RU2708782C1 - Unmanned aircraft-helicopter-missile carrier - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to aircraft engineering and can be used in design of rotary-wing aircraft. Unmanned aircraft-helicopter-missile carrier (UAHMC) has fuselage with wing and tail unit, engine, onboard control system (OCS), detachable controlled missile. UAHMC has high-lying wing asymmetrically variable sweep and on rounded in plan its tips – two double-bladed rotors (DBR), tail empennage of seagull type and in stern nacelle – free power turbine, leading DBR and portable turbofan. DBR and turbo-fan create, at vertical and short take-off and landing, lifting force and reactive cruise thrust with running/autorotating transverse DBR or fixed by wings with their hollow wing blades of asymmetrically variable sweep to outside from center of weights at horizontal flight in configuration of jet rotary-wing/gyroplane and transonic aircraft, which has aircraft guided missiles in bomb compartment. UAHMC is made with the possibility of folding the blades DBR, wing and tail empennage after landing on carrier ship.EFFECT: higher speed and range of flight, higher probability of destruction of surface, underwater and air targets located at long range.5 cl, 3 dwg, 1 tbl

Description

The invention relates to the field of aeronautical engineering and can be used in the construction of unmanned aerial vehicles-helicopter-missile carriers having a high-position wing of an asymmetrically variable sweep (KAIS) and at its ends two two-bladed main rotors (DNV), tail unit type gull and in the aft gondola free power turbine leading DNV and external turbofan, creating vertical and short take-off and landing (GDP and KVP) lifting force and marching jet thrust directed back with workers / author otiiruyuschimi transverse DNVs or fixed over the KAIS consoles with their hollow wing-blades of an asymmetrically variable sweep inward to the center of mass during horizontal flight in the configuration of a rotorcraft / winged gyroplane and a jet / transonic aircraft.

Famous aircraft vertical take-off and landing (VTOL) mod. S-57 of the Sikorsky company (USA) of project XV-2, having a high wing, which is stopped and retracted into the longitudinal section of the upper part of the fuselage by a single-blade rotor with a counterweight, is equipped with a jet nozzle, a jet system and an air duct from a turbojet engine (turbojet) installation (SU), underwing two-keel plumage and tricycle retractable wheeled chassis.

Signs that coincide - the presence in the upper part of the fuselage of a single-blade HB, creating only vertical thrust, having a jet system with an air duct laid inside the column of the HB shaft and providing uniform power take-off of the turbojet engine, the air of which, heading towards the HB nozzle, will rotate it and create a lifting force. A specific feature of the XV-2 VTOL aircraft is the design of the NV with adjustable circulation and its fixed placement in the fuselage: when switching to airplane mode, the NV stopped having nodes for folding the shaft column and fixing the blades that fit into the fuselage.

Reasons that impede the task: the first is that placing on the top of the fuselage a stopped and retractable HB having an automatic swash plate of its blade with control of its general and cyclic changes in its pitch, which predetermines a structurally complex folding column of its shaft and a counterweight with air ducts, which complicates the design and reduces reliability, but also significantly increases the overall dimensions in height with a rotating HB. The second is that the diameter of the HB is limited by the length of the fuselage and, as a result, when the stream hangs from the HB, blowing over the wing consoles and creating a significant total loss (≈ 34%) in their vertical thrust, it slows down and the high flow rates of the dropping from them predetermine the formation vortex rings, which at low lowering speeds can dramatically reduce the traction force of the HB and create an uncontrolled fall situation, which reduces control stability and safety. The third one is that the single-engine SU includes the turbojet engine of excess power used in fulfilling the GDP by 100%, which greatly reduces the MTBF and reliability, especially when it fails, and the location under the deltoid wing of vertical keels having fairings with rear wheels of the chassis, which predetermines, increasing aerodynamic drag, restrictions in achieving speeds of up to 745 km / h. All this also limits the possibility of reducing the mass of the airframe design with a single-blade NV with a swash plate, as well as further improving the weight return and increasing the payload.

The well-known experimental aircraft model AD-1 (Ames Dryden) with an asymmetrically variable sweep wing Ames Corporation (USA) contains a highly located wing mounted on a hinge that rotates in the horizontal plane to change the opposite sweep of its consoles, a fuselage with a developed tail unit and a three-leg retractable retractable wheeled landing gear.

Ames model AD-1 aircraft with an asymmetrically variable sweep wing (KAIS) and a specific wing load of 113 kg / m ² , has a fuselage length of 10.0 m and a landing gear height of 2.06 m, as well as a wingspan with a sweep of 60 ° / 0 ° respectively 4.93 / 9.86 m and wing area 8.64 m ² . With a take-off mass of 973 kg, the empty weight will be 658 kg and the jet thrust of two turbojet engines Microturbo TRS18-046 2 × 1.8 kN. Known aircraft with variable sweep of the wing have several disadvantages, the main of which are: the shift of the aerodynamic focus when the sweep changes, which leads to an increase in balancing resistance; the increase in the mass of the structure due to the presence of the power beam and the rotary hinges of the consoles fixed to it, as well as seals of the retracted position of the wing. Both disadvantages ultimately lead to a decrease in flight range or mass of the transported payload. Tests of the aircraft with KAIS showed that the drag is reduced by 11-20%, the mass of the structure - by 14%, the wave resistance when flying at trans- and supersonic speeds - by 26%. However, the use of CAIS entails a number of disadvantages. Firstly, at a large sweep angle of 45 °, a console with a direct sweep has a larger effective angle of attack than a console with a reverse sweep, which leads to asymmetry of drag and, as a result, to the appearance of parasitic turning moments in roll, pitch and yaw. Secondly, the KAIS is characterized by a twice as large increase in the thickness of the boundary layer along the span, and any asymmetric stalling of the flow causes intense disturbances, and their elimination can be carried out by using a system of biplane KAIS.

Closest to the proposed invention is the anti-submarine missile system (SLCM) "Super Icara" (United Kingdom), used from the launcher (PU) of the launch vehicle (SC) a single-use cruise carrier rocket (OKRN) having a fuselage carrying a wing with a tail , a turbojet engine, an onboard control system (BSU) providing autonomous (AU) and remote (DU) or telemechanical control (TMU) from a command post (KP) KN, a detachable aircraft anti-submarine torpedo (APT), designed to be hit I submarine (PL).

Signs that coincide are the dimensions of the missile launcher without naval launchers: length 3.42 m, wingspan 1.52 m, height 1.57 m. Warhead: small-sized homing anti-submarine torpedo (Mk. 44). Flight characteristics: maximum and minimum flight altitudes, respectively, 300 m and 15-20 m. Due to the significant weight of the rocket launcher with a torpedo Mk.44 of 1480 kg (with a mass of 13% of the target load, torpedoes are 196 kg, its length 2.57 m and diameter 324 mm) and short ranges of 24 km and a flight speed of 140-240 m / s, and of the warhead (torpedoes - 30 knots and a range of 5 km).

