upper wing from their root chords forward and backward in flight, respectively, with sweep along their front edges χ = -23 ° and χ = + 23 °, forming an X-shaped with multidirectional sweep the plan configuration, but also the concept of rear placement of a three-screw propulsion-steering system (LRS) with both upper and lower smaller propellers and a traction middle propeller in the rear annular channel, which, when hovering, create equally large and equally large yags for appropriate roll control and compensation of the reactive moment that occurs when the rotor rotates, as well as intensive blowing of developed horizontal steering surfaces that change the longitudinal balance when hovering, and horizontal translational speed flight and are installed at the outlet below and above the center of the rear annular channel mounted at the end of a thin tail boom behind the consoles of the cruciform tail fin stabilizer, the upper and lower trapezoid keels of which have profiles with their thickness equal to the length of the corresponding annular channel with a smaller screw, the last of which is equipped with a rudder made in the form of a one-piece rotary end part, which allows the aforementioned rear wheel column to steer the aft part of its fuselage when taxiing and on the ground, lower The CBS is equipped over its entire range with single-section flaps with external flappers having a root chord in

times the end chord and the possibility of their deflection to angles of 20/40 ° and 75 °, respectively, during take-off / landing with a short take-off / mileage and vertical take-off, landing or hovering and forming at their maximum deviation a kind of backward narrowing CBS, creating the zone of maximum inductive air flow velocities from the main rotor, the possibility of reducing by 8% the loss of lift due to blowing of the KOS consoles and preventing the backflow of air flow, each console of the upper wing having a positive angle of pop rail V and convex-concave profile, equipped with an end profile with a corresponding profile, made in the form of a solid-rotary three-element cutting device with bearing surfaces mounted between its inner and end flat washers and providing an increase in the coefficient when the air axial flow from the rotor is vertically blown lift force from the wing during vertical take-off / landing and hovering and equipped with the possibility of their differential deflection in the vertical plane, changing at the angles of attack, in turn, form different-sized lifting forces at the ends of the wing and, as a result, transverse control occurs, with each cutting device made in the form of three wings of different sizes, having an asymmetric plane-convex profile and mounted between the inner and end washers in the assembly with overlapping each trailing edge of the subsequent front one so that, repeating the convex-concave profile of the second wing with two equal slotted passages, they form the average aerodynamic chord (MAR) in their equal assembly

of the sum of the actual SAX of three of their wings, the front and rear of which are made equal in width and with a smaller SAX, which is 3/4 of the SAX of the middle wider wing, moreover, in the carrier circuit with DLS during vertical take-off / landing and hovering, the engine power power plant (SU), redistributed by the main and intermediate gearboxes to the main rotor and three-screw DRS, respectively 78% and 22% of its available take-off power, and 22% of the power of which is transmitted respectively to the rear pushing middle screw and two m smaller screws in the respective annular channels are distributed respectively 10% and 12% between them, and 12% of the power from the latter, in turn, are distributed equally between two multi-blade smaller screws with a large twist of their blades, like a fan, and when creating a marching thrust for horizontal progressive high-speed cruising flight with providing both the third higher and second average, or the first lower speed, respectively, after both vertical or short take-off in the flight configuration of the helicopter and the winged gyroplane or rotorcraft in its reloading version is 5% or 15% more than the normal take-off weight with the rotor rotor, respectively, in autorotation modes or close to its self-rotation when it creates propulsive thrust together with the rear thrust propeller marching thrust in the annular channel, provided by running engines that produce 60% or 70% of the take-off power of the SU, 55% of which is redistributed through the aft output shaft of the main gearbox to the pushing middle screw in the rear annular an analge, the leading edge of which is mounted together with the trailing edge of the cruciform tail at the corresponding points of contact, and the remaining 60% or 70% of the power is redistributed through the main and intermediate gears to the main rotor, but also vice versa, while the transmission system includes a multi-threaded two-level main gearbox, providing take-off power transmission, for example, from turbodiesel or turboshaft engines (TDD or TVAD) located in the engine compartment of the fuselage, to the rotor and group of two smaller and one middle screws in the annular channels through the output shaft of the main gearbox, which has an output longitudinal shaft connected to the input shaft of the aft intermediate gearbox of a three-screw group of screws made in the plane of symmetry of the cross configuration with vertical upper and lower and longitudinal output shafts, input shafts of the lower level of the main gearbox, located in the direction of flight beyond the center of mass and on both sides of the axis of symmetry, are connected with two fuel assemblies located back from the respective input shafts and designed to take off their power with the front output of the shaft, each of the latter, forming a synchronizing system, is equipped with a freewheel, issuing, disconnecting from the fuel system and transmission in a horizontal high-speed flight, any excess TVAD and any one in case of its failure, or both of the theater of operations upon their failure, a control signal for automatically changing the flight configuration to a winged gyroplane or helicopter for horizontal flight or emergency landing, respectively, with otayuschim middle pusher propeller and in a mode close to the autorotation of the rotor, the deflection flap flapperonami to the first CBS is performed automatically on the minimum or the maximum angle and changes accordingly the speed, altitude or emergency landing mode windmilling rotor. 2. The high-speed combined rotorcraft according to claim 1, characterized in that, in order to increase propulsive thrust and increase the speed of horizontal translational flight, the upper and lower annular channels with smaller pushing screws having the same direction of rotation are equipped with the possibility of their simultaneous rotation during a cruise flight inside the corresponding keel at an angle of 90 ° around their vertical axis in such a way that the horizontal forces of their thrust after the corresponding rotation, directed strictly along the plane of symmetry three, blowing the upper and lower half of the rear annular channel with the middle screw having the opposite direction of rotation with smaller screws, increase their combined traction force and efficiency.

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