RU2690142C1 - Unmanned aerial missile system and method of its application - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to aircraft engineering, particularly, to designs of rocket systems. Unmanned aerial missile system (UAMS) with self-contained jet aircraft carrying rockets, having fuselage, carrying wing with tail unit, power plant engine (PP), onboard control system, on-board power supply, detachable anti-ship rocket (ASR), which is docked by means of separation unit with carrier and intended for surface target striking. UAMS It is equipped with at least two unmanned supersonic fighters-carriers (USFC) returned to the deck of aeronautless SC. USFC have in joint turbine winding multiple-mode three- or five-motor PP two turbojet dual-path engines (TDE) respectively with one straight-flow air-jet engine (Ramjet), mounted inside fuselage tail part in three-motor nacelle (TMN) between two afterburners TDE, or Ramjet in TMN with two Ramjet, mounted in wing gondolas at ends of inner sections of mid-superficied deltoid wing (MDW).EFFECT: higher speed and range of flight, probability of target destruction located at long range.4 cl, 4 dwg

Description

The invention relates to the field of aviation technology and can be used in the design of unmanned supersonic fighter-carriers, having in a turbo-ramjet multimode power plant, ramjet engines, two of which are installed in the wing nacelles and one in the three-engine nacelle fuselage between two turbojet dual-contour engines with controlled thrust vector of their flat nozzles and selection of compressed air from their compressors to sub-console nozzles, changing the thong balancing y and only for short takeoff and landing placed at the ends canards, located close to sredneraspolozhennym delta wing and front side air intakes nadkrylnymi fuselage nacelle.

Known supersonic aircraft project QSST of the consortium "SAI", Nevada (USA), having a glider design made of titanium alloys, fuselage with a smooth conjugation of the deltoid wing in plan, front horizontal tail, vertical tail, made together with an inverted V-shaped straight the stabilizer plan contains two TVRDs in gondolas, the front and rear parts of which are mounted respectively under the gull wing and along their outer sides with stabilizer tips and a three-wheel wheeled chassis I bow to the auxiliary and main pillars.

Signs that coincide - the presence of the fact that the deltoid wing in terms of the wing with a sweep along the leading edge + 60 °, having an extension of X = 2.0 at its swing Lcr = 19.2 m and a thin profile with a relative thickness of 3.2%, The gull type is equipped with a trapezoidal plateau in the front of the wing, which increases the load-bearing capacity of the plateau-wing combination, and in the rear part of the wing with TVRD gondolas, the front and rear parts of which are mounted respectively under the rounded fractures of the wing of the "gull" type and under the ends of the inverted V-shaped stabilizer. Constr The aircraft's airframe is made of titanium alloys, has a well-developed vertical tail mounted at the end of the fuselage 40.35 m long, whose stabilizer consoles are located downwards at a large negative transverse angle V = -25 °. Two TVER propulsion systems are mounted in underwing gondolas and provide at an altitude of 15.5 km, the cruising flight speed is up to 1909 and the maximum is 2147 km / h, but its flight range is about 4 thousand miles.

The reasons that impede the task: the first is that the deltoid wing in the plan without additional control of the lifting force does not provide the ability to reduce the speed of take-off and landing. The second is that two TVRDs are mounted in the underwing gondolas, having an area amidships almost comparable to the area of the midsection of the central fuselage, this also does not contribute to reducing aerodynamic drag, reducing specific fuel consumption, and if one of them fails, the horizontal thrust also increases . The third is that the end parts of the wing to increase its lift have a significant curvature and twist, which creates an acceptable flow of the end stall, but the triangular shape of the wing in plan worsens the natural laminar supersonic flow around its profile and, especially, on the outer surfaces, since the delta wing is most adjacent to the end stall. The fourth is that the vertical tail does not provide longitudinal-transverse stability, and to improve this, the aircraft fuselage has an increased length exceeding the wingspan by 2.1 times, which significantly increases the weight of its glider. The fifth one is that the pillars of the main wheeled chassis are mounted under the kinks of a high-lying gull-type wing and, therefore, make it very difficult to fold them in the root areas of the wing and fuselage when folded, but also increases their height his glider.

Known aircraft rocket complex "Dagger" for hitting surface targets (NTS) at long distances up to 2000 km, including a supersonic fighter-carrier (BLU), in the central part of the fuselage on a hanging console of the ventral starting device (PU) which is located one hypersonic missile ( GZUR) type X-47M2 with its guidance system. The airfield-based INS of the MiG-31BM type is made with a high-level trapezoidal wing, two-killer vertical and one-piece horizontal tail assembly, contains D-30F6 engines to ensure the delivery of GZUR to the location of the NTS and on-board weapon control system. GZUR type X-47M2 mass 4615 kg, has a length of 7.93 m and contains a warhead (warhead). The control system of the GZUR is equipped with equipment with error correction accumulated by the combined three-axis inertial navigation control system according to the data receiver of the satellite navigation system GLONASS on the location of the SC. After separation of the rocket, stabilization by aerodynamic control surfaces, dumping of the tail fairing and engine start GZUR, the rocket goes up and reaches a height of about 50 km, where the engine turns off, then the warhead is separated and goes into a decline, which is already without engine thrust and accelerates to flight speed Mach number M = 10 In this area, it can maneuver using the accumulated inertia of the aerodynamic steering surfaces in accordance with the commands that correct the rocket’s trajectory to reach the search point of the NC; the inclusion of the head of homing (GOS) and search NTS; correction of the trajectory according to the GOS and the transfer of control to it; triggering fuses in contact with the aim of undermining its warhead. After that, the INS continues the flight and returns to the home airfield.

Closest to the proposed invention is anti-ship missile system (SCRC) "Super Icara" (UK), used with a launcher (PU) of the carrier ship (CL) disposable autonomous jet carrier aircraft (ARSN), containing the fuselage, the wing with organs control, power plant engine (SU), on-board control system (BSU) providing autonomous (AU) and remote or telemechanical control (TMU) from the KN command post, on-board power source, detachable anti-ship missiles y (RCC), docked through the separation unit to the ARSN and intended to hit a surface target (NC).

