RU2725372C1 - Unobtrusive aircraft-missile system - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to aircraft engineering, particularly, to aircraft missile systems. Low-visibility aircraft-rocket system is equipped with a group of optional and remotely piloted aircraft-helicopters made as flying wing. Wing is made with swept V-shaped in plan shape with two over-wing nacelles in which combined gas turbine engines with free power turbines, leading two transverse pushing double-bladed rotors (DBR) in fairings of all-turning inter-gondola wing and/or in fairing fairings external fans creating propulsive draft. Airplane helicopter can be converted after vertical/short take-off from helicopter configuration/helicopter into jet aircraft with folded blades and after landing on deck of ANC in maritime configuration at folded wing end parts.EFFECT: higher speed and range of flight, higher probability of destruction of surface or underwater target located at long range.4 cl, 1 tbl, 3 dwg

Description

The invention relates to stealth aircraft-missile systems with optionally and remotely piloted helicopter airplanes, which are a V-shaped swept flying wing (SLK) with two wing-mounted engine nacelles having combined gas turbine engines with free power turbines leading two transverse pushing two-bladed main rotors (DNV) in fairings of a one-turn inter-nacelle wing and / or in annular fairings, external fans creating propulsion-reactive thrust, which are converted after a vertical / short take-off from the flight configuration of a rotorcraft / helicopter into a jet airplane with their DNV wings folded the positions along and outside the DNV fairings with their horizontal fixation, which are transformed after landing on the deck of the ship into a marching configuration with the end parts of the SLK folded up for transportation in the hangar, refueling and loading it with ammunition.

A known complex for the destruction of submarines (PL) at long ranges, patent RU 2371668 C2, made in the form of a ballistic missile (BR), in the bow of which is deployed a winged fairing cruise missile (CR); The BR contains aerodynamic surfaces with drives and an accelerating engine to ensure delivery of the RC to the firing range to the target area. For economical flight in the atmosphere, the Kyrgyz Republic is docked with an accelerating engine by means of a separation device, configured to fly in the area of the PL target and contains a detachable underwater warhead (warhead) and a detachable sonar buoy; the control system of the Kyrgyz Republic is equipped with equipment for receiving information from a radio-acoustic buoy via a radio channel about the location of the target. In accordance with the teams searching for the target, its detection, rapprochement with the target and its defeat by undermining the warhead. After that, the BR carrier continues the flight with the engine running, leading it away from the splashdown point of the underwater warhead so as not to interfere with its homing system. The disposable BR itself left the warhead splash area and self-destructed.

Famous supersonic aircraft vertical take-off and landing (VTOL) company Sikorsky model ANX-80 [see https://www.sikorskyarchives.com/X-WING.php], having a rotor wing made in the form of a four-blade rotor driven by turbojet engines (turbojet engines) of a power plant (SU), contains side and rear jet nozzles creating anti-torque and marching traction, two-fin plumage and three-leg retractable retractable wheel chassis.

Signs that coincide - the presence of HB with a diameter of 15.54 m, in the control system of two turbofan engines model TF-34-400B with a thrust of 3614 kgf each, which produce a power of 4650 × 2 hp and a jet thrust of 750 × 2 kgf, directed sideways by a jet nozzle that extinguishes the torque when creating a lifting rod HB. The peculiarity of the VTOL type “Leopard” ANX-80 is to perform vertical and short take-off / landing (GDP and KVP) and transform its flight configuration by changing the working conditions of the low-altitude aircraft: when switching to airplane flight mode, the low-speed aircraft having the fixation nodes for the high-speed shaft and its blades stopped wings turning into a supporting X-shaped wing.

Reasons that impede the task: the first is that the use of a stopable HB having an automatic swash plate of its blades with control of the general and cyclic changes in its pitch, but also a structurally complex column of its shaft and rotor-wing with reactive slots and their ducts, turning retreating the blades with its rear and front edges in direct flight after fixing, respectively, in the front and rear edges of the wing blades, which complicates the design and reduces reliability. The second one is that in VTOL with a single-rotor bearing scheme there are unproductive costs of up to 20% of the SU power for the selection of compressed air sent from the turbojet engines to the side jet nozzle, which creates an anti-torque moment, which determines the length of the tail boom and tail duct units, but also the danger posed by the steering jet nozzle for ground personnel. The third one is that the weight of the side jet nozzle together with the tail boom and tail duct units is up to 15 ... 20% of the weight of the empty VTOL aircraft and tends to increase with increasing take-off weight. In addition, the design of the X-wing, creating high variable aerodynamic loads during the transition from rotational to stationary, does not provide longitudinal stability without the main wing and limits the ability to provide VTOL flight for more than two hours, but also to increase the target load with thrust ratio K _t = 0, 65 of his SU.

Closest to the proposed invention is the British carrier-based aircraft complex (PAK) "Icara" with an unmanned aerial vehicle (UAV) [see http://rbase.new-factoria.ru/missile/wobb/ikara/ikara.shtml], having a fuselage, a launcher (launcher) with a guided missile, a wing with its controls, a power plant engine (SU), an on-board system control (BSU), providing telemechanical control from the command post of the aircraft carrier ship.

Signs that coincide - UAV dimensions without naval launchers: length 3.42 m, wingspan 1.52 m, height 1.57 m. Warhead: homing anti-submarine small-sized torpedo (MGT) Mk.44. Flight characteristics: maximum and minimum flight altitudes, respectively, 300 m and 15-20 m. Due to the significant weight of UAVs with a torpedo Mk.44 of 1480 kg (with a mass of 13% of the target load, torpedoes are 196 kg, its length is 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 UAV was carried out in the direction as close as possible to the target dropped torpedo. Target location data came from a sonar system (GAS) of a surface carrier ship, another ship, or an 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 UAV in flight. Upon arrival of the UAV in the area where the target submarine was located, a torpedo (self-guided MGT Mk.44), half recessed with its dorsal arrangement in the UAV case, detached by radio command, descended by parachute, entered the water and began to search for the target submarine. After that, the UAV continues the flight with the operating SU, leading it away from the splashdown site of the homing MGT, so as not to interfere with its homing system. The disposable UAV itself left the area and self-destructed.

