RU2710843C1 - Vertical take-off and landing combat aircraft - Google Patents

Abstract

FIELD: aircraft engineering.SUBSTANCE: invention relates to aircraft engineering, particularly, to vertical take-off and landing of an aircraft. Combat aircraft of vertical take-off and landing includes fuselage with bottom and tail, gas turbine engine with reduction gear. Propfan gas turbine engine is installed vertically in the fuselage center of mass, contains a propeller fan with two rotor stages, made with possibility of rotation of blades in opposite sides, and two shafts connected to it, birotating compressor and birotating turbine, installed inside internal housing with formation of the second circuit between external and internal cases. Propeller fan blades have the possibility of an asymmetric change of angles of attack. Behind the birotating turbine internal and external nozzles with controlled thrust vector are made. Between birotation turbine and internal nozzle of propfan gas turbine engine is built-up augmenter. Propfan gas turbine engine is connected to auxiliary units by the power take-off shaft.EFFECT: enabling safe landing at screw destruction.10 cl, 17 dwg

Description

The invention relates to aviation, and more particularly to a helicopter with a gas turbine engine and is aimed at improving the safety of their flight.

A helicopter is a rotary-wing aircraft, in which the lifting and driving forces are created by one or more rotors. Such screws are parallel to the ground, and their blades are installed at a certain angle to the plane of rotation, and the installation angle can vary over a fairly wide range - from zero to 30 degrees. Setting the blades to zero degrees is called idle screw or feathering. In this case, the rotor does not generate lift.

Of all the types of helicopter circuits today, the most common is the classic. With this arrangement, the machine has only one rotor, which can be driven by one, two, or even three engines. This type, for example, includes the An-64E Guardian, AH-1Z Viper, Mi-28N, Mi-24 and Mi-35 transport and combat vehicles, Mi-26 transport vehicles, UH-60L Black Hawk and Mi-17 multipurpose light Bell 407 and Robinson R22. When the rotor rotates on helicopters of the classical scheme, a reactive moment arises, due to which the machine body begins to unwind in the direction of rotation of the rotor. To compensate for the moment use the steering device on the tail boom.

The second most common and more promising helicopter scheme is coaxial. There is no steering screw in it, but there are two main rotors - the upper and lower. They are located on the same axis and rotate synchronously in opposite directions. Thanks to this solution, the screws compensate for the reactive moment, and the machine itself turns out to be somewhat more stable compared to the classical scheme. In addition, coaxial-type helicopters have virtually no cross-connections in control channels.

The most famous coaxial helicopter manufacturer is the Russian company Kamov. It produces Ka-27 multi-purpose ship helicopters, Ka-52 attack helicopters and Ka-226 transport helicopters. All of them have two screws located on the same axis one below the other.

Known safe helicopter according to the patent of the Russian Federation for the invention No. 2333135, IPC ВСС 27/04, publ. September 10, 2008

This helicopter contains a traction engine and a rotor with a vertical axis, on top of which there is an even number, but not less than four blades. The helicopter also contains a connecting device that plays the role of a transmission in the operating mode of the traction engine, and in the operating mode of the starting engines - the role of a freewheel mechanism. Each second rotor blade has a calculated shortened dimension of overall length and includes in its device one or more elementary starting engines, for example, operating on solid fuel. The invention improves safety during emergency landing of a helicopter.

Disadvantage: low reliability.

Known helicopter according to the patent of the Russian Federation for the invention No. 2335432, IPC ВСС 27/04, publ. 10/10/2008

This helicopter includes a fuselage and coaxial screws, and the screws can be two or more and they can be of different diameters. At least one of the screws is controlled with a variable pitch, and the rest with a fixed pitch. In the second embodiment, the helicopter has a tail boom with an elastic pneumatic chamber at the end, and when the beam is raised, thrust reduction is blocked. In the third embodiment, the engine and gearbox are placed in a separate engine nacelle located above the fuselage on the pylons and / or elastic inserts.

Disadvantage: low reliability of the helicopter due to the fact that when one propeller breaks, the thrust of the other is not enough to land it and, in addition, the occurrence of an imbalance disrupts the operation of the second propeller.

Known helicopter according to the patent of the Russian Federation No. 2284284, IPC B64D 45/04, publ. 08/27/2006.

