RU2667433C2 - Unmanned heavy helicopter aircraft - Google Patents

Abstract

FIELD: aircrafts.SUBSTANCE: invention relates to the field of aircraft engineering, in particular to the design of unmanned roadable aircraft. Unmanned heavy helicopter-aircraft (UHHA) has at the ends of the wing bearing screws with reducers and engines of power plant (PP), connected by connecting shafts, which lead to rotation of propellers and bearing screws, placed in front of engine body and above them at wing pyllers, it also ha fuselage and tail unit. UHHA is equipped with two systems with a variety of screws in propulsion-steering (PSS) and cross-bearing doubled (CBDS) in a completely symmetric and synchronous-balanced scheme. CBDS includes at wingtips of a closed structure (WCS), which, when seen from above, is a rhomboid configuration, two pairs of coaxial with the opposite rotation of single-blade large propellers, providing lifting force when doing hanging, vertical takeoff and landing or hovering craft, and a twin-screw dynamic light scattering with drafting smaller screws mounted at consoles of V-shaped front horizontal tail unit (FHTU), having sweepward along the leading edge and complex elevons.EFFECT: reduction in the required power for longitudinal balancing with hovering and improvement in longitudinal control are ensured.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 hybrid heavy helicopter-airplanes with a propulsion-steering system and a transverse-bearing circuit, including two pairs of coaxial with opposite rotation of single-blade propellers providing for vertical and a short take-off / landing (GDP and KVP), and two screws on the front horizontal tail for high-speed flight with fixed blades of the two upper and two lower coaxial wines Comrade wings placed respectively above the front and under the rear KZK.

The Elytron 10S tiltrotor company Elytron Aircraft (USA) is known, which consists of composite materials a glider with a KZK and a vertical keel, the tip of which is connected with a rear wing of a reverse sweep, forming a box-shaped configuration of a KZK with a forward swept low wing, which has a direct rotary inside of it near the center of mass wing, on the consoles of which engines with gearboxes and screws are mounted in the engine nacelles, creating a horizontal thrust and corresponding vertical deviation.

Signs that coincide - the presence of a nacelle on a solid-wing wing (CPC) with screws that convert horizontal traction into vertical traction by their corresponding deviation upward from a horizontal position by an angle of 90 °, rotation range of CPC consoles from 0 ° to + 100 °, rotation of the screws - synchronizing . The KZK system with wings of large elongation provides greater strength and creates a minimum value of inductive resistance, which, in combination with the CPC, will reduce the specific load on them, achieve a maximum speed of 667 km / h and a flight range of up to 2398 km. In addition, direct CPC with KZK create a 15% increase in lifting force, which is also effective for performing KVP.

Reasons that impede the task: the first is the fact that the engines on the direct CPC with gearboxes and propellers with automatic swash plates control their general, cyclic and differential changes in their pitch and, as a result, significantly complicate the design, and constant vibrations arising during the operation of automatic machines of their bias, create adverse conditions for the operation of other mechanisms. The second one is that the diameters of the two screws are limited by the scope L _cr = 13.09 m of the KPC consoles of the commercial Elytron 10S convertiplane and, as a result, the screws D _in = 4.02 m determine the specific load on the swept area with screws ρ _S = 236.5 kg / m ² with its take-off weight of 6 tons from the take-off area equal to the parking area of 187.19 m ² and with the specific take-off / parking capacity for payload (ПН) 5.8763 / 5.8763 kg / m ² at ПН = 1.1 ton. The third one is that a CPC with screws, with an increase in the angle of attack of the wing during transient flight modes, without the presence of an integrated device for controlling propeller thrust, creates a risk of flow disruption on the CPC before the propellers create the necessary lifting force, which impairs stability and controllability. The fourth is that the front low-lying swept wing of the KPC and the high-mounted CPC with screws mounted near the center of mass complicate the loading and unloading of ten passengers. All this reduces reliability and limits the possibility of increasing take-off weight and increasing the efficiency of energy-intensive SU (with a specific power load ρ _N = 1.5 kg / hp), especially without the possibility of increasing the diameter of the propellers and improving fuel efficiency less than 62 55 g / pass.km

Known unmanned heavy tiltrotor "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 with the front swept low wing located korobochny configuration KZK, having in its center on the sides the fuselage two rotary annular channels with screws that create a horizontal and vertical deflection corresponding to their deviation, synchronizing the transmission of shafts, connecting two engines with rotary wines 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 is that the screw diameters are limited by the scope of the inner sections of the rear wing of the KZK, and the take-off power of the SU is 4800 hp. predetermines 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 and reduces reliability, but also limits the possibility of increasing the speed of more than 600 km / h, take-off weight and increasing weight return and, especially, without further increasing the diameter of the channel screws.

Closest to the proposed invention is an experimental high-speed rotorcraft model Ka-22 OKB "them. Kamova ”(RF), which has rotors at the ends of the wing with gearboxes and propulsion engines (SU) connected by connecting shafts that rotate the propellers and rotors located respectively in front of the engine nacelles and above the last on the wing pylons, contains a fuselage and tail.

