RU2711451C1 - Unmanned transonic aircraft-helicopter - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to the field of aircraft engineering, in particular to designs of reactive convertible rotary-wing aircrafts. Unmanned transonic aircraft-helicopter (UTAH) is made on two-screw coaxial-bearing scheme (TCBS), has in power plant (PP) engine, transmitting torque through main reduction gear and system of transmission shafts to rotary wings (RW), tail assembly and three-support retractable wheel chassis. TCBS comprises low-lying wing asymmetrically variable sweep on rotary hinge of fuselage and on its pylon two-bladed rotary wings, fodder nacelle with free power turbines driving RW and portable turbo-blowers, which create vertical and short takeoff/landing of lifting and sustaining tie-rods with working, autorotating RW or their fixed blades-wings asymmetrically variable sweep. TCBS is equipped with low-lying wing asymmetrically variable sweep, mounted from below fuselage by means of rotary hinge.EFFECT: reduction of vibrations, exclusion of resonance of autorutating coaxial RW, possibility of transformation into flight configuration of transonic aircraft with fixed blades-wings of RW.5 cl, 1 tbl, 3 dwg

Description

The invention relates to the field of aviation technology and can be used in the construction of unmanned transonic helicopter airplanes having a low-lying wing of an asymmetrically variable sweep on the rotary hinge of the fuselage and on its pylon two-bladed main rotors (DNV), and gondolas with free power turbines that drive coaxial DN remote turbo-fans, creating vertical and short take-off / landing (GDP and KVP) lift and marching thrusts, the last of which is directed back with working / autorotor with DNVs or with wings fixed by their hollow blades of an asymmetrically variable sweep outward from the axis of symmetry during horizontal flight in the configuration of a rotary-wing a / gyroplane or airplane.

Famous aircraft vertical take-off and landing (VTOL) mod. S-57 of Sikorsky company (USA) of project XV-2, having a high-winged wing, which is stopped and retracted into the longitudinal compartment 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 of a niche in the upper part of the fuselage with an 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 and create it lift force. A design feature of the XV-2 VTOL aircraft is the Control Circulation Rotor (CCR) concept, i.e. rotor with adjustable circulation and its fixed placement in the fuselage: when switching to airplane flight mode, a single-blade NV was stopped, which had nodes for folding the shaft column and fixing the blades, which fit along the axis of symmetry into the fuselage niche.

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 determines 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 one is that the diameter of the HB is limited by the length of the fuselage and, as a result, when the flow from the HB hangs, 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 a single-engine SU includes excess turbine turbojet used in fulfilling GDP by 100%, which greatly reduces 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 845 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.

Known experimental aircraft model AD-1 (Ames Dry den) 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 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 2x1.8 kN. Known aircraft with variable sweep of the wing have a number of 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 will decrease by 11-20%, the mass of the structure will decrease by 14%, and 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 greater effective angle of attack than a console with a reverse sweep, which leads to an 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 a high-speed helicopter "Raider S-97" of the company Sikorsky (USA), made according to the twin-screw coaxial-bearing circuit (DSNS), has in the power plant (SU) an engine that transmits torque through the main gearbox and the transmission shaft system on the main rotors (HB) and the pushing screw at the end of the tail boom, tail unit and three-leg retractable retractable wheel chassis.

Signs of coincidence are the presence of a two-tail plumage, a GE-YT706 turboshaft engine with a power of 2600 hp, a main gearbox and transmission shafts transmitting power with a 10.35 m three-blade coaxial HB and a 2.13 m six-blade pushing screw, providing both fulfillment of GDP and hovering, as well as its horizontal high-speed flight. The rotation of coaxial HBs is synchronizing and oppositely directed. Take-off thrust-weight ratio of SU, which allows for a short hanging time, to achieve a payload of 1000 kg with a take-off weight of 5217 kg. High-speed helicopter "Raider S-97", with a cruising flight speed of up to 440 km / h, a range of up to 600 km and a dynamic ceiling of 4570 m, can be used to transport 6 people with fuel efficiency of at least 87.93 g / pass ⋅ km

Reasons that impede the task: the first is that the helicopter has a twin-screw coaxial circuit and with a rear thrust propeller, used only in cruising flight modes. This increases the parasitic mass during the implementation of GDP and reduces the weight return and range. The second is that, with a fuselage length of 11.752 m and an HB diameter of D = 10.35 m, it determines the take-off / parking area of 121.63 / 121.63 m ² and the corresponding specific take-off / parking potential of a payload of 8.2216 / 8.2216 kg / m ² at TsN = 1.0 ton. The third one is that when hanging, the coaxial arrangement of the HB of a variable pitch and with the control of the cyclic pitch of the lower one significantly complicates their design, and the constant vibrations that occur during the operation of its swashplate, creating adverse conditions for the operation of other mechanisms and equipment. The fourth one is that the coaxial arrangement of two HBs with a swash plate for the lower blades greatly increases the mass of control units, the main gearbox and its height (providing a separation between the lower and upper HB blades of 8.5% of their diameter), which limits the possibility of transportation and basing. The fifth one is that in a helicopter of a twin-screw coaxial circuit with semi-rigid blade mounting there is an adverse mutual influence (inductive loss) of coaxial HBs, which in some cases can lead to their overlap. All this limits the possibility of increasing the speed and range of flight and weight return, but also provides a higher specific fuel consumption.