This helicopter has a safe landing system for a helicopter falling during an air accident. The safe landing system contains a parachute located in a hollow cylinder located in the cavity of the transmission shaft on which the rotor is mounted, as well as jet braking engines and inflatable devices located in the lower part of the helicopter fuselage. The specified hollow shaft is made in the form of a steel pipe and has gear wheels of the drive, made on it as one unit.

Disadvantages:

- the use of parachutes to rescue helicopters with a very large weight is unrealistic,

- the use of inflatable means is also unrealistic for large helicopters and in addition they are fire hazardous,

- the use of jet engines is promising, but the type of jet engine and the method of its use are not indicated. The use of solid propellant rocket engines is unrealistic due to their fire and explosion hazard. The use of liquid rocket engines is problematic due to the need for continuous transportation of the oxidizing agent. The use of gas turbine engines is possible, but it is necessary to develop its design, installation location and method of application. This is not in US Pat. RF №2284284. In addition, this patent assumes the combined use of parachutes and jet engines (several), which reduces the reliability of the helicopter.

Known helicopter according to the patent of the Russian Federation for the invention No. 2148537, IPC ВСС 7/20, publ. 05/10/2002, the prototype.

This helicopter contains a housing, an air-jet engine for generating thrust for horizontal flight, rotors that are located inside the housing and serve as a compressor for an air-jet engine, an engine that is designed to rotate these rotors, and the cockpit. A protective net is provided under which the rotors are located. Sashes are located below the net and are designed for take-off and landing.

Disadvantage: poor flight safety due to the fact that when the propeller is destroyed, helicopter landing will almost always lead to catastrophic consequences.

Objectives of the invention: improving the reliability and safety of flight, simplifying control and reducing the axial dimensions of the engine.

Objectives of the invention: improving the reliability and safety of flight, simplifying control and reducing the axial dimensions of the engine.

Effect: ensuring a safe landing when the screw is destroyed.

The solution of these problems was achieved in a vertical take-off and landing combat aircraft containing a fuselage with a bottom and a tail, and a gas turbine engine with a reducer, in that a fan-type gas turbine engine was used, comprising a rotor fan with two rotor stages made with the possibility of rotation of the blades in opposite directions, and a birotative compressor and a birotative turbine connected to it by two shafts, which are installed inside the inner casing, with the formation of a second circuit between the external and internal m with cases, while the rotor fan blades are configured to asynchronously change the angles of attack, and behind the birobotative turbine, an internal nozzle and an external nozzle with an adjustable thrust vector are made.

The rotor fan can be made of two stages of the rotor, with the possibility of rotation in the opposite direction.

An afterburner may be provided between the birobotative turbine and the internal nozzle of the gas turbine engine.

A gas turbine engine can be connected to auxiliary units by a power take-off shaft.

At the end of the tail, a propulsive propeller can be installed in the form of a pushing screw.

The fuselage can be equipped with front wings on which marching engines are installed.

Marching engines can be made in the form of turboprop gas turbine engines.

Marching engines can be made in the form of turbojet gas turbine engines.

On the bottom of the fuselage, a safety platform can be made having vertical openings for accommodating an external nozzle of a double-circuit gas turbine engine, the internal cavity of the safety platform is filled with damping material. As the damping material, a honeycomb structure may be used. As the damping material, metal rubber may be used.

The invention is illustrated in the drawings (Fig. 1 ... 17), where:

- in FIG. 1 shows a diagram of an airplane,

- in FIG. 2 is a view A of FIG. 1,

- in FIG. 3 shows the layout of the screw, gearbox and gas turbine engine,

- in FIG. 4 shows the gas turbine engine of the aircraft, the first option in the working position,

- in FIG. 5 shows the gas turbine engine of the aircraft, the second option in the working position,

- in FIG. 6 shows the design of the gas turbine engine of the aircraft, the first option is rotated 90 °.

- in FIG. 7 shows the design of the gas turbine engine of the aircraft, the 2nd option, rotated 90 °.

- in FIG. 8 shows a diagram of the transfer of power from the turbine engine to the screws,

- in FIG. 9 shows a variant of the aircraft with a marching propulsion on the tail,

- in FIG. 10 shows a variant of an aircraft with a marching engine on the front wings.

