RU2664024C2 - Unmanned high-speed helicopter-airplane - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to the field of aviation technology and can be used in the design of unmanned and deck high-speed helicopter-planes. Unmanned high-speed helicopter-airplane (UHSHA) is equipped with two systems with various screws in propulsion (PS) and two-screw coaxial bearing systems (TCBS). TCBS includes under the wings of a closed structure (CSW) a pair with the opposite rotation of single-blade large screws with profiled back-tapered counterbalances, which ensure the creation of vertical thrust only with VTOL and STOL operations. DRS-X1 includes a smaller screw mounted in the rear annular channel (RAC) to create control moments in the performance of VTOL operations and hovering, and a flywheel in a high-speed horizontal flight with two fixed wing blades of the upper and lower coaxial screws located above the fuselage and under the fairing of the first arrow wing (FAW), respectively. FAW has an inverse narrowing of the inner sections. In the middle of the span of each half-wing on the underwing gondolas, nodes of deflection upward in the parking configuration of the trapezoidal end parts with FAW external drooped ailerons of the CSW system are installed.EFFECT: simplification of longitudinal-lateral balancing with hovering, high-speed horizontal flight and in transient modes is provided.3 cl, 1 dwg, 1 tbl

Description

The invention relates to the field of aviation technology and can be used in the construction of unmanned and carrier-based high-speed helicopters-aircraft with twin-screw coaxial and propulsion-steering systems, including under the wings of a closed structure (CLC) two with the opposite rotation of the rotors, providing vertical and short take-off / landing (GDP and KVP), and a screw in the rear annular channel for high-speed flight with two fixed wing blades of the lower and upper coaxial single-blade propellers, respectively enno above the fuselage fairing and under the front wing KPC system.

Known high-speed helicopter model "AVX" according to the JMR / FVL program of the company "AVX Aircraft Company" (USA), having a twin-screw coaxial circuit with main rotors and a power unit (SU) with engines that transmit torque through the main gearbox and transmission shafts to the main rotors and on propulsive screws in annular channels mounted on the second wing of a highly arranged tandem circuit with wings of equal proportions.

Signs that coincide - the presence of a highly located tandem scheme with wings of equal proportions, two SU turboshaft engines, a main gearbox and transmission shafts transmitting the SU power to four-blade coaxial rotors and traction screws in the annular channels mounted on the consoles of the second wing, ensuring both the implementation of the GDP or hovering, and its progressive horizontal high-speed flight. The rotation of the coaxial rotors is synchronized and oppositely directed. Take-off thrust-weight ratio of SU, which allows for a short hanging time, to achieve a payload of 5900 kg with a take-off weight of 12000 kg. High-speed helicopter "AVX", with a cruising flight speed of up to 430 km / h, a flight range of up to 1400 km and a dynamic ceiling of 5176 m, can be used for transporting 16 people.

Reasons that impede the task: the first is that the helicopter has a twin-screw coaxial circuit and traction screws in the rear annular channels that are used only on cruising flight modes, which increases the parasitic mass during GDP and reduces the weight return and range. The second is that the lack of vertical tail creates an insufficient reserve of track stability, especially at horizontal flight speeds of more than 180 km / h, which leads to an increase in yaw, known as the “Dutch step”, which tends to increase with an increase in 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 each of them greatly complicates their design, and the constant vibrations that occur during the operation of their swashplate create adverse conditions for the operation of other mechanisms and equipment. The fourth one is that the coaxial arrangement of two screws with automatic swash plates of their blades significantly increases the mass of control units, the main gearbox and its height (providing a separation between the blades of the lower and upper screws of 9.7% of their diameter). The fifth one 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 with swash plates, 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 flight range and improving fuel efficiency by less than 87.55 g / passenger-km.

Known unmanned heavy convertiplane "Fregat" CJSC "Transas" (RF), containing composite materials glider with a short-arm and keel, the tip of which is connected with the rear wing of the reverse sweep, forming a box-shaped configuration of the short-stroke wing with a forward swept low wing, having in its center along the sides of the fuselage are two rotary annular channels with screws that create a horizontal and vertical deflection corresponding to their deviation, synchronizing the transmission of the shafts, connecting two engines with rotary Tami and tail steering fenestron mounted behind the keel.

Signs that coincide are the presence of two rotary annular channels with pulling screws that convert the horizontal thrust to vertical by their corresponding deviation upward from the horizontal position by an angle of 90 °, the range of rotation of the annular channels from 0 ° to + 100 °, the rotation of the screws is synchronizing. Wings in a large elongated KZK system; the supporting system has two large rotary propellers with a smaller aft steering fenestron for longitudinal control. All screws and fenestron without swash plate with the control of their total and differential pitch changes, but are also rotationally connected by means of a T-shaped in terms of a synchronization system of the transmission connecting shafts.

