RU2682054C1 - Supersonic low-profile plane of vertical take-off and landing - Google Patents

Abstract

FIELD: aviation equipment.SUBSTANCE: invention relates to the field of aviation technology, in particular, to structures of vertical take-off and landing aircraft. Supersonic low-profile plane of vertical take-off and landing (SLPVTOL) is equipped at the ends of the outer sides of the tail beams with side steering nozzles (SSN), acting in the horizontal plane alternately, changing the balance on the course when working two lifting fans (LF). Control system is made with two lift-marching TJE with power take-off for the drive of two LFs and thrust-vectoring module (TVM) to create lift and pitch control moments when performing VTOL and hovering, and thrust during horizontal flight in the configuration of a supersonic plane. SLPVTOL is made according to the integrated aerodynamic scheme of the longitudinal triplane with the horizontal canard (HC), delta midwing (DMW) and V-shaped tail, and with the ability to transform its flight configuration after performing the STOL or VTOL from the corresponding aircraft with two LFs, two TJEs with TVM and SSN in a trans-or supersonic plane.EFFECT: reduced visibility, increased speed and range.3 cl, 1 dwg, 1 tbl

Description

The invention relates to the field of aviation technology and can be used in the construction of supersonic aircraft for vertical take-off and landing as with two lifting fans (PF) used with steering side nozzles at the ends of the outer sides of the tail beams and only for vertical and short take-off / landing (GDP and KBP), as well as with two lift-march turbojet engines with a controlled thrust vector of their flat nozzles and power take-off from their turbines to drive double or transverse MF mounted inside a niche a yuzelazh with a shift along the axis of symmetry or round niches of the fuselage rises of the front horizontal plumage, having automatically opening longitudinal pairs of upper and lower wings on their respective parts.

Famous aircraft vertical take-off and landing (VTOL) model Harrier GR.7 company Hawker Siddeley (Great Britain), containing a swept high wing, lifting and marching turbofan engine with four rotary nozzles located near the center of mass in pairs to the left and right of the fuselage, has a tail plumage and tricycle retractable wheeled chassis.

Signs of coincidence - in the power plant there is a Rolls-Royce Pegasus Mk.103 turbofan lift-propellant engine with a thrust of 9870 kgf with two pairs of rotary nozzles located in the fairings on each side of the fuselage: two in front and two behind the trailing edge of the swept wing traction, respectively, with cold compressed air from the first circuit of the engine, the second by hot exhaust from the engine. The VTOL engine has side air intakes, and its rotary side jet nozzles are equipped with deflectors, which, with a vertical take-off weight of 9140 kg, can, deflecting 15 ° forward or backward in flight, give the reactive gas stream the desired longitudinal direction.

Reasons that impede the task: the first is that the Pegasus Mk hoist-and-fly engine. 103 has an outer diameter of 1.219 m with a length of 3.48 m and a bypass ratio of 1.2, and the lateral arrangement of nozzles on the sides of the fuselage determines the presence of developed fairings on each side of the fuselage that increase the width of the middle part of the fuselage, which complicates the design and increases aerodynamic drag and limit the speed of flight near the ground to 1100 km / h. The second is that a possible complication arising from the GDP and freezing conditions due to the need to develop protection against any malfunctions of the control system in case of failure of the synchronous deviation of nozzle deflectors, which complicates the automatic control system and the need to take appropriate measures to maintain control and stability management. The third is that for the implementation of GDP, transitional and cruising flight regimes, there is a double separate system for creating vertical and horizontal thrust with the corresponding rotation of the engine nozzles when performing GDP and horizontal flight, which inevitably leads to an increase in the weight of the airframe and an increase in the volume of routine maintenance, but and reducing weight returns, as well as increasing specific fuel consumption. Ultimately, after vertical take-off, all this limits the possibility of increasing the radius of action of more than 520 km and fuel efficiency indicators of less than 2758.4 g / t⋅km at a target load of 1000 kg.

Known deck VTOL model F-35V (USA), containing a highly located wing, the console of which is equipped with side nozzles that create a vertical thrust along with the front lift fan, has a turbojet dual-circuit engine (turbojet engine) with a nozzle that changes the jet thrust vector, and power take-off to the drive front lift fan with pivoting wings, tail with two deflected keels outward.

Signs of coincidence - the combined power plant of the VTOL aircraft includes a turbofan engine based on the F119 turbofan engine, has a module of the main rotary nozzle (Three-Bearing Swivel Module), a clutch, a main drive shaft, a gearbox for the drive of the lifting fan and air ducts with nozzles located in the wing designed to lift and control the aircraft roll. In the GDP mode, the power from the lift-march turbofan engine is transmitted to a longitudinal shaft with a length of about 1.8 m. The shaft enters the coupling, and when engaged, the coupling connects the longitudinal shaft with a lifting fan, which is capable of converting the power transmitted to it by the shaft to 21600 hp. traction, approximately equal to 89 kN. The afterburned turbojet engine includes a main jet nozzle with a controlled thrust vector, which is rotated to direct the jet of gases leaving the engine back along the axis of the aircraft or downward with GDP, while the air stream leaving the lift fan with adjustable flaps that give the desired longitudinal air flow direction. Channels with roll control nozzles receive air from the turbofan engine and create 17 kN of lift.

Reasons that impede the task: the first is that the rear location of the turbofan engine with its rotary nozzle, which changes the thrust vector, has a front output shaft with a gearbox and clutch for a lifting fan to take off its power, which determines the design of the pilot's cabin the fuselage has two upper and lower disclosed folds of the lifting fan, also equipped with a complex system for deflecting its air flow in the longitudinal direction, which complicates the design. The second is that the placement of a niche of a lifting fan with a diameter of 1.27 m behind the cockpit predetermines a too wide and thick fuselage and, as a result, a large midship area, which creates additional drag and deterioration of the performance characteristics. Moreover, the volume of the niche in the fuselage to accommodate the lifting fan reduces its effective volume by 2.96 m ³ , in which it was possible to place 2300 kg of fuel. The third one is that for fulfilling GDP and freezing, there is a double system for creating vertical thrust and longitudinal-transverse lifting force (a lifting fan with a rotary nozzle turbofan engine and side nozzles), which inevitably leads to a heavier and more complicated design, but also a reduction in weight return, since with horizontal flight side nozzles and a lifting fan, increasing the parasitic mass, are useless. In addition, the use of afterburned turbojet engines for the implementation of GDP increases specific fuel consumption by 46% and worsens flight range and fuel efficiency. And the use of the afterburner operation mode of the turbofan engine limits the speed of the cruise flight to 950 km / h.