Reasons that impede the task: the first is that the launch of the subsonic OSRN was carried out in the direction as close as possible to the target dropped torpedo. The target location data came from the sonar system (GAS) of the surface carrier ship, another ship or anti-submarine helicopter. Based on this information, the data on the optimal torpedo release zone is constantly updated in the computer of the firing control system, which then transmitted them through the radio command control system to the flight control system in flight. Upon arrival of the missile launcher in the target area, the self-guided APT Mk 44, half recessed with its dorsal arrangement in the missile launcher, detached by radio command, descended by parachute, went into the water and began searching for the target, after which the missile launcher continues to fly with the operating SU, leading her away from the splash-down site of the homing APT, so as not to interfere with her homing system, while the one-time RCS left the area and self-destructed.

The present invention solves the problem in the aforementioned known naval OKRN "Super Icara" (UK) to increase the target load and weight return, increase the speed and range, increase the likelihood of hitting surface, underwater and air targets located at long range, but also after a long flight to attack it in hover mode, return to the KN helipad for reuse and transformation into a marching configuration for ship or air based.

The distinguishing features of the invention from the above-mentioned known ship supercranes "Super Icara", closest to it, are the fact that it is equipped with a twin-screw transverse-bearing circuit (DPS) at the ends of the wing with two-bladed main rotors (DNV), which create in DPS-X2 vertical thrust only during vertical and short take-off / landing (GDP and KVP) and in transitional flight modes and at least one combined gas turbine engine (KGTD), made in the form of a dual-circuit engine having an external and internal the early circuits, respectively, with an external single-row fan (WWW) and at least one free power turbine (CCT), transmitting the take-off power of the power plant (CC) through the transmission system to the DNV in a symmetrically balanced DPS-X2 and / or one WWII having blades with a large twist of them, working according to the pulling scheme for creating reactive thrust in the propulsive-reactive system (PRS-R1) when performing GDP and LPC and in transitional flight modes or horizontal translational flight, and a highly located wing a variable sweep (KAIS) with a swivel in the horizontal plane mounted on top of the fuselage on a rotating mechanism with a follower drive, providing from sweep χ = 0 ° to oppositely directed χ = ± 60 ° or χ = ± 65 ° corresponding when viewed from above synchronous rotation on the vertical axis of rotation, passing along the axis of symmetry and through the center of mass, and from the leading edge of the KAIS at a distance equal to 1/4 of its average aerodynamic chord, but also made as returned to the KN, and with the possibility transforming its flight configuration after performing the KVP or GDP technology from a rotorcraft or helicopter with DPS-X2 and PRS-R1 into the corresponding jet winged gyroplane for a barrage flight or aircraft with maximum or normal take-off weight, respectively, with wide-chord DNV operating in autorotation mode or in the quality of the hollow wing-blades supporting them with an asymmetrically variable sweep (DLKAIS) after the DNV transformation, performed sequentially, when the right and left DNV are simultaneously stopped such that when viewed from above, their blades are both preliminarily placed perpendicular to the front edge of the KAIS multidirectional consoles and are equipped with automatic nodes for their simultaneous folding by turning 90 ° in the horizontal plane inward to the center of mass of the DNV wing blades so that the two right and the two left ones are fixed respectively with reverse and direct sweep along the leading edges of the DLKAIS DNV, which form the same multidirectional sweep with the right and left KAIS consoles χ = -60 ° and χ = + 60 ° or χ = -65 ° and χ = + 65 °, organizing synchronously-symmetrical fixed DLKAIS relative to the axis of symmetry, the leading edges of which are placed in plan parallel to the leading edge of the KAIS in the flight configuration of the aircraft with ORS -R1 and the biplane system of bi-directional wings (RBK), which converts at a specific power load ρ _N = 2.15 kg / hp. moderate elongation of KAIS with λ = 6.0-7.0 to small elongation λ = 0.78-0.9 or λ = 0.65-0.76 RBK, with fixed right and left DLKAIS DNV, placed in the plan with sweep χ = ± 60 ° or χ = ± 65 ° above the corresponding KAIS consoles, but also vice versa, while in the transmission system, for example, one KGTD with an annular cowl of the Second World War is placed behind the center of mass in the aft gondola, in which it is coaxially mounted between the Second World War and the FTA with the latter two, an intermediate gearbox having a longitudinal along its axis both the input shaft from the CCT and the output external and internal coaxial shaft s, the first of which transfers power through the clutch to the Second World War, and the second is extended beyond the Second World War and transfers torque through the clutch to the T-shaped main gearbox DPNS-X2 from a side view, the vertical column of the output shaft of which, being the rigid axis of the swivel joint KAIS, placed coaxially and above the latter, has transverse shafts (PV) from it and inside the KAIS consoles, transmitting equal power to the corresponding DNV angular gearboxes mounted in a vertically oriented teardrop-shaped streamline The firs having output vertical shafts equidistant in plan with the right / left MF from the center of mass are deflected backward along the flight by an angle (α), which is equal to or equal to 1/2 the angle of attack (α) of the KAIS, placed with its sweep χ = 0 ° and χ = ± 60 ° or χ = ± 65 °, respectively, parallel to the plane of symmetry and when viewed from the front to the left of it / to it.