Signs that coincide - the dimensions of the SCRC without a ship's PU: length 3.42 m, wingspan 1.52 m, height 1.57 m. Warhead: self-guided small-size torpedo (MGT) of type Mk.44. Flight characteristics: maximum and minimum flight altitude, respectively, 300 m and 15-20 m. Due to the significant weight of APCH with MGT Mk.44, constituting 1480 kg (with a mass of 13% of the target load - 196 kg torpedoes, its length is 2.57 m and diameter 324 mm) and a short range of 24 km and a flight speed of 140-240 m / s, and a warhead (torpedoes - 30 knots and a range of 5 km).

The reasons that impede the task: the first is that the launch of the subsonic ARSN was carried out in a direction that brings the torpedo down as close as possible to the target. Data on the location of the target came from the hydroacoustic system (GUS) of the surface KN, another ship or deck helicopter. Based on this information, there is a constant update of the data on the optimal torpedo discharge zone in the computer of the firing control system, which then transmitted them through the radio command and control system to the ARSN in flight. Upon the arrival of the ARSN in the area where the target was located, the self-guided torpedo (Mk 44, submerged with its ventral position in the ARSN building was separated by radio command, descended by parachute, entered the water and began the search for the NTS. After that, the ARSN continues the flight with the operating SU, diverting it from the landing places of the self-guided MGT in order not to interfere with the homing system, while the one-time ARSN itself left the area and self-destructed.

The invention solves the problem in the above-mentioned shipboard SCRC "Super Icara" (UK) of increasing payload and weight efficiency, increasing speed and range, increasing the likelihood of hitting a target located at a long range, enabling overclocking to achieve subsequent flight at a speed up to 2-4 Mach in the area of the intended location of the target, but also the possibility of returning to the deck of the KN for reuse and transformation into a marching configuration for Ozki in the cargo compartment on the lodgement of the surface aircraft carrier CN.

Distinctive features of the present invention from the above-mentioned known SCRC "Super Icara" used with the VF closest to it are that it is equipped with at least two unmanned supersonic carrier fighters (BSIN) returned to the aircraft carrier's deck, having two turbojet dual-engine engines (turbofan engines) with a combined turbo-jet multimode or three- or five-engine SU, respectively, with one ramjet engine Inside the rear fuselage in a three-engine gondola (TDG) between two afterburner turbofan engines or ramjet propulsion engines in a TDG with two ramjet engines mounted in wing gondolas at the ends of the inner sections of the mid-delta wing (SDK), while the turbofan engines have as a selection of compressed air from their compressors the directions along the air exhaust ducts to the console console nozzles (PKS) of the front horizontal tail unit (CPS), which create a reactive force of a controlled magnitude and direction for lifting and controlling the pitch, and only when otkom takeoff and landing (TAC), and thrust vector control (UHT) to create, together with the SSC PGO, lift-march thrust and change the longitudinal balancing when performing KVP, and also create marching thrust during horizontal flight in the configuration of a supersonic aircraft after turning off the selection compressed air from turbofan engines on a PCB of a trapezoidal CSP placed with a positive transverse angle V and close to the KFOR and in front of the fender air intakes (NVZ) mounted on the sides of the fuselage, made according to the rule of areas with its main conjunction with KFOR in the integrated aerodynamic layout of a duck with a single bearing body and PGO, but also made with the ability to convert their flight configuration after performing CWP from the corresponding aircraft with PKS PGO and TRDD with UHT in supersonic BSIN with a flight speed of up to M = 2, 0 or M = 4.0 Mach, respectively, when working in the control system of two turbofan engines or one and three ramjet engines, but also vice versa, and in the CWP modes for lifting and rebalancing in pitch, the middle-position CSR is configured to in-phase syn chronic deviation of its flap, together with deviation of internal and external flaps of KFOR, equipped with internal VAC ducting air vents from compressors of the turbofan engines, synchronously interacting on the modes of creating balanced reactive power from PKS PGO and lift-marching thrust from turbofan engines with UVT in jet systems placed in front and behind from the center of mass, respectively, of the cold and hot exhaust of a jet stream, and when viewed from the top of the console of the main fire station, located behind the cockpit in the widest part of the KFK flows, so that Its edge is parallel to the front edge of the corresponding side NVZ, which has an S-shaped, as seen from above, construction of the left and right TDG air ducts, the stern part of which is mounted between the spaced tail booms, while the external arrow-shaped sections of the KFOR are fitted with trapezoidal end sections in the vertical longitudinal plane parts mounted with a positive transverse V angle, used for differential and common-mode deviation up / down as KLEK elevons, and The overwing two-tail plumage (NDO) has a high-positioned stabilizer (BC) mounted on the outer sides of the fuselage or on the tip of the forquilla over the KFK flaps and vertical keels (VK) mounted on the ends of the inner sections of the KFOR or on wing gondolas, shielding the sides of the turbofan turbofan engine This oblique sides of the fuselage in its corresponding fore, central and aft parts, including the TDG with its side NVZ, reducing the effective area of dispersion, form a rhomboid cross-section, but the bottom is also developed The front part of the fuselage of the faceted configuration with a sharp lower line continuously extending from nose to tail, including the nose fuselage overhangs, KFK flows and the leading edge of the wedge-shaped profile of the KFOR, has internal trapezoidal sections with a span of equal magnitude of PGO, and the BSIN glider is fitted with a subframe, with a subaligned section of the CSF, and the BSIN is equipped with a subframe, and the subframe is fitted with a subframe of the PGO, the BIN with the inner trapezoidal sections with a span equal to the magnitude of the PHO, which are deflected to the outside, mounted under spaced beams or wing gondolas, have IR emitters and video cameras on the front ends of their tips, while the plan er BSIN is made on the barely visible technology with radio absorbing coating.