The present invention solves the problem in the above-mentioned known high-speed helicopter model "Raider S-97" to increase the speed and range, increase the target load (CN) and fuel efficiency, reduce vibrations and eliminate the occurrence of resonance in the autorized coaxial HBs and the possibility of transformation into the flight configuration of the transonic aircraft with fixed on the fuselage pylon blades-wings of two-bladed HB.

Distinctive features of the present invention from the above-mentioned well-known high-speed helicopter "Raider S-97", closest to it, are the fact that it is equipped with two-bladed HB (DNV) mounted on the fuselage pylon as in the mentioned DSNS, ensuring the creation of DSNS-X2 vertical thrust only during transitional flight regimes and during vertical and short take-off / landing (GDP and KVP), and at least two combined gas turbine engines (KGTD) in nacelles placed behind the DNV pylon in the fuselage from the sides its air intakes, and are made in the form of dual-circuit engines having external and internal circuits, respectively, with an external single-row fan (BOW) in an annular cowl and at least one free power turbine (CCT), equipped with a front shaft output for power take-off and its transmission through an intermediate gearbox to the input shaft of the main gearbox, redistributing the take-off power of the SU between the DNV in the symmetrically balanced DSNS-X2 and at least two WWII having blades with a large twist, pulling according to the pulling pattern, installed in front of and coaxially with the CCT intermediate gearbox to create in the propulsive-reactive system (PPC-R2) marching thrust directed horizontally backward and parallel to the axis of symmetry in transitional flight modes and during vertical and short take-off / landing (GDP and KVP) or horizontal translational flight, but also with a low-positioned wing of an asymmetric variable sweep (KAIS) mounted at the bottom of the fuselage by means of one hinge rotatable in the horizontal plane, having as a hinge the mechanism around it with a follower drive, providing from sweep χ = 0 ° to χ = ± 60 ° or χ = ± 65 °, when viewed from above, the synchronous rotation forward and backward along the flight of the KAIS consoles in the plane of its chord, and 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 (SAX), and is configured to convert its flight configuration after performing KVP or GDP technology from a rotorcraft or helicopter with ДСНС- X2 and ORS-R2 in s the corresponding jet winged gyroplane for a galloping flight or an aircraft with maximum or normal take-off weight, respectively, with wide-chord DNVs operating in the modes of their autorotation or as their hollow wing-blades-wings asymmetrically variable sweep (DLKAIS) after the DNV transformation, performed sequentially, when lower DNVs are simultaneously stopped so that when viewed from above, their blades are as previously placed perpendicular to the front edge of the multidirectional consoles K AISs are also equipped with automatic assemblies for their simultaneous folding by rotation through a 90 ° angle in a horizontal plane outward from the axis of symmetry of the DNV wing blades so that the upper and lower ones are fixed respectively with reverse and direct sweep along the front edges of the DNKAIS DNV, forming with the left and right or with the right and left KAIS consoles is the same multidirectional sweep χ = -60 ° and χ = + 60 ° or χ = -65 ° and χ = + 65 ° for synchronous-symmetric multidirectional bearing surfaces organizing with respect to the axis of symmetry those, the fixed front edges of the DLKAIS which are placed in plan parallel to the front edge of the KAIS in the flight configuration of a jet or transonic aircraft with PRS-R2 and a biplane multidirectional wing system (RBK), which converts at a specific load of power ρ _N = 2.2 kg / l. from. a large elongation of KAIS with λ = 14.0-16.0 to a small elongation λ = 1.5-2.0 or 1.1-1.3 SBRK, with corresponding sweep χ = ± 60 ° or χ = ± 65 ° the upper and lower DLKAIS DNVs fixed outward from the axis of symmetry, placed in plan above the KAIS consoles with reverse and direct sweep, but also vice versa.