The present invention solves the problem in the above known PAK with UAV "Icara" (UK) to increase target load (CN) and weight return, increase speed and range, increase the likelihood of hitting an underwater or surface target located at long range, but also its potential attacks after a long flight in hover mode, return to the helipad of an aircraft carrier ship (ANC) for reuse.

Distinctive features of the present invention from the above-known PAK with UAV "Icara" closest to it are the fact that the stealth aircraft-missile system (MARS) has a group of ship-based vertical take-off and landing (GDP) devices, including at least one optionally piloted helicopter helicopter (FPSV) with more than one remotely piloted helicopter aircraft (DPSV) used from more than one ANC helipad, with each DPSV and DPSV made without vertical tailing according to the hybrid scheme swept flying wing (SLK) V -shaped in shape with a straight or variable sweep angle along its front edge and contains in a twin-screw coaxial or transverse bearing system (ДСНС or ДПНС) pushing two-bladed main rotors (DNV) with a variable thrust vector mounted axially in the fairing or equidistant from the axis of symmetry with their overlap equal to a = 1.33 ... 1.4 in the fairings of a one-piece rotary m the hedgehog wing (MGK), forming with its span (L _mgk ) a closed-loop wing system (KZK) and mounted between the elytron nacelles (NMG) along their axes mounted parallel to the axis of symmetry and on the wing nacelles of the SLK, taken from its rear edge, having equal diameters (D _DNV ), determined from the relationship: D _DNV = (0.95 ... 0.96) × L _mgk or D _DNV = (0.61 ... 0.62) × L _mgk , m, respectively, in DSNS-X2 or DPNS-X2, creating under the SLK and between its consoles, with the vertical position of their fairings, the corresponding thrust on the GDP and freezing modes, and with the intermediate and horizontal position of the fairings with DNV, the lift-march and march thrust, respectively, in transition modes and for forward flight as a turboprop the aircraft and integrated with the SLK nacelles are equipped with NMG air intakes with an adjustable conical central body of their combined gas turbine engines (KGTD) having round nozzles with all-angular thrust vector control (VHWT), mounted in the form of dual-circuit engines having an external and internal contours, respectively, an annular cowl with an external single-row fan (WWW) and at least one free power turbine (CCT) that transfers the take-off power of the CS to the corresponding coaxial or transverse DNV and / or each WWII having blades with a large twist, operating according to the pulling pattern, creates a horizontal marching jet thrust during horizontal flight as a jet aircraft in a propulsion-reactive system (PRS), but is also performed after performing short or vertical take-off at maximum or normal take-off weight in a turboprop configuration an airplane with a horizontal or a helicopter with a vertical position of the DNV fairing or fairings, respectively, as with the possibility of its transformation into a flight configuration of a turboprop rotorcraft with a propeller-driven one or aircraft with a jet propulsion device with the corresponding DNV fairings tilting to the vertical or horizontal position, creating lift-and-thrust thrust without PRS-R2 or using PRS-R2 with folded coaxial or transverse DNVs, stopped after diametrically opposed or parallel blades of the DNV, so that their opposing blades are installed in the vane position when placed at the opposite angle ± 45 ° to the plane of symmetry, simultaneously fold forward along the flight and are horizontally fixed when viewed from the front in the respective quadrants of the respective fairings of the DNV and along their bodies, but also vice versa.