раза больше диметра (D) ДНВ, консоли которого зафиксированы перпендикулярно к оси симметрии для взлетно-посадочных режимов и на переходных режимах полета, при этом стреловидные внутренние и внешние секции хвостового оперения типа чайка, выполненные в виде двух килей с рулями направления и двух полустабилизаторов (ПС) с рулями высоты, смонтированы при виде спереди соответственно наружу от плоскости симметрии и от его изломов горизонтально или наклонно вниз, при этом трапециевидное КАИС имеет как его площадь, составляющую 51,4%-52,3% от суммы площадей КАИС с ДЛКАИС двух ДНВ и двух ПС, так и в свою очередь меньшую площадь последних, составляющую 14,5%-17,3% от площади КАИС соответственно, причем скошенные боковые стороны фюзеляжа в соответствующих его носовой, центральной и кормовой частях, включая и гондолу с упомянутым ее плоским соплом, уменьшая эффективную площадь рассеивания, образуют при виде спереди трапециевидное поперечное сечение, но и нижнюю часть фюзеляжа граненой конфигурации с острой нижней линией непрерывно распространяющейся от носа до хвоста, при этом каждый трапециевидный подфюзеляжный киль, смонтированный при виде спереди наружу, снабжен на законцовке обтекателем, имеющим спереди и сзади на его концах соответствующие ИК-излучатели и видеокамеры, а снизу - не убираемое колесо шасси с амортизируемой главной опорой, причем хвостовая балка снабжена профилированной концевой частью, которая интегрирована по внешним ее бортам с внутренними секциями хвостового оперения и имеет V-образную в плане заднюю кромку, которая в плане размещена параллельно скошенной в КГтД задней кромке плоского сопла, имеющего термопоглощающее покрытие, уменьшающее ИК-заметность, при этом консоли КАИС размещаются по оси симметрии и фиксируются над фюзеляжем в походно- или полетно-транспортную конфигурацию, уменьшающую в 8,2 раза соответствующую площадь от взлетной его площади наравне и при поочередно сложенных внутренних и внешних секций хвостового оперения соответственно вверх к оси симметрии и обратно вниз, размещаясь при этом в соответствующих кормовых утонченностях фюзеляжа и вдоль боковых его сторон, высота которых равновелика размаху соответствующих сложенных внутренних секций хвостового оперения, но и при упомянутых ДНВ со сложенными их лопастями в ДЛКАИС, размещенными их лопастями над соответствующими консолями КАИС и по обе стороны от оси симметрии, зафиксированы с их законцовками, направленными к центру масс, причем при корабельном или воздушном базировании БСВР в походно-транспортной на шасси или с убранным шасси в полетно-транспортной конфигурации соответственно без верхнего и с верхним сбрасываемым обтекателем вала и втулки правого из упомянутых ДНВ при соответствующем размещении упомянутых их ДЛКАИС, при этом снизу под задней кромкой профилированной концевой части хвостовой балки вдоль оси симметрии размещен обтекатель, имеющий на его конце отсек с выдвижной штангой магнитометра и в нижней его нише с открываемыми створками опускаемую лебедкой и буксируемую на тросе под водой антенну гидроакустической станции при барражирующем его полете, причем в полетной конфигурации автожира с авторотирующими ДНВ при корабельном базировании БСВР, несущим авиационные противолодочные и противокорабельные ракеты (АПР и ПКР), обеспечивает соответствующую борьбу с подводной лодкой (ПЛ) и надводным кораблем (НК), при этом опускаемая гидроакустическая система, состоящая из индикатора акустических сигналов и двух приемников для их приема от гидроакустического антенны, их кодирования и передачи по восьмиканальной закрытой связи на КН для обработки в реальном масштабе времени, и высокочувствительным магнитометром, имеющим магниточувствительный элемент, работающий на расстоянии 30 м от водной поверхности, и связанным с БСУ БСВР, предусматривающей выдачу команд на включение в расчетной точке магнитометра и на управление после срабатывания магнитометра при обнаружении ПЛ-цели, но и регистрации в запоминающем устройстве БСУ координат точки обнаружения ПЛ-цели при передаче на КН и его КП, причем упомянутая БСУ имеет как радиоканал закрытой связи с авианесущим КН, так и радиолокационную станцию с передатчиком команд, оптико-электронную систему с двухканальным автоматом сопровождения цели и вычислительную систему с блоком автоматики многофункционального пульта управления, обеспечивающего при горизонтальном крейсерском полете самостоятельное нахождение ПЛ-цели, идентификации ее и принятие подтвержденного решения от оператора КН об уничтожении им выбранных, но и возможность его транспортирования в ангаре КН и походной его конфигурации со сложенными консолями упомянутых КАИС, хвостового оперения и ДНВ, причем при воздушном базировании БСВР на палубном истребителе-носителе (ИН) типа Су-57, перемещающим на подвесной консоли подфюзеляжного ПУ, например, один БСВР с большими сторонами плоских его боковых воздухозаборников, выполненных, открывая/закрывая их вход, отклоняемыми вверх/вниз к пластинчатым отсекателям, сложенными упомянутыми и ДНВ и в бомбоотсеке с двумя ПКР Х-38М, имеет возможность пуска ПКР с подвешенного состояния на ИН, отстыковывания и запуска БСВР с ИН для создания буферной роботизированной авиазоны между ИН и ПВО НК-цели, увеличивающей радиус действия ПКР Х-38М с 40 до 400 км, при этом радаром типа Н036 с ИН обеспечивается целеуказание, а управление БСВР - вторым пилотом ИН, используя маловысотный профиль полета и систему самообороны - станцию активных электронных помех, причем при достижении области, из которой будет поражена НК-цель, БСВР произведет залп или поочередный запуск ПКР с коррекцией ошибки, накопленной комбинированной инерциальной системой управления по данным приемника сигналов спутниковой навигационной системы ГЛОНАСС, на конечном участке полета ПКР используется инфракрасная головка ее самонаведения и программно-аппаратные средства автономного распознавания целей, затем БСВР на удалении 1485 км автоматически возвращается на КН-носитель с вертикальной на его вертолетную площадку посадкой, при этом планер выполнен из алюминиево-литиевых сплавов и композиционных материалов по малозаметной технологии с радиопоглощающим покрытием, фюзеляж которого снизу снабжен упомянутыми ПУ вооружения в бомбоотсеках, имеющих по две автоматические створки с пилообразными поперечными их сторонами, а его БСУ снабжена возможностью опционального его управления пилотами из двухместной кабины, имеющей катапультируемые в верхнюю полусферу кресла, размещенные бок о бок и срабатывающие на режимах ВВП и зависания поочередно только после отстрела лопастей переднего ДНВ, которые крепятся на валу посредством пиропатронов, но и его использования в составе авиационной группы в качестве головного совместно с двумя БСВР, один из которых, являясь ведомым, автоматически повторяет маневры головного, а другой - управляется вторым пилотом с головного, а затем и наоборот.In addition, the oncoming flow in vertical and horizontal flight regimes is simultaneously met by the leading edges of the advancing left and right DNV blades and their fixed DLKAIS, which together with the aforementioned KAIS, play the role of upper split wings with the angle of attack of their DLKAIS, while on the GDP regimes and freezing full compensation of the reactive torque in the aforementioned DPS-X2 and a change in the balancing of the pitch, course or roll from the working DNVs made with rigid fastening of their blades, it is provided, respectively, in the opposite direction of rotation of the right and left DNV, only clockwise and counterclockwise and by changing the corresponding cyclic step by means of the automatic swash of each DNV or by differential change in the thrust of the right and left DNV, moreover, when performing the LPC technology in the configuration of a rotorcraft or winged gyroplane with KAIS having its scope in