In addition, in BSIN, the mentioned NDO, which, as seen from the straight or reverse sweep, is its horizontal straight sun, whose consoles are parallel to the rear edge of the outer or inner sections of the KFOR, respectively, are made with VK sloped inwards to the axis of symmetry. or trapezoidal end parts, and when viewed from the front of the console of the VS and VK, which are parallel to the upper surface of the KFOR and the inclined sides of the fuselage with the TDG respectively, but also the VS forming the bi lan with the back of the internal section of the KFOR, increases the cross-sectional area of the latter, which triggers an inverted shock wave moving towards the head, reduced by the forward fuselage V-shaped in terms of the fuselage, and therefore, as a result of their interference, the intensity of the resulting shock wave decreases, but the power distribution the latter over a larger area, including GIP, will lead to a more intense dissipation of its energy and removal of the sound impact that occurs at the moment of overcoming the sound barrier, and up, and on the sides, but and, muffling the sound perturbation and being a sound strike absorber, it holds longer at the height of its flight, which means that the shock wave will noticeably weaken before it reaches the ground, while at BSIN, NVZ is designed as a convertible air intake device (TVEL) that converts the supersonic part of a TVZU with two ways of supplying air, but also vice versa, while simultaneously switching the supply of air between the duct channels by controlled flaps so that the TVZU on take-off works on each turbofan when blocking the entrance to the ramjet, when recruiting sk The orbits M = 2.0 occur when the entrance of each turbofan engine overlaps to a ramjet in TDG, and each ramjet with a central body of a conical two-step shape providing different required Mach numbers in steps creates acceptable thrust in a wide range of Mach numbers, has a fissile supersonic nozzle which in a closed cone-shaped form during operation of the turbofan engine provides a continuous flow of air flow around the nacelles of the ramjet, and when the ramjet is operated, their nozzles are cooled by air coming through a number of holes in the rear their bodies and passing through a narrow gap between the nozzle and the ramjet housing.

In addition, on the CWP BSIN modes, each of its turbofan engines performed with elements of digital program control combining the simultaneous mode of its operation in the dual-mode control and control system both when selecting compressed air on the PCB of the aforementioned CSC and with a balanced distribution of residual jet thrust between flat nozzles Turbofan with UHT, located between the keels of the above-mentioned NDT, shielding turbofan engines with flat nozzles mounted on top of a comb-like surface with a heat-absorbing tail layer of the fuselage having between the ends of the tail beams a sawtooth-shaped rear edge in terms of it, while the internal and external sections of the KFOR, having a rear edge sawtooth-like in the plan, respectively, with a backward and forward sweep, placed parallel to the rear and front edges of the corresponding GIP console, respectively, each side NVZ, made with an automatically adjustable central wedge, when viewed from the side of a straight or reverse sweep, the front edge of the NVZ input device, which is parallel to the back or first days to the edge of the ventral carina, respectively, and provided for separating the boundary layer from the fuselage with V-shaped plate-like cutters, when viewed from the front, the upper and lower of which are parallel to the side of the fuselage and the upper surface of the KFOR, respectively, improving shielding of TRDD compressor blades and removal of the boundary layer, increases the pressure recovery coefficient, but also reduces the visibility and its aerodynamic drag, while the KFOR with the slat has an external its sections made folding on each side inward to the axis of symmetry and along a single line parallel to the latter, each mentioned turbofan with an adapter 29 providing both the management of the area of the critical and output polygonal sections of its nozzle in tapering or expanding parts, and smooth, smooth-flow change of its cross section from a round nozzle to a hexagonal and then to a five-sided flat nozzle, provided with a lower faceted wall 30, having a V-shaped configuration when viewed from behind, and the upper flap 31, consisting of synchronously deflected between vertical side walls 28 downward of two rectangular 32 and pentagonal 33 forms in plan, respectively, at angles of 22.5 ° and 22.5 °, but also around the first 34 and second 35 transverse axes, that in the lower position, the rear edge of the upper flap 31 contacts the lower faceted wall 30, which has an equal angle with the V-shaped trailing edge of the upper flap 31, as well as an angle at its top, and a hatch with two rectangular planes in front plan 36 and two trapezoid in plan for In the days of 37, sash-sized doors with opposite-sized areas that have turning nodes on opposite sides of the pentagonal hatch plan, which create automatic synchronous deflection downwardly and simultaneously turn down the upper flap 31, so that the front two are smaller 36 of them deviate in flight, and the rear two are 37 against the flight, forming with the open front and rear side surfaces a pentagonal hatch-nozzle (FL), which, having an area and a width equal to the adapter 29 of the nozzle of pentahedral shape, creates the corresponding off The vector of jet thrust from horizontal to vertical, but also vice versa, while on the edges of the lower wall 30 of each nozzle in a diagonal pair, including a front rectangular 36 and a trapezoidal rear flap 37, the last of which has a triangular 38 on its lower side rear view of the end part, made with a limb, the angle of which is equal to the angle between the edges of the bottom wall 30 and creating, when it first deviates downward before opening, the other diagonally placed flat rectangular 36 and trapezoidal in plan 37 flaps continuous rear surface of the lower FL, with the synchronous deviation of rectangular 32 and pentagonal 33 parts of upper flap 31 down by 22.5 ° + 7.5 ° or 22.5 ° + 22.5 ° with simultaneous opening in pairs of front 36 or the rear 37 flaps of the PLS, deflected down transverse flaps for flight 36 or against 37, forming their inclination to the horizontal at an angle of 45 °, provide the ability to perform a short take-off or landing with a short run, respectively, by creating an inclined-horizontal thrust or re The horizontal thrust, in the PLS, the lower transverse rectangular flaps 36 are designed to synchronously deflect upward at an angle of 22.5 ° along with the pentagonal 33 part of the upper flap 31, which creates an opportunity for in-flight and differential deviation in aircraft flight modes up / down in the left and right PLS, the change in balancing in pitch and roll, respectively, and after the short takeoff mode during the transition to aircraft flight modes with working turbofan engines that create jet thrust, two PGO PGOs, second as disconnected / connected from / to the compressors of the turbofan, and when the CG flaps with flaps 33, 36 of the flat nozzles of the UHT are not rejected / deflected downwards, there are two ways to realize horizontal cruising / cruising flight with trans- or supersonic speed / low subsonic flight .