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

Reasons that impede the task: the first is that the rotorcraft has a double separate system for creating lift and horizontal thrust, which inevitably leads to its heavier weight and lower recoil, especially with propellers mounted under the main rotors, but also to increase the volume of routine work and higher cost of operation of rotors with swash plates with control of the general and cyclic changes in their pitch and, as a result, significantly complicates the design, and the constant vibrations that occur when bot machines of their bias, create adverse conditions for the operation of other mechanisms and equipment. The second one is that in the hovering mode, the flow from the main rotors, blowing off the consoles of the “airplane” wing with an area of 105.0 m ² and creating a significant (almost 12.5%) total loss in their vertical thrust, is inhibited. At the same time, the high-speed air flow thrown from the wing and even with deflected flaps and with an average aerodynamic chord of the wing equal to 3.9 m determines the formation of vortex rings, which can sharply reduce the thrust of the rotors at low lowering speeds and create an uncontrolled fall situation, which reduces management stability and security. And as the speed of horizontal flight increases, the problem also worsens, since on the backing side of each rotor above the fuselage there is a section in which the absolute speed of its blades relative to air becomes almost zero and this section of the blades, naturally, does not participate in the creation of lift, which worsens balancing in the transverse channel, especially because of the location of these sections just above the wing consoles. The third one is that in a cross-section rotorcraft with two rotor-propulsion and propulsion-bearing screw systems mounted at the ends of a high-winged wing, respectively, in wing gondolas and wing-mounted pylons, it predetermines a structurally complex forward wing equipped with a complex system for reducing rotors and propellers in a common gearbox and having no root chord more than terminal, which increases inductive losses. The fourth is that in order to ensure the strength and stiffness of a wing of a large scope, it is necessary to increase the wing height and cross-sectional area of the power elements, which leads to a significant increase in the weight of the structure, an increase in drag and, as a consequence, to a decrease in speed and weight return. The fifth one is that the location of two propellers under the rotors complicates the structure and leads to an increase in its dimensions and harmful resistance, but also to a significant increase in noise level due to the interaction of propellers and rotors. In addition, in such a design, the appearance of self-excited vibrations, high variable stresses and vibrations, as well as other types of dynamic instability of the structure, including one of the most dangerous - air resonance of rotors on an elastic base, was not ruled out. The appearance of resonance in the transverse pattern was increased due to the presence of heavy nacelles with propeller systems at the ends of the wing trusses, which had the main supports with retainers of the fixed gear wheel chassis, as a result of which the natural vibration frequencies of the structure were comparable with the rotational speed of the rotors. Another disadvantage is that turboshaft engines with a free turbine can reduce the rotational speed of the rotors by only 10-12%, and reducing their rotational speed to 40% will require the use of various kinds of couplings and gearboxes. This significantly complicates the design and provides, by reducing the weight of the fuel, a higher specific fuel consumption and, as a result, limits the possibility of increasing flight speed and range, but also indicators of transport and, especially, fuel efficiency.

The present invention solves the problem in the above-mentioned known experimental high-speed rotorcraft of the Ka-22 model to increase the payload and weight gain, reduce the required power for longitudinal balancing while hovering and improve longitudinal controllability, increase climb rate, speed and range, as well as exclude self-excited oscillations, high alternating stresses, vibrations and the occurrence of resonance.

Distinctive features of the present invention from the above-mentioned known high-speed rotorcraft of the Ka-22 model, which is closest to it, are the presence of the fact that it is equipped with two systems with different-sized propellers in the propulsion-steering (DLS) and double-transverse bearing (PNUS) in the PNUS scheme -X2 × 2, including at the wingtips of a closed structure (CLC), which, when viewed from above, has a diamond-shaped configuration, two pairs of coaxial with the opposite rotation of two single-blade large screws that provide lift when and hovering, both vertical or short take-off / landing (GDP or KVP), and a twin-screw DRS-X2 with pulling smaller screws mounted on the consoles of the V-shaped front horizontal tail (PGO), having reverse sweep along the leading edge and developed elevons, for high-speed flight with fixed wing blades of the two upper and two lower rotors with profiled counterweight counter-contractions, located respectively above the front and under the rear consoles of the KZK, having their wingspan (L _cr ) 1.22 times more, than two radii (R _nv ) of large rotors, and forming when viewed from the front of the plane of symmetry, trapezoidal box-shaped configurations of a correspondingly high forward wing of direct sweep (KPS) with a positive angle of transverse V and a rear wing of reverse sweep (KOS) with a negative angle of transverse V, the root parts of which are mounted on the outer surfaces of the vertical tail, which has as a rudder over the upper surface of the rear CBS a one-piece rotary end hour and the opposite sweep along the leading edge with an elliptical corresponding trailing edge, but also providing the possibility of transforming its flight configuration when performing the GDP or KVP technology from a four-screw helicopter PNUS-X2 × 2 and steering gear ДРС-Х2, respectively, or to a high-speed rotorcraft with ДРС-Х2 and four-screw PNUS-X2 × 2, or on a plane with a twin-screw DRS-X2 with fixed wing blades of the upper and lower bearing coaxial single-blade propellers, the blades of which are made in opposite st the orons and are placed perpendicularly respectively from and to the plane of symmetry, increasing their area and span by two radii of the rotors, but also vice versa, while the bearing coaxial single-blade lower and upper screws are mounted on the corresponding output shafts of the cantilever gearboxes, each of which is placed on the tip of the front KPS of the KZK system in the teardrop-shaped lower fairing having a longitudinal axis parallel to the axis of symmetry is provided with an elongated upper shaft protruding from the sleeve of the upper rotor of its h It is centered and mounted coaxially with the possibility of rotation together with the screw sleeve in the bearing assembly of the drop-shaped upper fairing of the rear large elongation of the KOS equipped with external flappers and internal flaps, forming a high-lying short-circuit biplane with a large front elongation of the gross KPS providing direct control of the lifting force and having an area , comprising 45% of the total area of the biplane, is equipped with a reverse narrowing one-turn flap (TsPZ), equipped with the ability to open it lying down at angles of 20 °, 40 °, and 75 ° and converting the front KPS into a wing with a maximum deflection of the central landing gear with the back restriction consoles, creating in the zone of maximum inductive airflow velocities from the corresponding rotors the possibility of increasing the lifting coefficient of the front KPS and its bearing capacity , especially when blowing its consoles with coaxial single-blade rotors placed in a fully symmetric and synchronously balanced PNUS-X2 × 2 and on the transverse axis passing over the center of mass, but also smart at the same time, a 12% reduction in the lifting force losses from blowing off its consoles and preventing the backflow of air flow, moreover, ДРС-Х2 with pulling vane-reversing smaller left and right screws of variable pitch, having the direction of rotation of their upper blades when viewed from the front from the corresponding external the sides of the fuselage and made with rigid fastening of their blades and without automatic tilting them when they create a marching thrust both during horizontal high-speed flight and direct and reverse horizontal thrust DRS-X2 when the increase in GDP and hovering for the corresponding translational movement along its longitudinal axis, but also for the horizontal multidirectional and direct thrust of the DRS-X2 to create yaw and pitch moments, respectively, with a preliminary corresponding deviation of the developed elevators of the PGO, with the aim of reducing noise and vibration of the structure from all rotors that create air currents that do not interact between the left and right groups of coaxial single-blade rotors made without cyclic change in their pitch and with rigid fastening of their blades and profiled counterweights, but also of creating complete compensation of reactive torques from all rotors with opposite direction of rotation between the screws in each left and right, and their upper and lower groups, but also the same direction of rotation in each pair rotors that are oppositely arranged in height, for example, when viewed from above, the left upper screw with the right lower screw rotates clockwise, and the right upper screw with the lower left screw rotates counterclockwise skids, which eliminates the gyroscopic effect and creates a smoother airflow from the corresponding rotors of the front KPS and rear KOS, respectively, with the aim of increasing safety and reducing the aerodynamic interference of rotors PNUS-X2 × 2 and smaller propellers ДРС-Х2, the last of which removed from the cargo-passenger compartment and mounted on the consoles of the V-shaped PGO in such a way that when creating smaller horizontal thrust screws, the line of action of their propulsive force is placed at ideally, in front of between the planes of rotation of the upper and lower coaxial rotors, having rotation as viewed from above, in which the advancing blade of the lower left and right screws would pass over the corresponding side of the fuselage from the aft to the fore part, while the transmission system includes, along with a synchronizing multi-level a gear having two lower reverse V-shaped in the direction of flight in terms of the output shaft for transmitting torque, for example, from gas turbine or turbodiesel engines (GTE or TDD ) to cantilever gearboxes of coaxial groups of large rotors at the ends of the front KPS, it is equipped at the lower level with a third output longitudinal shaft connected to the front V-shaped in the transverse plane intermediate Y-shaped gearbox, transmitting transverse shafts to the front group of smaller screws at the PGO, it is made with the possibility, when the GDP is fulfilled or the smooth redistribution of 90% and 10% of the take-off power of the control system, respectively, to the large rotors PNUS-X2 × 2 and twin-screw DRS-X2 and is equipped with two single input shafts connected by connecting shafts with a gas turbine engine, designed to take off their take-off power with the rear output of the shaft, each of the latter, form a synchronization system, is equipped with freewheels, issuing, disconnecting from the transmission in a horizontal high-speed flight, any excess gas turbine engine and any in case of its refusal or both gas turbine engines in case of their refusal, a control signal for automatically changing the flight configuration to a winged gyroplane or helicopter for emergency landing, respectively, with autorotating or loading left and right coaxial rotors, and when fulfilling GDP and hovering on the DLS-X2 twin-screw, the main gearbox redistributes 10% of the take-off power of the control system, and the rest of its power is redistributed equally to all coaxial rotors with a specific load on the power of control system equal to ρ _N = 3.77 kg / hp