times the diameter (D) of the DNV, whose consoles are fixed perpendicular to the axis of symmetry for takeoff and landing modes and in transitional flight modes, while the swept inner and outer tail sections of the gull type are made in the form of two keels with rudders and two half stabilizers ( PS) with elevators, mounted when viewed from the front, respectively, outward from the plane of symmetry and from its kinks horizontally or obliquely downward, while the trapezoidal KAIS has both its area, comprising 51.4% -52.3% of the total area KAIS area with DLKAIS of two DNVs and two substations, and in turn a smaller area of the latter, comprising 14.5% -17.3% of the area of KAIS, respectively, with the beveled sides of the fuselage in its corresponding fore, central and aft parts, including and the gondola with its flat nozzle mentioned, reducing the effective dispersion area, when viewed from the front, form a trapezoidal cross section, but also the lower part of the fuselage of a faceted configuration with a sharp lower line continuously extending from nose to tail, with each trapezoid the prominent fuselage keel, mounted from the front to the outside, is equipped with a fairing on the tip that has corresponding infrared emitters and video cameras at the front and rear at its ends, and the landing gear wheel with a shock-absorbing main support at the bottom, and the tail beam equipped with a profiled end part, which integrated along its outer sides with the inner sections of the tail unit and has a V-shaped rear edge in plan, which in plan is placed parallel to the trailing edge of the flat nozzle, which is beveled in the CGTD, having thermally absorbing coating that reduces IR visibility, while the KAIS consoles are placed along the axis of symmetry and are fixed above the fuselage in the travel or flight transport configuration, which reduces by 8.2 times the corresponding area from its take-off area on an equal footing and when the internal and external sections are alternately folded of the tail unit upward respectively to the axis of symmetry and back downwards, being located at the same time in the corresponding aft refinements of the fuselage and along its lateral sides, the height of which is equal to the span of the corresponding laid down internal sections of the tail unit, but also with the aforementioned DNVs with their blades folded in the DLKAIS, placed by their blades above the corresponding KAIS consoles and on both sides of the axis of symmetry, they are fixed with their tips directed to the center of mass, and with ship or air based BSVR in the traveling gear on the chassis or with the landing gear retracted in the flight transport configuration, respectively, without the upper and upper resettable cowl shafts and bushings of the right one of the mentioned DNVs with the appropriate size In addition to their DLKAIS, at the same time, a cowl is located below the bottom edge of the profiled end part of the tail beam along the axis of symmetry, having a compartment at its end with a retractable magnet rod and in its lower niche with openable shutters, a winch lowering and a hydroacoustic station antenna towed on a cable under water when flying in a barrage, and in the flight configuration of a gyroplane with autorotating DNV in ship-based BSVR, carrying aircraft anti-submarine and anti-ship missiles (APR and RCC), provides the appropriate fight against a submarine (PL) and a surface ship (NK), while the omitted hydroacoustic system, consisting of an indicator of acoustic signals and two receivers for their reception from a hydroacoustic antenna, their coding and transmission via eight-channel closed communication to KN for processing in real time, and a highly sensitive magnetometer having a magnetically sensitive element operating at a distance of 30 m from the water surface, and associated with the BSU BSVR, providing for the issuance of com nd to turn on the magnetometer at the calculated point and to control after the magnetometer has been triggered when a target is detected, but also to register in the BSU memory the coordinates of the target point of detection of the target when it is transmitted to the KV and its gearbox, and the mentioned BSU has a radio channel of closed communication with the aircraft carrier KN, as well as a radar station with a transmitter of commands, an optical-electronic system with a two-channel target tracking automaton and a computer system with an automation unit of a multifunctional control panel that provides horizontal cruising flight, independent finding of the PL target, its identification and adoption of a confirmed decision from the KN operator to destroy the ones chosen, but also the possibility of transporting it in the KN hangar and its traveling configuration with the folded consoles of the aforementioned KAIS, tail unit and DNV, moreover, when airborne BSVR on a carrier-based fighter carrier (ID) of the Su-57 type, moving on the suspended console of the ventral PU, for example, one BSVR with large sides of its flat side air intakes, Having opened / closing their entrance, deflected up / down to the plate-type shutoffs folded by the aforementioned DNVs and in the bomb bay with two X-38M anti-ship missiles, it has the ability to launch anti-ship missiles from a suspended state on the IN, undock and start the BSVR with the IN to create a robotic buffer the air zones between the aircraft and the air defense of the NK-target, which increases the range of the Kh-38M anti-ship missile from 40 to 400 km, while the N036-type radar with the enemy provides target designation, and the BSVR is controlled by the second pilot of the aircraft using a low-altitude flight profile and self-defense system - active station e electronic interference, and when reaching the area from which the NK target will be hit, the BSVR will launch a volley or launch the RCC one by one with the correction of the error accumulated by the combined inertial control system according to the data of the GLONASS satellite navigation system receiver, its infrared head is used on the RCC flight end homing and hardware-software means of autonomous target recognition, then the BSVR at a distance of 1485 km automatically returns to the carrier carrier from vertical to its helicopter landing area, while the glider is made of aluminum-lithium alloys and composite materials using an inconspicuous technology with a radio-absorbing coating, the fuselage of which is below equipped with the mentioned weapons armament in bomb compartments having two automatic wings with sawtooth transverse sides, and its BSU is equipped with the option of its optional control pilots from a two-seat cockpit that has seats ejected into the upper hemisphere, placed side by side and operating on GDP and hovering alternately only after the firing of the front DNV blades, which are mounted on the shaft by means of pyro-cartridges, but also its use as part of the aviation group as a head group together with two BSVRs, one of which, being a follower, automatically repeats the head maneuvers, and the other is controlled by the co-pilot from the head , and then vice versa.

In addition, for a booming economical high-speed horizontal flight, each DNV in a synchronously-balanced carrier and autorotating system, including an automatic gearbox in the main gearbox, has the mentioned transverse shafts for the DNV drive, each of which creates two streams: the first is take-off the issuance of the appropriate power from the aforementioned gas turbine engine and the creation of lifting thrust from the DNV, the second is cruising in the configuration of a gyroplane with the reception of power from the autorotation of each DNV at its corresponding etstvuyuschuyu stage, breaking both the DNV of said drive CCT KGtD leading synchronous generator and control and decrease their rotation speed, e.g., 200 or 100 min ^-1 min ^-1, and the angle of attack of blades freewheeling DNV providing larger proportion of 1/3 -1/4 times the required lifting force of the aforementioned KAIS, but also by the plane of rotation of the DNV blades, which are almost aligned with the corresponding air flow at speeds for low- or high-speed flight, leading to a decrease in the rotational resistance of DNV by 12-15% of the total detecting the profile of the blades when the autorotation DNV and the possibilities for cruising flight mode with a reduced calculation KAISA its geometry, component 2 / 3-3 / 4 of the same size aircraft wing.

In addition, for an economical high-speed horizontal flight, reaching marching thrust-weight ratio from 0.143 to 0.225, the SU power is used from 18% to 36% of the working mentioned CGTD only to drive the mentioned Second World War in the configuration of the mentioned jet aircraft with PRS-R1, the mentioned RBK of which, having sweep along its front edge with an angle χ = ± 60 °, provides at an altitude of 11 km a flight speed of Mach 0.636 (M) and 0.82 M, respectively.

In addition, for horizontal flight with a transonic flight speed, reaching marching thrust-weight ratio from 0.225 to 0.363, the SU power is used from 36% to 72% of the working mentioned CGTD only to drive the mentioned WWII in the configuration of the said transonic aircraft with PRS-R1, the mentioned RBC of which having a sweep along its front edge with an angle χ = 0 °, it provides a flight speed of Mach 0.6 (M) at an altitude of 11 km, and M = 0.69 with an angle χ = ± 15 °, with an angle χ = ± 30 ° - M = 0.75, and with an angle χ = ± 45 ° - M = 0.79, with an angle χ = ± 60 ° - M = 0.82, and with an angle χ = ± 62.5 ° - M = 0 , 87, at an angle χ = ± 65 ° increase tsya horizontal flight speed of M = M = 0.9 to 0.96 when the sustainer thrust-weight ratio to 0.45.