Closest to the proposed invention is the VTOL company Hawker Siddeley (Great Britain) of project HS.141, comprising a swept wing, a composite power plant (SU) with jet propulsion engines in fairings along the sides of the fuselage and mid-flight jet engines on underwing pylons, has a tail unit and tricycle retractable wheel chassis.

Signs of coincidence - in this reactive VTOL aircraft, eight engines are located in the lower fairings from each side of the fuselage: four in front of the front and four behind the trailing edge of the swept wing. The composite power plant has two groups of engines: two marching Rolls-Royce RB.220 turbofan engines with a thrust of 12,250 kgf each and 16 Rolls-Royce RB.202 turbofan engines with a thrust of 4,670 kgf each. Lifting engines begin to work, intake and exhaust flaps open, freeing the upper and lower sides of the fairings. Lift engines have air intakes and are equipped with nozzles with deflectors, which, when fulfilling GDP, can deviate 15 ° forward or backward in flight, giving the reactive gas flow the desired longitudinal direction.

Reasons that impede the task: the first is that each RB.202 hoisting engine has an outer diameter of 1.5 m with a length of 1.15 m and a bypass ratio of 9.5: 1, and their group arrangement along the sides of the fuselage determines the presence on each side of the fuselage of developed fairings that double the width of the lower part of the fuselage, which complicates the design, increases aerodynamic drag and limits flight speed to 695 km / h. The second is that a possible complication arises in connection with the need to develop protection against possible failures of the control system in case of failure of any of the lifting engines during the GDP and freezing, leading to asymmetric traction, which will require an immediate stop of its opposite engine on the other side of the VTOL aircraft, resulting in a situation of this kind complicating the automatic control system and reducing the stability of lateral controllability. The third one is that for the implementation of GDP, transitional and cruising flight regimes, there is a double separate system for creating vertical and horizontal thrust by lifting and marching engines, respectively, when performing GDP and horizontal flight, which inevitably leads to an increase in the weight of the airframe and an increase in the volume of routine maintenance, but and a reduction in weight return, since in horizontal flight, the lifting motors themselves, increasing the parasitic mass, are useless, and when performing GDP and freezing, marching engines ate not used. All this ultimately leads to an increase in specific fuel consumption, limiting the flight range to 724 km and fuel efficiency indicators to 2054.8 g / t⋅km at a target load of 10,200 kg.

The present invention solves the problem in the aforementioned known VTOL aircraft of the Hawker Siddeley project HS.141, increasing the target load and weight return, reducing infrared and visual visibility, increasing the speed and range, increasing transport and fuel efficiency in airplane flight modes as trans or supersonic flight speeds.

Distinctive features of the present invention from the aforementioned Hawker Siddeley company known above-mentioned VTOL HS.141, which is closest to it, are the fact that it is equipped at the ends of the outer sides of the tail beams with lateral steering nozzles (BRS) acting alternately in the horizontal plane, changing the balance according to the course during the operation of two lifting fans (PF), used only for vertical and short take-off / landing (GDP and KVP) or in transitional flight modes and with free access of air to their annular circuits ateli and air flow out of them, but also in a combined control system with two lift-march turbojet dual-circuit engines (turbojet engines) with power take-off for the drive of two airplanes and a controlled thrust vector (UHT) both to create lift and pitch control moments when fulfilling GDP and hovering and reactive thrust during horizontal flight in the configuration of a supersonic aircraft after both disconnecting the turbofan engine from the drive of two airplanes having the opposite direction of rotation and their fixed stop and tegral aerodynamic scheme of a longitudinal triplane with front horizontal tail (PF), mid-deltoid wing (KF) and V-shaped plumage, but also with the possibility of transforming its flight configuration after performing KVP or GDP technology from the corresponding aircraft with two airplanes, two turbofan engines and BRS in a trans- or supersonic aircraft, respectively, at maximum or normal take-off weight, but also vice versa, while on the GDP and hovering modes for lifting and changing the balance according to the roll the salts and end parts of the SDK are equipped with channels and fender nozzles, respectively, air-exhausting from the turbofan engines, synchronously interacting in the regimes of creating a vertical balanced lift and reactive thrust, respectively, in the systems of cold air flow from two air deflectors and hot exhaust of a jet stream from two turbofan engines with front and rear air flow posterior to the center of mass, respectively, with trapezoidal lateral developed fuselage flows with a variable sweep along the leading edge when viewed from the front, married in the widest part of the fuselage, made according to the area rule, and behind the cockpit, above the KFOR plane and outside the zone of influence of the input devices of the wing under-wing half-tunnel air intakes of the turbofan engine, having the design of their channels with double S-shape when viewed from above and from the side, and forming a cross-shaped cross section of the fuselage with the lower and upper trapezoidal parts when viewed from the front, but also equipped with PGO consoles at their ends, made with a positive angle ϕ = + 12 ° of the transverse V, while in front of Each wing section of the engine nacelle above the turbofan inlet device has longitudinal automatically opening flaps for access in GDP modes and freezing of an additional air flow for operation of afterburning turbofan engines, the V-shaped plumage with whole-rotary trapezoid keels having a trailing edge of variable sweep with a rounded apex at a point its intersections and mounted on spaced tail beams, equipped with dorsal fins, equipped at the front ends of their tips with IR emitters and with the ocameras used for vertical landing, the beveled sides of both the upper and lower parts of the fuselage with its flattened nose and the parts of the wing air intakes and wing engine nacelles, reducing the effective dispersion area, form a hexagonal cross section and faceted configurations, respectively, when viewed from the front with a sharp line continuously extending from the nose to the tail, including the lateral surfaces of the wedge-shaped profile of the SDK, having its internal trapezoid sections with Ach equal-scale and 3/4 of whole-rotary PGO, and V-shaped empennage, which glider with internal compartments of arms is made of aluminum-lithium alloys and composite materials for unobtrusive technology with radio coverage.