- in FIG. 11 shows the security platform,

- in FIG. 12 is a section BB of FIG. eleven,

- in FIG. 13 shows the control circuit of the rotary part of the inner nozzle with a controlled thrust vector and the outer nozzle,

- in FIG. 14 shows a diagram of a fan heater,

- in FIG. 15 shows the control circuit of the fan blades,

- in FIG. 16 shows a section BB of the fan blade, the initial position,

- in FIG. 17 shows a section bB of the fan blade, rotated,

Designations accepted in the description:

fuselage 1,

turbofan gas turbine engine 2,

rotational fan heater 3,

input guide apparatus 4,

the first rotor stage of the fan 5,

the second rotor stage of the fan 6,

inner shaft 7,

outer shaft 8,

gear 9,

outer case 10,

inner case 11,

second circuit 12,

biotic compressor 13,

biotative turbine 14,

compressor stator 15,

the first rotor of the compressor 16,

the second rotor of the compressor 17,

turbine stator 18,

the first rotor of the turbine 19,

the second rotor of the turbine 20,

inner shaft 21,

outer shaft 22,

power take-off shaft 23,

internal gear 24,

combustion chamber 25,

nozzles 26,

internal nozzle with adjustable thrust vector 27,

main fuel system 28,

fuel line 29,

fuel pump 30,

drive 31,

internal bearings 32,

external supports 33,

afterburner 34,

afterburner collector 35,

afterburning fuel system 36.

fuel line 37,

afterburner pump 38,

drive 39.

march propulsion 40,

tail 41,

pusher screw 42,

shaft 43,

coupling 44,

hind wings 45,

marching engines 46,

front wings 47.

bottom 48,

security platform 49,

cavity 50,

damping material 51,

central hole 52,

landing supports 53,

outer nozzle 54,

second power take-off shaft 55,

stationary part 56,

rotary part 57,

cylindrical pin 58,

hydraulic cylinder 59,

leverage 60,

stationary part 56,

rotary part 57,

cylindrical pin 58,

hydraulic cylinder 59,

leverage 60,

fixed part 61,

rotary part 62,

cylindrical pin 63,

hydraulic cylinder 64,

leverage 65,

stator 66,

upper hub 67,

lower hub 68,

blades 69,

axis 70,

driven gear 71,

cavity 72,

gear rack 73,

drive 74,

control unit 75,

communication lines 76.

A vertical take-off and landing combat aircraft (Figs. 1 and 2) contains the fuselage 1, a gas turbine engine 2, is mounted vertically in the region of the center of mass of the helicopter (Figs. 1 and 2).

A rotary fan gas turbine engine 2 contains a rotational fan heater 3, comprising an inlet guide apparatus 4, two rotor stages, a first rotor stage of the fan fan 5 and a second rotor stage of the fan fan 6, connected by two shafts internal 7 and external 8 with the output from the gear 9.

In addition, the turbofan gas turbine engine 2 contains an outer casing 10, which is installed concentrically inside the inner casing 11 with the formation of a second circuit 12 between them, a biotic compressor 13 and a biotic turbine 14. The biotic compressor 13 contains a compressor stator 15 and two compressor rotors: the first 16 and the second 17. The biirotational turbine 14 contains a turbine stator 18 and two turbine rotors: the first 19 and second 20. The rotor-type turbine engine 2 has two shafts: internal 21 and external 22. The first compressor rotor 16 is connected by an internal shaft 21 to the second Hur turbine compressor 20. The second rotor 17 is connected to outer shaft 22 with a second turbine rotor 20.

The turbofan gas turbine engine 2 has a power take-off shaft 23 (FIGS. 2 and 3) for power take-off from the external shaft 22 through an internal gearbox 24 (FIG. 3) to auxiliary units, for example, a generator.

The gas turbine engine 2 contains (Fig. 3) a combustion chamber 25 with nozzles 26 and an internal nozzle with an adjustable thrust vector 27.

The turbofan gas turbine engine 2 according to the first embodiment (Fig. 3) has one main fuel system 28. The main fuel system 28 contains a fuel line 29 in which a fuel pump 30 is connected to the drive 31.

The turbofan gas turbine engine 2 is made of birotational and contains two shafts 21 and 22. The inner and outer shafts 21 and 22 are mounted respectively on the internal bearings 32 and external bearings 33.