In addition, in the aforementioned OPSV and DPSV, the outer sections of their SLK, made from the outer sides of their NMG both folding up and equipped with upwardly developed triangular endings, and the area of their SLK with consoles of reverse narrowing, reducing the loss of lift from their blowing , hindering its reverse flow in the zone of maximum inductive air flow velocities from DNV, it makes 85 ... 88.0% of the total area of SLK and MGK, and in the transmission system each of their KGTD in the said NMG, in which between the Second World War and the CCT is coaxial with the last two an intermediate gearbox is mounted, having longitudinal input shafts, for example, from two CCTs, and output coaxial external and internal shafts that transmit torque through clutches to the BOB, respectively, and by means of an angular gearbox located in front of the BOB, and its transverse synchronizing shaft laid in swept MGK, on one coaxial / two cantilever T-shaped in terms of gearbox, betraying in D SNS-X2 / DPSN-X2 equal power to the near and far from the fairing DNV / left and right DNV, rotating when viewed from above in opposite directions, respectively, counterclockwise and clockwise, and to perform take-off and landing modes of their flight as the nose and rear the LSK fuselage and nacelles are equipped with front and two main rear pillars of the three-wheeled landing gear, which can be retracted into their compartments with automatic sawtooth wings, and the internal and external sections of the SLK on both sides of the one-sided NMG and inside their rear edges are equipped with wing cavities of equal length over their total length, which is 1/5 ... 1/4 of the SLK range, the airflow circulation control system, which ensures both the deviation of its thrust vector by means of jet nozzles and the direction from the compressor of a single-sided gas turbine engine of supersonic air flows, which are directed along the corresponding air ducts with their valves to each wing cavity, are blown out or from the bottom of its sub-wing nozzle when its lower automatic shutter is open, which forms the lower surface of the SLK when it is closed, creating a balanced lifting force in the regimes of GDP and freezing, or from the cavity through reactive upper slotted nozzles placed above the rounded trailing edge of the SLK with a streamlined shape of the supporting profile, increasing Using the Coanda effect and playing the role of jet flaps, the SLK lift in KVP modes, eliminating mechanical deviation and their movable gaps, reducing the effective dispersion area, and in their flight configuration of a jet aircraft, a change in the pitch, heading and roll balancing is created, respectively, in-phase and differential the simultaneous deviation in two QGTDs of their jet nozzles with the aforementioned HLWTs, both vertically up and down, both horizontally left-right and vertically one up and the other down, and in the regimes of GDP and hovering in DSNS-X2 / DPSN-X2, both of their DNVs were made with rigid fastening of the blades and without automatic machine the braid, the change in this course balancing, but also to roll or pitch, is provided by a differential change, respectively, of the coaxial / transverse DNV torques, but also of the lifting thrust on the opposite pairs of left-right or front-rear wing nozzles of the corresponding sections of the SLK, and the diving moment arising at the same time, it is counterbalanced by a negative angle deviation of the whole-sweep arrow-shaped semi-stabilizers operating in the blowout zone of the DNV, mounted downward and to the plane of symmetry, but also at the ends of the NMG and parallel to the ends of the LSC, moreover, under the regimes of GDP and freezing of the SPSL and DPSV with specific load on power their control system, component ρ _N = 1.875 kg / h.p., each of their control systems is made with digital program control elements that combine a safe flight formation management system (UBFS) with specific vertical thrust-weight ratio in ДСНС-Х2 / ДПНС-Х2, component ρ _BT = 1.23, includes the operating modes of the FTA both take-off and emergency mode (BP and PD) during the selection of sweat its power to drive their DNV, respectively, from four operating CCTs, as well as from three of the working CCTs with automatic equalization and redistribution of the remaining power between the CCVs in the event of failure of the corresponding CCT in the CGD, for example, even in the latter case after the automatic restart of the PD remaining in FTA operation, which, with specific vertical thrust-weight ratio in ДСНС-Х2 / ДПНС-Х2 of ρ _BT = 1.18 or ρ _BT = 1.1, will provide two emergency vertical landing modes for 2.5 minutes or 30 minutes, respectively, and in each of their CCTs, the UFBP system contains: one or more sensors that are configured to detect data regarding air flow (G _B , kg / s) through the CCT compressor, gas temperatures (T _G , K) in front of the CCT turbine, total compression ratio ( K) of the compressor, as well as one or more sensors that are configured to detect the relative position and their fuselage, and their DNV rotation disks for their relative position but the level of the ground or the surface of the landing site, as well as various obstacles to tracking their safe decline; a flight control computer located in their BSU and in working condition with one or more sensors, the flight control computer is configured to: determine the relative position between their fuselage with its wheeled chassis and the ground level or landing surface; compare the relative position of their fuselage and their supporting system with their selected relative position; determine the rate of controlled decline necessary to move them to the selected relative position; convert tracking device speed to flight control inputs; and also provide direct controlled safe reduction to the selected relative position through flight control inputs, while the supporting fuselage of the DPSV and OPSV has a profiled aft part with a V-shaped rear edge in plan, equipped with a fairing with rear and lower compartments equipped with a pull-out magnetometer bar and a lower the winch on the cable for water under the antenna of the sonar station, which are used for boarding flight and hovering, is made respectively without and with a cockpit, equipped inside with video cameras with autonomous manipulators connected to the controls of the SPSV, has beveled sides along its entire length, reducing the effective area dispersion, forming when viewed from the front, a diamond-shaped cross section, most of which is located above the middle line of the SLK, which has load-bearing parts of the cargo or passenger compartment integrated in its root influx, but also internal weapon compartments with automatic saws shaped wings and their launchers with aviation anti-submarine or anti-ship missiles (APR or ASM) and air-to-air missiles mounted on them, and their weapon system has an aviation gun or a large-caliber multi-barrel machine gun mounted in the fairing of the nose of the fuselage and damaging subsonic shock UAVs and winged missiles, and their glider is made of aluminum-lithium alloys and composite materials using low-visibility technology with a radio-absorbing coating, and for anti-submarine defense of the SPSV and DPSV, using the flight configuration of the rotorcraft, the SPSV retractable magnetometer is used in the process of aiming one or two APS volleys at the target with automatic determining the value of the input adaptive lead angle, which is adjusted when approaching, the introduction of the lead angle in two planes is carried out due to the rotation of the axis of the radiation pattern of the acoustic head in an electronic way, which ensures hit by one or two APR for LPA is predominantly in the solid hull of the target submarine, and in anti-ship defense of the SPSV and DPSV, which, in the configuration of the jet aircraft in their bomb bay on the launcher, carry the Kh-35U or Kh-38M anti-ship missiles to create a buffer safe airspace between the main SPSV and the air defense of the surface ship- a target that increases the range of RCC X-38M / X-35U from 40/130 to 400 km, while from the main APSW its type H036 radar is provided [see https://vpk.name/library/f/h036.html] target designation, and DPSV control - by the second SPSV pilot, using a low-altitude flight profile and DPSV self-defense system - an active electronic jamming station, and the mentioned SPSV BSU, made with an electronic control system responsive to at least one of the systems of autonomous flight control, remote control of the operator, pilot control and / or a combination thereof, it is equipped with the option of optionally controlling it from a two-seat cockpit, but also of using it as part of an air group as the head one with more than, for example , by two DPSVs, more than one of which, being a slave, automatically repeats it with the autopilot system in a follow-up flight, maneuvers of the head SPSV, and the other is controlled by the second operator pilot with SPSS, and then vice versa, and in the absence of intervention of the pilot-operator, the system of the pilot's autopilot DPSV performs flight control in accordance with the commands of the current state, repeating with them, the flight profile and the change of the route of the main SPSV, and in the event of an emergency, then to eliminate unforeseen safety problems with the follow-up flight, the pilot operator takes direct control of the DPSV slave, canceling the current state commands issued by the autopilot during the autonomous operation of the tracking flight moreover, the control system for the formation of a relative position in a follow-up flight, containing one or more sensors located on the slave DPSV, configured to detect data regarding its position relative to the position of the head SPSV having a flight control computer in operational condition with one or more sensors, containing an additional touch computer, which is configured to: determine the relative position between the slave DPSV and the head SPSV; Compare the relative position with the selected relative position; determine the speed of the driven DPSV necessary to move it to the selected relative position; convert the tracking device speed to flight control inputs; to limit the direct movement of the DPSV slave relative to the SPSV, which ensures their relative safe position in joint flight through the inputs of his flight control computer, and each sensor computer of the previous and subsequent of the DPSV slaves, configured to receive acoustic signals, has a memory containing: data representing at least one flight path of the head DPSV and the previous DPSV; data representing at least one profile of their joint flight; software instructions executed by the processor for calculating their group flight in order to execute at least the current flight route and at least its flight profile and store the current flight in memory; software instructions executed by the processor for the flight of each DPSV in accordance with the current flight profile; multimodal logic performed by the processor to calculate the ability to dynamically adapt to changing conditions or parameters, including the ability to coordinate the air group, distributed tactical control, distributed over the goals of the air group and / or completely, increasing the effectiveness of alternating or simultaneous attacks of the air group, are integrated into an autonomous strategic swarm.