In addition, in the aforementioned system of lifting traction, there are two longitudinal-tier or two transversely-tier air defense units having, respectively, a first lower and a second upper or left lower and right upper one, working with mutual influence and overlapping in the pushing and pulling pattern with their rotation axes directed when viewed from the side or front, respectively, up and down and mounted behind the cockpit in the corresponding annular channels so that the gearboxes of their gearboxes are mounted on the outer diametrically arranged sides of the opposite ring channel, forming a double annular channel (CCM), having a plan in the form of a figure of eight, which determines the center overlap coefficient (a = A _mor / R _pv = 1.45, where the center distance (A _mor ) of the air conditioner in the CCM), where : R _pv is the radius of the PV) and carries the axis of their rotation along or perpendicular to the axis of symmetry, combined with the larger axis of the longitudinal or transverse CCM and the corresponding front fuselage niche (PNF), which has the corresponding PV in the CCM and automatically opens / closes respectively from / to the axis symmetries longitudinal two upper and the two lower semi-oval sashes on the corresponding streamlined parts of the fuselage, while in the GDP and hovering modes, the longitudinal or transverse CCM under the front or left lower and second or right upper annular channels is provided with lateral and longitudinal steering for lifting and changing the pitch and roll balancing surfaces placed perpendicularly and on both sides of the major axis of the SSC, the two lower semi-oval equal-sized sash of the SSC in PNF made with the possibility their opening / closing when they deviate, respectively, to / from the axis of symmetry and around the longitudinal axis, combined with the latter, while the said lateral semicircular air intakes, which, when viewed from the front, make up a sector of the circle with a central angle θ = 145 ° and having to separate the boundary layer from fuselage V-shaped, when viewed from the front, plate-type cutters, the upper and lower of which are placed when viewed from the front, respectively, parallel to the corresponding consoles of the PGO and the keels of the V-shaped tail, inclined outward at an angle of 43 ° t of a plane of symmetry, with each of the aforementioned turbojet engines, supplying BRS with compressed air through the corresponding air exhaust channels, is mounted in the aft part of the fuselage between the tail beams, has a rear circular jet nozzle along its longitudinal axis, synchronously deflected with a nozzle of another turbojet in a vertical longitudinal plane on an angle of up to 95 ° down and back up, respectively, in the modes of GDP, hovering and horizontal flight, has between low and high pressure compressors (KND and KVD) for power take-off the bottom output of the radial shaft directed to the axis of symmetry and transmitting from the low pressure valve shaft mounted coaxially and inside the HPH shaft and driven by the low pressure turbine, by means of a bevel gear transmission through the clutch, the free power of the turbofan engine to the main T-shaped gearbox equipped with a symmetrical axis a longitudinal shaft connected to an intermediate coaxial gearbox leading the internal and external coaxial output shafts to the angular first and second flight gears of the corresponding longitudinally-tier air defense gears in the CCM or with an intermediate T-shaped gear in the plan, leading the lateral output shafts to the transverse output shafts, the left and right transverse-tier PV angular gears mounted respectively with transverse and longitudinal rudders at the exit of the oval in the PNF plan with its larger axis placed perpendicular to the axis of symmetry.

In addition, in the aforementioned system of lifting thrust, the left and right transverse airplanes operating without mutual influence and overlapping in the lateral annular channels (BKK) mounted inside the fuselage flows (NFNs) round in the plan view, having upper and lower automatically opening when viewed from the side / lockable semicircular central flaps mounted along the longitudinal axis of the CCB, parallel to the axis of symmetry, while on the regimes of GDP and hovering each of the aforementioned turbojet engines made with digital program control elements combining in a bimodal system of regulation and control its simultaneous operation both when taking free power to the PV drive and when there is a balanced distribution of residual reactive thrust between the BRS, wing side nozzles and flat turbofan nozzles placed between the fins of the V-shaped plumage, which allows shielding Turbojet engine with flat nozzles mounted on top above the ridge surface with a heat-absorbing layer of the rear of the fuselage, which has a sawtaw-shaped rear e between the ends of the tail beams an edge, and a triangular PGO, close to the KFOR, equipped with developed endings that are inclined downward and having a negative angle ϕ = -12 ° of the transverse V and a trailing edge parallel to the trailing edge of the keel of the V-shaped plumage, made with triangular endings equipped with a direct and variable reverse sweep of the leading and trailing edges, placed when viewed from above parallel to the leading edges, respectively, of the keel of the V-shaped plumage and side when viewed from the front, diamond-shaped an air intake (RVZ), with each RVZ having a large diagonal deviated outward from the plane of symmetry at an angle of 50.5 ° at large RVZ angles of 145 ° so that its upper and lower outer walls, which form a side pointed front edge with a positive and negative sweep, located respectively parallel to the rear and front edges of the ventral keel, creating as a fan of compression waves and, in cooperation with the ramp, deploy the low-energy part of the boundary layer to the outside, not allowing it to inside the RVZ, which also leads to the appearance of an attached oblique jump on its upper wall, which passes at a certain distance above the lower edge of the corresponding wall, preventing an unconnected direct jump from occurring near it, and the absence of a gap for draining the boundary layer, improving the screening of the turbofan engine blades and abstraction of the boundary layer, increases the recovery coefficient of the total pressure, but also reduces the visibility and its aerodynamic drag, and KFOR with a slat throughout , including the developed endings, has a sawtooth rear edge with reverse and direct sweep of the inner and outer sections, respectively, the rear edges of which are placed in parallel with the rear and front edges of the V-shaped tail when viewed from above, the end parts of which are made equal to the outer sections of the aforementioned PGO and SDK folding on each side inward to the axis of symmetry and along a single line parallel to the last, with each said turbojet engine with a sink 29, providing both control of the area of the critical and output polygonal sections of its nozzle in the tapering or expanding parts, as well as a smooth, streamlined change of its section from the round nozzle to a hexagonal and then to a five-sided flat nozzle, equipped with a lower faceted wall 30, having a rear view V-shaped configuration, and the upper sash 31, consisting of synchronously deflected between the vertical side walls 28 down two of its rectangular parts 32 and pentagonal 33 in plan, respectively, at 22.5 ° and 22.5 °, but also around the first 34 and second 35 transverse axes so that in the lower position, the rear edge of the upper sash 31 is in contact with the lower faceted wall 30, which has as its corner at its apex a V-shaped corner the trailing edge of the upper wing 31, and on its V-shaped faces, the hatch with two front 36 rectangular in plan and two rear trapezoidal in plan 37 sashes, having opposite nodes on the opposite sides of the pentagonal plan of the hatch, creating automatic synchronous deflection of the plumb but downward with simultaneous downward rotation of the upper wing 31 so that the two front smaller 36 of them deflect in flight, and the two rear large 37 are deflected against flight, forming a pentagonal area with open front and rear side surfaces of the turbofan output device and the width of which is equal to the five-sided nozzle the shape of the adapter 29, which creates a corresponding deviation of the jet thrust vector from horizontal to vertical, but also vice versa, while the diagonal pair of the front rectangular 36 and trapezoidal in plan 37 faceted flaps of each turbofan engine, having triangular 38 on the lower sides when viewed from the rear, made with a limb, the angle of which is equal to the angle between the faces of the lower flap 30 and creating, when they are first deflected down, before opening the other diagonal rectangular 36 and trapezoidal in plan 37 of the flaps continuous front and rear side surfaces of the pentagonal output device, and the synchronous deviation of the rectangular 32 and pentagonal 33 parts of the upper flap 31 down by 22.5 ° + 7.5 ° whether 22.5 ° + 22.5 ° with the simultaneous opening of pairwise trapezoidal hatch leaves, deflected down the wings on flight 36 or against 37, forming their inclination to the horizontal at an angle of 45 °, provide the ability to perform short take-off or landing with a short range, respectively, by creating an inclined horizontal reactive thrust or reverse horizontal thrust, while at the bottom of the fuselage tail under the comb surface along the axis of symmetry there is a fairing having a compartment with a magnetometer retractable rod at its end in its lower niche with opening wings, the antenna of the hydroacoustic station is lowered by a winch and towed on a cable under water during its flight, and after the vertical take-off and hovering conditions when switching to airplane flight modes with operating turbofan engines creating jet propulsion thrust, two air defense missile systems, disconnected from the transmission drive, equipped with the ability to provide two ways to implement horizontal flight with both open and closed upper and lower flaps of the NFN, respectively, as a barrage low-speed flight freewheeling two MF and trans- or supersonic cruising flight with each recorded in a corresponding MF NSF.

