RU2727787C1 - Vertical take-off and landing aircraft with rotor with folding retractable blades - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to aircraft engineering, particularly, to vertical take-off and landing aircraft (VTOL) with rotor. VTOL comprises fuselage with cockpit, wing with possibility of deflecting downward from 0 to 90 of rear part to reduce losses of rotor thrust at vertical take-off and landing against air flow of propeller, wing mechanization to reduce the take-off and landing distance and possibility of flight of aircraft with reduced speed of horizontal flight in "aircraft" mode, tail fins of aircraft, chassis for movement on earth surface, cruise engine and rotor with power plant for vertical take-off and landing. Carrying screw is made with coiling and blades blown in flight. After blades are cleaned, the rotor is closed by the streamlined cowlings. Torque from rotor during its operation is parried by air flow deflected by air flaps from exhaust nozzle of cruise engine and proportional change of cruise engine power.EFFECT: higher speed and range of flight, possibility of vertical take-off and landing.3 cl, 5 dwg

Description

The invention relates to aeronautical engineering, in particular to aircraft and helicopter engineering, and can be used to create vertical take-off and landing aircraft (VTOL) capable of flying both at subsonic speeds and at supersonic speeds, capable of also hovering, carrying out rescue and installation work , as well as such aircraft can be used to deliver passengers and cargo to hard-to-reach areas, including in the northern regions.

Various VTOL aircraft are known using a gas jet from jet engines directed downward. But such aircraft have significant drawbacks due to which they are not widely used at the present time:

a) high fuel consumption during takeoff and landing;

b) according to physical laws, during vertical take-off on a gas jet, the payload can only rise 7-8% of the take-off weight of the aircraft, this also limits the fuel supply, which significantly limits the flight time and range of such an aircraft.

For comparison, modern helicopters have a payload of 53-50% of the take-off weight of a helicopter due to the fact that the main rotor is the best energy converter at low flight speeds;

c) during takeoff and landing, a vertical hot gas jet from jet engines breaks the earth's surface, especially snow, sand and even destroys the concrete pavement, forming a strong dusty vortex around the aircraft, and all this dust is immediately sucked into the engines, which very quickly fail ... Therefore, takeoff and landing of VTOL aircraft on gas jets are made, as a rule, from metal surfaces or ships;

d) because of a strong gas jet directed downward, it is impossible to perform rescue and installation work in hover mode, as well as because of the complexity of controlling such an apparatus during a long hover mode, especially with a slight crosswind.

Therefore, such devices are currently not widely used.

Known patent RU No. 2385267 C1, IPC В64С 27/24 - 24.12.2008, which describes a method for converting a disk wing of a VTOL aircraft, which consists in advancing by inertial forces through the spinnerets on the perimeter of a rotating disk wing of rigid blades attached by cables to a drum located on the wing axis and in cleaning them into the cavity of the disk when braking the drum and winding the ropes on it with a rotating disk wing, and at the final stage of extension from the wing with their butt part, the blades are rigidly fixed with torsion bars connecting the main rotor hub with spinnerets fixed in the wing on spherical elastomeric bearings that create horizontal and vertical hinges of the blades with the ability to control their angles of attack and limiting the swing, and in horizontal flight, when the blades are removed and the rotation of the disk is stopped, the wing consoles are extended from it.

Further, if it is necessary to fly with a main rotor with large overloads, the position of the propeller hub in height is adjustable, the wing propeller consoles can be blades with bending stiffness and an obvious profile with the same flow characteristics in the nose and tail.