The method of using the ship-based BARK on an aircraft carrier (AN), which consists in the fact that the NTS is detected under observation conditions according to the data received from the satellite receiver of the GLONASS satellite navigation system, when the distance to the NTS, located at a considerable distance from the AN, is known to be given to BSIN carrying the semi-recessed CRP in the BSIN hull, primary target designation data, carry out prelaunch preparation and checking of the CRP, enter the flight mission into the BSIN BSU and after lifting two BSIN on a palu at the Academy of Sciences and their alternate rollout to the start position, a short takeoff of the BSIN one after another is ensured, they are controlled at the starting and marching sections of the trajectory using their BSU and, according to commands from the TMU system with the Academy of Sciences, they keep the flight low speed of the BSIN providing, according to the receiver, GLONASS satellite navigation system signals determine the initial coordinates of the NTS and the parameters of its movement, search for the NTS on a given route, and when detecting and identifying the NTS in the BSU, they generate a command and perform a maneuver of the BSIN climb about 23 km and its acceleration to a supersonic speed corresponding to M = 2.0, ensuring the launch of a ramjet BSIN to achieve a supersonic speed corresponding to M = 2.0–4.0, and the subsequent launch of hypersonic anti-theft anti-spike, transmit a signal about the detection of NC with its coordinates on the system of mutual exchange of information from the first CRP through the BSU of the head BSIN to the second CRP of the salvo through the BSU of the slave BSIN, the maneuver is calculated using the slave BSIN guidance system with prediction of further changes in the motion parameters with an accuracy comparable to a a differential angle of anticipation of it at the NTS, which is automatically determined upon approaching the NTS and corrects the required maneuver to launch a salvo or launch the RCC alternately with error correction accumulated by the combined inertial control system according to the receiver of the GLONASS satellite navigation system signals on the final flight segment of each RCC is used its infrared homing head and software and hardware for autonomous recognition of an NC as it approaches it before it collides with the NC housing, strike the NC, after which the BSU of each BSIN is developed by their management teams for automatic return at a distance of 1250 km and alternate landing with a short mileage on the AN deck.

Due to the presence of these signs, allowing to master the unmanned aircraft missile system (BARK), which is equipped with at least two unmanned supersonic fighter-carriers (BSIN) that are returned to the deck of an aircraft carrying KN and have a combined or three or five-engine SU two turbojet dual engine (TRD), respectively, with one ramjet engine (ramjet) mounted inside the rear fuselage in a three-engine nacelle (TDG) between two afterburner TRDD or ramjet in TDG with two ramjet mounted in wing gondolas at the ends of the inner sections of the middle deltoid wing (KFD), while the turbofan are as the extraction of compressed air from their compressors and its direction through the air vents to the sub cannons. (PKS) front horizontal tail (GIP), creating a reactive force of a controlled variable and direction for lifting and controlling pitch, and only with a short take-off and landing (CWP) and thrust vector control (UHT) to create, together with the PKS PGO, lift-march thrust and change longitudinal balancing when performing KVP, and also create marching thrust at horizontal flight in the configuration of a supersonic aircraft after shutting off the compressed air extraction from the TRD on the PKS trapezoidal PGO, placed with a positive angle transverse V and close to the KFOR and in front of the fender air intakes (NVZ) mounted on the sides of the fuselage, made according to the rule of areas with its smooth coupling with KFOR in the integrated aerodynamic oh the layout of the duck with a single main body and CIP, but also made with the ability to convert their flight configuration after performing the CWP from the corresponding aircraft with PKS PGO and TRD with UHT in supersonic BSIN with flight speed up to M = 2.0 or M = 4.0 Mach, respectively, when working in the control system of two TRDDs or one and three ramjet engines, but also vice versa, and in the CWP modes to lift and change the pitch balancing, the middle position of the CIP is configured to synchronously synchronously deflect its flaps together with KFK morning and outer flaps, equipped with internal air ducts from the TRDD compressors with the RCS channels synchronously interacting on the modes of creating a balanced reactive force from the FCL PGO and lift-marching thrust from the turbofan engines with UVT in jet systems located front and rear of the center of mass, respectively, cold and hot exhaust jet, and when viewed from the top of the console PGO, located behind the cockpit in the widest part of the KFK flows, so that its rear edge is parallel to the front edge of the co a side-mounted NVZ having an S-shaped, as seen from above, a left and right TDG air duct structure, the stern part of which is mounted between the spaced tail booms, while the outer swept sections of the KFOR are equipped with one-piece rotary in the vertical longitudinal plane with trapezoidal end parts mounted with a positive transverse angle V, used in the differential and in-phase deviation up / down as KLEK elevons, with the over-wing two-tail plumage (NDT) having a high distribution A stabilizer (BC) mounted on the outer sides of the fuselage or on the forekil end of the KFK flaps and vertical keels (VC) mounted on the ends of the inner sections of the KFOR or on wing gondolas, shielding the sides of the turbojet nozzle, while the bevelled sides of the fuselage in its corresponding fore, central and aft parts, including the TDG with its side NVZ, reducing the effective dispersion area, form a rhomboid cross section, but also the lower developed part of the fuselage of a faceted configuration when viewed from the front sharp bottom line continuously extending from nose to tail, including nasal fuselage overlaps, KFK nodules and leading edge of a KF-shaped wedge profile, having internal trapezoidal sections with a span of equal size of PGO, with the BSIN glider fitted with underfoot trapezoidal keels, and chiming skirts of the KSP, with the BSIN glider equipped with subframe trapezoidal keel sections, with a span of equal length of the PGO, the BSIN glider is equipped with subfusal trapezoidal keel sections, and the curving frame is equal to the magnitude of the GIP, and the BSIN glider is equipped with subfusal trapezoidal keel sections and chiming skirts of the KSP, the BSIN glider is equipped with subfusal trapezoidal keel sections. or wing gondolas have infrared emitters and video cameras at the front ends of their tips, while the BSIN airframe is made using low-technology radio-absorbing airframe coating. All this will allow to increase the longitudinal controllability in the barely noticeable BSIN on take-off and landing modes, and the placement of turbofan engines with UHT between the tail booms and the inverted V-shaped NDO will simplify the duct system for the PKS and shield the afterburner turbofan engines with flat nozzles mounted above the comb-shaped surface with thermo-absorbent a layer of the tail of the fuselage, reducing the infrared radiation of the turbofan and having its sawtooth rear edge. From the bottom of the tail of the fuselage between the two turbofan engines between its combed surface along the axis of symmetry is placed the ramjet gondola. Developed KFK overflows, the nose of fuselage overlaps with PGO shield the turbofan turbofan engines from radars on a par with the bevel of the leading edge of the lateral NVZ, but also increases the aerodynamic and structural advantages of the wedge-shaped KFOR, which will allow to achieve an improved large laminar flow. Integral layout of the "duck" with KFOR and its NDO due to the larger screen effect from GIP and optimization of the aerodynamic layout under minimum drag when α = 1.2 ° ... 1.4 ° implements significantly higher maximum flight Mach numbers M≈4, 0 in a wide range of heights H = 18 ... 23 km. At the same time, the side NVZ, the air ducts of which are made with an S-shape when viewed from above, shield the turbines of the turbofan engines from radar exposure to radar. This will improve flight safety and use TRDD of smaller dimensions by 72-85% in their diameter, which will reduce the mid-section TDG and its aerodynamic resistance, while the PSC PGO will allow to increase the inclined marching thrust-to-weight ratio by 33% compared to the deflected flaps alone in flat nozzles TRDD The placement of the side of the PCB at the ends of PGO will reduce the weight of the airframe, improve weight efficiency and increase the range of flight BSIN airfield or ship-based, made by unobtrusive technology. The latter increases the probability of hitting a surface target, increases the effectiveness of anti-ship defense from a semi-recessed hypersonic X-47M2 anti-ship anti-ship missile in BSIN supersonic flight mode at a speed of M = 2.0-4.0 and a flight altitude of 23 km, especially with a combined multi-mode turbo-ram a five-engine SU with two turbofan engines and three ramjet engines mounted inside the rear fuselage in the TDG and on the consoles of the KFOR in its two wing gondolas.