In addition, the aforementioned PGO was made with its all-rotary consoles changing the thrust vector of a twin-screw propulsion-bearing system (DNS), and when GDP is fulfilled and the main gear hangs on a twin-screw DNS-X2, 20% of the take-off power of the SU is redistributed, and the rest redistributed equally to the said coaxial rotors, while the front rotary screws CSN-X2 and the said coaxial rotors of the rear group are located respectively in the direction of flight front and rear of the center of mass and have the corresponding Essentially, when the GDP and hovering are fulfilled, the greater and lesser distances from their vertical axes of rotation to the center of mass, but also the possibility of converting its flight configuration from a helicopter of a six-rotor supporting circuit, including two rotary rotors ДНС-Х2 and four mentioned coaxial rotors, into a plane with twin-rotor CSN-X2 with all the blades-wings of the mentioned coaxial rotors fixed accordingly and the main gearbox redistributing 80% of the take-off power of the SU is equally divided only on the CSN-X2 rotary screws, o and vice versa, while each of the integral-rotary consoles of the aforementioned PGO, which has separate nodes for their rotation, creates the possibility of their simultaneous deviation in the vertical longitudinal plane with smaller screws, has a range that provides both a decrease in traction loss in the GDP and hanging modes, so and rotation without mutual influence and their overlap with coaxial rotors, respectively, when they create vertical and horizontal thrust in the corresponding flight modes or inclined thrust to perform technol GVP HF with their in-phase deviation upward by an angle of + 45 °, and the in-phase and differential deviation of the VSS consoles from a horizontal up / down position by an angle of + 15 ° / -15 ° and an angle of ± 15 ° in high-speed horizontal flight modes creates a longitudinal and lateral control, and when GDP is fulfilled and freezes, their differential and common-mode deviation from the vertical position forward / backward by an angle of ± 15 ° and an angle of + 15 ° / -15 ° provides, respectively, directional control in the direction of flight of the corresponding translational room forward / backward, which provides the possibility of hovering in the air, without moving accordingly in a headwind / tailwind, while automatically stabilizing both the angular pitch and roll speed, and damping the changes in flight altitude, while creating two lifting screws CSN-X2 and control force when performing GDP and freezing, and their inclined arrangement on the PGO consoles deflects the axis of rotation of each smaller screw parallel to the PGO chord to the inward plane of symmetry, which improves maneuverability, longitudinal and track handling, and said vertical tail unit having a direct sweep along its trailing edge and corresponding elliptical leading edge, contains corresponding edges in its integral rotary end part.