или

раза больше диметра (D) ДНВ, консоли которого зафиксированы перпендикулярно к оси симметрии на переходных режимах полета и для взлетно-посадочных режимов, при этом в каждой кормовой гондоле КГтД с кольцевым обтекателем ВОВ по меньшей мере одна ССТ имеет Т-образный в плане промежуточный редуктор, снабженный продольным по его оси как входным валом, так и выходными продольным и поперечным валами, первый из которых передает мощность через муфту сцепления на ВОВ, а второй синхронизирующий вал - передает крутящий момент на Т-образный в плане главный редуктор, имеющий по оси симметрии передний выходной продольный вал, который передает через муфту сцепления взлетную мощность на входной вал соосно-го редуктора ДНВ, колонка выходных вертикальных соосных валов которого размещена в плане над центром масс, отклонена назад по полету на угол (α), который равновелик или равен 1/2 величине угла (α_кр) атаки КАИС, причем набегающий поток при вертикальном и горизонтальном режимах полета встречают одновременно соответственно передние кромки наступающих лопастей верхнего и нижнего ДНВ и зафиксированных их упомянутых ДЛКАИС, выполняющих над консолями КАИС в СБРК роль верхних соответствующих разрезных крыльев с углом атаки ДЛКАИС, который равновелик углу (α) отклонения назад по полету вертикальной колонки выходных соосных валов ДНВ при втянутом телескопическом верхнем внутреннем ее вале, при этом на режимах ВВП и зависания полная компенсация реактивного крутящего момента в упомянутой ДСНС-Х2 от работающих ДНВ, выполненных с жестким креплением их лопастей, создается противоположным направлением вращения нижнего и верхнего ДНВ соответственно в плане, только, по часовой и против часовой стрелки или против часовой и по часовой стрелки, а изменение балансировки по курсу и тангажу, крену обеспечивается дифференциальным изменением тяги общего шага соосных ДНВ и изменением соответствующего циклического шага посредством автомата перекоса нижнего ДНВ соответственно, при этом внутренние и внешние стреловидные секции хвостового оперения типа чайка, выполненные в виде V-образного киля и стабилизатора, снабжены рулями направления и высоты соответственно, причем размещение гондол КГтД, выполненных с более длинными кольцевыми обтекателями ВОВ, создающим, как улучшение направления разделенного потока низкоэнергетического пограничного слоя по бортам фюзеляжа, достигая ламинарного их обтекания и обеспечивая небольшую степень векторизации тяги в крейсерском полете, так и уменьшение полного сопротивления на 9%, при этом хвостовая балка на ее конце снабжена профилированным обтекателем, который, образуя несущую поверхность, интегрирован по внешним его бортам с внутренними секциями хвостового оперения и имеет V-образную в плане заднюю кромку, которая в плане размещена параллельно скошенной в каждом КГтД задней кромке плоского сопла, выполненного с термопоглощающим покрытием, причем внешние секции, складывающиеся на стоянке вниз от соответствующих изломов оперения типа чайка, смонтированы при виде спереди горизонтально или параллельно консолям КАИС, снабжены спереди и сзади их законцовок соответствующими видеокамерами и ИК-излучателя-ми, при этом внешние секции КАИС выполнены складывающимися вверх, размещаясь наклонно к оси симметрии, обеспечивая его размах равновеликий размаху внутренних секций хвостового оперения и стояночную конфигурацию при втянутом телескопическом верхнем вале колонки валов ДНВ, сложенные их дупланные лопасти размещены одна над другой и зафиксированы назад по полету, причем планер выполнен с радиопоглощающим покрытием, фюзеляж которого, имея граненную форму, снизу снабжен передними и задними отсеками, имеющими по две автоматические створки с пилообразными поперечными их сторонами и выдвижные пусковые устройства вооружения.In addition, when performing KVP technology in the configuration of a rotorcraft or winged gyroplane with the aforementioned KAIS, having a range of

or

times more than the DNV diameter (D), the arms of which are fixed perpendicular to the axis of symmetry at transitional flight modes and for take-off and landing modes, and in each KGTD stern nacelle with a WWII annular cowl, at least one CCT has a T-shaped intermediate gear equipped with a longitudinal along its axis as an input shaft, and output longitudinal and transverse shafts, the first of which transmits power through the clutch to the BOB, and the second synchronizing shaft transmits torque to the T-shaped in terms of heads gearbox, having a front output longitudinal shaft along the axis of symmetry, which transfers take-off power through the clutch to the input shaft of the DNV coaxial gearbox, the column of output vertical coaxial shafts of which is placed in plan above the center of mass, is deflected backwards by angle (α) in flight which is 1/2 or equal-angle value (α _cr) KAISA attack, wherein the incident flow in vertical and horizontal flight modes simultaneously meet respectively the front edge of the advancing blades of the upper and lower and DNV zafiks of the aforementioned DLKAIS, performing over the KAIS consoles in RBKs the role of the upper respective split wings with the angle of attack of DLKAIS, which is equal to the angle (α) of the deviation backward along the flight of the vertical column of the DNV output coaxial shafts when the telescopic upper shaft is retracted, while at the GDP and hovering, full compensation of the reactive torque in the mentioned DSNS-X2 from working DNVs made with rigid fastening of their blades is created by the opposite direction of rotation of the lower and upper DNV respectively, in plan only, clockwise and counterclockwise or counterclockwise and clockwise, and the change in balancing along the course and pitch, roll is provided by the differential change in the thrust of the common pitch of the coaxial DNVs and the change in the corresponding cyclic step by means of the lower DNV swashplate, respectively, when this internal and external swept sections of the tail unit of the seagull type, made in the form of a V-shaped keel and stabilizer, equipped with rudders of direction and height, respectively, the reduction of KGTD nacelles made with longer annular fairings of the Second World War, which creates both an improvement in the direction of the separated flow of the low-energy boundary layer along the sides of the fuselage, reaching their laminar flow and providing a small degree of thrust vectorization in cruise flight, and a decrease in the impedance by 9%, this tail beam at its end is equipped with a profiled fairing, which, forming a bearing surface, is integrated along its outer sides with the internal sections of the tail unit and there is a V-shaped rear edge, which in plan is placed parallel to the rear edge of a flat nozzle made with a heat-absorbing coating, beveled parallel to each QGTD, and the outer sections folding down in the parking lot down from the corresponding breaks of the plumage type plumage are mounted horizontally or parallel when viewed from the front KAIS consoles are equipped with front video cameras and IR emitters at the front and rear of their endings, while the external sections of the KAIS are made folding upward, being placed obliquely to the axis of symmetry, about Providing its scope is equal to the range of the inner tail sections and the parking configuration when the telescopic upper shaft is retracted, the DNV shaft columns are folded, their hollow blades are placed one above the other and fixed backwards in flight, the glider being made with a radar absorbing coating, the fuselage of which, having a faceted shape, from below equipped with front and rear compartments having two automatic wings with sawtooth transverse sides and retractable weapon triggers.