Reasons that impede the task: the first is that the outer consoles of the front wing to reduce the parking area are foldable, bringing its span from 19 to 10 m and the take-off / parking area from 270.75 to 140.25 m ^2, respectively, with specific take-off / parking capacity for a payload of 3.6934 / 7.1301 kg / m ² at MON = 1 ton. The second one is that the screw diameters are limited by the span of the internal sections of the rear wing of the KZK, and the take-off power of the SU 4800 hp determines D _in = 4.6 m and the specific load on the swept area with screws ρ _S = 210.72 kg / m ² with a take-off weight of 7 tons. The third one is that profiled rotary annular channels with screws and with an increase in their angle of attack during transient flight modes, without the presence of an integrating device for controlling the thrust of the main rotors and tail rotors create a risk of the flow stall on the rotary channels until the necessary lifting force is created by the screws, which worsens stability and longitudinal controllability. The fourth is that the steering fenestron of longitudinal control, made of multi-blade with variable pitch, is installed behind the vertical keel and mounted on the end of the tail boom, which determines the use of a special integrating control device. All this complicates the design, reduces reliability and limits the possibility of increasing fuel efficiency, increasing take-off weight and weight return and, especially, without the possibility of increasing the diameter of the channel screws.

Closest to the proposed invention is a high-speed helicopter "Raider S-97" of the company Sikorsky (USA), made according to a twin-screw coaxial circuit, has an engine that transmits torque through the main gearbox and the transmission shaft system to the bearing coaxial three-bladed rotors and a rear rotor mounted respectively above the center of mass and at the end of the tail boom for the tail.

Signs of coincidence are the presence of a two-tail plumage, a GE-YT706 turboshaft engine with a power of 2600 hp, a main gearbox and transmission shafts transmitting power to a three-blade coaxial rotor with a diameter of 10.3 5 m and a six-blade pushing screw with a diameter of 2.13 m, providing both the implementation of GDP or freezing, and its horizontal high-speed flight. The rotation of the coaxial screws is synchronized and oppositely directed. Take-off thrust-weight ratio of SU, which allows for a short hanging time, to achieve a payload of 1000 kg with a take-off weight of 5217 kg. High-speed helicopter "Raider S-97", having a cruising flight speed of up to 440 km / h, a range of up to 600 km and a dynamic ceiling of 4570 m, can be used to transport 6 people with fuel efficiency of at least 87.93 g / pass ⋅ km

Reasons that impede the task: the first is that the helicopter has a twin-screw coaxial circuit and with a rear thrust propeller, used only in cruising flight modes. This increases the parasitic mass during the implementation of GDP and reduces the weight return and range. The second one is that with a fuselage length of 11.752 m and a rotor diameter of 10.35 m, it determines the take-off / parking area of 121.63 / 121.63 m ² and the corresponding specific take-off / parking capacity of the payload 8.2.2216 / 8 , 2216 kg / m ² at MON = 1.0 ton. 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 one is that the coaxial arrangement of two screws with automatic swash plates of their blades significantly increases the mass of control units, the main gearbox and its height (providing a separation between the blades of the lower and upper screws of 8.5% of their diameter), 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 limits the possibility of increasing the speed and range of flight and weight return, but also provides a higher specific fuel consumption.

The present invention solves the problem in the above-mentioned well-known high-speed helicopter model "Raider S-97" increase payload and weight gain, increase speed and range, simplify longitudinal-transverse balancing both when hovering and high-speed horizontal flight, but also in transition modes flight, reducing vibrations and eliminating the occurrence of resonance when using wing-stops that are stopped and cannot be removed during flight.