The disadvantages of the design proposed for this project are the following:

a) a disk wing with blades extending along the perimeter, with a mechanized blade control located in it with a system for cleaning and releasing the blades, with reinforcement of the body from the loads of the blades and retractable wing consoles, has a greater weight than a conventional aircraft wing of the same area;

b) a disk wing has a lower efficiency at cruising and lower flight speeds than an aircraft wing of the same area;

c) a helicopter blade cannot be a wing console, because has no bending stiffness in the vertical plane. It acquires bending stiffness during the operation of the screw (rotation) at a certain rotational speed and peripheral speed due to stretching in the longitudinal direction by the centrifugal force acting from its own mass. And in order for a helicopter blade to become a cantilever of an aircraft wing, it must have rigidity and bending strength, and hence size and weight, like an aircraft wing, which is not suitable for a helicopter blade;

d) the system of extending the wing consoles on the sides of the disc wing gives a slight increase in the lift force of the wing, and also makes it possible to control the disc wing and the aircraft itself in roll and pitch, but at the same time, the design of the disc wing itself is significantly complicated, its size increases and the weight increases the disk itself;

e) the system for the release of blades using centrifugal force and brake pads and cleaning by braking the drums during the rotation of the wing disc does not provide smooth release of the blades due to the fact that when the blades are released, the centrifugal force from the mass of the blade itself increases by quadratic dependence, therefore, even with constant propeller speeds, it is very difficult to achieve uniform release using only brake pads. At the end of the release, a breakdown from the brake and a quick release of the blades with impact on the dies that limit them are possible, which does not meet the safety of the entire propeller design. And the cleaning of the blades by slowing down the drum is also not responsible for safety due to the fact that at the last moment the blade may hit the drum, or vice versa, when the disc wing stops quickly, the blades may not be completely removed. The installation of an additional regulating and controlling system, which ensures smooth and safe release and removal of the blades, significantly complicates the design and weight of the disc wing;

f) control of the extended blades in roll and pitch with a rotating disc wing is very difficult due to the large distance of the nozzles from the propeller shaft, as a result of which a conventional helicopter swashplate will be unacceptable;

g) Moving the screw sleeve along the height of the screw shaft in order to reduce the load on the screw disk housing from the vertical component of the centrifugal force of the blade by reducing the fracture of the acting centrifugal force in the die, requires additional mechanization, which means a significant complication and increase in the total weight of the screw disk. Moreover, when the sleeve is moved, the connections of the propeller control systems are disrupted, which also significantly complicates the design of the propeller.

The most successful scheme of a vertical take-off and landing aircraft of all currently known is a scheme with main rotors attached to the ends of the wing, which, with an increase in flight speed, together with the wing, unfold from a vertical position to a horizontal position and the propellers turn into pulling ones. This scheme is the more advanced of the known ones and it is represented by VTOL V-22 "Osprey" ("Osprey") USA (Kuznetsov KD "Bell-Boeing Osprey convertoplane", "Wings of the Motherland", Moscow, 2017 No. 3- 4). The horizontal flight speed in airplane mode reaches 500 km / h, the speed in helicopter mode reaches 180 km / h.

But the main disadvantage of Osprey, according to the operators, is that it is not very reliable with its complex transients. And the only reliable aircraft is an ordinary helicopter, which is confirmed by numerous accidents and catastrophes of the Osprey aircraft (Foreign express information on aviation technology, 2019, Internet).

But due to the lack of more advanced such aircraft, these vehicles continue to be built and operated, mainly for the army.

The next disadvantage of the specified aircraft is that the propellers are larger than aircraft, but less helicopter. To have the highest takeoff weight, you need large diameter propellers, but with a large propeller it is impossible to obtain high horizontal speed. Therefore, you have to choose medium sized screws. That gives a certain increase in horizontal speed, but due to the fact that the propellers are smaller than the helicopter propellers, the vertical air flow from these propellers will be much stronger than from a helicopter of a similar take-off weight, which makes it practically impossible to use these devices in rescue and installation work on hover mode. At the same time, such a device is difficult to control in hover mode, because a slight difference in the air flow around the propellers in a crosswind gives a significant difference in the traction characteristics of the propellers and disturbs stability and balance.