In addition, an electric control system, including two left and two right reversible electric motor generators (OEMG), each pair of which is rotationally connected with the corresponding coaxial rotors by means of the cantilever gearboxes mounted on the said end parts of the KZK, and, as a result, the design is simplified connecting shafts of the transmission connecting the cantilever gears to the main gearbox, and the OEMs having two methods of their operation — consume electric power from the drives and generate it for the fulfillment of the latter ensures, respectively, when all OEMGs are operating in the electric motor mode, both the transfer of their peak power to the coaxial rotors to create lift when performing GDP or hovering, and the possibility in the flight configuration of the winged gyroplane when autoruning the coaxial rotors to charge fast-charging drives at the operation of all OEMHs in the mode of wind generators, and the DNS-X2 rotary screws with their gears, each of which is rotationally connected by the said transverse shafts tr missions with a main gearbox, driven, for example, by TDD and creating both vertical lifting force and necessary control moments during GDP and freezing, but also from the left and right rotary screws, which, when viewed from above, rotate clockwise and counterclockwise provide full compensation of reactive torques between the rotary screws, while the electric control system is made according to a parallel-serial hybrid technology with an electric drive system including OEM, rotate The drives are specifically associated with the corresponding coaxial rotors, fast rechargeable batteries, an energy converter with a power transmission control unit connecting and disconnecting the OEMH and TDD, switching the generating power and the procedure for recharging the batteries and equipped with the possibility of implementing two methods of working with an internal energy source - TDD with a generator installed in the engine compartment of the fuselage in front of the center of mass, while the TDD is rotationally connected to the input shaft of the main gearbox through a gearbox that transfers its take-off power in terms of GDP and hovering only to the DSN-X2 rotary screws or redistributes the torque to both the main gearbox having the said transverse transmission shafts laid in the said internal sections of the PGO to the rotary gearboxes, and the generator designed to generate, together with OEMH wind generators, joint generating electric power with the required fast recharging of batteries with the necessary cruising modes e th flight in the configuration of a winged gyroplane.

In addition, for its ship-based, the aforementioned left and right pair of coaxial rotors are provided in the parking configuration with the possibility, after they stop the fixed placement and installation of their blades parallel to the axis of symmetry, while said hybrid electric SU, powered by an internal or external energy source, provides two ways of its functioning, respectively, in the tethered configuration (for energy-intensive vertical take-off) or in the autonomous configuration (for horizontal flight) of an unmanned heavy helicopter-aircraft (BTVS), connected via an automatic docking / undocking unit of its tear-off connector through an electrical connector of an armored cable with a launch-receiving platform (SPP) installed on a vehicle - an aircraft carrier, which ensures its placement, transportation and operation with its appropriate movement in a camp-travel configuration on the SPP having an electrical installation operating from the power take-off shaft of the transport engine means, and / or an integrated diesel electric unit with means for accumulating and supplying electricity with a flexible cable, the unwinding / winding of which during vertical take-off is provided by a drum with a follow-up electric drive installed in the power compartment of the SPP, and after the wing end parts are folded into the flight configuration, vertical take-off and when a BTVS is set to a starting height of 50 meters, it is flown sideways from the SPP, followed by its barring circular round-trip of the SPP, but also by freezing and subsequent By switching off the power supply to its internal source when the target designation means are triggered, the BTVS is undocked and the flexible cable is separated from its fuselage by means of an automatic undocking unit that has a pusher that ejects a parachute for its controlled descent to the ground with the corresponding automatic winding of the cable to the SPP drum .