In addition, for the aforementioned cost-effective low-speed horizontal flight, each DNV in a synchronously-balanced carrier and autorotating system including an automatic gearbox in the said coaxial gearbox has the mentioned coaxial shafts for the DNV drive, each of which creates two streams: the first is take-off with the issuance of the corresponding power from the aforementioned gas turbine engines and the creation of lifting force from the DNV, the second is cruising in the configuration of a winged gyroplane with the reception of power from autorotation of each th DNV at its proper level, breaking the drive coaxial DNV CCT mentioned 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 fraction 1 / 3-1 / 4 times the required lifting force of 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 a blade profile DNV resistance when autorotation and opportunities for cruising flight mode with a reduced calculation KAISA its geometry that creates 2 / 3-3 / 4 the lifting force on the respective wing KAISA similar jet.

In addition, for the aforementioned economical high-speed horizontal flight, achieving marching propulsion yields from 0.14 to 0.22, the SU power is used from 18% to 36%, respectively, from one of the working mentioned KGTD in the SU only to drive the mentioned WWII in the configuration of the said jet aircraft with PRS-R2, the aforementioned RBK of which, having a sweep along its front edge with an angle χ = ± 60 °, provides at an altitude of 11 km a flight speed of 0.636 Mach (M) and 0.82 M, respectively.

In addition, for the aforementioned horizontal flight with a transonic speed of flight, reaching marching propensity from 0.22 to 0.36, the power of the control system is used from 36% to 72%, respectively, from one and two working mentioned KGTD in the control system only to drive the mentioned WWII in the configuration the said transonic aircraft with PPC-R2, the aforementioned RBK of which, having a sweep along its front edge with an angle χ = 0 °, provides at an altitude of 11 km a flight speed from Mach 0.6 (M), and with an angle χ = ± 15 ° - M = 0.69, 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 of χ = ± 62.5 ° - M = 0.87, with an angle of χ = ± 65 ° the horizontal flight speed increases from M = 0.9 to M = 1,058 when the marching propensity is reached to 0.44.