There is a single-rotor helicopter "MD - 969" of the USA (Internet - Wikipedia), in which, instead of the tail rotor, the reactive moment from the main rotor, as well as the helicopter turns in the direction, are carried out thanks to a fan fixed in the tail boom, which is driven from the power plant of the aircraft , and creates increased pressure in the tail boom and adjustable slots at the end of the boom for the exit of the air jet.

The absence of a tail rotor improves the safety of the helicopter during takeoff and landing from confined areas with possible contact of the tail section with obstacles and when flying at extremely low altitudes, and also partially reduces the general vibrations of the helicopter, reduces the air resistance of the helicopter in horizontal flight and excludes the possibility of the helicopter getting into uncontrolled turn mode from the tail rotor hitting the "vortex ring" mode.

The air jet pressure from the fan is generated by taking off the power from the lifting motors, which reduces their power, but given that this helicopter does not have a tail rotor with power take-off through the transmission from the lifting motors, these takeoffs are approximately equal on light helicopters. But on medium and heavy helicopters, this equality is violated in favor of an open tail rotor. Therefore, the choice of design depends on the tasks set and solved by the aircraft.

There is a patent "Aerodynamic profile of the aircraft bearing surface" (Patent RU No. 2594321 C1, IPC В64С 3/14, В64С 27/32 - 05/20/2015), which allows the elastic folding rotor blade to roll up (wound) onto the drum without distortions and breakages blade edges, transforming into a compact design and at the same time increasing blade lift and main rotor thrust. This profile allows you to have a long blade, more than all restrictions.

There is a patent "The main rotor of the aircraft with folding retractable blades" (Patent RU No. 2668482 C1, IPC В64С 27/30, В64С 11/06, В64С 27/32 - 18.07.2017).

This main rotor contains the main gearbox shaft, to the upper end of which is attached a horizontally located main rotor hub with tides according to the number of blades. Each tide has a vertical hinge, to which an axial hinge is attached, to which, in turn, is attached a drum with a coil located inside, to which an elastic blade is attached by the butt part. The main rotor blades have a convex-concave profile, which allows a compact, without distortions and breakage of the edges of the blades to be simultaneously rolled-wound onto the reels of the drums and unfolded from them using the system of adjustable cleaning and release of the blades. Attached to the other end of each blade is a centrifugal weight with a steerable stabilizer. This design provides synchronous controlled retraction and release of the blades in flight and on the ground, reduces the dimensions of the main rotor with retracted blades, improves its operability and controllability, and increases the efficiency of the propeller.

The objective of the present invention is to create a high-speed vertical take-off and landing aircraft with a rotor with retractable folding blades, capable of taking off and landing from any unprepared site, being easy to control at the level of a conventional single-rotor helicopter, hovering to perform assembly and rescue operations, and, like an airplane, fly fast and far, including at supersonic speed.

A well-known vertical take-off and landing aircraft with main rotors attached to the ends of the wing, which, with an increase in flight speed, together with the wing, unfold from a vertical to a horizontal position and the propellers turn into pulling ones. V-22 "Osprey" ("Osprey") USA, which is the closest analogue to the declared "Vertical take-off and landing aircraft with a main rotor with retractable folding blades" is taken as a prototype, as well as "Aerodynamic profile of the aircraft bearing surface" according to RU patent No. 2594321 is taken as a prototype. Also taken as the prototype "Main rotor of an aircraft with folding retractable blades" RU # 2668482. Also for the prototype is taken the helicopter "MD - 969" USA, which turns on the course and parrying the reactive moment from the rotation of the main rotor instead of the tail rotor is carried out by an air jet from the side surfaces at the end of the tail boom.

The technical result, the solution of which the proposed invention is aimed at, is the development of a VTOL aircraft capable of taking off as a helicopter, due to the main rotor, and landing on an unprepared site, performing rescue, installation and other types of work in hover mode, and as an aircraft with the main rotor blades removed after take off, fly like a regular plane quickly and far due to the main engine, which also during takeoff, landing, hovering and turning, performs the role of a tail rotor, which is absent on this aircraft, due to the turn towards the gas jet from this engine.