The present invention is the preferred performance unobtrusive BSIN with PKS at the ends of the CGO, three ramjet propulsion and two afterburner turbojet engines with UHT of flat nozzles placed in the TDG on top of the tail fuselage above its thermally absorbing comb surface, is illustrated in FIG. 1 and the common side, top and front views, respectively, a), b) and c) with a flat nozzle in the turbofan junction with front and rear pairs of transverse flaps 32 and 33 in two projections in the view d):

a) in flight configuration BSIN KVP with semi-recessed RCC, deflected down as KFOR and PGO flaps with working PKS at its ends, and in flat UHT nozzles of each turbofan with rotary upper flaps 31 tilted down at an angle of 30 ° and anterior pair of transverse lower flaps flaps 36 at an angle of 45 °;

b) in the flight configuration BSIN at speed M = 2.0 with not working ramjet and not split by their supersonic nozzles, but also with KFOR, in the rear part of the inner section of which the NDO is mounted, which has a reverse sweep winged inverted V-shaped in terms of aircraft and vertically - inclined inside the VC, shielding from the sides of the flat nozzle of the turbofan, creating jet thrust;

c) in the flight configuration BSIN with M = 4.0 with jet propulsion, created by three ramjet propulsion engines with their split nozzles and with two turbofan engines not working with upper flaps 31 tilted down at an angle of 45 ° in TDG, and in the rear view with conditional placement external section of the KFOR after its folding into the inside.

The inconspicuous deck BSIN presented in FIG. 1, is made on an integrated layout with a smooth mate of the fuselage 1, equipped with a bottom floor of the recessed RCC, and KFOR 2 in an integrated aerodynamic layout "duck", forming a single supporting body with fuselage overhangs 3 and a trapezoidal mid-section PGO 4, having 5 side side FCC 6 jet system, mounted with a positive transverse angle V and in front of the front edge of the side NVZ 7 a single TDG 8, which when viewed from the side is parallel to the front edge of the ventral carinae 9 mounted under the spacer nnym tail boom 10 (see. Fig. 1a) or with the wing gondolas (see. Fig. 1). At the ends of the ventral carina 9 there are video cameras 11 and IR emitters 12. At the stern of the fuselage 1, fork 13 is mounted with aircraft 14 and at the ends of the inner sections 15 of the KFK 2 and above its flaps 16 there is a VK 17, forming the NDO, which has a reverse view from the top its horizontal BC 14 swept and inclined inward to the axis of symmetry of the VK 17, provided in their continuation with one-piece swivel end parts 18. Between the spaced tail beams 10 are installed in the TGG 8 two turbofan engines 19 with flattened back nozzles 20 and UHT (see Fig. 1A) . With a wedge-shaped profile of small elongation, KDK 2 has slats 21, internal trapezoid sections 15 with flaps 16 and external sections 22 with flaps 16, made with the possibility of their folding upwards to the axis of symmetry and equipped with one-piece rotary end parts 23 mounted with a positive transverse angle V (see fig. 1a).

In a turbo-jet SS, two ramjet propulsion engines are installed in wing nacelles 24 and one ramjet in TDG 8 between two afterburner turbofan engines 19, which have a selection of compressed cold air from their compressors and its direction through the air ducts of the jet system (not shown in Fig. 1) to the PCS 6 and redistribution power between the PKS 6 PGO 4 and flat nozzles 20 TRDD 19 with UHT. Each ramjet has a splitting nozzle 25 and a two-stage conical body 26. Both turbofan engines 19 are equipped for UHV mode with a UHT system with flat nozzles 20 mounted above the tail part of the fuselage 1 above the comb-like surface 27 with a heat-absorbing layer having two fixed vertical side walls 28 of the nozzle 20. Each flat nozzle 20 of the turbofan engine 19 has an adapter 29, which provides a smooth change in its cross section from a round nozzle to a hexagonal and then to a pentahedral (see Fig. 1 g), equipped with a lower faceted wall 30, having a rear view V-obr knowing the shape, and the upper flap 31, consisting of two rectangular 32 and pentagonal 33 forms deviating simultaneously between the side walls 28 down and back up, respectively, at the angles of 22.5 ° and 22.5 °, and around the first 34 and the second 35 transverse axes so that in the lower position the rear edge of the upper flap 31 contacts the lower faceted wall 30, which has an equal angle to the V-shaped trailing edge of the upper flap 31, as well as on its V-shaped edges of the FL with its top. two front rectangular 36 and two rear ramps There are 37 sashes in plan, with turning nodes on opposite sides of the PLS, creating automatic synchronous deflection up and down with simultaneous downward rotation of the upper flap 31, so that two front 36 of them deflect flight, and two rear 37 are opposite to flight, forming an open front the lateral surface of the PLS, which, having an area and width equal to the adapter 29 of the nozzle of the pentahedral shape, creates the required deviation of the vector thrust. On the edges of the lower wall 30 of each nozzle 20 in a diagonally located pair, including the front rectangular 36 and rear trapezoid in the plan 37 of the flap, the last of which has on its lower side a triangular 38 with rear view, the end portion, made with a bend, the angle of which is equal to the angle between the edges of the lower wall 30 and creating, with its primary deviation downward before opening the diagonally placed, other flat rectangular 36 and trapezoid in the plan of 37 doors, a continuous rear surface of the lower FL. In the PLS, the lower flaps 36 are rectangular in plan with the possibility of their simultaneous upward deviation at an angle of 22.5 ° along with the pentagonal 33 part of the upper flap 31, which creates an opportunity for aircraft flight modes with the common and differential deviations up / down in the left and the right of PLC of the corresponding TRDD is the change in balancing in pitch and roll, respectively (see Fig. 1d). In the channels TDG 8 there are controlled sash 39.