Due to the presence of these features, which will allow to master an unmanned transonic helicopter (BTSV), which is equipped with the two-bladed NV (DNV) mounted on the fuselage pylon as in the aforementioned DSNS, which ensures vertical thrust in the DSNS-X2 only during transient flight modes and during vertical and short take-off / landing (GDP and KVP), and at least two combined gas turbine engines (KGTD) in nacelles located behind the DNV pylon in the fuselage with its side air intakes, and are made in the form of two engine engines having external and internal circuits, respectively, with an external single-row fan (BOB) in the annular cowl and at least one free power turbine (CCT) equipped with a front shaft output for power take-off and transmission through an intermediate gear to the input shaft the main gearbox, redistributing the take-off power of the SU between the DNV in the symmetrically balanced DSNS-X2 and at least two WWII, with blades with a large twist, working according to the pulling pattern, installed in front of and with coaxially with the CCT intermediate gearbox for creating in the propulsive-reactive system (PRS-R2) marching thrust directed horizontally backward and parallel to the axis of symmetry during transient flight modes and during vertical and short take-off / landing (GDP and AER) or horizontal translational flight, but and low wing asymmetric variable sweep (KAIS) mounted below the fuselage by means of one swivel in the horizontal plane of the hinge, having as a turning mechanism with a follower drive, both sintering from sweep χ = 0 ° to χ = ± 60 ° or χ = ± 65 °, when viewed from above, the synchronous rotation forward and backward along the flight of the KAIS consoles in the plane of its chord, and the vertical axis of rotation passing along the axis of symmetry and through the center masses, and from the leading edge of KAIS at a distance equal to 1/4 of its average aerodynamic chord (SAH), and is configured to convert its flight configuration after performing KVP or GDP technology from a rotorcraft or helicopter with DSNS-X2 and PRS-R2 into the corresponding jet winged gyroplane for ba flight or airplane at maximum or normal take-off weight, respectively, with wide-chord DNVs operating in the modes of their autorotation or as hollow wing-shaped wing-blades supporting them (asymmetrically variable sweep) after DNV transformation performed sequentially when the upper and lower DNV are simultaneously stopped that when viewed from above, their blades are both preliminarily placed perpendicular to the leading edge of the KAIS multidirectional consoles, and are equipped with automatic synchronization units folding them by turning through an angle of 90 ° in a horizontal plane outward from the axis of symmetry of the DNV wing blades so that the upper and lower ones are fixed respectively with reverse and direct sweep along the leading edges of the DLKAIS DNV, forming left and right or right and the left KAIS consoles equal multidirectional sweep χ = -60 ° and χ = + 60 ° or χ = -65 ° and χ = + 65 ° organizing synchronously-symmetric multidirectional bearing surfaces relative to the axis of symmetry, fixed front edges of the DLKAIS which has a plane parallel to the front edge of the flight configuration KAISA or transonic jet aircraft with CP-R2 and biplane system divergent wings (SBRK) transforming at a specific load on the power ρ _N = 2,2 kg / hp. a large elongation of KAIS with λ = 14.0-16.0 to a small elongation λ = 1.5-2.0 or 1.1-1.3 SBRK, with corresponding sweep χ = ± 60 ° or χ = ± 65 ° the upper and lower DLKAIS DNVs fixed outward from the axis of symmetry, placed in plan above the KAIS consoles with reverse and direct sweep, but also vice versa. All this will make it possible to increase the longitudinal-lateral controllability in multi-purpose BTSV during transitional maneuvers, and the placement of the KGTD with the STS and WWII behind the DNV pylon 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 of the BPSV 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 jet aircraft. Placing in the BTSV-2.6 gondolas two KGTD with the Second World War in PRS-R2 will make it possible to increase the TsN by 1.08 times and the speed / flight range in comparison with the V-22 "Osprey" tiltrotor and its TsN = 24 people when fulfilling GDP and hovering 1.53 / 1.48 times, but also increase the fuel efficiency by 3.2 / 4.3 times (up to 28.64 / 21.11 g / pass), respectively, when cruising at a speed of 550/850 km / h in the configuration of a jet gyroplane / transonic aircraft, and at an altitude of 11 km the speed of the latter with a sweep of χ = ± 65 ° RBK can be 1124 km / h.

The present invention is a preferred embodiment of BTSV with a low-positioned KAISA, his right console has χ = ^- 60 ° tail type gull shirokohordovymi DNV a BFNC-X2 and KGtD their BOB in CP-R2, housed in nacelles with lateral air inlets, resulting DNV and two BOB, illustrated in FIG. 1 and general views from the side, top and front, respectively a), b) and c):

a) in the flight configuration of a helicopter with KAIS and an angle χ = 0 °, two high-pressure fuel assemblies leading through the transmission system only two coaxial DNVs in DSNS-X2;

b) in the flight configuration of a jet aircraft with KAIS with a sweep of χ = ± 60 ° and a dotted line of KAIS with an angle of χ = 0 ° to perform takeoff and landing and transitional regimes, fixed by the blades of the upper and lower DNVs in the DLKAIS with a sweep of χ = -60 ° and χ = + 60 °, respectively, and conventionally shown by dashed lines, the upper and lower DNV blade, which are stopped perpendicular to the CAIS;

c) in the flight configuration of a KVP jet gyroplane or an aircraft with KAIS, which creates a higher lift force than the lift force created by autorotating coaxial DNVs or fixed by their DLKAIS, and two WWII located in nacelles, creating a marching thrust in PPC-R2 for high-speed or transonic flight and with the conditional placement of the KAIS, the plumage and autorotating blades of the DNV, shown by a dashed line both in the parking lot and in the gyroplane.

The multipurpose deck-based or non-airborne BTSV, shown in FIG. 1, made according to the DSNS-X2 concept and PPC-R2 technology, has a glider of aluminum alloys and composite carbon fiber reinforced plastic, contains the fuselage 1, KAIS 2 mounted on the lower hinge 3 from the bottom of the fuselage, has 4 inner and 5 outer flaps with ailerons 6, but also the tail unit of the gull type, the internal 7 and external 8 arrow-shaped sections of which are respectively equipped with rudders of direction 9 and height 10. To reduce radar visibility, the external faceted surface of the fuselage 1 is formed by a large number of straight-line panels at times ary angles. KAIS 2 consoles for providing multidirectional sweep from χ = 0 ° to χ = ± 65 ° are mounted on a swivel joint 3 with a follower drive (not shown in Fig. 1), which is integrated with the lower central part of the fuselage 1, equipped with two gondolas behind KAIS 2 11 with left 12 and right 13 side air intakes, directing the air flow separately to the corresponding WWII 14, having blades with a large twist, blowing the CCT in the corresponding QGTD (not shown in Fig. 1) and made with front edges 15, which when viewed from the side have direct with the sweeps, and when viewed from above, the leading edge of the inner 7 and outer 8 swept sections of the tail unit are parallelly mounted, which are mounted on the outer sides of the tail beam with its end profiled fairing 16 having a V-shaped rear edge in plan. On the fuselage 1 above the center of mass a pylon 17 is mounted with the lower 18 and upper 19 DNVs, having for their full compensation of the reactive torque in the GDP and hovering modes their opposite rotation, respectively, clockwise and counterclockwise, and made with rigid fastening of their blades and automatic swash plate on the lower 18 of them are coaxial DNVs. In ORS-R2, each of the QGTDs has external and internal circuits, respectively, with BOB 14 and CCT (not shown in Fig. 1). The front and rear ends of the outer sections 8 of the tail unit have corresponding cameras 20 and IR emitters 21. Two KGTD are made with a front output of the shaft to take power from their CCT and the ability to transfer power from them to the T-shaped main gearbox (in FIG. 1 are not shown), which smoothly redistributes 100% and 36% of the take-off power of the SU when performing GDP and horizontal flight, respectively, between two DNV 18-19 in DSNS-X2 and two WWII 14 in PRS-R2. At the ends of the two nacelles 11 there is a left 22 and right 23 jet flat nozzle, the beveled rear edges of which are parallel to the V-shaped in plan view of the rear edge of the fairing 16.