The essence of the invention is illustrated by drawings, which show the following:

FIG. 1 - shows a General view of the VTOL aircraft according to the invention, side view.

FIG. 2 is a general view of the VTOL aircraft according to the invention with the main rotor blades extended, top view.

FIG. 3 is a General view of a VTOL aircraft according to the invention showing the installation of an aircraft wing in a vertical position at 90 downward, front view.

FIG. 4 - shows a main rotor with folding retractable blades, top view.

FIG. 5 - shows a main rotor with folding retractable blades, side view.

The proposed vertical and landing aircraft contains: 1 - a fuselage with a cockpit; 2 - front power part of the wing; 3 - the turning part of the wing; 3 '- the position of the turning part of the wing when flying VTOL aircraft in a transient mode at low speed; 3 '' - rotated downward position under 90 of the rotary wing part; 4 - deflectable slats; 5 - deflectable flaps; 5 '- ailerons; 6 - the plane of the stabilizer of the horizontal tail; 7 - plane of the elevator; 8 - the plane of the keels of the vertical tail; 9 - rudder planes; 10 - jet propulsion engine with rotary controllable surfaces of the exhaust nozzle; 11 - air intake of the propulsion engine; 12 - rotor hub; 13 - rotor drums; 14 - folding retractable rotor blades in unfolded (working position); 14 '- folding blade in a folded (retracted) position; 15 - jet engines of the main rotor power plant; 16 - hoods covering the rotor with retracted blades; 16 '- hoods in the open, folded position; 17 - centrifugal weight attached to the end of the blade; 17 '- centrifugal weight with folded blade; 18 - stabilizer attached to the centrifugal weight; 18 '- stabilizer in the folded position; 19 - servo steering wheel attached to the stabilizer; 19 '- servo wheel in folded position; 20 - VTOL chassis; 21 - main rotor main gearbox drive shaft 22; 23 - drive from the power plant of the aircraft; 23 '- freewheel; 24 - reversible engine; 25 - lower clutch; 26 - lower gearbox connected to the inner shaft 27, to the upper end of which is attached an electromagnetic clutch 28 for aligning the revolutions of the driving 21 and inner shafts 27; 29 - device for engaging the transfer gear 30, which meshes with the gear wheels 31 by the number of blades; 32 - cardan shaft, attached at one end to the wheel 31, and the other to a self-braking worm gear 33, consisting of a worm and a worm gear, fixed on the intermediate shaft 34, to which a small drive gear 35 is attached, which meshes with a large gear wheel 36, attached to the spool 37 of the drum 13, which is attached to the sleeve 12 by vertical 39 and axial 40 hinges and a fork 41; 42 - electric motor of the reversible type of servo steering; 43 - common center of gravity of centrifugal weight, stabilizer and servo steering; 44-45 - the general line of the centers of gravity of the elements of the blade and centrifugal weight, the longitudinal axis of rotation of the blade and the line of focus of the elements of the blade; 46 - adder of signals of electric currents of the servo steering system; 47 - sliding electrical contacts for transmission of electricity from the power plant of the VTOL aircraft to the rotor; 48 - inductance coil of the servo steering system; 49 - swash plate; 50 - swashplate thrust; 51 - fork lever 41 of drum 13; B - the angle of deflection of the rotor blades in the vertical plane during the operation of the propeller - the angle of taper; 52 - sliding electrical contact on the drum reel; 53-54 - axis of rotation of the rear turning part of the wing downward from 0 to 90; h is the height of the VTOL aircraft.

The proposed according to the present invention a vertical take-off and landing aircraft (VTOL) operates as follows.