Due to the presence of these features, it is possible to master the multipurpose BTVS, which is equipped with two systems with different-sized propellers in the propulsion-steering (DLS) and double-transverse bearing (PNUS) in the PNUS-X2 × 2 scheme, including on the ends of the KZK, having a diamond-shaped top view a configuration, two pairs of two single-bladed large screws coaxial with opposite rotation, providing lifting force when hovering both GDP or KVP, and a twin-screw DRS-X2 with pulling smaller screws mounted on V-shaped VGO consoles, having th backward sweep of the leading edge and developed elevons, for high-speed flight with fixed blades, wings of the top two and bottom two rotors with profiled counterweights reverse restriction placed respectively over the front and for the rear console KPC having their magnitude (L _cr) more in 1.22 times than the two radii (R _HB) of large rotors, and forming at a front plane of symmetry trapezoidal box-shaped configuration respectively vysokoraspolozhennym front KPS positive y a scrap of transverse V and above it with a back CBS with a negative angle of transverse V, the root parts of which are mounted on the outer surfaces of the vertical tail, which has as a rudder over the upper surface of the rear CBS a one-turn end part and reverse sweep along the front edge with an elliptical corresponding rear edge, but also providing the possibility of transforming its flight configuration when performing the technology of GDP or KVP from a four-screw helicopter PNUS-X2 × 2 and steering gear DRS-X2, respectively either directly or in a high-speed rotorcraft with DRS-X2 and a four-screw PNUS-X2 × 2, or into a plane with a twin-screw DRS-X2 with fixed wing blades of the upper and lower bearing coaxial single-blade propellers, whose blades from the wing tips of the KZK are placed in opposite directions and placed perpendicularly respectively from and to the plane of symmetry, increasing their area and span by two radii of the rotors, but also vice versa, while bearing coaxial single-blade lower and upper screws mounted on the corresponding output shafts of the cantilever gearboxes, each of which, located on the tip of the front KPS of the KZK system in a teardrop-shaped lower fairing, having a longitudinal axis parallel to the axis of symmetry, is equipped with an elongated upper shaft, which protrudes from the upper rotor hub and is mounted coaxially with the possibility of rotation together with a screw sleeve in the bearing assembly of the teardrop-shaped upper fairing of the rear large elongation of the CBS, equipped with external flappers and internal flaps, forming a highly located KZK biplane with front large elongation of the gross KPS providing direct control of the lifting force and having an area of 45% of the total area of the biplane, is equipped with a reverse narrowing of the TsPZ, equipped with the ability to deflect it downward at angles of 20 °, 40 ° and 75 ° and transforming at the maximum deflection of the central landing gear forward KPS in the wing with backward restriction consoles, creating in the zone of maximum inductive air flow velocities from the corresponding rotors the possibility of increasing the forward K PS and its carrying capacity, especially when blowing its consoles with coaxial single-blade rotor screws placed in a fully symmetrical and synchronously balanced PNUS-X2 × 2 and on the transverse axis passing above the center of mass, but also reduce the lifting loss by 12% forces from blowing its consoles, and preventing the backflow of air flow, moreover, ДРС-Х2 with pulling vane-reversing smaller left and right screws of variable pitch, having the direction of rotation of their upper blades when viewed from the front, respectively of the outer sides of the fuselage and made with rigid fastening of their blades and without automatic tilting them when they create a marching thrust both during horizontal high-speed flight, and direct and reverse horizontal thrust DRS-X2 when performing GDP and hovering for translational corresponding movement along its longitudinal axis , but also the horizontal multidirectional and direct thrust of the DRS-X2 to create moments of yaw and pitch, respectively, with a preliminary corresponding deviation of the developed elevations of the PGO, while with In order to reduce the noise and vibration of the structure from all of the rotors creating air flows that do not interact between the left and right groups of coaxial single-blade rotors, made without cyclic change of their pitch and with rigid fastening of their blades and profiled counterweights, but also creating from all the rotors screws for full compensation of reactive torques in the opposite direction of rotation between the screws in each of both the left and right, and their upper and lower groups, but also of the same direction of rotation In each pair of rotors that are opposite in height, for example, when viewed from above, the left upper screw with the right lower screw rotates clockwise, and the right upper screw with the lower left screw rotates counterclockwise, which eliminates the gyroscopic effect and creates a smoother air flow from the corresponding rotors of the front KPS and rear KOS, respectively, with the aim of increasing safety and reducing the aerodynamic interference of rotors PNUS-X2 × 2 and men of DRS-X2 propellers, the last of which are removed from the cargo-passenger compartment and mounted on the V-shaped PGO consoles in such a way that when creating smaller horizontal thrust screws, the propulsive force line is placed when viewed from the front between the rotation planes of the upper and lower coaxial main rotors, having rotation when viewed from above, in which the advancing blade of the lower left and right screws would pass over the corresponding side of the fuselage from the stern to its bow, while the transmission system, including I, along with a synchronizing multi-level gearbox with two lower reverse V-shaped in the direction of flight in terms of output shafts for transmitting torque, for example, from a gas turbine engine or a TDC to cantilever gearboxes of coaxial groups of large rotors at the ends of the front KPS, is equipped with a third level at the lower level output longitudinal shaft connected to the front V-shaped in the transverse plane intermediate Y-shaped in terms of gear, transmitting transverse shafts of torque to the front group of smaller screws on the PGO, made with the possibility of fulfilling GDP or freezing of a smooth redistribution of 90% 5 and 10% of the take-off power of the control system, respectively, to the PNUS-X2 × 2 large rotors and the DRS-X2 twin-screw, it is equipped with two middle input shafts connected by connecting shafts with a gas turbine engine, made for selection their take-off power with the rear output of the shaft, each of the latter, forming a synchronizing system, is equipped with freewheels, issuing, disconnecting from the transmission in a horizontal high-speed flight any excess gas turbine engine and any one in case of failure and both gas turbine engines when they fail, the control signal for automatically changing the flight configuration to a winged gyroplane or helicopter for emergency landing, respectively, with autorotating or loaded left and right coaxial rotors, and when fulfilling GDP and hanging on a twin-screw DRS-X2, the main gearbox redistributes 10% from the take-off power of the control system, and the rest of its power is redistributed equally to all rotors with a specific load on the power of the control system equal to ρ _N = 3.77 kg / hp. All this will make it possible in a hybrid heavy helicopter-airplane (GTVS) to also reduce the noise level of an electric control system made according to a parallel-serial hybrid technology and having an electric drive system including electric motors powered by batteries, an energy converter with a power transmission control unit connecting and disconnecting the OEM and TDD, switching the generating power and the order of recharging the batteries, which will provide for distributed charging of the rechargeable battery from a rechargeable battery from a joint OEMG and TD D bots without peak overloads minimize the acoustic signature. The presence of these signs will allow during transient maneuvers to increase lateral stability and controllability along the course, and the placement of a hybrid SU in the front of the fuselage will simplify the drive control system. This will also improve flight safety and use smaller TDDs across it, which will reduce both the fuselage midship and its aerodynamic drag. To simplify the design of the gas turbine engine and reduce the length of the connecting shafts, its transmission is made in the form of a Y-shaped in plan and with TDD. At the same time, along with two pairs of large coaxial single-blade rotors that are rotationally connected with OEMs mounted in cantilever gearboxes on the end parts of the KZK system, including the front KPS and rear KOS, the GTVS has smaller rotary screws on the whole-rotary VGO consoles in the two-screw CSN-X2 given TDD. The use of single-blade 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 BTVS. 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 39%. 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 lifting coefficient of the KZK system, which has a gross forward KPS and, especially, together with a solid-rotary PGO in the production of lifting force during take-off and landing flight modes of a BTVS.

The present invention is the preferred embodiment of a multi-purpose fuel-and-air vehicle with PNUS-X2 × 2 and twin-screw DNS-X2 is illustrated by general views in figure 1.

In FIG. 1 shows a turboprop BTVS in general front and top views a) and b), respectively, with the location of two pairs of uni-blade coaxial HBs on the wingtips in the KZK system and with the variable thrust vector of two smaller screws on the whole-swivel consoles of the V-shaped PGO when using it:

a) in the flight configuration of a winged gyroplane or aircraft with PNUS-X2 × 2 to create a lifting force in conjunction with the PGO and KZK system and marching thrust provided by smaller rotary screws CSN-X2, with a conditional arrangement of the deviation of the end part of the vertical tail, but also the left and the right one-piece rotary sections of the gross front KPS in the implementation of GDP and KVP;

b) in the flight configuration of a helicopter with a six-rotor supporting structure, which has two pairs of large single-blade coaxial HBs located in the PNUS-X2 × 2 located at the tips between the front KPS and the rear KOS in the diamond-shaped KZK system and on the whole-rotary consoles of the V-shaped PGO in the twin-screw CSN -X2.