Due to the presence of these features, which will allow to master an unmanned aerial vehicle-helicopter-missile carrier (BSVR), which is equipped with a twin-screw transverse-bearing circuit (DPS) at the wing ends with two-bladed main rotors (DNV), which create vertical thrust in DPS-X2 only with vertical and short take-off / landing (GDP and KVP) and in transitional flight modes and at least one combined gas turbine engine (KGTD), made in the form of a dual-circuit engine having external and internal circuits, respectively, with an external one by a conventional fan (BOB) and with at least one free power turbine (CCT) transmitting the take-off power of the power plant (CS) through a DNV transmission system in a symmetrically balanced DPS-X2 and / or one BOB having blades with a large they are steep, operating according to the pulling scheme for creating reactive thrust in the propulsive-reactive system (PRS-R1), directed horizontally backward and along the axis of symmetry when performing GDP and LPC and in transitional flight modes or horizontal translational flight, and highly located an asymmetric variable sweep snout (KAIS) with a swivel in the horizontal plane mounted on top of the fuselage on a turning mechanism with a follower drive, providing from sweep χ = 0 ° to oppositely directed χ = ± 60 ° or χ = ± 65 ° corresponding when viewed from above synchronous rotation on the vertical axis of rotation, passing along the axis of symmetry and through the center of mass, and from the front edge of the KAIS at a distance equal to 1/4 of its average aerodynamic chord, but also made as returned to the KN, and with the possibility of converting its flight configuration after performing KVP or GDP technology from a rotorcraft or helicopter with DPNS-X2 and PRS-R1 into the corresponding jet winged gyroplane for barrage flight or an aircraft with maximum or normal take-off weight, respectively, with wide-chord DNVs operating in their autorotation or as their hollow wing-wing blades asymmetrically variable sweep (DLKAIS) after the DNV transformation, performed sequentially, when the right and left DNV simultaneously remain so that when viewed from above, their blades are both preliminarily placed perpendicular to the front edge of the KAIS multidirectional consoles, and are equipped with automatic nodes for their simultaneous folding by turning 90 ° in the horizontal plane inward to the center of mass of the DNV wing blades so that two right and two left of them are fixed respectively with reverse and direct sweep along the leading edges of the DLKAIS DNV, forming with the right and left KAIS consoles equal multidirectional arrows χ = -60 ° and χ = + 60 ° or χ = -65 ° and χ = + 65 °, organizing synchronously symmetrical fixed DLKAIS relative to the axis of symmetry, the leading edges of which are arranged in plan parallel to the front edge of the KAIS in the flight configuration of the aircraft with PRS-R1 and biplane system of multidirectional wings (RBK), which converts at a specific power load ρ _N = 2.15 kg / l.s. moderate elongation of KAIS with λ = 6.0-7.0 to small elongation λ = 0.78-0.9 or λ = 0.65-0.76 RBK, with fixed right and left DLKAIS DNV, placed in the plan with sweep χ = ± 60 ° or χ = ± 65 ° above the corresponding KAIS consoles, but also vice versa, while in the transmission system, for example, one KGTD with an annular cowl of the Second World War is placed behind the center of mass in the aft gondola, in which it is coaxially mounted between the Second World War and the FTA with the latter two, an intermediate gearbox having a longitudinal along its axis both the input shaft from the CCT and the output external and internal coaxial shaft s, the first of which transfers power through the clutch to the Second World War, and the second is extended beyond the Second World War and transfers torque through the clutch to the T-shaped main gearbox DPNS-X2 from a side view, the vertical column of the output shaft of which, being the rigid axis of the swivel joint KAIS, placed coaxially and above the latter, has transverse shafts (PV) from it and inside the KAIS consoles, transmitting equal power to the corresponding DNV angular gearboxes mounted in a vertically oriented teardrop-shaped streamline The firs having output vertical shafts equidistant in plan with the right / left MF from the center of mass are deflected backward along the flight by an angle (α), which is equal to or equal to 1/2 the angle of attack (α) of the KAIS, placed with its sweep χ = 0 ° and χ = ± 60 ° or χ = ± 65 °, respectively, parallel to the plane of symmetry and when viewed from the front to the left of it / to it. All this will make it possible to increase the longitudinal-transverse stability and controllability in transonic BSVR during transitional maneuvers, and the placement of the KGTD with the FTA and WWII in the aft fuselage gondola will simplify the transmission system. In cruise flight, in the configuration of a winged gyroplane and a jet aircraft with symmetrically balanced, respectively, autorotating and carrier systems, the first of which includes a multi-speed automatic transmission that controls both reducing the speed of DNV to 200 min ^-1 or 100 min ^-1 , and the angle of attack DNV blades, but also by the plane of their rotation, which are almost aligned with the corresponding air flow at speeds for low- or high-speed flight. This leads to a decrease in the rotational resistance of DNV by 12-15% of the total resistance to rotation of the transverse DNV and the possibility of calculating its KAIS for cruising flight with a reduced geometry of 2 / 3-3 / 4 of the wing dimensions of a similar aircraft. Placing in the aft gondola BSVR-1.0 one KGTD with WWII in the PRS-R1 will allow, in comparison with the V-280 Valor tiltrotor and its TsN = 1.1 tons, when fulfilling GDP and hovering, increase the flight speed / range by 1.63 / 1.83 times, but also increase fuel efficiency (up to 203.41 / 139.71 g / t 13km) by 3.2 / 4.58 times during cruising at a speed of 550/850 km / h and 924-1020 km / h in the flight configuration, respectively, of a jet winged gyroplane / jet and transonic deck aircraft.

The present invention of the preferred embodiment of a transonic BSVR with KAIS with sweep χ = -60 ° of the right console, DNV in DPS-X2 and KGTD with DOM in PRS-R1 leading transverse DNV and / or one DOM placed in the aft gondola along the axis of symmetry and between tail gull keels, illustrated in FIG. 1 and general views from the side, top and front, respectively a ), b) and c):

a) in the flight configuration of the rotary-wing aircraft KVP with KAIS at its χ = 0 °, two gas-turbine engines leading through the DNV transmission system in DPS-X2 and WWII in PRS-R1;

b) in the flight configuration of a helicopter with wide-chord DNVs rotating above the KAIS consoles with its sweep χ = 0 °, the wings-wings of the DNV are shown by dashed lines and with conditional placement of the fixed front and rear DLKAIS with sweeps χ = 60 ° and χ = 0 °, respectively aircraft configurations for high-speed flight and during takeoff and landing modes;

c) in the flight configuration of a jet gyroplane or aircraft with KAIS, creating a higher lift force than the lift force created by autorotating DNVs or fixed by their DLKAIS with a PS, and two WWII, creating a marching thrust in PRS-R1 of a high-speed or transonic flight with conditional placement with a dashed line autorotating DNVs or registered by their DLKAIS.