Owing to the presence of these features, they allow one to master the supersonic VTOL, which is equipped at the ends of the outer sides of the tail beams with lateral steering nozzles (BRS) acting alternately in the horizontal plane, changing the course balance when two lifting fans (PV) are used, which are used only for vertical and short take-off / landing (GDP and airspace) or in transitional flight modes and with free air access to their annular cowls and airflow exit from them, but also in a combined control system with two elevators -marching turbojet dual-circuit engines (turbofan engines) with power take-off to drive two airplanes and controlled thrust vector (UHT) both to create lift and pitch control moments during GDP and hovering, as well as jet thrust during horizontal flight in a supersonic airplane configuration after both disconnecting the turbojet engine from the drive of two airplanes having the opposite direction of their rotation, and their fixed stop, is made according to the integrated aerodynamic scheme of a longitudinal triplane with a front horizontal plumage (PGO), mid-position deltoid wing (SDK) and V-plumage, but also with the possibility of converting its flight configuration after performing the airborne or GDP technology from the corresponding aircraft with two airplanes, two turbofan engines with air-blast and high-speed balloons into trans- or supersonic the aircraft, respectively, at maximum or normal take-off weight, but also vice versa, while on the GDP and hovering modes, for lifting and changing balancing along the roll of the console and the end parts of the KFOR, respectively, are equipped with air outlets from the compressor orov TRDD channels and wing nozzles synchronously interacting on the modes of creating a vertical balanced lift and jet thrust, respectively, in the systems of cold air flow from two air defense and hot exhaust jet from two turbojet engines with UHT located in front and behind the center of mass, respectively, and trapezoidal at front view, lateral developed fuselage flows with variable sweep along the leading edge, located in the widest part of the fuselage, made according to the area rule, and the cockpit, above the KFOR plane and outside the influence zone of the input devices of the underwing side half-tunnel side air intakes of the turbofan engine, having the design of their channels with double S-shape when viewed from above and from the side, and forming a cross-shaped cross section of the fuselage with the lower and upper trapezoidal when viewed from the front its parts, but also equipped at their ends with consoles of PGO, made with a positive angle ϕ = + 12 ° transverse V, while in the front of each aerial part of the engine nacelle above the inlet device of the turbojet engine automatically opening shutters for access in the GDP regimes and freezing of additional air flow for the operation of the afterburned turbojet engines, the V-shaped plumage with whole-rotary trapezoid keels having a trailing edge of variable sweep with a rounded apex at its intersection and mounted on spaced tail beams, equipped with dorsal fins, equipped at the front ends of their tips with IR emitters and video cameras used for vertical landing, while the beveled side the torons of both the upper and lower parts of the fuselage with its flattened nose, as well as the parts of the underwing air intakes and the wing nacelles, reducing the effective dispersion area, respectively form a hexagonal cross section and faceted configurations when viewed from the front with a sharp line continuously extending from the nose to the tail, including the side the surface of the wedge-shaped profile of the SDK, having its internal trapezoidal sections with a scale equal to 3/4 of the scale of the whole-rotary PGO, and the V-shaped plumage, pr Glider than with internal weapons bay is made of aluminum-lithium alloys and composite materials for unobtrusive technology with radio coverage. All this will make it possible to increase longitudinal stability and controllability in a supersonic VTOL with a fully-rotatable PGO during transitional maneuvers, and the placement of two turbofan engines with a rotary engine between the tail beams of the V-shaped plumage will simplify the transmission system and shield the turbofan engines equipped with flat nozzles mounted above the comb surface with a heat-absorbing layer of the rear of the fuselage, having a sawtooth in plan its rear edge. That will reduce the infrared radiation of the turbofan engine. The well-developed GDF flows protect the turbojet turbine from the radars along with the reverse bevel of the front edge of their air intakes, but also increases the aerodynamic and structural advantages of the wedge-shaped SDK, which will allow to achieve an improved large laminar flow. Moreover, the turbojet air intakes, the channels of which are made with double S-shape when viewed from above and from the side, protect their turbines from being exposed to radar. This will improve flight safety and use smaller turbojet engines by 72-85% in diameter, which will reduce the midship of the nacelles and their aerodynamic drag, and transverse air defense in spaced BCCs will increase vertical thrust to 41 or 28% compared with one or coaxial two fans in the annular cowl. The placement of transverse airflows in the lateral influx of the GW will increase the aerodynamic efficiency, since the main mode of operation of the GW in the BCC is the implementation of GDP and freezing. This will reduce the weight of the airframe, improve weight return and increase the flight range of the ship’s VTOL or non-aerodrome-based VTB, made using stealth technology. The latter increases the likelihood of hitting an underwater target, increases the effectiveness of anti-submarine defense, especially with autorotating transverse air defense missiles in the CCB with a barrage flight of a supersonic VTOL aircraft at a speed of 260 km / h.