Distinctive features of the present invention from the above-mentioned known high-speed helicopter model "Raider S-97", closest to it, is the fact that it is equipped with two systems with different-sized propellers in the propulsion-steering (DRS) and the said twin-screw coaxial carrier (DSS) , including under the wings of a closed structure (KZK) in DSNS-X2, a pair with opposite rotation of single-blade large propellers with profiled reverse constriction counterweights, ensuring the creation of vertical thrust only at a vertical low and short take-off / landing (GDP and KVP), and at least one DRS-X1 with a smaller propeller mounted in the rear annular channel (ZKK) both to create control moments when performing GDP and hovering, and marching thrust high-speed horizontal flight and two fixed wing blades of the upper and lower coaxial screws located respectively above the fuselage and under the fairing of the first swept wing (UCS), which has a reverse narrowing of its inner sections, but also behind it in the middle of each wing wing span In the nacelles, the upward deviation nodes in the parking configuration of the trapezoidal end parts with external flaps of the UCS of the KZK system, the rear with the reverse constriction of the reverse sweep wing (CBS) of which are fixed by its tips at the ends and upper parts of the UCF wing gondolas, extended beyond the trailing edge of the UCS, whose inner sections are when viewed from above, they form a rhomboid configuration with consoles of the posterior backbone, the root parts of which are in turn mounted on the tips of the developed trapezoidal vertical keel, when viewed from the front, the left and right triangular isometric configurations are mounted along the symmetry axis together with the ZKK so that the end part of the keel, the front and rear edges of which are extended forward and backward of the corresponding parts of the ZKK, is placed with the rudder over the upper outer part of it and is made with the possibility of converting its flight configuration after performing KVP or GDP technology from a rotorcraft or helicopter with DSNS-X2 and steering DRS-X1 into the corresponding high-speed rotorcraft or aircraft with marching DRS-X1, respectively with single-blade rotors operating in modes close to their autorotation or with fixed wing-blades of the upper and lower coaxial rotors, the blades of which are placed perpendicular to the plane of symmetry and are carried out from the latter in opposite directions, increasing both the area and the bearing capacity of the KZK system , and forming with his UCS a scheme of a freely bearing high-lying biplane, but also vice versa, while the coaxial uni-blade lower and upper rotors fixed to the corresponding outputs the bottom shafts of the main gearbox, the upper hollow of which is equipped with a hollow fixed support mounted coaxially inside the latter, which is rigidly fixed with its lower end to the housing of the inner lower part of the main gearbox, and the upper one is centered relative to its upper shaft using a bearing assembly so that it protrudes from the shaft the upper part of the support is fixed together with the PSK center wing in the upper teardrop-shaped fairing, with the PSK and the rear KOS having a large elongation and equipped respectively with inner flaps along the entire range of flaps, made with a positive and negative transverse V angle, respectively, while the internal sections of the UCS with the rear CBS have equal areas, which is 60% of the total area of the SCC system, and the outer end parts of the UCS, which in turn have an area , constituting 66.67% of the area of the UCS, tilting up and installing vertically, reduce losses in the vertical thrust of the DSNS-X2 by 40% when performing GDP and freezing, with the inner sections of the UCS and the rear CBS with reverse narrowing consoles creating wines in horizontal flight regimes in the zone of maximum inductive airflow velocities from the corresponding rotors, the possibility of increasing their lift coefficient and their bearing capacity, especially when blowing their sections and consoles with coaxial single-blade rotors placed in a fully symmetric and synchronously balanced DSNS-X2 and working in conjunction with the DRS-X1 marching thrust in the CCZ, the longitudinal axis of which is located either above or along the longitudinal line, passing when viewed from the side, respectively hell with the vertical center of mass, or at its center and, therefore, reduces the possibility of a converging moment, while in the DRS-X1 in the ZKK with the aforementioned pushing screw having both rigid fastening of the blades and the possibility of changing its general pitch and installing its blades in vane position after stopping and fixing for emergency landing with autorotating rotors, but also the possibility of creating marching thrust during horizontal high-speed flight, as well as forward and reverse horizontal thrust of DRS-X1 when performing GDP and freezing for corresponding translational movement along its longitudinal axis and performing intensive blowing after preliminary in-phase and differential deviation of both a pair of upper and lower, and a pair of left and right rudders of the height of the ZKK, changing respectively the longitudinal and transverse balancing when performing GDP and hovering, installed at the output, respectively, both to the left and to the right of the rear side surfaces of the ventral keel, and from the bottom and top by half the size of the radius of the smaller screw from the center of the CCC, the outer ends of which are bent to its center and have developed limbs with a sweep along the leading edge, providing the rudders to deviate up and down by angles of attack of ± 15 °, and the coaxial single-blade rotors that create air flows, which, reducing noise and vibration, but also reducing aerodynamic interference, they do not interact with a smaller propeller in the ZKK and are made without controlling the cyclic change of their pitch and with rigid fastening of their blades and profiled counterweights, but also creating from coaxial rotors of full compensation of reactive torques in the opposite direction of rotation between the screws in a spaced pair along the height of the rotors, for example, when viewed from above, the upper and lower single-blade rotors rotate clockwise and counterclockwise, respectively, so that their respective advancing blades pass above the left and right sides of the fuselage from the stern to its bow and, as a result, provides the elimination of the gyroscopic effect, a harmonious combination of the transverse and control during GDP and freezing and creating a smoother airflow around the tail boom; moreover, when GDP and freezing are performed, the smooth redistribution of power from two, for example, gas turbine or turbodiesel engines (gas turbine engines or turbojet engines) is provided by the main multi-level and stern gearboxes for single-blade large screws DSNS-X2 and a smaller propeller DRS-X1 in the ZKK, respectively 90% and 10% of their available take-off power in helicopter flight modes with a specific load on the power of the control system equal to ρ _N = 3.04 kg / hp, and in airplane flight modes, with correspondingly fixed wing blades of the upper and lower single-blade rotors, 80% of the take-off power of the SU is redistributed by the transmission system only to the smaller DRS-X1 rotor in the ZKK, but also vice versa.