Ship or airborne transonic bsvr, shown in FIG. 1, made according to the concept of DPSN-X2 and PRS-R1 technology, has a glider of aluminum alloys and composite carbon fiber, a fuselage 1 with a high-lying KAIS 2, having to change the opposite sweep of its right 3 and left 4 consoles on top of the fuselage 1 on a rotary plane hinge 5, sweep χ = ± 60 ° and external ailerons 6. Sweep internal 7 and external 8 sections of the tail unit of the seagull type, made in the form of V-shaped keels with rudders 9 and two SS 8 with rudders 10, mounted when viewed from the front with responsibly outward from the plane of symmetry and from its kinks obliquely downward. Aft gondola 11 with an annular fairing of WWII and CCT in KGTD (not shown in Fig. 1). The large sides 12 of the flat side air intakes 13 are made, opening / closing their entrance, tilted up / down to the shutoffs 14. The arrow-shaped consoles 7-8 of the tail assembly are mounted on the outer sides of the tail beam 15 having a thin end part with a trailing edge 16. At the ends of the KAIS 2 mounted teardrop fairings 17 gearboxes with shafts of the right 18 and left 19 DNV, having for their full compensation of the reactive torque in the GDP regimes and freezes their opposite rotation, respectively, clockwise and counterclockwise ki and made with a swash plate and a rigid mount of their blades. In the combined control system, the KGTD has external and internal circuits, respectively, with the Second World War in PRS-R1 and CCT, made with a front output of the shaft for power take-off from the CCT and the ability to transfer power from it to the intermediate and main gearboxes (not shown in Fig. 1), which smoothly redistributes both 50% and 50%, and 36% and 72% of the takeoff power of the SU, respectively, when both GDP and hovering between the two DNVs 18-19 in DPS-X2 are fulfilled, as well as during a transonic cruising flight on the Second World War from an FTA having at the end of the aft gondola 11, the flat jet nozzle 20 is tapered threaded in the plan by a trailing edge parallel to the V-shaped trailing edge 16 of the thin tail boom 15. The trapezoidal dorsal fins 21 are mounted along the sides of the tail boom 15 when viewed from the front to the outside, equipped with fairings 22 having front and rear ends corresponding to them IR emitters 23 and video cameras 24, and below - the non-retractable chassis wheel 25 with a shock-absorbing main support with the retractable nose support of the wheel 26 (see FIG. 1c).

The BSVR control is provided by cyclic, general and differential variation of the DNV step 18-19 and the deviation of the ailerons 6, rudders 9 and altitude 10. When cruising high-speed or high-speed / transonic flight in the configuration of a winged gyroplane or a jet / transonic aircraft, the lifting force is created respectively by autorotating DNV 18 -19 with KAIS 2, SS 8 or KAIS 2 with SS 8 and fixed DLKAIS 18-19 DNV (see Fig. 1b) in RBK, marching jet thrust with a flat nozzle 20, placed in PRS-R1 horizontally and along the axis of symmetry, on re IME transition - Kais 2 with PS 8 and DNV 18-19. After the vertical thrust is created by two DNVs 18-19 in DPS-X2, the regimes of GDP and hovering or KVP are ensured when a flat nozzle 20 creates marching jet thrust (see Fig. 1 a ). When performing GDP and freezing, a change in the balancing of pitch, course, and roll is ensured, respectively, by a change in the corresponding cyclic step by means of the swashplate of each DNV 18-19 or by differential change in thrust of the right 18 and left 19 DNV (see Fig. 1b). After vertical take-off and climb, an accelerating flight is performed at speeds of more than 300 ... 350 km / h and a corresponding reduction in RPMs of the DNV 18-19 is carried out. As you accelerate with an increase in the lift force of the KAIS 2 wing with SS 8, the lift force of the DNV 18-19 decreases. When reaching flight speeds of 500 ... 550 km / h and to switch to airplane flight mode, the transverse 18-19 DNVs synchronously stop so that their blades are pre-arranged perpendicular to the front edge of KAIS 2, equipped with automatic nodes for folding their blades, which are then synchronously rotate inward to the center of mass of the blades-wings of DNV 18-19 at an angle of 90 ° so that their DLKAIS are fixed with multidirectional sweep along their front edges, which in plan are parallel to the front edge of KAIS 2, forming with neither in SBRK equal-sweep χ = ± 60 ° or ± 65 ° (see. Fig. 1b). When creating marching jet thrust with a flat nozzle 20 in the PRS-R1, the corresponding high-speed / transonic cruising flight of the jet / transonic BSVR is performed, in which the directional control is provided by the rudders of the 9 V-shaped keels 7. The longitudinal and lateral control in this case is carried out in-phase and differential deviation, respectively elevators 10 PS 8 and ailerons 6 KAIS 2.

Thus, a transonic BSVR with KAIS, a tail unit of the seagull type, having for the creation of horizontal thrust in a combined SU KGTD one WWII in PRS-R1 and vertical thrust in DPNS-X2 two DNVs or lifting forces respectively with working DNVs or their fixed DLKAIS, represents a tiltrotor with DPNS-X2, which changes its flight configuration only due to a change in the working conditions and DNV transformation by means of the fact that the forward flow at the vertical and horizontal flight modes is simultaneously met by the front e the edges of the advancing blades of the transverse DNVs and their fixed DLKAIS, which increase the bearing capacity of the KAIS in the configuration of a jet aircraft. KAIS consoles increase the aerodynamic and structural advantages when converted to a transonic aircraft with RBK, especially with the presence of additional DLKAIS right and left DNVs, fixed at equal distance from the center of mass at an angle of multidirectional sweep χ = ± 65 °, respectively, over the corresponding KAIS consoles with such the same sweep. This will reduce the weight of the BSVR glider, made by stealth technology with radar absorbing materials, and increase the take-off weight by 17% or flight range by 29% while maintaining the take-off weight, but also improve the weight recoil and the success of reconnaissance and strike operations during barrage flying in the configuration a winged gyroplane at a speed of 550 km / h as part of the aviation group of deck-based BSVR, especially with a hybrid helicopter-helicopter-missile carrier (GSVR), used from the helipad of the aircraft carrier KN together GSVR / BSVR group (see Table 1), each carrying 6/2 pieces of APR-3ME or RCC type X-35UE and the head GSVR, managing the BSVR group.

The widespread use of high-altitude TVAD in the design of advanced turbojet and high-speed reconnaissance systems in the design of gas turbine engines made in the form of double-circuit engines with the Second World War, using turbine turbojet engines from D-30 and D-30DKP in the design of the latter, will greatly reduce their development time, as well as master the family of deck transonic BSVR and GSVR, creating a buffer robotic airspace between the air defense of the NK-target and the aircraft carrier KN or deck IN, increasing their combat stability.