The control of the barely noticeable BSIN is ensured by changing the PKS 6 PGO 4, UHT 20 TRDD 19 and deflecting elevons 23, elevators 23 and directions 18. During cruising flight, the lifting force is generated by KFOR 2 and PGO 4, cruising jet thrust - TRD 19 through nozzle 20 with open the upper flap 31 and the lower lower two front 36 and two rear 37, on the KVP mode - PKS 6 PGO 4 and each turbofan 19 through the nozzle 20 with the upper flap 31 closed and the lower lower flaps of the two front 36 closed (see Fig. 1d), transition mode - KFOR 2 with PGO 4 with its PKS 6 and two TRDD 19 with UHT 20. During the transition to the CWP mode, the flaps of the 16 SDK 2 synchronously deviate to their maximum angles. After the creation of lift-marching thrust PKS 6 PGO 4, and TRDD 19 with UHT 20, the CWP regimes of the inconspicuous BSIN are provided. The pitch and roll control is provided respectively by changing the thrust of two front SCC 6 PGO 4 with two rear SSS 20 and two left SCC 6-UHT 20 with two right SCC 6-UHT 20 turbofan 19 or with in-phase and differential deviation of the end parts 23 of the SDC 2 .

After a short takeoff and climb, the mechanization of KFOR 2 and PGO 4 is removed during the transition to aircraft flight modes with working turbofan engines 19, creating jet thrust, two PKS 6 PGO 4, which are disconnected / connected from / to the turbofan engines 19, equipped with the ability to provide two a method of implementing horizontal flight when the flaps 5 with the PKS 6 with flaps 33, 36 of flat nozzles 20 UHT are not deflected / deflected downwards, respectively, for trans- or supersonic flight, and for locking low-speed flight. Moreover, two TRDD 19 or three ramjet engines create jet thrust for supersonic flight at M = 2.0 or M = 4.0 after a corresponding deviation of the valves 39 in the TGD 8 at which track control is provided by the keels 18 of the inverted V-shaped LRT 14-17. The longitudinal and transverse control in the aircraft configuration is carried out by the in-phase and differential deviation, respectively, of the end parts 23 of the KFOR 2.

To improve the energy dissipation of the shock wave, the trapezoid mid-level GIP 4 holds up and muffles the transition over the sound barrier by increasing the cross section of the fuselage head section 1, and the sunward sweep 14 together with the inverted V-shaped NDI 14-17 18 form a modified inverted shock wave, moving towards the head, reduced by a fuselage triangular nose in terms of 3 acoustic shocks, and therefore, as a result of their interference the resulting wavelength decreases, and the power distribution of the latter over a larger area will lead to more intensive dissipation of its energy, but also removes sound shocks that occur at the time of overcoming the sound barrier, upwards, and also mutes the sound disturbance, and keeps it longer at the height of its flight, this means that the shock wave will weaken noticeably before it reaches the ground, and the presence of an additional pair of carinae 9, which hold the shock wave under wing 2, also contributes to an increase in its noiselessness.

Thus, the barely noticeable BSIN with three ramjet propulsion systems and two turbojet engines with UHT powered by PKSs that alter the pitch balancing is a deck-based SCWP, which is made according to the integral layout of the airframe with GIP, KFOR and NDT. Since the placement of the PKS at the ends of the PGO and if the flap deviates its flap, the lifting force of the PGO will increase by one third, such a scheme is chosen with the installation of the PKS before its flaps. When landing, the digital EDSU provides artificial stability of the BSIN by performing a consistent deviation of the end parts of KFOR, which perform the role of an air brake along with the horizontal thrust reverser with flat nozzles of the turbofan engine. The flat nozzles of two turbofan engines with adapters, which ensure a smooth change in their cross-section from a round nozzle to a hexagonal and then to a pentahedral, are made with a UHT. Despite insignificant losses (up to 3%) of thrust from the non-optimal shape of nozzles, such a consistently transformed nozzle shape greatly reduces the infrared visibility of a SSEC and its radar visibility. This is facilitated by the integral layout of the carrier airframe with a smooth conjugation of the fuselage, PGO and KFOR, the widespread use of radar absorbing coatings. The row of paneling joints has sawtooth edges. All this leads to an improvement in hardly noticeable characteristics with a decrease in radar, infrared and visual conspicuity. This is also facilitated by lateral NVZs, which, when viewed from the front, have V-shaped plate-type edge cutters.

This design will solve several problems at once: shielding the blades of the afterburner compressor turbofan, removing the boundary layer, increasing the recovery coefficient of the total pressure. Placing the gap to drain the boundary layer behind the nose of the fuselage reduces the visibility of the low-noise deck BSIN and its aerodynamic drag. Such NVZ is technically simpler and easier because it consists of a ramp that compresses the flow and forms a conical flow. Developed nasal fuselage overlaps of KFOR with trapezoidal CSR, designed to generate whirlwinds when maneuvering at high angles of attack, create due to their joint participation in the implementation of lifting force, on a par with the performance of FEC technology during takeoff and landing modes of flight deck BSIN and achieving high thrust-ratio of the turbopromochnaya SU, which has the smallest unit load on the power, especially, with the jet system PKS PGO, powered by two turbofan engines with their UHT flat nozzles.