In addition, for ship-based it, the aforementioned upper and lower blades-wings of coaxial rotors are provided in the parking configuration with the possibility of fixed placement and installation when viewed from above of their wing-blades along the axis of symmetry, the aforementioned single-blade propellers with the mentioned profiled counterweight balances having a radius (r _pp ), determined from the relation: r _pp = 0.3⋅R _nv , m (where R _nv is the radius of the single-blade rotors), with each of these profiled counter The EU, which has the root and end chords, respectively, equal and 1.3 times larger than the root chord of the rotor, which in turn has the end chord of the wing-blade 1.3 times smaller than its root chord, is made with a tip having an external arcuate and mirror-like the inner line, forming an ellipsoidal configuration in plan with its larger axis, mating with the corresponding edges of the profiled counterweight, forming its streamlined shape.

In addition, the said coaxial lower and upper rotors made with a fairing system, including both fairings of the bushings, each of which has an upper and lower convex profiles having an elliptical configuration, and a fairing of the column of coaxial shafts located between the respective fairings of the bushings and reducing the total the resistance and spacing between the blades of the lower and upper single-blade propellers is at least 14% of their radius, while the fairing, the column of shafts having a teardrop shape and a system of rotation of the uncontrolled rotation of the shaft fairing around the axis of rotation, is mounted so that it has upper and lower slotted gaps made specularly to the elliptical surfaces of the respective fairings of the screw sleeves, and the fairing of the shaft of columns, facilitating the flow around, reducing the separation of flow and resistance, is provided with horizontal aerodynamic equal views when viewed from the side ridges parallel to each other mounted three on each of its posterior lateral vertical surfaces so that each central minutes from its middle and towards the back of its edge having the reverse sweep, and upper and lower aerodynamic ridges in turn installed farther away and thus equidistant from the center.

Due to the presence of these features, allowing to master an unmanned high-speed helicopter-plane (BSVS), which is equipped with two systems with different-sized propellers in the propulsion-steering (DRS) and the mentioned twin-screw coaxial carrier (DSNS), including under the wings of a closed structure (KZK) in the DSNS- X2 pair with opposite rotation of single-blade large propellers with profiled reverse constriction counterweights, ensuring the creation of vertical traction only during vertical and short take-off / landing (GDP and KVP), and at least one D PC-X1 with a smaller propeller mounted in the CCZ both for creating control moments during GDP and freezing, as well as for marching thrust during high-speed horizontal flight and fixed two wing blades of the upper and lower coaxial screws located respectively above the fuselage and under the fairing of the first swept wing (UCS), having a reverse narrowing of its inner sections, but also behind it in the middle of the span of each wing on the wing gondolas, upward deviation nodes in the parking configuration of the trapezoidal end part with external flappers of the UCS of the KZK system, the rear with reverse constriction of the reverse sweep wing (CBS) of which is fixed by its tips at the ends and upper parts of the pods of the pods of wing of the CSC, extended beyond the trailing edge of the CSC, the inner sections of which form a diamond-shaped configuration with consoles of the rear CBS, when viewed from above the root parts of which, in turn, are mounted on the tips of the developed trapezoidal vertical keel, which, when viewed from the front, forms left and right triangular equal configurations and is mounted o along the axis of symmetry together with the ZKK so that the end part of the keel, the front and rear edges of which are moved forward and backward of the corresponding parts of the ZKK, is arranged above the upper outer part of it with the rudder and is configured to convert its flight configuration after performing KVP or GDP technology from a rotorcraft or helicopter with ДСНС-Х2 and steering gear ДРС-Х1 to the corresponding high-speed rotorcraft or airplane with cruise gear ДРС-Х1, respectively, with single-blade rotors operating in the modes close to their autorotation or and with fixed wing blades of the upper and lower coaxial main rotors, the blades of which are placed perpendicular to the plane of symmetry and are carried out from the latter outward in opposite directions, increasing both the area and carrying capacity of the KZK system and forming a freely carrying high-position biplane with its UCS, but also vice versa, while the coaxial single-blade lower and upper rotors mounted on the corresponding output shafts of the main gearbox, the upper hollow of which is equipped with a hollow fixed support, aligned coaxially inside the latter, which is rigidly fixed with its lower end to the housing of the inner lower part of the main gearbox, and the upper one is centered relative to its upper shaft by means of a bearing assembly, so that the upper part of the bearing protruding from the shaft is fixed together with the PSK center section in the upper tear-shaped fairing, UCS and rear CBS, having a large elongation and equipped respectively with internal flaps and flaps across the entire range, are made with a positive and negative angle transversely about V, respectively, while the internal sections of the UCS with the rear CBS have equal areas, which is 60% of the total area of the SCC system, and the outer end parts of the UCS, which in turn have an area of 66.67% of the area of the UCS, deviate upward and when installed vertically, they reduce losses in the vertical thrust of the DSNS-X2 by 40% when performing GDP and freezing, with the internal sections of the UCS and the rear ASF with reverse narrowing consoles, creating horizontal flight in rotorcraft in the zone of maximum inductive speeds of the flow from the corresponding rotors, the possibility of increasing their lifting force and their bearing capacity, especially when blowing their sections and consoles with coaxial single-blade rotors placed in a fully symmetric and synchronously balanced DS