The multipurpose BTVS shown in FIG. 1, is made according to the tandem biplane scheme with a composite carbon fiber glider and the PNUS-X2 × 2 concept with a twin-screw DNS-X2, has a fuselage 1 and two elongation wings in the KZK system, the rear of which is the upper KOS 2 with under wing fairing 3, external flappers 4 and flaps 5 mounted by the root parts on the sides of the arrow-shaped keel 6, having a front elliptical edge and rudder 7 in the form of a one-piece end part thereof. The one-piece rotary V-shaped PGO 8 with developed elevons 9 on its consoles and the front gross KPS of the reverse narrowing 10, having developed reverse narrowing of the TsPZ 11 (see Fig. 1a), are mounted below the rear KOS 2. The front gross KPS 10 has on the tips lower fairings 12 located under the upper fairings 3 CBS 2, made with the latter teardrop-shaped. Each pair of fairings 3 and 12 are interconnected by upper shafts 13 mounted coaxially inside the lower shafts 14 of the corresponding coaxial single-blade HB left group 15 and 16 of the right group 17 and 18, which are centered with their upper parts and mounted coaxially with the possibility of rotation together with the upper sleeve HB left 15 and right 17 in each bearing node of the drop-shaped upper fairing 3 of the rear large elongation CBS 2 (not shown in Fig. 1). The two smaller screws, left 17 and right 18, made with vane reversing, are mounted on the corresponding whole-swivel consoles of the V-shaped PGO 8. During emergency landing during GDP in the event of a failure of BTVS engines, its uni-blade coaxial left 15-16 and right 17- 18 HB rear group, as well as smaller left 19 and right 20 of the front group of rotary screws operate in autorotation mode unload PGO 8 and KOS 2 and KPS 10, and during horizontal flight and failure of its two engines - blades pulling smaller rotary 19-20 screws puke I to prevent autorotation. At the same time, sections of the central heating plant 11 of the gross KPS 10 are automatically deflected by an angle of 40 °, and when the GDP and freezing are performed to reduce losses in the vertical thrust of HB 15-16 and 17-18, by an angle of 75 °. All single-blade coaxial HB left 15-16 and right 17-18 rear groups PNUS-X2 × 2 are made with profiled counterweight 21 counterweight, without swash plate and with rigid mounting of their blades and profiled counterweights 21, but also the ability to create from all HB full compensation of reactive torques in the opposite direction of rotation between the HB in coaxial as the left 15-16 and right 17-18, and the upper 15-17 and lower 16-18 of their group, but also the same direction of rotation in each pair of odnopolop For example, when viewed from above, the upper left 15 with the lower right 18 HBs rotate clockwise, and the upper right 17 with the lower left 16 HB rotate counterclockwise (see Fig. 16). The twin-engine SU has an upper engine nacelle 22 mounted in front of the fuselage 1 and equipped with, for example, a gas turbine engine designed to select their take-off power with a rear shaft output. Each of the latter, forming a synchronizing system with a corresponding connecting shaft and main gear 23, is equipped with a clutch (not shown in FIG. 1). Excessive thrust-weight ratio of the SU, ensuring the continuation of the flight with one working gas turbine engine and any intermediate position of the rotary consoles of the V-shaped PGO 8 with the front smaller screws 19-20 in the console gondolas 24 and the rotation of the large rear coaxial 15-16 and 17-18 HB during transition mode , which creates the possibility of a flight or emergency landing, and thereby increases the safety of flights. The transfer of takeoff power from two gas turbine engines to the front 19-20 and rear 15-16 and 17-18 HB groups is provided by transmission elements, including: cantilever gearboxes of large rotors, transmission shafts, main gearbox 23 with a longitudinal shaft and an intermediate Y-shaped gearbox with transverse shafts of screws 19-20 (not shown in Fig. 1).

The control of the multipurpose BTVS is provided by the general and differential variation of the pitch of the front 19-20 and rear 15-16 and 17-18 HB groups and the deviation of the steering surfaces: flappers 4, rudders 7, rotary consoles of the V-shaped PGO 8 and its elevons 9 working in active airflow smaller screws 19-20. When cruising, the lifting force is created by wings 2 and 10 in the KZK, PGO 8 system and fixed wing blades HB 16-18 and 15-17, stopped respectively between wings 2-10 and behind the ends of the KZK system (see Fig. 1a), horizontal thrust - with smaller screws 19-20, in the hover mode only HB rear uni-blade coaxial left 15-16, right 17-18 and front rotary 19-20 in the transition mode - wings 2-10 and PGO 8 with HB 15-16.17 -18 and 19-20. In the transition to vertical takeoff and landing (hovering) in the front gross KPS 10 of its TsPZ 11 and rear KOS, its flappers 4 and flaps 5 deviate to their maximum angles simultaneously from the turns of the smaller screws 19-20 from the horizontal position, which are turned upward and set the axis their rotation with an inclination outward to the plane of symmetry (see figa). After installing the rotary smaller propellers 19-20 in this position and creating the lifting thrust with the rear large single-blade coaxial 15-16 and 17-18 HB helicopter flight modes are provided. In this case, HB large 15-16, 17-18 and front vane-reversing smaller screws 19-20 have a mutually opposite rotation between the screws in their each group (see Fig. 15). The rotary consoles of the V-shaped PGO 8 with smaller 19-20 propellers deviate from the horizontal upward position by an angle of + 90 ° and an angle of + 45 °, respectively, when performing the GDP and LHC technology on helicopter and rotorcraft BTVS flight modes during take-off and landing modes in reloading variant with its maximum take-off weight. When hovering in helicopter flight modes, the longitudinal control of the BTVS is carried out by changing the step of the NV of the rear large 15-16, 17-18 and front smaller 19-20, the directional control is the corresponding differential deviation of the rotary consoles of the V-shaped PGO 8 with smaller screws 19-20. Cross control is provided by HB left 15-16 and right 16-18 groups, performing lateral balancing while changing the pitch of the screws 19-20. After vertical take-off and climb to switch to cruising flight mode, the rotary consoles of the V-shaped PGO 8 with screws 19-20 are synchronously set to the horizontal position (see Fig. 1a). After that, the mechanization of the gross KPS 10, KOS 2 is removed and then a high-speed flight is performed, in which the directional control is provided by the rudder of the 7 keel 6. The longitudinal and lateral control is carried out by the in-phase and differential deviation of the developed elevons 9 on the consoles of the PGO 8 and flappers 4 of the rear KOS 2, respectively .