Claims (4)

1. An unmanned aircraft missile system (BARK) containing an unmanned aerial vehicle having a fuselage, a tail wing with a tail unit, a power plant engine (SU), an onboard control system (BSU) providing autonomous (AU) and remote (DU) control with the command post (KP) of the carrier ship (KN), an on-board power source, a detachable anti-ship missile (ASM), docked through the separation unit and intended to hit a surface target (NTS), characterized in that it is equipped with at least two The unmanned supersonic fighter-carrier (BSIN) unmanned supersonic fighter aircraft (BSIN) returned to the aircraft carrier deck have a turbojet dual circuit engine (TRD), respectively, with one ramjet turbojet engine (RAMJET), and a single-jet air jet engine (TRDD), respectively, with one ramjet turbojet engine, one fuse jet engine, two turbojet engines. parts of the fuselage in a three-engine nacelle (TDG) between two afterburner turbofan engines or ramjet propulsion engines in the TDG with two ramjet engines mounted in wing gondolas at the ends of the inner sections of the middle section of the existing deltoid wing (KFOR), while the turbofan engines have as the extraction of compressed air from their compressors and its direction through the air exhaust ducts to the console cantilevers nozzles (PKS) of the front horizontal tail unit (PGO), creating a reactive force of adjustable magnitude and direction for lifting and controlling pitch and only with a short take-off and landing (KVP), and thrust vector control (UHT) to create, together with PKS PGO, lift and march thrust and change longitudinal balancing when performing KVP, and also create a march eva jet propulsion during horizontal flight in the configuration of a supersonic aircraft after shutting off the compressed air from the turbofan propulsion system on the PSC trapezoidal PGO, placed with a positive transverse angle V and close to the KFOR and in front of the wing inlets (NVZ) mounted on the sides of the fuselage, made according to the area rule with its smooth interfacing with the KFOR in the integrated aerodynamic layout of the duck with a single bearing body and the CIP, but also made with the ability to transform their flight configuration after KVP from the corresponding aircraft with PKS PGO and TRDD with UHT in a supersonic BSIN with a flight speed of up to M = 2.0 or M = 4.0 Mach, respectively, when working in the control system of two turbofan engines or one and three ramjet propulsion engines, but also back, and KVP modes for lifting and rebalancing in pitch, the middle position of the main switchboard is made with the possibility of in-phase synchronous deviation of its flaps together with the deviation of the internal and external flaps of the KFOR, equipped with internal air ducts from the TRDD compressors which synchronously interact on the modes of creating a balanced reactive power from PKS PGO and lift-march thrust from turbofan engines with UHT in jet systems located front and rear of the center of mass, respectively, of the cold and hot exhaust of the jet stream, and looking at the top of the PGO console located behind the pilot's cockpit the wider part of the KFK overhangs so that its rear edge is placed parallel to the front edge of the corresponding side NVZ, which has, as viewed from above, the left and right TDG air ducts, the stern of which is between the spaced tail beams, while the outer arrowed sections of the KFOR are equipped with integral-pivoting in the vertical longitudinal plane with trapezoidal end parts mounted with a positive transverse angle V, used for differential and in-phase upward and downward deviations as KFOR elevons, with the winged tail fin (NDO) has a high-positioned stabilizer (BC) mounted on the outer sides of the fuselage or at the ending of the forquil over the KFK flaps and vertical keels ( K) mounted on the ends of the inner sections of the KFOR or on wing gondolas, shielding the sides of the turbofan shear nozzle, while the oblique sides of the fuselage in its corresponding fore, central and aft parts, including TDG with its lateral ignition excitations, reduce the effective area of dispersion diamond-shaped cross section, but also the lower developed part of the fuselage of a faceted configuration when viewed from the front with a sharp lower line continuously extending from nose to tail, including the nasal fuselage overhangs, KFK overhangs and the front edge The KFK wedge-shaped profile, having internal trapezoidal sections with a span, is equal to the width of PGO, with the BSIN airframe equipped with the ventral trapezoidal carinae, which are rejected outward, mounted under spaced beams or wing gondolas, have IRTs and to get into the world at the front ends of their ends, using spaced beams or wing gondolas, and IRTs and to get into the mainstream of the IR emitters and into the outer radiators of the beam. BSIN airframe is made by hardly noticeable technology with a radio absorbing coating. 2. The unmanned aircraft missile system according to claim 1, characterized in that the BSIN has the said NDO, which, as viewed from above, is a horizontal straight sun, whose cantilevers are parallel to the rear edge of the outer or inner sections of the KFOR, respectively, with inclined inward to the axis of symmetry of the VC, having one-piece swivel arrow-shaped or trapezoidal end parts, and when viewed from the front of the console of the BC and VK, which are parallelly placed the top surface of the KFOR and the inclined side am fuselage with TDG, respectively, but the sun, forming a biplane with the rear part of the internal section of the KFOR, increases the cross-sectional area of the latter, which initiates an inverted shock wave, moving towards the head, reduced nasal in terms of the fuselage in plan, and therefore, as a result their interference, the intensity of the resulting shock wave decreases, but the distribution of the power of the latter over a larger area, including the COL, will lead to more intense dissipation of its energy and the removal of the acoustic shock arising at the time of overcoming the sound barrier, and up, and on the sides, but also muffling the sound perturbation and being a sound strike absorber, holds it longer at the height of its flight, which means that the shock wave will noticeably weaken before it reaches the ground, while in the form of a transformable air intake device (TVZU), which converts the supersonic part of TVZU with two methods of air supply, but also back, and at the same time switching the air supply between duct channels by controlled doors so that the TVZU takes off melts on each turbofan when blocking the entrance to the ramjet, when the speed is set to M = 2.0, it triggers upon ramping up the entrance of each turbofan, switching to ramjet in TDG, each ramjet with a central body of a conical two-step form providing different required Mach numbers in steps, creates acceptable thrusts in a wide range of Mach numbers, has a fissile supersonic nozzle, which in a closed cone-like form during the operation of the turbofan engine ensures a continuous flow of air flow around the ramjet propulsion jet, and when the ramjet operates, tsya air via a series of holes in the rear part of the housing and passing through a narrow gap between the nozzle and the housing ramjet. 