In addition, in the aforementioned OPSV and DPSV, the control system for the formation of their relative position in flight with one or more sensors includes one or more IR sensors, video sensors, radar, laser and ultrasonic sensors, sonars, global positioning sensors, and their computer the flight control is made with an additional computer for summing the sensor data and a data receiving and transmitting channel located on the head SPSV to receive global position data from the slave DPSV, but also with the ability to convert images from each video sensor, which determines the relative position, which includes triangulation into the determination of the relative range, azimuth and elevation angle, and the computer for summing the sensor data and the data transmission channel has multiband radio-frequency equipment with a directional antenna capable of transmitting several video streams through closed communication channels, ensuring to record both the collection of data from each video sensor and the conversion of images from each video sensor to a relative position, which determines on the basis of the global position of the head SPSV transmitted to the slave SPSV, while the data summation computer is fully integrated into the pilot interface and the SPSV control system providing a tracking the flight of the DPSV slave, which, if necessary, can be turned off by means of one of the inputs of the pilot interface for flight control, the pilot activating a button or control switch, and the data summing computer is additionally equipped with the possibility of its independent action, which determines that the flight of the head DPSV is unsafe for its relative position from the slave DPSV, but also disabling the formation of the mentioned follow-up flight by the slave DPSV through the flight control computer.

In addition, for the horizontal flight of the aforementioned SPSV and DPSV, reaching marching thrust-weight ratio of the first level - 0.26 or the second - 0.343, their SU power is used 36% or 54% of the operating KGTD, respectively, in the configuration of a turboprop or jet aircraft, while in their configuration a jet plane having a thrust-weight ratio of 0.343 of their SUs at an altitude of 11 km achieves a flight speed of Mach 0.828 (M), and in their configuration of a jet airplane with a sweep angle, for example, χ = + 50 ° and χ = + 65 °, respectively, their CJIK and its front influxes in the KZK system, having a thrust-weight ratio of the third 0.406 and fourth level of 0.51 at an altitude of 11 km, using 72% and 100% of the SU power respectively, the speed M = 0.88 and M = 0.93 of transonic flight is achieved, each of them QGTD in separated NMG is equipped with an afterburner chamber used in aircraft take-off and horizontal supersonic flight modes with the front behind the mentioned WWII and open, controlled NMV shutters for an additional air supply in front of the afterburner, which allows overloading their combined weight from 0.51 to 0.69 and speed from M = 0.86 to overload of 15% of their take-off weight at an altitude of 11 km M = 1.02, respectively, from trans to supersonic flight.

Due to the presence of these features, which will make it possible to master the deck-based MARS, which has a group of ship-based vertical take-off and landing (GDP) devices, including at least one optionally manned helicopter aircraft (OPSV) with more than one remotely piloted helicopter aircraft (DPSV), used from more than one ANC helipad, each SPSV and DPSV made without vertical tailing in a hybrid scheme, the arrow-shaped flying wing (SLK) is V-shaped in terms of shape with a straight or variable sweep angle along its front edge and contains in a twin-screw coaxial or transverse-bearing system (ДСНС or ДПНС) pushing two-bladed main rotors (DNV) with a variable thrust vector installed along the axis in the fairing or equidistant from the axis of symmetry with their overlap equal to a = 1.33 ... 1.4 in fairings all-rotary of the inter-nacelle wing (MGK), forming with its wingspan (L _mgk ) a closed-loop wing system (CLC) and a mounted inters elytra nacelles (NMGs) along their axes mounted parallel to the axis of symmetry and on wing nacelles SLK, taken from its trailing edge, having equal diameters (D _DNV ), determined from the relation: D _DNV = (0.95 ... 0.96) × L _mgk or D _DNV = (0.61 ... 0.62) × L _mgk , m, respectively, in ДСНС-Х2 or ДПНС-Х2, creating a corresponding traction under the SLK and between its consoles with the vertical position of their fairings on the GDP and freezing modes and in the intermediate and horizontal position of the NFV fairings, the lift-march and march thrust, respectively, in transition modes and for translational flight as a turboprop aircraft and integrated with gondolas, are equipped with NMG air intakes with an adjustable conical central body of their combined gas turbine engines (KGTD), having round nozzles with all-angular control of the thrust vector (WHWT), made in the form of dual-circuit engines having external and internal contours, respectively, an annular cowl with an external one with a conventional fan (BOB) and at least one free power turbine (CST), which transfers the take-off power of the SU to the corresponding coaxial or transverse DNV and / or each BOB having blades with a large twist operating according to the pulling pattern, creates during horizontal flight as a jet aircraft in a propulsive-reactive system (PRS), synchronous marching jet thrust, but also performed after performing short or vertical take-off at maximum or normal take-off weight in the configuration of a turboprop aircraft with a horizontal or helicopter with the vertical position of the NDV fairing or fairings, respectively, as with the possibility its transformation into a flight configuration of a turboprop rotorcraft with a propeller-driven or jet engine with a jet engine inclined to the vertical or horizontal position of the corresponding DNV fairings that create lift-and-thrust thrust without PRS-R2 or using PRS-R2 with folded coaxial or transverse DNVs stopped after of the zigzag flight regime of diametrically opposite or parallel blades of the DNV so that their opposing blades, establishing themselves in a vane position when placed at the opposite angle of ± 45 ° to the plane of symmetry, simultaneously fold forward along the flight and are horizontally fixed when viewed from the front in the respective quadrants of the respective fairings of the DNV and along their bodies, but also back. All this will make it possible to simplify the controllability and ensure its stability in jet OPSV and DPSV with a short-circuit protection system and in the presence of high-velocity cylindrical tubes of round jet nozzles of their QGTD. In the configuration of a turboprop rotorcraft and a jet aircraft with a symmetrically balanced load-bearing system and a short-thrower, respectively, the first of them, controlling the reduction of the DNV rotation speed to 250 min ^-1 and 150 min ^-1 and the angle of attack of the DNV blades, but also the plane of their rotation, reduces rotational DNV resistance by 12%. In the KZK system, backward narrowing LSGs and arrow-shaped MGKs have their minimum root and end chords in the zone of maximum inductive flow velocities from the DNV and their maximum chord near the DNV rotation axes, which reduces the loss of lifting force from the LSB blowing and prevents the backflow of air flow. In the event of failure of one of the FTAs in the hover mode of the SPSV and DPSV, their QGTDs are made with automatic equalization and redistribution of the remaining power of the SST between the NPS, which simplifies controllability and increases safety. The KZK system in the HPS and DPSV will allow reaching a speed of 550/880 km / h in the flight configuration of a turboprop rotorcraft / jet aircraft. At afterburning flight conditions and an altitude of at least 11 km, a speed of 1084 km / h is achieved in the configuration of a supersonic aircraft with folded blades of DNV along the fairings.