Thus, BTVS with symmetric PNUS-X2 × 2, having large single-blade coaxial NV mounted on cantilever gearboxes installed between the upper and lower cowl housings of the KZK system, and two-screw DNS-X2 with smaller screws on the V-shaped whole-rotary consoles PGO, is a hybrid high-speed convertiplane. The front smaller vane-reversing propellers, creating vertical and corresponding deflection horizontal traction, provide the necessary control moments and reduce the distance when landing with mileage. The front gross KPS, decreasing the length of the shafts by 1.224 times less than with the direct wing and the rear placement of the SU, is located below the rear KOS and both in the KZK system with PGO, creating a large lifting force, unload the single-blade coaxial HB, which allows, along with high thrust SU is an opportunity to implement the implementation of GDP and KVP.

However, there is no doubt that on the way to the development of BTVS, using the above advantages, many difficulties and problems still have to be overcome. This primarily relates to solving the problems of aerodynamic interference of large and smaller airplanes and the possibility of ensuring stability and controllability in the GDP regimes when working together in synchronously balanced and symmetric PNUS-X2 × 2 single-blade airplanes, which are very promising as stopped and not removed in flight of wing-propellers, which will simplify the presence of nodes for the overturning of the blades or systems for their folding and cleaning the HB. Undoubtedly, over time, the widespread use of TDD in the control system will allow reducing fuel consumption by more than a third in comparison with the Osprey and Elytron 1 OS twin-screw convertible planes, which is important for commercial gas turbine engines (see Table 1).

Claims (3)