BTSV control is provided by cyclic, general and differential pitch change of coaxial DNV 18-19 and deviation of ailerons 6, rudders 9 and altitude 10. When cruising high-speed or high-speed flight in the configuration of a winged gyroplane or jet aircraft, the lifting force is created respectively by autorotating DNV 18-19 s KAIS 2 or KAIS 2 with fixed DLKAIS 18-19 DNV (see Fig. 1b) in the RBK, marching jet thrust - with the PRS-R2 system through jet flat nozzles 22-23 at horizontal placement, in the transition mode - KAIS 2 with DNV 18-19. After the DNV 18-19 lifting thrust is created in DSNS-X2, the GDP and freezing or KVP regimes are provided when jet thrusts 22-23 are created with flat nozzles (see Fig. 1a). When performing GDP and freezing, a change in the balancing at the rate and pitch, roll is provided by the differential change in the thrust of the total pitch of the coaxial DNV 18-19 and the change in the corresponding cyclic step by means of the lower 18 DNV swashplate, respectively (see Fig. 1b). After vertical take-off and climb, an overclocking flight is performed at speeds of more than 300 ... 350 km / h and a corresponding reduction in RPMs 18-19 is carried out. As you accelerate with an increase in the lift force of the KAIS 2 wing, the lift force of the DNV 18-19 decreases. When reaching flight speeds of 450 ... 500 km / h and to switch to airplane flight mode, DNV 18-19 synchronously stops so that their blades are pre-placed when viewed from above perpendicular to the front edge of KAIS 2 and are equipped with automatic nodes for folding their blades, which then rotate synchronously outward from the axis of symmetry of the blades-wings of the DNV 18-19 at an angle of 90 ° so that their DLKAIS are fixed with reverse and direct sweep along their front edges, forming an equal sweep of χ = ± 60 ° with CAIS in RBK (see Fig. 1b) . When creating jet thrust with flat nozzles 22-23, a high-speed BTSV cruise flight is performed, in which the directional control is provided by the rudders of 9. The longitudinal and lateral control in this case is carried out by in-phase and differential deviation of the elevators 10 and aileron 6 of KAIS 2, respectively.

Thus, a multi-purpose BTSV with KAIS, a tail of the seagull type, having for the creation of horizontal thrust in a combined SU two KGTD with WWII in PRS-R2 and vertical thrust in DSNS-X2 two DNV or lifting force respectively with working or fixed DLKAIS DNV, represents a tiltrotor twin-screw coaxial circuit with KAIS and PRS-R2, changing its flight configuration only due to a change in working conditions and DNV transformation by means of the fact that the incoming flow in vertical and horizontal flight modes is simultaneously, the leading edges of the advancing blades of both DNVs and their fixed DLKAIS grow, increasing the bearing capacity of CAIS. KAIS consoles increase the aerodynamic and structural advantages of converting this monoplane scheme to a jet / transonic aircraft configuration with an RBK, especially with the presence of additional DLKAIS coaxial DNVs fixed at an angle of multidirectional sweep χ = ± 60 ° / χ = ± 65 ° above the corresponding KAIS consoles and with the same sweep. This will reduce the wave resistance by 26%, greatly increase fuel efficiency and reduce the weight of the BTSV airframe, made using hardly noticeable technology with radar absorbing materials, increase the take-off weight by 17%, or the flight range by 29% while maintaining the take-off weight.

Therefore, to implement these operational characteristics, it is necessary to study the individual principles of changing the multidirectional sweep of the KAIS from χ = 0 ° to χ = ± 60 ° \ χ = ± 65 ° and the transformation of the DNVA wing-blades to DLKAIS in the modes of transition from a helicopter to the configuration of a jet / transonic aircraft with a similar multidirectional sweep.