The present invention MARS with OPSV and DPSV, which in the preferred embodiment have DPSN-X2 and on SLK nacelles two NMG with KGTD, leading DNV and / or DOM in PRS-R2, KGtD equipped with HWHT jet round nozzles, is illustrated in FIG. 1 and general views of the front, top and side, respectively a ), b) and c):

a) in the flight configuration of a transonic jet aircraft with MGK and its fairings with transverse DNVs with their blades folded along their horizontally mounted fairings, the dotted lines show the DNV during GDP;

b) in the flight configuration of a helicopter with two DNVs working in conjunction with rocket-assisted jet nozzles on the SLK and its sweep angle χ = + 50 °;

c) in the flight configuration of a turboprop rotorcraft with KGTD, leading in the DPNS-X2 transmission system transverse DNVs deviated from the vertical at an angle of 25 ° ... 45 °, creating a lift-and-fly thrust during a barrage flight.

Deck MARS is shown in FIG. 1 with one OPSV, made according to the hybrid scheme and the DPSN-X2 concept with PRS-R2, it has a glider made of aluminum alloys and composite carbon fiber reinforced plastic, the fuselage 1 is integrated with the V-shaped SLK in the plan, including its inner 2 and outer 3 sections with their front 4 and rear 5 jet flaps having an air duct in their cavities with a valve 6 that switches the flow of air directed from the KGTD compressor to the wing flare 7 _P or slotted 7 _SC reactive nozzles in the supersonic air flow circulation system. Spaced NMG 8, integrated with wing nacelles 9 of LZK 2-3, have front air intakes of their gas turbine engine with a conical body 10 at their inlet and between them an integral-rotary MGK 11 with left and right fairings 12 and their 13-14 DNVs, respectively (see. Fig. 1b). Bottom of the fuselage 1 and wing nacelles 9 there is a tricycle retractable landing gear with front 15 and rear 16 main wheels. The transverse left 13 and right 14 DNVs have the opposite counterclockwise and clockwise rotation, respectively, to compensate for the reactive torque in the GDP and hovering modes, they are made without swash plate, rigidly fastened their blades, creating a lifting thrust together with the wing of the 7 _P nozzles for flaps 4-5 SLK 2-3 in the KZK system.

In a combined control system, each KGTD has an external circuit with a BOB and an internal circuit with a CCT, made for power take-off with a front output shaft connected to an intermediate gearbox, the output coaxial external and internal shafts of which transmit torque through the clutch to the BOB and angular gearbox, respectively with its transverse synchronizing shaft, laid in the MGK consoles, on two T-shaped in terms of the DNV 13-14 reducer, it also contains a round jet nozzle 17 with VUVT, front 18 and rear 19 controlled shutters operating in afterburner modes for additional air supply to each NMH 8. In the KZK system, its MGK 11 increases the stiffness of the SLK 2-3, the outer 3 folding upwards above the NMG 8 sections of which are equipped with upwardly developed triangular ends 20, which have 2–3 front 21 and a pair of rear bends in the SLK bends 22 IR emitters with IR receivers. BSU OPSV is equipped with the option of its optional control by pilots from the double bow cabin 23, and at the ends of the NMG 8 mounted integral rotary internal swept semi-stabilizers 24, deflected down to the plane of symmetry.

The control of the SPSV is ensured by the general and differential variation of the DNV 13-14 pitch and the deviation of the jet nozzles 17 from the VVTV or the floor of the stabilizers 24. In cruise high-speed or high-speed flight in the configuration of a rotorcraft or airplane, the lifting force is generated by DNV 13-14 with SLK 2-3 and MGK 11 or SJ 2-3 with MGK 11, marching thrust - with DNV 13-14 or PRS-R2 screws through nozzles 17 with VUVT in KGTD, in transition mode - SLK 2-3 with MGK 11 and DNV 13-14. When creating a draft-inclined thrust DNV 13-14 (see Fig. 1c), KVP modes are provided, in which a 4-5 supersonic air stream is blown out of slotted nozzles 7 _Щ in the wing cavities of the flap 4-5 (see section A-A ), forming the effect Coanda, increase the lifting force of LSK 2-3. In terms of GDP and freezing, each DNV 13-14 is made with rigid fastening of their blades and without an automatic swash plate, it provides a change in the balance according to the course and roll or pitch, which is created respectively by the differential change in thrust of both transverse DNV 13-14 and opposite pairs left-right or front-rear underwing 7 _P nozzles flap 4-5 sections SLK 2-3 (see Fig. 1B). After a vertical take-off and climb, an accelerating flight is performed at speeds of more than 300 ... 350 km / h and a corresponding reduction in the RPM of 13-14 is carried out. As you accelerate with an increase in the lifting force of SLK 2-3 with MGK 11, the lifting force of two DNV 13-14 decreases. When reaching flight speeds of 450 ... 500 km / h and to go into the configuration of a jet aircraft, the fairings 12 are installed horizontally with stopping in the vane position of the opposing blades DNV 13-14, which are placed at the opposite angle of ± 45 ° to the plane of symmetry, then simultaneously fold forward flight and are fixed when viewed from the front in the respective quadrants of the fairings 12 and along their bodies (see Fig. 1 a ). When jet thrust is created by nozzles 17, a horizontal PSV flight is performed in the configuration of a jet airplane, in which a change in the balance in pitch, heading and roll is created by the in-phase and differential simultaneous deviation of the 17 KGTD jet nozzles from the VUVT both vertically up and down, both horizontally left and right and vertically one up and the other down.