Before starting work for take-off "by helicopter" the pilot turns on the power supply of the aircraft from the onboard (batteries) or ground power sources. After that, it includes a mechanism for opening the hoods 16, which cover the main rotor with drums 13 with retracted blades 14 '. Next, power is supplied to the mechanism for turning the rotary part of the wing 3, turning it down under 90, taking the position 3 ''. Then, through the sliding electrical contact 47, the rotor control system is connected and the installation systems are switched on to the working (horizontal) position of the stabilizers 18 (the mechanisms are not shown in the drawing) and an electric current is supplied to the motors 42 of the reversible type, setting the servo-wheels 19 to the working horizontal position.

Next, the main engine 10 is started and the engines 15 of the main rotor power plant are started from its power plant, which, through overrunning clutches 23 'and drives 23, rotate the drive shaft 21 of the main gearbox 22. The main rotor hub 12 with drums 13 is attached to the upper part of the drive shaft. and they start spinning. The calculated rpm are set and the pilot sets the "pitch-throttle" to a zero setting angle to the main rotor, i.e. the whole drum 13, after which the blades 14 are released, for which an electric current is supplied to the electromagnetic clutch 28 equalizing the revolutions of the driving 21 and the inner 27 shafts and then to the device 29 for activating the transfer gear 30, which meshes with the gears 31 according to the number of blades ... Each gear 31 in its blades with the middle part is attached to the cardan shaft 32, passing inside the vertical 39 and axial 40 hinges and the second end of the roller is attached to the worm of the self-braking transmission 33, consisting of a worm and a worm gear fixed on the intermediate roller 34, engaging with a large toothed wheel 36 attached to the reel 37 of the drum 13 and transmitting the rotation of this reel with the elastic blade 14 'folded (wound) on it in the "outward" direction. Next, an electric current is supplied to the lower clutch 25, connecting it and, thereafter, an electric current is supplied to the reversible type motor 24 in the direction of rotation "outward". And all the rotor blades 14 begin to be released (to unfold from the drums 13) at a certain speed under the action of centrifugal forces acting on the blades from the masses of centrifugal weights 17 together with the masses of the stabilizers 18 and servo wheels 19, and then from the masses of the released parts of the blade, when rotation of the main rotor. As the blade length (propeller radius) increases, the total centrifugal force acting on each blade increases. And this force tends to quickly deploy the blade from the drum, and the self-braking worm gear 33 prevents the spontaneous, unregulated, accelerating release of the blade 14, while the transfer gear 30 ensures the synchronization of the release of all blades. Therefore, the blades are released smoothly and synchronously. If necessary, by changing the supply of electric power to the motor 24, it is possible to change the speed of the blades or even to suspend the release at any time.

After the complete release of the blades, microswitches (not shown in the drawing) are triggered and the exhaust system is turned off, for which: the supply of electric current to the motor 24 is turned off; the lower clutch 25 is disconnected; the rotation of the inner shaft 27 stops; turns off the electric coupling 28 equalizing the revolutions of the driving 21 and the inner 27 shafts; further, the device 29 for activating the transfer gear 30 is turned off and it disengages from the gear wheels 31, giving them freedom to rotate together with the cardan shafts 32 and drums 13 around the axes of the axial hinges 40, i.e. it is possible to set the installation angles of the drums using the swash plate 49. When the main rotor rotates at the end of the blade 14, the peripheral speed is maximum, therefore the stabilizer 18 and the servo wheel 19, being in the zone of maximum speed, have maximum aerodynamic efficiency.

When the main rotor rotates from the action of centrifugal forces from the masses of the blade itself, the centrifugal weight together with the stabilizer and the servo-wheel, each blade is stretched in the longitudinal direction, including stretching the leading and trailing edges, creating the necessary aerodynamic rigidity of the blade.

The total centrifugal force acting on the blade is 8-14 times greater than the maximum lift generated by the blade when the propeller is operating. Therefore, when the main rotor is operating on the ground with maximum revolutions, the blades, even with zero setting angles, are held by centrifugal forces in a horizontal position (in the plane of rotation of the rotor).