1. An unmanned heavy helicopter-plane, having rotors at the ends of the wing with gearboxes and propulsion engines connected by connecting shafts that rotate the propellers and rotors located respectively in front of the engine nacelles and above the last on the wing pylons, contains fuselage and tail unit, characterized in that it is equipped with two systems with different-sized propellers in the propulsion-steering (DLS) and double-transverse-bearing (PNUS) in the PNUS-X2 × 2 scheme, including a lock on the wingtips of a built-in design (CLC), having a diamond-shaped configuration when viewed from above, two pairs of coaxial with opposite rotation of two single-blade large screws that provide lift when hovering and vertical or short take-off / landing (GDP or KVP), and a twin-screw DRS-X2 with pulling smaller screws mounted on the consoles of the V-shaped front horizontal tail (PGO), having a reverse sweep along the leading edge and developed elevons, for high-speed flight with fixed wing blades of two wings hnih and lower two rotors with profiled counterweights reverse restriction placed respectively on the front and rear cantilevers under KPC having their magnitude (L _cr) is greater than 1.22 times, than the two radii (R _HB) of large rotors and generators at view from the front of the plane of symmetry of the trapezoidal box-shaped configuration, respectively, with a high front wing of direct sweep (KPS) with a positive transverse angle V and above it a rear wing of reverse sweep (KOS) with a negative transverse angle V, the root parts of which are mounted on the outer surfaces of the vertical tail, which has as a rudder over the upper surface of the back CBS an integral-rotary end part and a reverse sweep along the leading edge with an elliptical corresponding trailing edge, but also providing the possibility of transforming its flight configuration when performing technologies of GDP or KVP from a four-screw PNUS-X2 × 2 helicopter and steering DRS-X2, respectively, or in a high-speed rotorcraft with DRS-X2 and four-screw PNUS-X2 × 2, silt and on a plane with a two-screw DRS-X2 with fixed wing blades of the upper and lower bearing coaxial single-blade propellers, the blades of which are extended in opposite directions from the wing tips of the KZK and placed perpendicularly from and to the plane of symmetry, increasing their area and span by two bearing radii screws, but also vice versa, while bearing coaxial single-blade lower and upper screws mounted on the corresponding output shafts of the console gearboxes, each of which is located at the tip of the front gearbox KZK systems in a teardrop-shaped lower fairing having a longitudinal axis parallel to the axis of symmetry, is equipped with an elongated upper shaft, the part protruding from the top rotor hub and centered and mounted coaxially with the rotor hub in the bearing assembly of the large, teardrop-shaped top fairing CBS equipped with external flappers and internal flaps, forming a high-lying short-wing biplane with a large front extension of the gross KPS, providing direct control of the lifting force and having an area of 45% of the total area of the biplane, is equipped with a reverse narrowing one-turn flap (TsPZ), equipped with the ability to deflect downward at angles of 20 °, 40 ° and 75 ° and converts the front axle with a maximum deviation KPS in the wing with reverse restriction consoles, creating in the zone of maximum inductive airflow velocities from the corresponding rotors the possibility of increasing the lift coefficient of the front KPS and its bearing capacity, especially when blowing its consoles with coaxial single-blade rotor screws located in the fully symmetrical and synchronously balanced PNUS-X2 × 2 and on the transverse axis passing above the center of mass, but also reduce the loss of lifting force by blowing its consoles by 12%, and prevent the reverse flow of air flow, moreover, ДРС-Х2 with pulling vane-reversing smaller left and right screws of variable pitch, having the direction of rotation of their upper blades when viewed from the front of the corresponding external sides of the fuselage with rigid fastening of their blades and without their swash plate, the rotors that do not interact between the left and right group of coaxial single-blade rotors made without cyclic change in their pitch and with rigid fastening of their blades and profiled counterweights have all rotors full compensation of reactive torques, the opposite direction of rotation between the screws in each of both left and right, and their upper and lower groups, but also the same direction of rotation in each pair of rotors that are opposite in height, for example, when viewed from above, the left upper rotor with the right lower rotor rotates clockwise, and the right upper rotor with the lower left rotor rotates counterclockwise, and this reduces the aerodynamic interference of the rotors PNUS-X2 × 2 with smaller DRS-X2 screws, removed from the cargo-passenger compartment and mounted on the consoles of the V-shaped PGO in such a way that when creating smaller horizontal thrust screws, the line of action of their propulsive force is When viewed from the front between the planes of rotation of the upper and lower coaxial rotors, having rotation as viewed from above, in which the advancing blade of the lower left and right screws would pass over the corresponding side of the fuselage from the stern to its bow, the transmission system, including the tips front KPS cantilever gearboxes of coaxial groups of large rotors, driven respectively by two left and two right reversible electric motor generators (OEMG) or two lower reverse V-shaped in terms of output shafts of a synchronizing multilevel main gearbox, which has a direction of flight for transmitting torque, for example, from gas turbine or turbodiesel engines (GTE or TDD), equipped at the lower level with a third output longitudinal shaft connected to the front V-shaped in the transverse plane intermediate Y-shaped in terms of gear, transmitting transverse shafts of torque to the front group of smaller screws on the PGO, is made with the possibility when performing GDP or freezing smooth the distribution of 90% and 10% of the take-off power of the SU from OEM with TDD or from TDD, respectively, to the PNUS-X2 × 2 large rotors and DRS-X2 twin-screw, and is equipped with two middle input shafts connected by connecting shafts with TDD made to select their take-off power with a rear shaft output, each of the latter, forming a synchronizing system, is equipped with freewheels, issuing, disconnecting from the transmission in a horizontal high-speed flight, any excess TDD and any one in the event of its failure or both TDD in case of their failure, the control signal to automatically change the flight configuration to a winged gyroplane or helicopter for emergency landing, respectively, with autorotating or loaded left and right coaxial rotors, and when fulfilling GDP and hovering on the twin-screw DRS-X2, the main gearbox redistributes 10% of the take-off power of the SU, and the rest of its power redistributed equally to all coaxial rotors with a specific load on the power of the control system equal to ρ _N = 3.77 kg / hp, while in the electric control system OEM, having two ways of their work - to consume electric power from the drives and to generate it to make up for the latter is ensured, respectively, when all OEMs operate in the electric motor mode, both transmitting their peak power to coaxial rotors to create lift when performing GDP or freezing, and the possibility of a winged gyroplane in the flight configuration during coaxial autorotation rotors carrying out the recharging of fast-charging drives during operation of all OEMHs in the mode of wind generators, and the electric control system is made in parallel hybrid technology with an electric drive system, including OEM, rotationally connected with the corresponding coaxial rotors, drives - fast rechargeable batteries, energy converter with power transmission control unit, connecting and disconnecting OEM and TDD, switching generating power and order of recharging the batteries, and equipped with the possibility of implementing two methods of working with an internal energy source - TDD with a generator installed in the engine compartment of the fuselage d the center of mass, while in the electric control system TDD, are rotationally connected to the input shafts of the main gearbox through a gearbox, which transfers their take-off power in the GDP mode and hangs only to smaller DRS-X2 screws or redistributes the torque as to the main gearbox having transverse transmission shafts laid in the inner sections of the PGO to the gearboxes of smaller screws, and a generator designed to generate, together with OEMH wind generators, joint generating electric power at the required fast odzaryadke batteries while ensuring the necessary cruising its flight mode configuration winged gyroplane. 2. An unmanned heavy helicopter-plane (BTVS) according to claim 1, characterized in that the said PGO is made with its integral rotary consoles that change the thrust vector of a twin-screw propulsion-bearing system (CSN), while the front rotary screws CSN-X2 and the said coaxial rotors of the rear group are located respectively in the direction of flight in front and behind the center of mass and, respectively, when fulfilling GDP and hovering, have a greater and lesser distance from their vertical axis of rotation to the center of mass, but also the possibility of converting it flight configuration from a helicopter of a six-rotor main circuit, including two CSN-X2 rotary rotors and four of these coaxial rotors, to a twin-rotor CSN-X2 airplane with all wing blades of said coaxial main rotors fixed accordingly, each of the whole-rotary consoles of the aforementioned PGO, having separate nodes of their rotation, creates the possibility in the vertical longitudinal plane of their synchronous in-phase and differential deviation with smaller screws having both rotations without leverage and their overlap with coaxial rotors, as well as an arrangement inclined to the plane of symmetry on the PGO consoles, deflecting inward the axis of rotation of each smaller screw, improving maneuverability, longitudinal and track handling, while the aforementioned vertical tail that has a direct sweep along its trailing edge and an elliptical corresponding leading edge, contains corresponding edges in the integral rotary end part thereof. 3. The method of using the BTVS in ship-based, which consists in the fact that the aforementioned left and right pair of coaxial rotors are equipped in the parking configuration with the possibility, after they stop the fixed placement and installation of their blades parallel to the axis of symmetry, while said hybrid electric SU powered from an internal or external energy source, provides two ways of its functioning, respectively, in the tethered configuration (for energy-intensive vertical take-off) or in the configuration and an autonomous (for horizontal cruising flight) unmanned heavy helicopter aircraft (BTVS), connected via an automatic docking / uncoupling unit of its tear-off connector through an electrical connector of an armored cable with a launch-receiving platform (SPP) installed on a vehicle - an aircraft carrier, providing it placement, transportation and operation with its appropriate movement in a transport-traveling configuration on the SPP having an electrical installation operating from the exhaust shaft vehicle engine power, and / or an integrated diesel electric unit with means for storing and supplying electric power with a flexible cable, the unwinding / winding of which during vertical take-off is provided by a drum with a follow-up electric drive installed in the power compartment of the SPP, and after the wing end parts are folded into the flight configuration , vertical take-off, and when a BTVS is set to a starting height of 50 meters, it will be flown sideways from the SPP, followed by its barring circular circle ohm SPP, but also freezing, followed by switching the power supply to its internal source when targeting means are triggered, the BTVS is undocked and the flexible cable is separated from its fuselage by means of an automatic undocking unit that has a piercer that ejects a parachute for its controlled descent to the ground with the corresponding automatic winding of the cable onto the SPP drum.

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