Thus, a reactive hull with a short-circuit guard, a turbocharged engine in a rocket engine, which has transverse DNVs or horizontal WWII thrusts to create vertical thrust, respectively, with working DNVs or their blades folded, is a tiltrotor with transverse DNVs on a rotary MGK and PRS-R2. The KZK system with SJ and MGK increases aerodynamic and structural advantages when converted to a jet aircraft with folded blades of DNV along their fairings. VLC V-shaped in terms of shape will reduce the weight of the glider, made by stealth technology with radar absorbing materials, increase take-off weight by 17%, save 20% in fuel or flight range by 29% while maintaining take-off weight and performing a galloping flight at a speed of 550 km / h, but also providing a landing speed of 72-80 km / h with an angle of attack of α = 15.9 °

In addition, the principle of increasing the lift force of the SLK, especially the V-shaped one in terms of form in jet-powered APS and DPSV during take-off and landing or maneuvering in helicopter and aircraft modes of flight, is ensured by three methods, respectively, without using deflection of the mechanical flaps or operation of the swashplate coaxial / transverse DNV and deviations of mechanical ailerons with elevons. Instead, supersonic air currents are sampled from each QGTD and routed through the slit jet nozzles of the SLK flap and round KGtD nozzles with WUWT for flight control. These new control methods eliminate the traditional need for complex mechanical moving parts used to move flaps, ailerons, and elevons and control the SPSV and DPSV during flight, but they also allow maneuvering by differential changes in traction on opposing pairs of SLK wing nozzles.

Undoubtedly, the widespread use in a combined control system of two KGTD with WWII, in the design of which, using turbines from turbojet engines of the NK-12M, D-30KP type, will reduce the development time for a number of transonic OPSV and DPSV (see Table 1) for block-modular MARS based on the ANC, increasing their combat stability and security, creating a buffer airspace between the air defense of the NK-target and ANC, and OPSV.

Claims (4)