NS-X2 and working in conjunction with the DRS-X1 marching link in the ZKK, the longitudinal axis of which is placed either above or along the longitudinal line, passing from the side, respectively above the vertical center of mass, or along its center and, therefore, reduces the possibility of a cabriole moment while in DRS-X1 in the ZKK with the said pusher screw having both rigid fastening of the blades and the ability to change its general pitch and set its blades in the vane position after it has been stopped and fixed for emergency landing mode with autorotating rotors, but also the possibility of creating marching thrust during horizontal high-speed flight, as well as forward and reverse horizontal thrust DRS-X1 during GDP and hovering for corresponding translational movement along its longitudinal axis and performing intensive blowing after preliminary in-phase and differential deviation of both a pair of upper and lower, and a pair of left and right elevators ZKK, changing respectively the longitudinal and transverse balancing when performing VP and hangs installed at the exit, respectively, both to the left and to the right of the rear lateral surfaces of the ventral keel, and to the bottom and top by half the radius of the smaller screw from the center of the ZKK, the outer ends of which are bent to its center and have developed limbs with sweep along the leading edge providing up-and-down deviation of elevators by angle of attack ± 15 °, and coaxial single-blade rotors creating air currents, which, reducing noise and vibration, but also reducing aerodynamic interference, are not mutually They operate with a smaller screw in the CCZ and are made without controlling the cyclic change of their pitch and with rigid fastening of their blades and profiled counterweights, but also of creating full compensation of reactive torques from the coaxial rotors with the opposite direction of rotation between the screws in a spaced pair along the height of the rotors, for example, when viewed from above, the upper and lower single-blade rotors rotate clockwise and counterclockwise, respectively, so that their corresponding advancing blades pass over the left and right sides of the fuselage from the aft to the bow and, as a result, provides the elimination of the gyroscopic effect, a harmonious combination of lateral and directional control when performing GDP and hovering and creating a smoother airflow around the tail beam, and when performing GDP and hovering, a smooth redistribution power from two, for example, GTE or TDD is provided by the main multi-level and aft gearboxes for single-blade large screws ДСНС-Х2 and a smaller screw ДРС-Х1 in ЗКК respectively 90% and 10% of their available take-off power in helicopter flight modes with a specific load on the SU power equal to ρ _N = 3.04 kg / hp, and in aircraft flight modes with wings of the upper and lower single-blade main rotors fixed accordingly, 80 % of the take-off power of the SU by the transmission system only to the smaller DRS-X1 screw, but also vice versa. All this will make it possible to increase lateral stability and controllability in the course of transient maneuvers in deck-mounted high-speed helicopter aircraft (PSVS), and the placement of the SU with two TDDs in the rear of the fuselage will simplify the transmission system. This will also improve flight safety and use smaller TDDs across them, which will reduce both the fuselage midship and its aerodynamic drag. The use of single-blade coaxial rotors (HB) will allow to achieve higher aerodynamic efficiency, despite the harmful resistance of the profiled balancing counterweight. To prevent unwanted vibrations, the single-blade HB operates at a high peripheral speed. Therefore, the main mode of operation of a single-blade HB is the vertical movements of the BSVS. In the case of oblique blowing, the thrust of the screw changes cyclically. Therefore, a rigid blade attachment improves controllability, especially of coaxial single-blade HB. In synchronized coaxial single-blade HB, the moments M _roll and M _prod from the upper and lower single-blade HB when they are transferred to the fuselage through the KZK are mutually annihilated. Therefore, the aerodynamic coefficient of a single-blade HB in a symmetrical twin-screw coaxial scheme will be 1.26-1.28 higher than that of a helicopter two- or three-blade single HB. This will reduce the weight of the airframe, increase weight return and improve fuel efficiency by 31-33% in comparison with high-speed helicopters "Raider S-97" and "AVX". Moreover, all this will also allow, in comparison with traditional turboprop aircraft wings with slats and flaps, to increase maneuverability at low flight speeds and during transitional maneuvers, but also to reduce stall speed and take-off to 63 and 75 km / h per set increase of 1 , 15-1.2 times the coefficient of lift of the KZK system, which has, and especially, together with the wing blades in the production of lifting force during take-off and landing flight modes like BSVS, but also turboprop PSVS.

The present invention of the preferred embodiment of a diesel BSVS with DSNS-X2 and a single-screw DRS-X1 is illustrated by general views in FIG. one.

In FIG. 1 shows BSVS in general front and top views a) and b), respectively, with the location of two single-bladed coaxial HBs above the fuselage and under the PSK of the KZK system and with a single-screw DRS-X1 when using it:

a) in the flight configuration of a helicopter with DSNS-X2, having large upper and lower single-blade NV with profiled counterweights, located above the fuselage and under the fairing of the PSK in the diamond-shaped KZK system, and single-rotor DRS-X1 with the conditional arrangement (dashed) of the left and right end parts CPM in the parking and flight configuration with GDP and freezing;

b) in the flight configuration of the aircraft with the KZK system, which creates lift together with the fixed wing blades of two coaxial single-blade propellers and the mid-flight thrust provided by the DRS-X1 pushing propeller in the ZKK.