The present invention of the preferred embodiment of a supersonic subtle VTOL with PGO, transverse PV in BKK and two turbojet engines with UVT of flat nozzles located on top of the rear of the fuselage above its heat-absorbing comb surface is illustrated in FIG. 1 and general views of the side, top and front, respectively a), b) and c) with the location in the turbofan engine of a flat nozzle with a front pair of rectangular in plan flaps 36 and PV in the CCM in two projections in the form d):

a) in the flight configuration of the aircraft KVP with a deviation in the nozzles of the upper leaves 31 down by 30 ° and the front pair of rectangular in the planes of the wings 36 down by 45 ° of each turbojet engine, leading through the transmission system two airplanes in the CCL with open upper and lower wings round in plan niches in the fuselage rush;

b) in the flight configuration of the GDP plane with PGO, KFOR consoles, V-tail feathers having folding lines placed parallel to the axis of symmetry, and jet flat nozzles with air-to-air turbines creating vertical jet thrust turbojet engines along with the lifting force generated by two airplanes in BKK;

c) in the flight configuration of a supersonic aircraft with marching thrust, created by afterburned turbojet engines with high-voltage propulsion system of flat nozzles and fixed PV inside the niches of the fuselage flows of the PGO, forming a cross-shaped cross section of the front of the fuselage and air intakes of the half-tunnel type with the conditional placement of the right semicircular rhombus - .

The supersonic barely visible VTOL shown in FIG. 1, is made according to the integrated aerodynamic scheme of a longitudinal triplane, contains the fuselage 1 with triangular when viewed from the front side fuselage swept influxes 2, having round niches in the plan with automatically opening longitudinal semicircular when viewed from the side, the upper 3 and lower 4 wings, small extension of SDK 5 with close whole-swivel PGO 6, the trapezoidal consoles of which are mounted at the ends of the fuselage bursts 2. Under the fuselage bursts 2 of the PGO 6 there are wing-shaped lateral half-tunnel diamond-shaped air intakes 7 with a pointed front upper and lower edges 8, parallel to the rear and front edges of the spaced fuselage keels 9, mounted under the one-piece keels of the V-shaped plumage 10, having video cameras 11 and IR emitters 12 for vertical landing on their tips. The developed V-plumage 10 is mounted on spaced tail beams 13, between which a turbofan engine 14 is installed with flat nozzles 15 and UHT slanted backward (see Fig. 1d). With a wedge-shaped profile, SDK 5 has both slats 16 and an internal trapezoidal section 17 with flaps 18, but also external sections 19 with flappers 20. The left 21 and right 22 air guns operating according to the pulling circuit are mounted in the BKK 23 (see Fig. . 1b). At the ends of the tail beams 13 there are BRS 24 (see Fig. 1a) that change the course balance when two transverse air ducts 21-22 are used, which are made in the form of multi-blade fans of their opposite rotation with wide blades and a large twist.

In the combined control system for GDP and hovering modes, for access of an additional air stream for the operation of the turbofan engine 14 above its inlet device, there are longitudinal automatically opening flaps 25 mounted in the upper front part of the wing nacelles 26 installed in the rear of the fuselage 1 and between the keels 10 of the V-shaped plumage (see Fig. 1b), made with power take-off and the possibility of a smooth redistribution of power from the turbofan engine to gearboxes PV 21-22, which is created by the main and intermediate gearboxes (not shown in Fig. 1) and plane their nozzles 15 turbofan engines 14 for the implementation of GDP and freezing supersonic VTOL. Both turbojet engines 14 with clutches form a synchronization system with the main gearbox (not shown in Fig. 1), are equipped for the GDP mode and hovering with a UVT system with flat nozzles 15 mounted on top of the rear of the fuselage 1 above the comb surface 27 with a heat-absorbing layer having two fixed vertical side walls 28 of nozzle 15. Each flat nozzle 15 of the afterburned turbofan engine 14 has an adapter 29 that provides a smooth change in its cross section from a round nozzle to a hexagonal and then to a five-sided one (see Fig. 1d) equipped with a lower the faceted wall 30, having a V-shape when viewed from the rear, and the upper sash 31, consisting of two parts of a rectangular 32 and a pentagonal 33 shape synchronously deflected between the side walls 28 down and back up 33, respectively, at angles of 22.5 ° and 22.5 °, and around the first 34 and second 35 transverse axes so that in the lower position the trailing edge of the upper leaf 31 is in contact with the faceted wall 30, which has as the angle at its top the same angle as the V-shaped trailing edge of the upper leaf 31, and on its V-shaped faces a hatch with two in front them rectangular 36 and two rear trapezoidal flaps in plan 37, having rotation nodes on opposite sides of the pentagonal plan in the hatch, creating automatic synchronous deviation plumb down while turning down the upper flap 31 so that two front 36 of them deviate in flight, and two rear 37 against flight, forming a pentagonal output device of the turbofan engine, which, having an area and width equal to the adapter 29 of the nozzle of the five-sided shape, creates the required deviation of the jet thrust vector. A diagonally arranged pair of a front rectangular 36 and trapezoidal in plan 37 faceted flaps of each flat nozzle 15 having triangular 38 on their lower sides when viewed from the rear, end parts made with a bend, the angle of which, forming (see Fig. 1d) continuous side surfaces, equal to the angle between the faces of the lower sash 30.