The widespread use in high-speed BTSV and GTSV high-altitude theater engines in the design of gas turbine engines made in the form of double-circuit engines with the Second World War, using turbofan engines from D-30 and D-30DKP in the design of the latter, will greatly reduce their development time. Undoubtedly, over time, the use of KGTD with the Second World War in PRS-R2 will allow to increase the speed and range in comparison with the Osprey V-22 tiltrotor, which is important for the development of the GTSV-2.6 with two VK-2500P model helicopters. 2500 hp The use of the latter in multi-purpose GTSV-2.6, made using PRS-R2 technology with two WWII and the DSNS-X2 concept with two coaxial DNVs having a diameter D _DNV = 15.0 m, will allow GDP to be fulfilled and the specific load on power 2, 2 kg / hp improve its criterion: payload × range = 15655 t⋅km, which is almost equal to that of the V-22 Osprey tiltrotor, whose take-off weight is 1.92 times that of the GTSV-2.6, and when performing the GTSV- 2.6 GDP / KVP technologies reach a take-off weight of 11.0 \ 12.65 tons, a flight time of 3.88 \ 4.0 hours, provide a flight speed of up to 850 \ 1124 km / h and a flight range of 3298 \ 4496 km, respectively the angle χ = ± 60 ° \ χ = ± 65 ° of the multidirectional sweep of its CAIS with DLKAIS (see table. 1).

Claims (5)

1. An unmanned transonic supersonic helicopter, made according to a twin-screw coaxial-bearing circuit (DSNS), has in the power plant (SU) an engine that transmits torque through the main gearbox and the transmission shaft system to the main rotors (HB), tail unit and retractable tri-bearing wheeled chassis, characterized in that it is equipped, as in the aforementioned DSNS, with two-bladed HB (DNV) mounted on the fuselage pylon, providing in the DSNS-X2 the creation of vertical thrust only in transitional flight modes and with vertical and short summer / landing (GDP and KVP), and at least two combined gas turbine engines (KGTD) in nacelles located behind the DNV pylon in the fuselage with its lateral air intakes, and are made in the form of double-circuit engines having external and internal contours respectively with external single-row fan (BOB) in the annular cowl and at least one free power turbine (CCT), equipped with a front output of the shaft for power take-off and transmission through an intermediate gearbox to the input shaft of the main gearbox, redistributing the take-off power of the SU between the DNV in the symmetrically balanced DSNS-X2 and at least two WWII, with blades with a large twist of them, operating according to the pulling scheme, installed in front of and coaxially with the CCT intermediate gearbox to create in a propulsion-reactive system (PRS- R2) marching thrust directed parallel to the axis of symmetry during transient flight regimes and during vertical and short take-off / landing (GDP and KVP) or horizontal translational flight, but also with a low-lying wing asymmetric variable with a sweep (KAIS) mounted on the bottom of the fuselage by means of a hinge rotatable in the horizontal plane, having a follower drive as a swivel mechanism, providing from sweep χ = 0 ° to χ = ± 60 ° or χ = ± 65 ° corresponding synchronous rotation when viewed from above forward and backward along the flight of the KAIS consoles in the plane of its chord, and 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 (SAX), and made with possible the possibility of converting its flight configuration after performing KVP or GDP technology from a rotorcraft or helicopter with DSNS-X2 and PRS-R2 into the corresponding jet winged gyroplane for a barrage flight or 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 upper and lower DNV simultaneously so that when viewed from above, their blades are both pre-arranged perpendicular to the front edge of the KAIS multidirectional consoles and equipped with automatic nodes for their simultaneous folding by turning 90 ° in a horizontal plane out from the axis of symmetry of the DNV wing-wings so that the upper and lower of them are fixed, respectively, with reverse and direct sweep along the leading edges of the DLKAIS DNV, which form the same multidirectional arrow with the left and right or with the right and left consoles of KAIS the identity χ = -60 ° and χ = + 60 ° or χ = -65 ° and χ = + 65 ° organizing synchronously-symmetric multidirectional bearing surfaces relative to the axis of symmetry, the fixed front edges of the DLCAIS which are placed in plan parallel to the front edge of the KAIS in the flight configuration jet or transonic aircraft with PRS-R2 and a biplane multidirectional wing system (RBK), which converts at a specific power load ρ _N = 2.2 kg / hp. a large elongation of KAIS with λ = 14.0-16.0 to a small elongation λ = 1.5-2.0 or 1.1-1.3 SBRK, with corresponding sweep χ = ± 60 ° or χ = ± 65 ° the upper and lower DLKAIS DNVs fixed outward from the axis of symmetry, placed in plan above the KAIS consoles with reverse and direct sweep, but also vice versa. 2. An unmanned transonic helicopter aircraft according to claim 1, characterized in that when performing the AEC technology in the configuration of a rotorcraft or a winged gyroplane with the aforementioned KAIS, having a range of

or

times more than the DNV diameter (D), the arms of which are fixed perpendicular to the axis of symmetry at transitional flight modes and for take-off and landing modes, and in each KGTD stern nacelle with a WWII annular cowl, at least one CCT has a T-shaped intermediate gear equipped with a longitudinal along its axis as an input shaft, and output longitudinal and transverse shafts, the first of which transfers power through the clutch to the BOB, and the second synchronizing shaft transmits torque to the T-shaped in terms of the main A gearbox having a front output longitudinal shaft along the axis of symmetry that transmits take-off power through the clutch to the input shaft of the DNV coaxial gearbox, the column of output vertical coaxial shafts of which is placed in plan above the center of mass, is deflected backwards by angle (α), which equal or equal to 1/2 of the angle