The multi-purpose BSAS shown in FIG. 1, is made according to the plan of a high-wing with a composite carbon fiber glider and the DSNS-X2 concept with a single-rotor DRS-X1, has a fuselage 1 and two large elongations with multidirectional sweep of the tandem reverse constriction wings in the KZK - PSK 2 and rear KOS 3 systems, equipped throughout the span, respectively, of the flaps 4 with flappers 5 and the inner 6 with the outer 7 flaps, made with a positive and negative transverse angle V, respectively. The posterior KOS 3 is fixed with its tips at the ends and upper parts of the underwing nacelles 8 of the UCS 2, and its root parts, in turn, are fixed on the tips of the trapezoidal vertical keel 9, mounted along the axis of symmetry together with ZKK 10 so that it is placed over its upper outer part with rudder 11 the end part of the keel 9, the front and rear edges of which are moved forward and backward of the corresponding parts of the ZKK 10, having the dorsal keel 12 and inside the pushing screw 13 and at its exit the left upper 14 with lower 15 and right upper 16 s lower 17 elevators. Coaxial single-blade upper 18 and lower 19 HB, having profiled counterweights 20 and cowling fairings 21 and 22, mounted on the corresponding output shafts of the main gearbox, the upper hollow of which is equipped with a hollow fixed support, which is rigidly fixed in the lower part of the main gearbox and the upper one is centered and fixed with PSK 2 center wing in its tear-shaped fairing 23. Between the bushings 21-22 there is a fairing 24 of a column of coaxial HB 18-19 with aerodynamic horizontal ridges 25 parallel mounted to each rear th lateral surface of the teardrop-shaped fairing 24. The four-blade pushing screw 13 in ZKK 10 is made of a vane-reversing. During an emergency landing during GDP in the event of a BSVS engine failure, its single-blade coaxial 18-19 HB, operate in autorotation mode, unload the PSK 2 and KOS 3 of the KZK system, and during horizontal flight and the failure of its two engines, the blades of the thrusting 13 screw fly for prevent autorotation. At the same time, flaps 4 with flappers 5 PSK 2 and flaps 6–7 of KOS 3 are automatically deflected by an angle of 40 °, and when GDP is fulfilled and hovering to reduce losses in vertical thrust НВ18-19 - by an angle of 75 °. All single-blade coaxial HB 18-19 DSNS-X2 are made without swash plates and with rigid fastening of their blades and profiled counterweights 20, but also with the possibility of creating from all HB full compensation of reactive torques with the opposite direction of rotation between the HB in the coaxial group as the upper left 18 and lower right 19, for example, when viewed from above, they rotate clockwise and counterclockwise, respectively (see Fig. 16). The twin-engine SU has top-mounted engine nacelles located behind the center of mass on the fuselage 1 and equipped with, for example, TDDs made to select their take-off power with a front shaft output. Each of the TDD, forming a synchronizing system with a corresponding connecting shaft and main gearbox, is equipped with a clutch (not shown in Fig. 1). The excessive thrust-weight ratio of the SU, ensuring the continuation of the flight with one working TDD and the rotation of large coaxial 18-19 HB during the transition mode, which makes it possible to carry out a flight or emergency landing and, thereby, increases the safety of flights. The transfer of takeoff power from two TDDs to DSNS-X2 and DRS-X1 is provided by a transmission that includes: a main gearbox and its longitudinal shaft (not shown in Fig. 1), respectively, for coaxial HB 18-19 and pusher propeller 13 in ZKK 10.

The control of the multipurpose BSVS is provided by the general and differential change in the pitch of the coaxial group 18-19 HB and the deviation of the steering surfaces: flappers 5, rudders 11 and heights 14-17. When cruising, the lifting force is generated by the PSK 2 and KOS 3 in the KZK system and the fixed wing blades HB 18 and 19, stopped respectively above the fuselage 1 and under the fairing 23 of the PSK 2 of the KZK system (see fig. La), horizontal thrust - with a pushing screw 13 in ZKK 10, in the hover mode only with coaxial HB 18-19, in the transition mode with wings 2-3 and with HB 18-19. When switching to vertical take-off and landing (hovering) in UCS 2 and rear CBS 3, their flaps 4 with flappers 5 and flaps 6-7 synchronously deviate to their maximum angles, respectively (see Fig. 1 a ). After the creation of the lifting thrust, coaxial 18-19 HB provide helicopter flight modes using the steering DRS-X1. Moreover, the single-blade 18-19 HBs have a mutually opposite rotation between the screws in the coaxial group (see Fig. 1b). Developed rudders of height 14-17 deviate from the horizontal position up and down by angles of ± 15 ° during take-off and landing flight modes, respectively, when performing LPC technology on aircraft BSVS flight modes. When hovering in helicopter flight modes, BSVS track control is carried out by differential change in the pitch of the coaxial upper 18 and lower 19 HB. When performing GDP and freezing, the longitudinal and lateral control is carried out by preliminary in-phase and differential deviation of the elevators of the upper 14-16 with the lower 15-17 and the left 14-15 with the right 16-17 at the output of the ZKK 10, providing appropriate balancing when they are blown with the pushing screw 13 DRS-X1 in ZKK 10 with the subsequent corresponding change in its step. After vertical take-off and climb, the mechanization of PSK 2, KOS 3 is removed and, to switch to the airplane horizontal flight mode, the wing-wings 18-19 of the single-blade NV synchronously stop and are fixed perpendicular to the plane of symmetry (see Fig. 16) and then a high-speed cruising flight is performed in which the directional control is provided by the rudder 11 of the vertical keel 9. The longitudinal and lateral control is carried out by the in-phase and differential deviation of the rudders of height 14-17 on ZKK 10 and flappers 5 on PSK 2 with responsibly.