1. An inconspicuous aircraft-missile system with an unmanned aerial vehicle (UAV) having a fuselage, a launcher (launcher) with a guided missile (UR), a wing with its controls, a power plant engine (SU), an onboard control system (BSU), providing telemechanical control from the command post of an aircraft carrier ship (ANC), characterized in that it has a group of shipborne vertical take-off and landing apparatus (GDP), including at least one optionally manned helicopter aircraft (OPSV) with more than one remotely piloted aircraft - a helicopter (DPSV), used from more than one ANC helipad, with each DPSV and DPSV made without vertical tailing in a hybrid scheme, the arrow-shaped flying wing (SLK) is V-shaped in terms of shape with a straight or variable sweep angle along its front edge and contains in a twin-screw coaxial or transverse bearing system (ДСНС or ДПНС) pushing two-bladed main rotors ( DNV) with a variable thrust vector installed along the axis in the fairing or equidistant from the axis of symmetry with their overlap equal to a = 1.33 ... 1.4 in the fairings of the whole-rotary inter-nacelle wing (MGK), forming with its span (L _mgk ) a system of wings of a closed loop (CLC) and mounted between the elytron nacelles (NMG) along their axes mounted parallel to the axis of symmetry and on the wing nacelles of the SLK, taken from its trailing edge, having equal diameters (D _DNV ), determined from the relation: D _DNV = (0.95 ... 0.96) × L _mgk or D _DNV = (0.61 ... 0.62) × L _mgk , m, respectively, in DSNS-X2 or DPSN-X2, creating under SLK and between its consoles in a vertical position their fairings, the corresponding thrust on the GDP and hovering regimes, and in the intermediate and horizontal position of the fairings with DNV, the lift-mid-flight and mid-flight thrust, respectively, in transition modes and for forward flight as a turboprop aircraft and integrated with the SLK nacelles, are equipped with NM air intakes D with an adjustable conical central body of their combined gas turbine engines (KGTD) having round nozzles with all-round thrust vector control (VUVT), made in the form of double-circuit engines having external and internal contours, respectively, an annular cowl with an external single-row fan (BOW) and, at least one free power turbine (CCT), transmitting the take-off power of the SU to the corresponding coaxial or transverse DNV and / or each WWII having high-speed blades operating according to the pulling pattern, creates during horizontal flight as a jet aircraft in a propulsion-reactive system (PRS) synchronous marching thrust, but also performed after performing short or vertical take-off at maximum or normal take-off weight in the configuration of a turboprop aircraft with horizontal or helicopter with the vertical position of the DNV fairing or fairings, respectively, as with the possibility of its transformation into a flight configuration of a turboprop rotorcraft with a propeller-driven or an aircraft with a jet propulsion device with the respective DNV fairings inclined to the vertical or horizontal position, creating lift-and-thrust thrust without PRS-R2 or using PRS-R2 with folded coaxial or transverse DNVs stopped diametrically opposed after the acceleration flight or parallel blades of the DNV so that their opposing blades, being installed in the vane position when placed at the opposite angle of ± 45 ° to the plane of symmetry, are simultaneously folded forward along the flight and are horizontally fixed when viewed from the front in the respective quadrants of the respective NPV fairings and along their bodies, but also back. 2. The system according to p. 1, characterized in that in the mentioned OPSV and DPSV the outer sections of their SLK, made from the outer sides of their NMG as folding up and equipped with upturned developed triangular ends, and the area of their SLK with consoles reverse narrowing, reducing the loss of lift from their blowing, preventing in the zone of maximum inductive air flow velocities from DNV its reverse flow, is 85 ... 88.0% of the total area of SLK and MGK, and in their transmission system each of their KGTD in the said NMG, in of which an intermediate gearbox is mounted coaxially with the latter two between the Second World War and CCT, having both input shafts longitudinally, for example, from two CCTs, and output coaxial external and internal shafts that transmit torque through the clutch to the Second World War and through the angular gearbox, placed in front of the Second World War, and its transverse synchronizing shaft, laid in the swept MGK, on one coaxial / two cantilever T-shaped plan of the gearbox, betraying in ДСНС-Х2 / ДПНС-Х2 equal power to the near and far from the fairing DNV / left and right DNV, rotating when viewed from above in opposite directions, respectively, counterclockwise and clockwise, and to perform takeoff and landing flight conditions both the nose and rear parts of the LSK fuselage and nacelles are equipped with front and two main rear racks of the three-wheeled landing gear, which can be retracted into their compartments with automatic sawtooth wings, and the internal and external sections of the SLK on both sides of the one-sided NMG and inside their rear edges are equipped with equal the length of the wing cavities having, on their total length, which is 1/5 ... 1/4 of the SLK range, an airflow circulation control system that provides both a deviation of its thrust vector by means of jet nozzles and a direction of supersonic air flows from the unilateral QGT compressor, which heading along the corresponding air ducts with their valves to each wing cavities are blown out either from its lower underwing nozzle when its lower automatic shutter is open, which forms the lower surface of the SLK when it is closed, creating a balanced lifting force in the regimes of GDP and hovering, or from the cavity through reactive upper slotted nozzles located above the rounded trailing edge of the SJ streamlined the forms of the carrier profile, increasing, using the Coanda effect and playing the role of jet flaps, the SLK lift force in the KVP modes, eliminating mechanical deflection and their movable gaps, reducing the effective dispersion area, and in the flight configuration of the jet plane, the balance changes in pitch, heading and roll it is created respectively by the in-phase and differential simultaneous deviations in two gas turbine engines of their jet nozzles with the above-mentioned air-fuel injection devices, both vertically up and down, both horizontally left-right and vertically one up and the other down, and in the GDP and hovering modes in ДСНС-Х2 / ДПНС-Х2 both of their DNV are made with rigid fastening l dangers and without an automatic swash plate, changing the course balance, but also to the roll or pitch, is ensured by a differential change, respectively, of the coaxial / transverse DNV torques, as well as the lifting thrust on the opposite pairs of left-right or front-rear underwing nozzles of the corresponding sections of the SLK, while the arising diving moment is then counterbalanced by a negative angle deviation of the swivel arrow-shaped semi-stabilizers operating in the blowout zone of the DNV, mounted downward and to the plane of symmetry, but also at the ends of the NMG and parallel to the ends of the LSC, moreover, at the regimes of GDP and freezing of the DPSW and DPSV at specific load for the power of their control system, component ρ _N = 1.875 kg / h.p., each of their control systems is made with digital program control elements that combine a safe flight formation management system (UVBP) with specific vertical thrust weight ratio in ДСНС-Х2 / ДПНС-Х2, component ρ _BT = 1.23, includes the operating modes of the FTA both take-off and emergency to them (BP and the Czech Republic) during the selection of its required power to drive their DNV, respectively, from four working FTAs, as well as from three of the working FTAs with automatic equalization and redistribution of the remaining power between the DNVs in case of failure of the corresponding FTA in KGTD, for example, even in the last case after the automatic switching on of the PD, the work of the remaining FTAs, which, with specific vertical thrust-weight ratio in ДСНС-Х2 / ДПНС-Х2 of ρ _BT = 1.18 or ρ _BT = 1.1, will provide two emergency vertical landing modes for 2, 5 minutes or 30 minutes, respectively, and in each of their FTAs, the UBBP system contains: one or more sensors that are configured to detect data regarding air flow (G _B , kg / s) through the CST compressor, gas temperatures (T _G , K) in front of the CCT turbine, the total compression ratio (K) of the compressor, as well as one or more sensors that are configured to detect the relative position and their fuselage, and their DNV rotation disks for the relative their position relative to the ground level or the surface of the landing site, as well as various obstacles in the way of tracking them safely; a flight control computer located in their BSU and in working condition with one or more sensors, the flight control computer is configured to: determine the relative position between their fuselage with its wheeled chassis and the ground level or