KAIS attacks, moreover, the incident flow during vertical and horizontal flight regimes simultaneously meet the leading edges of the advancing blades of the upper and lower DNV and their mentioned DLKAIS, performing the role of the upper corresponding split wings with the angle of attack of the DLKAIS, which is the same angle (α ) deviations backward in flight of the vertical column of the DNV output coaxial shafts when the telescopic upper inner shaft is retracted, while the full computer The generation of reactive torque in the mentioned DSNS-X2 from operating DNVs made with rigid fastening of their blades is created by the opposite direction of rotation of the lower and upper DNVs, respectively, in plan, only clockwise and counterclockwise or counterclockwise and clockwise, and the change balancing on the course and pitch, roll is provided by a differential change in the thrust of the total pitch of the coaxial DNVs and by changing the corresponding cyclic step by means of the lower DNV bias automaton, respectively, while the internal and external swept sections of the tail unit of the seagull type, made in the form of a V-shaped keel and stabilizer, are equipped with rudders and heights, respectively, and the placement of KGTD nacelles made with longer annular fairings of the Second World War, creating as an improvement in the direction of the divided flow of the low-energy boundary layer along the sides of the fuselage, reaching their laminar flow and providing a small degree of thrust vectorization in cruise flight, and a decrease in impedance of 9%, the tail beam at its end is equipped with a profiled fairing, which, forming a bearing surface, is integrated along its outer sides with the internal sections of the tail unit and has a V-shaped rear edge, which in plan is placed parallel to the rear edge of the flat nozzle, beveled in each QGT, made with a heat-absorbing coating, and the outer sections, folding in the parking lot down from the corresponding breaks of the plumage type of a seagull, are mounted when viewed from the front horizontally or parallel to the KAI consoles C are equipped with front video cameras and IR emitters at the front and rear of their endings, while the external sections of the KAIS are folded upward, placed obliquely to the axis of symmetry, providing its span equal to the span of the inner sections of the tail unit, and the parking configuration when the telescopic upper shaft of the column is retracted DNV shafts, their hollow blades folded, are placed one above the other and fixed back in flight, moreover, the glider is made with a radar absorbing coating, the fuselage of which, having a faceted surface The bottom door is equipped with front and rear compartments, each having two automatic wings with sawtooth transverse sides and retractable weapon triggers. 3. Unmanned transonic helicopter aircraft according to any one of paragraphs. 1, 2, characterized in that, for said economical sweeping horizontal speeding flight, each DNV in a synchronously-balanced carrier and autorotating system includes an automatic transmission in said coaxial gearbox, which has said output coaxial shafts for driving the DNV, each of which creates two flow: the first - take-off with the issuance of the corresponding power from the aforementioned gas turbine engines and the creation of lift from the DNV, the second - cruising in the configuration of a winged gyroplane with power from the autopilot DNV rotation each at its proper level, breaking the drive coaxial DNV CCT mentioned 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 fraction increase in 1 / 3-1 / 4 times the required lifting force of 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 the DNV n 12-15% of the total resistance profile blades DNV when autorotation and opportunities for cruising flight mode with a reduced calculation KAISA its geometry that creates 2 / 3-3 / 4 the lifting force on the respective wing KAISA similar jet. 4. Unmanned transonic helicopter aircraft according to any one of paragraphs. 1-2, characterized in that for the aforementioned low-cost high-speed horizontal flight, reaching marching thrust-weight ratio from 0.14 to 0.22, the power of the control system is used from 18% to 36%, respectively, of one of the working mentioned KGTD in the control system only to drive the mentioned WWII in the configuration of the aforementioned jet aircraft with PRS-R2, the aforementioned RBK of which, having a sweep along its leading 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. Unmanned transonic helicopter aircraft according to any one of paragraphs. 1-2, characterized in that for the aforementioned horizontal flight with a transonic speed of flight, reaching marching thrust-weight ratio from 0.22 to 0.36, the power of the control system is used from 36% to 72%, respectively, of one and two of the working QGTD in the control system only the drive of the mentioned WWII in the configuration of the aforementioned transonic aircraft with PRS-R2, the aforementioned RBK of which, having a sweep along its front edge with an angle χ = 0 °, provides at an altitude of 11 km a flight speed of Mach 0.6 (M), and with an angle χ = ± 15 ° - M = 0.69, at an angle χ = ± 30 ° - M = 0.75, 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 an angle χ = ± 65 ° the horizontal flight speed increases from M = 0.9 to M = 1,058 upon reaching the marching thrust-weight ratio up to 0.44.

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