Thus, a BSVS with a single-rotor DRS-X1 and symmetrical DSNS-X2, having a pushing screw in the ZKK and single-blade coaxial NV, the lower and upper of which are mounted above the fuselage and under the fairing of the KKK system, is a high-speed convertible rotary-wing aircraft that changes its flight configuration only by fixing the symmetrical surfaces of the wing blades relative to the longitudinal axis. The weather-reversing propeller in the ZKK, creating horizontal and mid-flight thrust, provides the necessary control torques for helicopter and airplane flight modes, but also reduces the distance when landing with mileage. The KZK system with PSK and KOS, creating a 1.15-1.2-fold increase in the coefficient of raising the KZK system together with the wing blades in the production of lifting force, will allow, along with the high thrust-weight ratio of the SU, to realize the possibility of implementing the GDP and KVP technology during take-off landing modes of flight BSVS and rescue PSVS.

However, there is no doubt that many difficulties and problems still have to be overcome on the way to developing BSVS, using the above-mentioned advantages. This primarily refers to solving the problems of aerodynamic interference of HB and pushing propeller in the CCZ and the possibility of ensuring stability and controllability in GDP regimes when working together in synchronously-balanced and symmetrical DSNS-X2 single-blade NVs, which are very promising as stopped and not removed in flight of wing-screws, which excludes the presence of nodes of the flip of the blades (for organizing symmetrical wing surfaces relative to the longitudinal axis) or very structurally complex systems of their wings yvaniya and HB cleaning. Undoubtedly, over time, the widespread use of TDD in the SU will make it possible to reduce fuel consumption by more than a third in comparison with high-speed helicopters of the twin-screw coaxial circuit of the American companies AVX and Sikorsky, which is important for rescue PSVS (see Table 1).

Claims (3)