The first and second shafts 21 and 22 with their respective rotors rotate in opposite directions. This eliminates the reactive moment, turning the fuselage 1 in the opposite direction and simplify the control of the helicopter.

In FIG. 4 shows a simplified diagram of a gas turbine engine 2, the first option.

In FIG. 5 shows a second embodiment of a turbofan gas turbine engine 2, which further comprises an afterburner 34 with an afterburner manifold 35 (with nozzles) inside and an afterburner fuel system 36.

The afterburner fuel system 36 includes a fuel line 37 with an afterburner pump 36 installed therein, to which a drive 39 is connected. The fuel line 37 is connected to the afterburner 35.

A gas turbine engine 2 is mounted vertically in the center of mass of the fuselage 1 of the vertical take-off and landing aircraft (Fig. 1).

In FIG. 6 shows in more detail the design of a dual-circuit gas turbine engine 9 of the aircraft, the first option is rotated 90 °.

The rotor-type gas turbine engine 2, as mentioned earlier, comprises an internal shaft 21 mounted on the internal bearings 32 and an external shaft 22 mounted on the external bearings 33.

The screw-type turbine engine 2 contains a compressor stator 15, two compressor rotors the first 16 and second 17, made to rotate in the opposite direction and without guide devices between them, a turbine stator 18, and two turbine rotors: the first 19 and second 20, also made with the possibility of rotation in opposite directions and without nozzle devices between them. An internal gearbox 24 is connected to the external shaft 22, to which a power take-off shaft 23 is connected for power take-off to auxiliary units, for example, an electric generator. The first rotor of the compressor 16 and the second rotor of the turbine 20 are connected by an internal shaft 21. The second rotor of the compressor 17 and the first rotor of the turbine 19 are connected by an external shaft 22.

The use of a birotative scheme for a gas turbine engine 2 will reduce its axial dimension, weight and eliminate the reactive moment acting on the fuselage. In addition, the gyroscopic effects from two rotors rotating in the opposite direction are mutually compensated. This will greatly simplify the management of the helicopter.

In FIG. 7 shows the design of a propeller-driven gas turbine engine 3 of the aircraft, the 2nd option, with afterburner, rotated 90 ° ^.

In addition to the first option, between the birotational turbine 14 and the inner nozzle 27 there is an afterburner 34 with an afterburner manifold 35 for fuel injection in afterburner modes.

The afterburner fuel system 36 includes a fuel line 37 with an afterburner pump 38 installed therein, to which a drive 39 is connected. The fuel line 37 is connected to the afterburner 35.

In FIG. 8 shows one of the possible options for transmitting power from the rotor of the fan-type turbine engine 2 to the rotor stages of the fan-fan 5 and 6 through the second power take-off shaft 55 and gearbox 9.

In FIG. 9 shows a variant of a vertical take-off and landing airplane with a march propulsion 40 on tail 41.

Marching propulsion 40 can be made in the form of a pushing screw 42. The drive of the pushing screw 42 is carried out from the gearbox 9 through the shaft 43 and the clutch 44. The helicopter can have rear wings 45.

In FIG. 10 shows a variant of a vertical take-off and landing aircraft with a mid-flight engine 46 on the front wings 47. The mid-flight engines 46 can be made in the form of a turboprop engine or in the form of a gas turbine engine.

In FIG. 11 shows a security platform 49, and FIG. 12 shows a section BB. The inner nozzle 27 is installed inside the outer nozzle 54.

The safety platform 49 has a Central hole 52, made vertically on an axis passing through the center of mass of the aircraft of vertical take-off and landing and a gas turbine engine 2. The diameter of the Central hole 52 D ₀ more than the cut-off diameter of the outer nozzle 54 - D _c .

D _0≥ D _c .

On the bottom 48 of the fuselage 1, a safety platform 49 is fixed, the cavity 50 of which is filled with a damping material 51. As a damping material 51, a honeycomb filler or metal rubber can be used. In the safety platform 49, a central hole 52 is made. To the bottom 48 are attached landing supports 53 of the "P" -shaped shape.

In FIG. 13 shows an internal nozzle with an adjustable thrust vector 27.