landing surface; compare the relative position of their fuselage and their supporting system with their selected relative position; determine the rate of controlled decline necessary to move them to the selected relative position; convert tracking device speed to flight control inputs; and also provide direct controlled safe reduction to the selected relative position through flight control inputs, while the supporting fuselage of the DPSV and OPSV has a profiled aft part with a V-shaped rear edge in plan, equipped with a fairing with rear and lower compartments equipped with a pull-out magnetometer bar and a lower the winch on the cable for water under the antenna of the sonar station, which are used for boarding flight and hovering, is made respectively without and with a cockpit, equipped inside with video cameras with autonomous manipulators connected to the controls of the SPSV, has beveled sides along its entire length, reducing the effective area dispersion, forming when viewed from the front, a diamond-shaped cross section, most of which is located above the middle line of the SLK, which has load-bearing parts of the cargo or passenger compartment integrated in its root influx, but also internal weapon compartments with automatic saws shaped wings and their launchers with aviation anti-submarine or anti-ship missiles (APR or ASM) and air-to-air missiles mounted on them, and their weapon system has an aviation gun or a large-caliber multi-barrel machine gun mounted in the fairing of the nose of the fuselage and damaging subsonic shock UAVs and winged missiles, and their glider is made of aluminum-lithium alloys and composite materials using low-visibility technology with a radio-absorbing coating, and for anti-submarine defense of the SPSV and DPSV, using the flight configuration of the rotorcraft, the SPSV retractable magnetometer is used in the process of aiming one or two APS volleys at the target with automatic determining the value of the input adaptive lead angle, which is adjusted when approaching, the introduction of the lead angle in two planes is carried out due to the rotation of the axis of the radiation pattern of the acoustic head in an electronic way, which ensures hit by one or two APR for LPA is predominantly in the solid hull of the target submarine, and in anti-ship defense of the SPSV and DPSV, which, in the configuration of the jet aircraft in their bomb bay on the launcher, carry the Kh-35U or Kh-38M anti-ship missiles to create a buffer safe airspace between the main SPSV and the air defense of the surface ship- a target that increases the range of the Kh-38M / Kh-35U anti-ship missile from 40/130 to 400 km, while targeting is provided by the HPS type radar H036 from the main SPSV, and the second SPSV pilot controls the DPSV using a low-altitude flight profile and the DPSV self-defense system - an active electronic jamming station, the aforementioned BSO OPSV, made with an electrical control system that responds to at least one of the autonomous flight control systems, operator remote control, pilot control and / or a combination thereof, is equipped with the option of its optional control by pilots from a double cabin, but also its use as part of the air group as a parent with more than, for example, two I DPSV, more than one of which, being a slave, automatically repeats it with the autopilot system in a follow-up flight, maneuvers of the head DPSV, and the other is controlled by the second pilot-operator with DPSV, and then vice versa, and in the absence of intervention of the pilot-operator, the autopilot system of the led DPSV performs flight control in accordance with the commands of the current state, repeating the flight profile and changing the route of the head OPSV, while in the event of an emergency, to eliminate unforeseen safety problems during the follow-up flight, the pilot operator takes direct control of the conducted DPSV, canceling the commands the current state issued by the autopilot during autonomous operation of the follow-up flight, and the control system for the formation of a relative position in the follow-up flight, containing one or more sensors located on the guided DPSV, is configured to detect data regarding its position relative to the position of the heads NPSV, having a flight control computer, in working condition with one or more sensors, containing an additional sensor computer, which is configured to: determine the relative position between the slave DPSV and the head SPSV; Compare the relative position with the selected relative position; determine the speed of the driven DPSV necessary to move it to the selected relative position; convert the tracking device speed to flight control inputs; to limit the direct movement of the DPSV slave relative to the SPSV, which ensures their relative safe position in joint flight through the inputs of his flight control computer, and each sensor computer of the previous and subsequent of the DPSV slaves, configured to receive acoustic signals, has a memory containing: data representing at least one flight path of the head DPSV and the previous DPSV; data representing at least one profile of their joint flight; software instructions executed by the processor for calculating their group flight in order to execute at least the current flight route and at least its flight profile and store the current flight in memory; software instructions executed by the processor for the flight of each DPSV in accordance with the current flight profile; multimodal logic performed by the processor to calculate the ability to dynamically adapt to changing conditions or parameters, including the ability to coordinate the air group, distributed tactical control, distributed over the goals of the air group and / or completely, increasing the effectiveness of alternating or simultaneous attacks of the air group, are integrated into an autonomous strategic swarm. 3. The system according to p. 2, characterized in that in the aforementioned OPSV and DPSV control system for the formation of their relative position in flight with one or more sensors include one or more IR sensors, video sensors, radar, laser and ultrasonic sensors, sonars , global positioning sensors, and their flight control computer is made with an additional sensor data summing computer and a data reception / transmission channel located on the head SPSV to receive global location data from the slave DPSV, but also with the ability to convert images from each video sensor, which provides a definition relative position, which by means of triangulation includes determining the relative range, azimuth and elevation, moreover, the computer for summing the sensor data and the data transmission channel has multiband radio-frequency equipment with a directional antenna capable of transmitting via closed communication channels several video streams, to provide both the collection of data from each video sensor and the conversion of images from each video sensor to a relative position, which determines on the basis of the global position of the head SPSV transmitted to the slave DPSV, while the data summing computer is fully integrated into the pilot interface and the SPSV control system providing a follow-up flight of the conducted DPSV, which, if necessary, can be turned off by means of one of the inputs of the pilot interface for controlling the flight, pilot activation of a button or control switch, and the data summing computer is additionally equipped with the possibility of its independent action, which determines that the flight of the head SPSV is unsafe for its relative position from the conducted DPSV, but also disabling the formation of the mentioned follow-up flight by the conducted DPSV through the flight control computer. 4. The system according to any one of paragraphs. 1, 2, characterized in that for the horizontal flight of the mentioned SPSV and DPSV, reaching marching thrust-weight ratio of the first level - 0.26 or the second - 0.343, their SU power is used 36% or 54% of the operating QGTD, respectively, in the configuration of a turboprop or jet aircraft, in this case, in their configuration of a jet aircraft, having a thrust-weight ratio of 0.343 at their altitudes of 11 km, a flight speed of Mach 0.828 (M) is achieved, and in their configuration of a jet airplane with a sweep angle, for example, χ = + 50 ° and χ = + 65 ° accordingly, their SLK and its front influxes in the KZK system, having a thrust ratio of the third 0.406 and fourth level of 0.51 at an altitude of 11 km, using respectively 72% and 100% of the SU power, the speed M = 0.88 and M = 0.93 transonic flight, each of them QGTD in separated NMG equipped with the afterburner mechanism of its jet nozzle afterburner used in airplane takeoff and horizontal supersonic flight modes with front curved by the Second World War and the rear open shutters of the NMH for an additional air supply to it, which allows overloading 15% of their take-off weight at an altitude of 11 km to increase the thrust-weight ratio of the combined SU from 0.51 to 0.69 and the speed from M = 0 , 86 to M = 1.02, respectively, from trans to supersonic flight.

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