Claims (5)

1. An unmanned aerial vehicle-helicopter-missile carrier (BSVR), used from the launcher (PU) of the carrier ship (KH), has a fuselage with a wing and a tail unit, an engine, an onboard control system (BSU), providing autonomous (AU), remote (ДУ) and telemechanical control (ТМУ) from the command post (КП) КН, a detachable guided missile, characterized in that it is equipped with a twin-screw transverse-bearing circuit (DPS) at the ends of the wing with two-bladed main rotors (DNV), creating in DPS- X2 vertical traction only with vertical short take-off / landing (GDP and KVP) and in transitional flight modes, and at least one combined gas turbine engine (KGTD), made in the form of a dual-circuit engine having external and internal circuits, respectively, with an external single-row fan (BOB) , and with at least one free power turbine (CCT) transmitting the take-off power of the power plant (CC) via the DNV transmission system in a symmetrically balanced DPS-X2 and / or one BOB having blades with a large twist, working by chan a scheme for creating reactive thrust in a propulsive-reactive system (PRS-R1) during the performance of GDP and LPC and in transitional flight modes or horizontal translational flight, and a highly located asymmetric variable sweep wing (KAIS) with a hinge mounted in the horizontal plane mounted on top of the fuselage on the mechanism turning it with a follower drive, providing from sweep χ = 0 ° to the oppositely directed χ = ± 60 ° or χ = ± 65 ° the corresponding synchronous vertical rotation when viewed from above axis of rotation, passing along the axis of symmetry and through the center of mass, and from the front edge of the KAIS at a distance equal to 1/4 of its average aerodynamic chord, but also made as returned to the SC, and with the possibility of converting its flight configuration after performing the technology KVP or GDP from a rotorcraft or helicopter with DPNS-X2 and PRS-R1 to the corresponding jet winged gyroplane for boarding flight or aircraft with maximum or normal take-off weight, respectively, with wide-chord DNVs operating under their autorotation modes or as the hollow wing-blades supporting them of an asymmetrically variable sweep (DLKAIS) after the DNV transformation, carried out sequentially, when the right and left DNV are simultaneously stopped so that when viewed from above, their blades are both pre-arranged perpendicular to the front edge of the CAIS multidirectional consoles and are equipped with automatic assemblies for their simultaneous folding by rotation through the corresponding angles of 90 ° in the horizontal plane inward to the center of mass of the DNV wing blades so that the right and two left of them are fixed respectively with reverse and direct sweep along the leading edges of the DLKAIS DNV, forming with the right and left consoles KAIS equal multidirectional sweep χ = -60 ° and χ = + 60 ° or χ = -65 ° and χ = + 65 °, organizing synchronously-symmetrical fixed DLKAIS relative to the axis of symmetry, the leading edges of which are arranged in plan parallel to the leading edge of the KAIS in the flight configuration of the aircraft with PRS-R1 and the biplane multidirectional wing system (RBK), which converts at specific load on m generality ρ _N = 2,15 kg / hp. moderate elongation of KAIS with λ = 6.0-7.0 to small elongation λ = 0.78-0.9 or λ = 0.65-0.76 RBK, with fixed right and left DLKAIS DNV, placed in the plan with sweep χ = ± 60 ° or χ = ± 65 ° above the corresponding KAIS consoles, but also vice versa, while in the transmission system, for example, one KGTD with an annular cowl of the Second World War is placed behind the center of mass in the aft gondola, in which it is coaxially mounted between the Second World War and the FTA with the latter two, an intermediate gearbox having a longitudinal along its axis both the input shaft from the CCT and the output external and internal coaxial shaft s, the first of which transfers power through the clutch to the Second World War, and the second is extended beyond the Second World War and transfers torque through the clutch to the T-shaped main gearbox DPNS-X2 from a side view, the vertical column of the output shaft of which, being the rigid axis of the rotary joint of KAIS , placed coaxially and above the latter, has transverse shafts (PV) from it and inside the KAIS consoles, transmitting equal power to the corresponding DNV angular gearboxes mounted in a vertically oriented teardrop-shaped streamline Poles having output vertical shafts equidistant in the plan with the right / left PS from the center of mass are deflected backward along the flight by an angle (α), which is equal to or equal to 1/2 of the angle of attack (α) of the KAIS, placed with its sweep χ = 0 ° and χ = ± 60 ° or χ = ± 65 °, respectively, parallel to the plane of symmetry and when viewed from the front to the left of it / to it. 2. An unmanned helicopter-missile-carrier aircraft according to claim 1, characterized in that the incoming flow at vertical and horizontal flight modes meet simultaneously the leading edges of the advancing blades of the right and left DNV and their fixed DLCAIS, which together with the aforementioned KAIS in RBC the upper split wings with the angle of attack of their DLKAIS, while on the regimes of GDP and hovering, full compensation of the reactive torque in the aforementioned DPS-X2 and a change in the balance of pitch, heading or roll from p For working DNVs made with rigid fastening of their blades, it is ensured, respectively, in the opposite direction of rotation of the right and left DNV only clockwise and counterclockwise and by changing the corresponding cyclic step by the swashplate of each DNV or by differential variation of the thrust of the right and left DNV, moreover, when performing the KVP technology in the configuration of a rotorcraft or winged gyroplane with KAIS, having its scope in