1. The unmanned high-speed helicopter-plane, made according to the twin-screw coaxial scheme, has an engine that transmits torque through the main gearbox and the transmission shaft system to the bearing coaxial three-blade propellers and the rear screw mounted respectively above the center of mass and at the end of the tail boom behind the tail unit, characterized in that it is equipped with two systems with different-sized propellers in the propulsion-steering (DRS) and the aforementioned twin-screw coaxial bearing (ДСНС), including under the wings of a closed structure (КЗК) in the ДСН -X2 pair with opposite rotation of single-blade large propellers with profiled reverse constriction counterweights providing vertical thrust only during vertical and short take-off / landing (GDP and KVP), and at least one DRS-X1 with a smaller screw mounted in the rear annular channel (ZKK) both for creating control moments when performing GDP and freezing, as well as for marching thrust during high-speed horizontal flight and two fixed wing-blades of the upper and lower coaxial screws, placed respectively above the fuselage and under the fairing of the first swept wing (UCS), which has a reverse narrowing of its internal sections, but also behind it in the middle of the span of each half wing on the wing gondolas, the upward deviation nodes in the parking configuration of the trapezoidal end parts with the external flappers of the UCS of the KZK system, rear with the reverse constriction of the reverse sweep wing (CBS) which is secured by its tips on the ends and upper parts of the UCF underwing gondolas extended beyond the trailing edge of the UCS, the inner sections of which form at a diamond-shaped configuration with consoles of the rear CBS, the root parts of which are in turn mounted on the tips of a developed vertical keel, which, when viewed from the front, forms equal left and right triangular configurations and is mounted along the axis of symmetry together with the CCS so that it is mounted with the steering wheel above its upper outer part the end part of the keel, the front and rear edges of which are moved forward and backward of the corresponding parts of the ZKK, and is configured to convert its flight configuration after the implementation of the KVP or GDP technology from a rotorcraft or helicopter with DSNS-X2 and steering DRS-X1 to the corresponding high-speed rotorcraft or aircraft with a cruising DRS-X1, respectively, with single-blade rotors operating at close to their autorotation modes or with fixed wing-blades upper and lower bearing coaxial screws, the blades of which are placed perpendicular to the plane of symmetry and are carried out from the latter outward in opposite directions, increasing both the area and the bearing capacity of the SCC system, and forming with its UCS the circuit freely bearing a highly located biplane, but also vice versa, while the coaxial single-blade lower and upper rotors mounted on the corresponding output shafts of the main gearbox, the upper hollow of which is equipped with a hollow fixed support mounted coaxially inside the latter, which is rigidly fixed with its lower end to the body the inner lower part of the main gearbox, and the upper one is centered relative to its upper shaft by means of a bearing assembly so that the upper part of the support protruding from the shaft is fixed and together with the central wing of the UCS in the upper teardrop-shaped fairing, the UCS and the rear CBS, having a large elongation and equipped respectively with internal flaps and the entire span of the flaps, are made with a positive and negative transverse V angle, respectively, while the internal sections of the CSC with the rear CBS are equal area, which is 60% of the total area of the KZK system, and the outer end parts of the UCS, in turn, have an area of 66.67% of the area of the UCS, and the possibility of upward deviation and installation vertically, moreover, the internal sections of the UCS and the rear CBS with backward restriction consoles, while the coaxial single-blade propellers are placed in the fully symmetrical and synchronously balanced DSNS-X2 and work together with the DRS-X1 marching rod in the CCZ, the longitudinal axis of which is located either above or along a longitudinal line passing in a side view, respectively above the vertical center of mass, or along its center and, therefore, reduces the possibility of a converging moment, while in the DRS-X1 in the CCZ with the said pushing screw having Both the rigid fastening of the blades and the possibility of changing its overall pitch and setting its blades in a vane position after it is stopped and fixed for emergency landing with autorotating rotors, but also the possibility of creating a marching thrust during horizontal high-speed flight, as well as direct and inverse horizontal thrust of DRS-X1 when performing GDP and freezing for translational corresponding movement along its longitudinal axis and performing intensive blowing after preliminary in-phase о and differential deviation of both a pair of upper and lower, and a pair of left and right elevators ZKK, changing respectively the longitudinal and transverse balancing when performing GDP and hovering, installed at the output, respectively, to the left and to the right of the rear side surfaces of the fuselage keel, and to the bottom and from above by half the radius of the smaller screw from the center of the ZKK, the outer ends of which are bent to its center and have developed limbs with a sweep along the leading edge, which ensures the elevators to deviate upwards -down to angles of attack of ± 15 °, with coaxial single-blade rotors creating air currents, which, reducing noise and vibration, but also reducing aerodynamic interference, do not interact with a smaller rotor in the CCZ and are made without controlling the cyclic change of their pitch and with a rigid securing their blades and profiled counterweights, but also creating full compensation of reactive torques from coaxial rotors with the opposite direction of rotation between the screws in a spaced pair along the height of the rotors, for example, and a top view of the top and bottom single blade rotors respectively rotate clockwise and counterclockwise, so that their respective advancing blade passed over the left and right sides of the aft fuselage toward the nose portion thereof. 2. An unmanned high-speed helicopter-plane according to claim 1, characterized in that for ship-based it, the said upper and lower blades-wings of coaxial rotors are equipped in the parking configuration with the possibility, after they are stopped, of fixed placement and installation when viewed from above of their wing-blades according to axis of symmetry, said screws with said single blade profiled counterweights reverse constriction having a radius (r _nn) determined from the relation r _pp = 0,3⋅R _HB, m (wherein r _HB - single blade radius multicarrier nt), with each of these profiled counterweights having the root and end chords respectively equal and 1.3 times larger than the root chord of the rotor, which in turn has the end chord of the wing-blade 1.3 times smaller than its root chord, is made with a tip having an external arcuate and mirror-positioned inner line, forming an ellipsoidal configuration in plan with its larger axis, mating with the corresponding edges of the profiled counterweight, forming its streamlined shape. 3. An unmanned high-speed helicopter-airplane according to claim 1, characterized in that said coaxial lower and upper rotors are made with a fairing system, including both fairings of the bushings, each of which has an upper and lower convex profiles having an elliptical configuration, and fairing of the column of coaxial shafts, located between the corresponding fairing of the bushings and reducing the total resistance and spacing between the blade of the lower and upper single-blade propellers at least 14% of their radius, while the fairing, the column of the shaft having a teardrop shape and a system for preventing uncontrolled rotation of the shaft fairing around the axis of rotation, it is mounted so that it has upper and lower slotted gaps made specularly to the elliptical surfaces of the respective fairings of the screw bushings, and the fairing of the shaft column, which facilitates the flow around, reduces the separation of flow and resistance , equipped with a side view of horizontal aerodynamic isometric ridges, parallel mounted three of each of its rear lateral vertics Flax surface so that each central set at the middle thereof and closer to the posterior edge having a reverse sweep, and upper and lower aerodynamic ridges in turn installed farther away and thus equidistant from the center.

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