3. The unmanned aircraft missile system (BARK) according to claim 1, characterized in that in the CFC BSIN modes each of its turbofan engines performed with elements of digital program control combining in a dual-mode regulation and control system its simultaneous operation mode as when selecting compressed air on PKS mentioned PGO, and with a balanced distribution of residual reactive thrust between the flat nozzles of the turbofan engines with a UHT, located between the keels of the above-mentioned NDT, shielding the turbofans with flat nozzles mounted on top of A bent surface with a heat-absorbing layer of the rear fuselage, which has a sawtooth-shaped rear edge between the ends of the tail beams, while the inner and outer sections of the KFOR, having a sawed-back rear edge, respectively, with a reverse and forward sweep, placed parallel to the rear and leading edge respectively PGO console, each side NVZ, made with an automatically adjustable central wedge, has, when viewed from the side, a forward or reverse sweep KU input device NVZ, which is parallel to the rear or front edge of the ventral carina, respectively, and is equipped to separate the boundary layer from the fuselage with V-shaped plate-side cutters when viewed from the front, the top and bottom of which are respectively parallel to the side of the fuselage and the top surface of the KFD , improving shielding of turbofan compressor blades and removal of the boundary layer, increases the recovery coefficient of the total pressure, but also reduces the visibility and its aerodynamic e is resistance, while KDF with a slat has its outer sections all over the span, made folding on each side inward towards the axis of symmetry and along a single line parallel to the latter, each mentioned turbofan with adapter 29 providing both the area critical control and the output polygonal sections of its nozzle in the narrowing or expanding parts, and smooth smooth flow change its section from a round nozzle to a hexagonal and then to a five-sided flat nozzle, supplied and it has a faceted wall 30, which, when viewed from the rear, has a V-shaped configuration, and an upper flap 31, consisting of two rectangular 32 and pentagonal 33 forms in plan, respectively, angled at 22.5 ° and 22 angularly deflected between the vertical side walls 28 downwards, 5 °, but also around the first 34 and second 35 transverse axes so that in the lower position the rear edge of the upper flap 31 contacts the lower faceted wall 30, which has an equal-angle V-shaped trailing edge of the upper flap 31 as the corner at its top, and on its V-shaped faces hatch two rectangular front planes 36 and two trapezoidal rear plan 37 folds of different sizes in area, having on opposite sides of the pentagonal hatch in plan, turn nodes that create automatic synchronous deflection down vertically and simultaneously turning down the upper flap 31 so that the two front ones are smaller 36 of they are deflected along the flight, and the two rear big 37 are opposed to flight, which form with a non-closed front and rear side surfaces a pentagonal manhole nozzle (FL), which, having an area and width, is equal a great adapter 29 nozzles of pentahedral shape creates a corresponding deviation of the thrust vector from horizontal to vertical, but also vice versa, while on the edges of the lower wall 30 of each nozzle in a diagonal pair, including the front rectangular 36 and rear trapezoidal in valve 37, the last of which on its lower side has a triangular 38, when viewed from the rear, an end portion, made with a limb, the angle of which is equal to the angle between the edges of the lower wall 30 and creating, during its primary deviation, h before opening diagonally placed other flat rectangular 36 and trapezoid in plan 37 sashes continuous rear surface of the lower FL, with the synchronous deviation of rectangular 32 and pentagonal 33 parts of the upper sash 31 down by 22.5 ° + 7.5 ° or 22.5 ° + 22.5 ° with simultaneous opening in pairs of front 36 or rear 37 FL flaps, tilted transverse flaps down the flight 36 or against 37, forming their inclination to the horizontal at an angle of 45 °, provide the ability to perform a short take-off or landing with a short mileage by creating an inclined horizontal thrust or reversing horizontal thrust, while in the PLS the lower transverse rectangular flaps 36 are made with the possibility of their simultaneous upward deviation at an angle of 22.5 ° along with the pentagonal 33 part of the upper flap 31, which creates flight modes, with the in-phase and differential deviation up / down in the left and right PLC, the change in balancing in pitch and roll, respectively, and after the short take-off mode during the transition to aircraft e flight modes with jet propulsion systems that generate jet propulsion, two PGO PSCs, which are both disconnected / connected from / to the TPRD compressors and when the PGO flaps with flaps 33, 36 flat UHT flaps are not tilted / tilted downwards, provide two ways to implement horizontal cruising / burglar flight, respectively, with trans- or supersonic speed / low subsonic flight speed. 4. The method of using a ship-based BARK, for example, on an aircraft carrier (AS), which consists in the fact that when the distance to the SC, located at a considerable distance from the Academy of Sciences, is known approximately, they give out to the BSIN that carries the half-submerged CRF in the BSIN building, data of the primary target designation, perform prelaunch preparation and check CRP, enter into the BSIN BSU flight task and after lifting two BSIN on the deck of the Academy of Sciences and their alternate roll-out to the start position, a short take-off is provided they are using the BSU and using commands from the TMU system with the Academy of Sciences on the starting and marching sections of the trajectory with a low flight altitude of the BSIN, which provides a search for an NTS on a given route, and when it detects and identifies the NTS in the BSU, they develop a team and perform a BSIN maneuver to climb 23 km and its acceleration to supersonic speed corresponding to M = 2.0, ensuring the launch of ramjet BSIN to achieve supersonic speed corresponding to M = 2.0-4.0, and the subsequent launch of hypersonic anti-ship missile from it, transmit a signal about the detection of NC with her coordinate Atami using the system of mutual exchange of information from the first CRP through the BSU of the head BSIN to the second CRP of the salvo through the BSU of the slave BSIN, the maneuver is calculated using the slave BSIN guidance system with prediction of further changes in the motion parameters with an accuracy comparable to the adaptive angle of anticipation of the SC, which automatically is determined when approaching the NC and corrects the required maneuver for making a salvo or launching the RCC one by one with error correction accumulated by the combined inertial control system I, according to the receiver of the GLONASS satellite navigation system signals, use its infrared homing head and autonomous recognition NC software at the final flight segment of each RCC when they approach it before the collision with the NTS body, strike the NTS, and then the BSU each BSIN produce commands their management for automatic return at a distance of 1250 km and alternate landing with a short mileage on the deck of the Academy of Sciences.

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