Supersonic stealth VTOL control is provided by changing the thrust of two airplanes 21-22 and deflecting steering surfaces: flappers 20, elevators PGO 6 and direction 10. When cruising, the lifting force is generated by SDK 5, PGO 6, and the marching jet thrust by each turbofan engine 14 through the nozzle 15 when the upper leaf 31 is open and the lower two front 36 and two rear 37 wings are closed, in the hanging mode - PV 21-22 and each turbofan engine 14 through the nozzle 15 with the closed leaf 31 and two open front 36 and two rear 37 wings, in the mode transition - SDK 5 with PGO 6, PV 21-22 and vumya turbofan 14 UHT. Upon transition to the GDP regime and hovering of flaps 18 with flappers 20 (see Fig. 1b), SDK 5 synchronously deviate to their maximum angles. After creating the vertical thrust of airplanes 21-22, under wing nozzles 39 and turbofan engines 14 with high-voltage air-craft, helicopter modes are provided (see Fig. 1b). The annular fairings 23 in the CCM (see Fig. 1d) have, under the longitudinally-tiered air defense, the first lower 21 and second upper 22 at their exits, respectively, transverse 40 and longitudinal 41 steering surfaces placed perpendicularly and on both sides of the major axis of the CCM and changing the balance in pitch and roll. The control of the course on the regimes of GDP and freezing of supersonic VTOL is provided by two BRS 24 mounted at the ends of the tail beams 13.

After vertical take-off and climb, the mechanization of SDK 5 and two airplanes 21-22, which provide two ways of implementing horizontal flight, are removed, capable of transitioning to horizontal aircraft modes as a barring low-speed VTOL aircraft with autorotating airplanes 21-22 when they are disconnected from the drive transmissions both with operating turbofan engines 14, creating the necessary marching thrust, and with open upper 3 and lower 4 wings in BKK 23, as well as its trans- or supersonic cruising flight with fixed airplanes 21-22 after they are turned off from the transmission and with closed upper 3 and lower 4 wings of BKK 23. In this case, two turbofan engines 14 create joint jet thrust and trans- or supersonic cruising flight, in which directional control is provided by rudders of direction 10 of V-shaped plumage. Longitudinal and lateral control in the aircraft configuration is carried out by the common-mode and differential deviation of the PGO 6 and flappers 20 SDK 5, respectively.

Thus, a supersonic VTOL with two turbofan engines, driven by air in the BCC and supplying the BRS, changing the course balance, is an inconspicuous VTOL, which changes its flight configuration only through the use of two airplanes located inside the niches of the fuselage flows and is made according to the aerodynamic scheme of a longitudinal triplane with a one-piece swivel PGO, KFOR and V-shaped plumage. Since the placement of PV in the niches of the wing and when opening their wings the wing lifting force will decrease by 8.4%, the layout with two BKK in the NFN was chosen. When landing, the digital EMF provides the artificial stability of the VTOL aircraft by carrying out a coordinated deflection of the PGO, which automatically rotates through an angle of 20 °, playing the role of an air brake along with the reverse of horizontal thrust by the flat nozzles of the turbofan engine. The flat nozzles of two turbofan engines with adapters providing a smooth change in their cross section from a round nozzle to a hexagonal and then to a five-sided one are made with UVT. Despite insignificant losses (up to 3%) of thrust from a non-optimal nozzle shape, such a consistently converted nozzle shape greatly reduces the infrared visibility of the VTOL and its radar visibility. This is facilitated by the integrated form of the airframe with smooth conjugation of the wing and fuselage, and the widespread use of radar absorbing coatings. A number of joints of the sheathing panels have sawtooth edges. All this leads to an improvement in supersonic performance with a decrease in radar, infrared and visual visibility. What also contributes to the lateral half-tunnel air intakes that do not have a plate cut-off of the boundary layer and internal movable control elements. This design will solve several problems at once: shielding the compressor blades, abduction of the boundary layer, and increasing the total pressure recovery coefficient. The absence of a gap for draining the boundary layer reduces the visibility of the VTOL and its aerodynamic drag. Such an air intake is technically simpler and lighter, as it consists of a ramp that compresses the flow and forms a conical flow. The developed fuselage lateral influxes of the VGE, designed to generate vortices when maneuvering at large angles of attack, create due to their joint participation in the implementation of the lifting force the possibility of performing the technology of GDP and KVP during takeoff and landing flight modes of deck VTOL and achieving high thrust-weight ratio of combined SU, which It has the smallest specific load on power, especially with a mechanical drive of the air supply from the turbofan engine.

Therefore, for a supersonic SVVP-2.4 with a take-off weight of 19.1 tons, the specific power load coefficient using PV in the SCC, driven by two turbofan engines with a thrust of 8850 kgf each, having 40% of the reactive thrust of the control system for the air defense and 60% of the nozzle with UWT, it will be 0.926 tf / t, which is 1.311 less than that of a comparable VTOL Yak-141 with energy-intensive control system, which uses a lift-march turbofan with a take-off weight of 15.8 tons. R-179-300 with a thrust of 10977 kgf and with a thrust of 4260 kgf two lifting turbojet engines. RD-41 mounted behind the cockpit inside the fuselage in the engine compartment, which reduces the useful volume of the fuselage by 1.97 m ³ .

Undoubtedly, over time, the widespread use in the control system of turbojet engines, especially with flat jet nozzles and high-speed propulsion devices, will make it possible to reduce infrared and visual visibility in comparison with the short take-off and vertical landing aircraft of the F-35V model (USA), which is important for deck-based anti-submarine supersonic aircraft type SVVP-1.5 and SVVP-2.4, made according to the longitudinal scheme of a triplane with a one-turn PGO and two transverse airplanes in the BKK mounted in the side fuselage influxes (see Table 1).