times the diameter (D) of the DNV, whose consoles are fixed perpendicular to the axis of symmetry for takeoff and landing modes and in transitional flight modes, while the swept inner and outer tail sections of the gull type are made in the form of two keels with rudders and two half stabilizers ( PS) with elevators, mounted when viewed from the front, respectively, outward from the plane of symmetry and from its kinks horizontally or obliquely downward, while the trapezoidal KAIS has as its area a component of 51.4% -52.3% of the total KAIS flares with DLCAIS of two DNV and two substations, and, in turn, a smaller area of the latter, comprising 14.5% -17.3% of the KAIS area, respectively, with the beveled sides of the fuselage in its corresponding fore, central and aft parts , including the gondola with its flat nozzle mentioned above, reducing the effective dispersion area, when viewed from the front, form a trapezoidal cross section, but also the lower part of the fuselage with a faceted configuration with a sharp lower line that continuously extends from the nose to the tail, with each ladder the cee-shaped dorsal fuselage, mounted from the front to the outside, is equipped with a fairing on the tip that has corresponding infrared emitters and video cameras at the front and rear at its ends, and the landing gear wheel with a shock-absorbing main support at the bottom, and the tail beam is equipped with a profiled end part that is integrated along its outer sides with internal sections of the tail unit and has a V-shaped rear edge in plan, which in plan is placed parallel to the rear edge of the flat nozzle, which is beveled in the CGTD, having a heat-absorbing coating that reduces IR visibility, while the KAIS consoles are placed along the axis of symmetry and are fixed above the fuselage in a travel or flight-transport configuration, which reduces by 8.2 times the corresponding area from its take-off area on an equal footing and when the internal and external ones are alternately folded tail sections, respectively, up to the axis of symmetry and back down, being located at the same time in the fodder fuselage corresponding finesse and along its lateral sides, the height of which is equal to the span x of the folded inner sections of the tail unit, but also with the aforementioned DNVs with their blades folded in the DLKAIS, placed by their blades above the corresponding KAIS consoles and on both sides of the axis of symmetry, they are fixed with their tips directed to the center of mass, and with ship or air based BSVR in the traveling-transport configuration on the chassis or with the retracted landing gear in the flight-transport configuration, respectively, without the upper and upper resettable fairings of the shaft and sleeve of the right one of the mentioned DNV the corresponding location of their DLKAIS, while below the bottom, under the trailing edge of the profiled end part of the tail beam along the axis of symmetry, there is a fairing with a compartment with a pull-out bar of the magnetometer at its end and a winch lowered by openable wings and a hydroacoustic antenna towed on a cable under water stations during its flight, and in the flight configuration of a gyroplane with autorotating DNV in ship-based BSVR carrying aircraft anti-submarine and anti-ship missiles (APR and RCC), provides the appropriate fight against a submarine (PL) and a surface ship (NK), while the lowered sonar system, consisting of an indicator of acoustic signals and two receivers for receiving them from the sonar antenna, encoding them and transmitting them eight-channel closed communication on the KN for processing in real time, and a highly sensitive magnetometer having a magnetically sensitive element operating at a distance of 30 m from the water surface and connected with the BSU BSVR, providing which gives the issuance of commands to turn on the magnetometer at the calculated point and to control after the magnetometer is triggered when a PL target is detected, but also to register in the BSU memory the coordinates of the PL target detection point when transmitted to the KN and its gearbox, and the mentioned BSU has a closed-circuit radio channel with an aircraft carrier KN, and a radar station with a command transmitter, an optical-electronic system with a two-channel target tracking automaton and a computer system with an automation unit for a multifunctional control panel, both sintering a horizontal cruise flight, independently finding the PL target, identifying it and making a confirmed decision from the KN operator to destroy them, but also the possibility of transporting it in the KN hangar, and its traveling configuration with folded consoles of the aforementioned KAIS, tail unit and DNV, moreover when air-based BSVR on a carrier-based carrier fighter (ID) type Su-57, moving on the hanging console of the fuselage PU, for example, one BSVR with large sides of its flat side air the abortions made by opening / closing their entrance, deflected up / down to the plate-type shutoffs folded by the aforementioned KAIS and DNV and in the bomb bay with two X-38M anti-ship missiles, has the ability to launch anti-ship missiles from a suspended state on the IN, undock and launch the BSVR with the IN the creation of a robotic buffer zone between the aircraft and the air defense of the NK-target, which increases the range of the Kh-38M anti-ship missiles from 40 to 400 km, while the H036 type with the radar provides target designation, and the BSVR is controlled by the second IN pilot using a low-altitude flight profile and self-defense system s - the station of active electronic interference, and when reaching the area from which the NK target will be hit, the BSVR will launch a volley or launch the RCC one by one with the correction of the error accumulated by the combined inertial control system according to the data of the receiver of the GLONASS satellite navigation system signals in the final section of the RCC flight it uses an infrared homing head and software and hardware for autonomous target recognition, then the BSVR at a distance of 1485 km automatically returns to the vertical carrier from the vertical landing on its helipad, while the glider is made of aluminum-lithium alloys and composite materials using an inconspicuous technology with a radio-absorbing coating, the fuselage of which is equipped with the aforementioned weapon launchers in the bomb compartments, which have two automatic wings with sawtooth transverse sides, and its BSU equipped with the option of its optional control by pilots from a two-seat cockpit, having seats ejected into the upper hemisphere, placed side by side and operating on GDP and failures alternately only after the firing of the front DNV blades, which are mounted on the shaft by means of squibs, but also its use as part of the aviation group as a head group together with two BSVRs, one of which, being a slave, automatically repeats the head maneuvers, and the other is controlled by the co-pilot head and then vice versa. 3. Unmanned aerial vehicle-helicopter-missile carrier according to any one of paragraphs. 1-2, characterized in that for barging economical high-speed horizontal flight, each DNV in a synchronously-balanced carrier and autorotating system, including in the aforementioned main gearbox an automatic transmission having the mentioned transverse shafts for driving the DNV, each of which creates two streams : the first is a take-off with the delivery of the corresponding power from the aforementioned gas turbine engine and the creation of lifting thrust from the DNV, the second is cruising in the configuration of a gyroplane with power reception from the autorotation of each HB to its corresponding stage, disconnecting both DNVs from the CCT drive of the aforementioned gas turbine engine, driving the generator and controlling the synchronous decrease and their rotation speed, for example, up to 200 min ^-1 or 100 min ^-1 , and the angle of attack of the blades of autorotating DNV, providing a share of increase in 1 / 3-1 / 4 times the required lifting force of the aforementioned KAIS, but also by the plane of rotation of the DNV blades, which are almost aligned with the corresponding air flow at speeds for low- or high-speed flight, leading to a decrease in the rotational resistance of DNV by 12-15% of the total drag profile of the DNV blades during their self-rotation and the possibility for cruise flight modes to calculate KAIS with its reduced geometry, which is 2 / 3-3 / 4 of the wing dimensions of a similar aircraft. 4. Unmanned aerial vehicle-helicopter-missile carrier according to any one of paragraphs. 1-2, characterized in that for an economical high-speed horizontal flight, reaching marching thrust-weight ratio from 0.143 to 0.225, the SU power is used from 18% to 36% of the working mentioned GTE only to drive the mentioned WWII in the configuration of the mentioned jet aircraft with PRS-R1, the aforementioned RBK which, having a sweep along its front edge with an angle χ = ± 60 °, provides at an altitude of 11 km a flight speed of Mach 0.636 (M) and 0.82 M, respectively. 5. An unmanned aircraft-helicopter-missile carrier according to any one of paragraphs. 1-2, characterized in that for a horizontal flight with a transonic flight speed, reaching marching thrust-weight ratio from 0.225 to 0.363, the SU power is used from 36% to 72% of the working mentioned CGTD only to drive the mentioned WWII in the configuration of the said transonic aircraft with PRS- R1, the aforementioned RBK of which, having a sweep along its front edge with an angle χ = 0 °, provides an airspeed of Mach 0.6 (M) at an altitude of 11 km, and M = 0.69 with an angle χ = ± 15 °, at an angle χ = ± 30 ° - M = 0.15, and with an angle χ = ± 45 ° - M = 0.79, at an angle χ = ± 60 ° - M = 0.82, and with an angle χ = ± 62.5 ° - M = 0.87, at angle χ = ± 65 ° the horizontal flight speed increases from M = 0.9 to M = 0.96 when the marching thrust-weight ratio is reached to 0.45.

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