An internal nozzle with an adjustable thrust vector 27 contains a fixed part 56, a rotary part 57 connected by cylindrical pins 58 and a hydraulic cylinder 59 with a lever system 60. An external nozzle 54 with an adjustable thrust vector contains a fixed part 61, a rotary part 62 connected by cylindrical pins 63 and a hydraulic cylinder 64 s leverage 65.

In FIG. 14 is a diagram of rotors of a rotational fan heater 3.

In FIG. 15 shows a control circuit for the blades 69 of the birobotational fan heater 3, which comprises a stator 66, an upper hub 67, a lower hub 68, and a blade 69.

Next, the control system for the angles of attack of the blades 69 is illustrated in the first rotor stage of the fanvent 5. The control circuit for the angles of attack of the blades 69 for the second stage of the fanvent 6 is similar.

Each blade 69 has an axis 70, at the end of which a driven gear 71 is installed. The driven gear 71 is installed in a cavity 72 made in the upper hub 67. A gear rack 73 is connected to the driven gear 71, to which the drive 74 is connected.

The control system of the angles of attack of the blades 69 allows you to control the angles of attack β asynchronously and thereby control the movement of the helicopter as the course. and in the perpendicular plane.

A vertical takeoff and landing combat aircraft comprises a control unit 75 for controlling the thrust vector and angles of attack β of the blades 69, which is connected by lines 76 with actuators 74 and hydraulic cylinders 59 and 64. (Figs. 14 and 15).

On Fig 16 and 17 shows the process of changing the angle of attack of the blade 69.

OPERATION OF THE BATTLE VERTICAL TAKEOFF AND LANDING IN NORMAL MODE, 1 option

First, a gas turbine engine 2 in the "low gas" mode (Figs. 1 and 3). For this, the external shaft 22 is untwisted through the power take-off shaft 23 and the gearbox 24 by a starter (the starter in Fig. 1-12 is not shown). The drive 31 spins the fuel pump 30 of the main fuel system and the fuel (aviation kerosene) is supplied through the fuel line 29 to the nozzles 26 of the combustion chamber 25. The combustion products pass through the biotic turbine 14. The power from the biotic turbine 14 is transmitted to the biotic turbo compressor 13, which compresses the air going through him. Compressed air is supplied to the combustion chamber 25 to maintain the combustion process.

The jet thrust of the rotor-propelled gas turbine engine 2, created by the internal nozzle 27 and the external nozzle 54, is transmitted to the fuselage 1, which, in combination with the thrust force of the bi-rotational propeller fan 3, ensures helicopter take-off, flight and landing in normal mode.

Cold air flowing out of the external nozzle 54 mixed with combustion products flowing out of the internal nozzle 27 lowers the temperature of the jet stream and thereby increases the safety of take-off and landing.

After warming up the propeller-driven gas turbine engine 2, its main fuel system 28 is switched to “take-off mode”. The helicopter takes off vertically.

The joint thrust-weight ratio of the rotational propeller fan 3, taking into account the second circuit 12 and nozzles 27 and 54 in the nominal mode, is 1.05 ... 1.1.

The horizontal component of the thrust in the absence of marching engines is created (Fig. 13) by rotation using the hydraulic cylinder 60 of the rotary part 57 of the inner nozzle 27 relative to the non-rotary part 56 by an angle of 5 to 7 degrees.

At the same time carry out the rotary part 62 of the outer part of the nozzle 54.

In Fig.14-17 shows the process of changing the angle of attack of the blade 69.

On command from the control unit 75, the actuator 74 rotates the blades 69 (Fig. 15) in the desired direction.

The angle of attack β changes (Fig. 16 and 17).

EMERGENCY RESPONSE AND TAKE-OFF PLANE IN EMERGENCY MODE

the first option in case of breakdown of the rotational fan

In the event of a breakdown of the birobot propeller fan 3, the fuel supply in the main fuel system is increased 1.1-1.2 times. The jet thrust generated by nozzles 27 and 54 will be enough for a soft landing of the aircraft.

EMERGENCY VERTICAL TAKEOFF AND LANDING OPERATION IN EMERGENCY MODE

with the second option of a double-circuit gas turbine engine

With a significant decrease in the thrust of the rotor fan engine 2 for any reason in this embodiment, the afterburner fuel pump 38 delivers fuel (aviation kerosene) through the fuel line 37 to the afterburner manifold 35 of the afterburner 34, where it is ignited by the igniter (the ignitor in Fig. 1-12 is not shown ) Jet thrust generated by nozzles 27 and 54 is significantly increased. The combustion products through the nozzle 27 flow vertically downward, ejecting air through the external nozzle 54.