Claims (3)

1. Supersonic stealth vertical take-off and landing aircraft (VTOL) containing a swept wing, a power plant (SU) with jet engines providing vertical and horizontal flight modes, has a tail unit and a three-leg retractable retractable wheeled landing gear, characterized in that it is equipped at the ends the outer sides of the tail beams with lateral steering nozzles (BRS) acting alternately in the horizontal plane, changing the course balance when two lifting fans (PF) are used, used only vertical and short take-off / landing (GDP and aircraft) or in transitional flight modes and ensuring free access of air to their annular cowls and airflow from them, but also in a combined control system with two lift-mid-flight turbojet dual-circuit engines (turbofan engines) with selection power for the drive of two airplanes and a controlled thrust vector (UHT) both for creating lift and pitch control moments when performing GDP and hovering, as well as for jet thrust during horizontal flight in the configuration of supersonic self summers after both disconnecting the turbojet engine from the drive of two airplanes having the opposite direction of their rotation, and their fixed stop, it is made according to the integrated aerodynamic scheme of a longitudinal triplane with front horizontal plumage (PGO), mid-position deltoid wing (SDK) and V-plumage, but and with the possibility of converting its flight configuration after performing the airborne or GPR technology from the corresponding aircraft with two airplanes, two turbofan engines with air-blast and airborne engines into a trans- or supersonic aircraft, respectively, with a maximum the normal or take-off weight, but also vice versa, while on the GDP and hovering modes for lifting and changing the balancing along the roll, the cantilevers and end parts of the KFOR are equipped with channels and fender nozzles, respectively, air-venting from the turbofan engines, synchronously interacting in the modes of creating a vertical balanced lifting and jet thrust, respectively, in systems of cold air flow from two MFs and hot exhaust of a jet stream from two turbofan engines with high-voltage propulsion, located in front and behind the center of mass accordingly, moreover, trapezoidal, when viewed from the front, lateral developed fuselage flows with variable sweep along the leading edge, located in the widest part of the fuselage, made according to the area rule, and behind the cockpit, above the KFOR plane and outside the influence zone of the input devices of the wing half-tunneling air intakes TRDD, having the design of their channels with double S-shape when viewed both from above and from the side, and forming a cross-shaped cross section of the fuselage with the lower and upper trapezoidal when e in front of its parts, but also equipped with consoles of PGO, made with a positive angle ϕ = + 12 ° of transverse V, while in the front of each aerial part of the engine nacelle above the inlet turbofan engine there are longitudinal automatically opening shutters for access in GDP and freezing of additional air flow for the operation of afterburning turbofan engines, the V-shaped plumage with whole-rotary trapezoid keels having a trailing edge of variable sweep with a rounded apex at the point of intersection and cm tinted on spaced tail beams, equipped with ventral fins, equipped at the front ends of their tips with IR emitters and video cameras used for vertical landing, while the beveled sides of both the upper and lower parts of the fuselage with its flattened nose, and underwing air intakes and wing nacelles, reducing the effective dispersion area, respectively form a hexagonal cross section and faceted configurations when viewed from the front with a sharp line continuously but extending from nose to tail, including the lateral surfaces of the wedge-shaped profile of the KFOR, having its internal trapezoidal sections with a span of equal 3/4 of the span of both the whole-swiveling PGO and the V-shaped plumage, the glider with internal arms compartments made of aluminum-lithium alloys and composite materials using stealth technology with a radar absorbing coating. 2. Supersonic subtle VTOL under item 1, characterized in that in the said system of lifting thrust two longitudinally-tier or two transverse-tier airplanes having respectively the first lower and second upper or left lower and right upper, working with mutual influence and overlap according to the pushing and pulling scheme with their rotation axes when viewed from the side or front, respectively, up and down and mounted behind the cockpit in the corresponding annular channels so that the gearboxes of their gearboxes are mounted on external diameters on the opposite sides of the opposite annular channel, forming a double annular channel (CCM), having a plan configuration in the form of a figure of eight, which determines at the interaxial distance (A _mor ) of the air conditioner in the CCM their overlap coefficient (a = A _mor / R _pv = 1 45 where: R _ns - radius pX) and carries the axis of rotation along or perpendicular to the symmetry axis, combined with the greater axis of the longitudinal or transverse CCM and the respective front fuselage recess (PNP) having in the CCM corresponding to MF and automatically opened / closed with adequate longitudinally from / to the axis of symmetry, the longitudinal two upper and two lower semi-ovial flaps on the corresponding streamlined parts of the fuselage, while on the GDP and hovering modes, for lifting and changing the pitch and roll balancing, the longitudinal or transverse CCM under the outputs of the front or left lower and second or the right upper annular channels is provided with transverse and longitudinal steering surfaces, respectively, arranged perpendicularly and on both sides of the major axis of the CCM, the two lower semi-oval equal SSC flaps in PNF are made with the possibility of their opening / closing when they deviate respectively to / from the axis of symmetry and around the longitudinal axis, combined with the latter, while the said side semicircular air intakes, which, when viewed from the front, make up a sector of the circle with a central angle θ = 145 ° and having for the separation of the boundary layer from the fuselage V-shaped, when viewed from the front, plate-type cut-offs, the upper and lower of which are placed when viewed from the front, respectively, parallel to the corresponding consoles of the PGO and keels V-image of feathering, inclined outward at an angle of 43 ° from the plane of symmetry, each said turbofan engine, supplying BRS with compressed air through the corresponding air exhaust channels from the compressor, is mounted in the rear of the fuselage between the tail beams, has a rear circular jet nozzle along its longitudinal axis, synchronously deflected with a nozzle of another turbofan engine in a vertical longitudinal plane at an angle of up to 95 ° down and back up, respectively, in the modes of GDP, hovering and horizontal flight, it has between compressors low and high pressure (KND and KVD) for power takeoff, the average output of the radial shaft directed to the axis of symmetry and transmitting from the KND shaft, mounted coaxially and inside the KVD shaft and driven by a low pressure turbine, by means of a bevel gear transmission through the clutch, the free power of the turbofan engine to the main T -shaped gearbox, equipped with a longitudinal axis along the axis of symmetry, connected with an intermediate coaxial gearbox leading the inner and outer coaxial output shafts to the first and second flight gear angular gears with corresponding longitudinal-tiered PV in the CCM or with an intermediate T-shaped gear in plan, bringing transverse output shafts to the angle reducers of the left and right transverse-tiered PV mounted respectively with transverse and longitudinal rudders at the exit of the oval in the PNF plan with its larger axis placed perpendicular to the axis of symmetry. 3. Supersonic subtle VTOL under item 1, characterized in that in the aforementioned system of lifting traction, the left and right transverse airplanes operating without mutual influence and overlap in the lateral annular channels (CCL) mounted inside the fuselage flows (NFN) that are circular in the round plan having upper and lower, when viewed from the side, automatically opening / closing semicircular central flaps mounted along the longitudinal axis of the BCC, parallel to the axis of symmetry, while each of the above-mentioned turbojet engines is performed on the GDP and hovering modes combined with elements of digital program control, combining in a bimodal control and control system the simultaneous mode of its operation both when free power is taken to the drive of the air defense and when the residual reactive thrust is balanced between the BRS, wing side nozzles and flat turbofan nozzles placed between the keels V -shaped plumage, which allows to shield the turbofan engine with flat nozzles mounted on top of the comb surface with a heat-absorbing layer of the fuselage tail, which has between tail girders sawtooth in the plan of its rear edge, and a triangular PGO, close to the KFOR, equipped with downwardly developed triangular tips, having a negative angle ϕ = -12 ° of the transverse V and a trailing edge parallel to the trailing edge of the keel of the V-shaped plumage, made with triangular endings equipped with straight and variable reverse sweep of the front and rear edges, placed when viewed from above parallel to the front edges of the keel of the V-shaped feathering and lateral when viewed from the front, a diamond-shaped air intake (RVZ), with each RVZ has a large diagonal deviated outward from the plane of symmetry at an angle of 50.5 ° at large RVZ angles equal to 145 ° so that its upper and lower outer walls, forming at side view of the front pointed edge with positive and negative sweep, located respectively parallel to the rear and front edges of the ventral keel, which creates a fan of low-energy waves as a fan of compression waves and in cooperation with the ramp the boundary layer to the outside, not allowing it to get inside the REM, and leading to the appearance on its upper wall of an attached oblique jump, which passes at a certain distance above the lower edge of the corresponding wall, not allowing an unconnected direct jump to occur near it, and the absence of a drain gap the boundary layer, improving the shielding of the turbofan compressor blades and the removal of the boundary layer, increases the recovery coefficient of the total pressure, but also reduces the visibility and its aerodynamic drag abrasion, and KFOR with a slat along the whole range, including developed tips, has a sawtooth planar trailing edge with reverse and straight sweep respectively of the inner and outer sections, the trailing edges of which are parallel to the rear and front edges of the V-shaped tail when viewed from above, the end parts of which in the parking configuration are made on a par with the external sections of the said PGO and SDK folding on each side inward to the axis of symmetry and along a single line, parallel to the last one, with each of the aforementioned turbofan engines with an adapter 29 that provides both control of the critical and output polygonal sections of its nozzle in a tapering or expanding part, and a smooth, streamlined change in its cross section from a round nozzle to a hexagonal and then to a five-sided flat nozzle equipped with and the lower faceted wall 30, having a V-shaped configuration when viewed from the rear, and the upper sash 31, consisting of two parts of the rectangular 32, synchronously deflected between the vertical side walls 28 downward and a pentagonal 33 shape in plan respectively at angles of 22.5 ° and 22.5 °, but also around the first 34 and second 35 transverse axes so that in the lower position the trailing edge of the upper casement 31 is in contact with the lower faceted wall 30, having both an angle at its apex, the isometric corner of the V-shaped trailing edge of the upper wing 31, and on its V-shaped faces, the hatch with two front 36 rectangular in plan and two rear trapezoidal in plan 37 sashes, having on the opposite sides a pentagonal hatch in plan knots of rotation, cos giving automatic synchronous deviation plummets down while simultaneously turning down the upper wing 31 so that the two front smaller 36 of them deflect in flight, and the two rear large 37 against the flight, forming a pentagonal area with open front and rear side surfaces of the turbofan output device which is equal to the nozzle of the pentagonal shape of the adapter 29, which creates a corresponding deviation of the thrust vector from horizontal to vertical, but also vice versa, while the diagonally located steam and the front rectangular 36 and trapezoidal in plan of 37 faceted cusps of each turbofan engine, having triangular 38 when viewed from the rear, rear parts made with a bend, the angle of which is equal to the angle between the faces of the lower cusp 30, and creating, when they are first deflected down before opening diagonally placed other flat rectangular 36 and trapezoidal in plan 37 cusps continuous front and rear side surfaces of the pentagonal output device, the synchronous deviation of the rectangular 32 and heels of the angular 33 parts of the upper sash 31 down by 22.5 ° + 7.5 ° or 22.5 ° + 22.5 ° with the simultaneous opening of the trapezoidal hatch flaps in pairs, deflected down the cusps on flight 36 or against 37, forming their inclination to the horizontal at an angle of 45 °, they provide the ability to perform short take-off or landing with short mileage, respectively, by creating an inclined horizontal jet thrust or reverse horizontal thrust, while a fairing is placed below the crest of the fuselage under the crest along the axis of symmetry and at its end there is a compartment with a magnetometer retractable rod and in its lower niche with openable shutters, a lowered winch and an antenna of a hydroacoustic station towed on a cable under water during its flight, and after the vertical take-off and hovering mode when switching to airplane flight modes with operating turbofan engines jet propulsion thrust, two airplanes in the CCV, disconnected from the transmission drive, are equipped with the ability to provide two ways to realize horizontal flight with both open and closed upper and lower on the bottom flaps of the NFN, respectively, of both a barrage of a low-speed flight with autorotating two airplanes, and a trans- or supersonic cruise flight with each airspace recorded in the corresponding NFN.

Images