The thrust created by nozzles 27 and 45 increases compared to the afterburner mode by 2 ... 3 times, which ensures an emergency landing at the cost of very high fuel consumption.

The use of the afterburner chamber 34 in a turbofan gas turbine engine 2 makes it possible to design a turbofan gas turbine engine 2 of smaller dimensions and weight, which is very important, since it is extremely rare to use the maximum capabilities of a turbofan gas turbine engine 2.

A safety platform 49, the cavity 50 of which is filled with damping material 51, softens the impact of the helicopter on the surface of the earth when landing is unsuccessful. This further increases the reliability of the aircraft and the safety of flights on it.

The horizontal component of the thrust is created (Fig. 13) by rotation using the hydraulic cylinder 60 of the rotary part 57 relative to the non-rotary part 56 at an angle of 5 to 7 degrees.

OPERATION OF A VERTICAL TAKEOFF AND LANDING PLANE WITH A MARCH ENGINE AND MARCH ENGINES

For a variant of the aircraft with the marching propulsion 40 on the tail 41 (Fig. 9), the marching propulsion 40 is launched, and the aircraft can be mixed at a sufficiently high speed. Marching propulsion 40 can be made in the form of a pushing screw 42. The drive of the pushing screw 42 is carried out from the gearbox 9 through the shaft 43 and the coupling 44. The aircraft may have rear wings 45.

For the version of the aircraft with the marching engine 46 on the front wings 77 (Fig. 10), the marching engines 46 are launched, which creates a horizontal thrust comparable to the thrust of modern high-speed aircraft. In this case, a speed of 700-800 km / h can be achieved, which is necessary for military aircraft.

Marching engines 46 can be made in the form of a turboprop engine or in the form of a gas turbine engine.

The application of the invention allowed:

- to ensure a safe landing in the event of the destruction of one or two rotor stages of the fan heater and other malfunctions that sharply reduce the thrust of the fan-gas turbine engine in flight,

- save the life of the crew and passengers, reduce the axial dimension and weight of the gas turbine engine,

- simplify the management of combat aircraft vertical takeoff and landing,

- improve the technical characteristics of a vertical take-off and landing combat aircraft: speed, maneuverability, helicopter lifting height and other technical, operational and combat characteristics.

Claims (10)

1. A combat aircraft of vertical take-off and landing, comprising a fuselage with a bottom and a tail and a gas turbine engine with a gearbox, characterized in that a rotor fan gas turbine engine is used, mounted vertically in the center of mass of the fuselage, comprising a rotor fan with two rotor stages configured to rotate the blades in opposite sides, and a bi-rotational compressor and a bi-turbative turbine connected to it by two shafts, which are installed inside the inner casing with the formation of a second circuit between the outer and inner cases, while the rotor fan blades are made with the possibility of non-synchronous changes in the angles of attack, and behind the biotic turbine there are internal and external nozzles with an adjustable thrust vector. 2. Combat aircraft according to claim 1, characterized in that an afterburner chamber is made between the birobotative turbine and the internal nozzle of the gas turbine engine. 3. A combat aircraft according to claim 1, characterized in that the turbofan gas turbine engine with a power take-off shaft is connected to auxiliary units. 4. A combat aircraft according to claim 1, characterized in that at the end of the tail there is a marching propulsion device in the form of a thrust propeller. 5. A combat aircraft according to claim 1, characterized in that the fuselage is equipped with front wings on which marching engines are mounted. 6. A combat aircraft according to claim 5, characterized in that the marching engines are made in the form of turboprop gas turbine engines. 7. A combat aircraft according to claim 5, characterized in that the marching engines are made in the form of turbojet gas turbine engines. 8. A combat aircraft according to claim 1, characterized in that a safety platform is made on the bottom of the fuselage, having a vertical hole for accommodating an external nozzle of a double-circuit gas turbine engine, the internal cavity of the safety platform is filled with damping material. 9. A combat aircraft according to claim 8, characterized in that the honeycomb structure is used as a damping material. 10. A combat aircraft according to claim 8, characterized in that metal rubber is used as the damping material.

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