In the proposed design, the centrifugal weight attached to the end of the blade also plays the role of an air ridge, which prevents the flowing air flow of the blade end from the lower part of the blade end with increased pressure to the upper part with a reduced pressure, preventing the formation of an end vortex, which is the main part of the inductive resistance of the blade. , which means that the lifting force of the blade, thrust and efficiency of the propeller increase.

Also, a decrease in vortex formation at the end of the blade, which means a decrease in inductive resistance, occurs due to the arrow-shaped stabilizer attached to the centrifugal weight, at the same time it improves and accelerates the transition of the main rotor with elastic blades to the autorotation mode in case of engine failure, which improves flight safety, at the same time reduces vibration during the operation of the rotor in flight.

In conventional helicopter propellers, at modes closer to maximum thrust, the ends of the blades are bent upward due to the location of the maximum lifting force of the blade closer to the end of the blade at a distance of 70-75% of the propeller radius, which means that the angle of attack and lift of the blade decreases, respectively, and the thrust screw.

In the proposed design, the centrifugal force from the masses of the centrifugal weight, stabilizer and servo-wheel is applied directly to the blade end and pulls it into the plane of rotation, thereby preventing a decrease in the angle of attack of the blade tip, which also increases the thrust and efficiency of the propeller. At the same time in flight, the vibrations of the entire rotor are significantly reduced. Due to the fact that a significant centrifugal force is applied to the end of each blade, in addition to the centrifugal force from the mass of the blade itself, located closer to the middle part of the blade, the taper angle of the screw B is significantly reduced, which significantly increases the vertical component of the total lifting force of each blade, and therefore increases thrust and efficiency of the entire rotor, especially at the maximum thrust of the main rotor.

In the proposed design, with a synchronous deflection of the butt part of the blade and the end part at the given installation angles, the elastic blade works like a rigid blade, i.e. and the middle parts of the blade, due to aerodynamic stiffness, are also deflected at predetermined mounting angles. In this case, the butt part of the blade 14, fixed in the coil 37 of the drum 13, is deflected together with the drum using the swashplate 49, the thrust 50, the lever 51 and the fork 41 due to the rotation of the drum 13 around the axis of the axial hinge 40 at a predetermined setting angle. Simultaneously with the rotation of the drum, the inner part of the inductor 48 rotates, attached to the outer part of the axial hinge 40 and in proportion to the rotation of the inner part of the inductor 48 relative to the outer part, an electric current of a certain magnitude and direction arises in this coil, which through electric wires (in the drawing not shown), a sliding electrical contact 52, attached to the side of the coil 37 of the drum 13, is transmitted through an electrical harness attached inside and along the blade 14 (not shown) to the adder 46 of the electric current signals and then to the electric motor 42 of the reversible type of control of the servo 19, which, deviating at a certain angle, having great efficiency, deflects through the stabilizer 18 the end of the blade 14 synchronously with the deflection of the butt part of the blade.

This blade does not have its own torsional rigidity around the longitudinal axis, so the pilot can change the rotation of the blades in flight, choosing the best one for performing a given flight mode, which also increases the efficiency of the propeller.This system consists of a pilot - a pilot or an automatic control system that feeds an additional electrical signal to the adder 46, which additionally deflects the servo wheel 19 by a certain angle, superimposing this deviation on the amount of deviations from the signals from the inductor 48. The rotation of the blades is performed synchronously on all blades. This main rotor has an electromechanical system for limiting the angle of swing of the blades in case of an unintentional increase in the angle of attack (in a gust of wind, etc.) or very vigorous change by the pilot of the setting angles of the blades. This system is made by analogy with the system described in patent No. 2668482 dated July 18, 2017, and the sensors are attached inside the coils 37 of the drums 13 (not shown in the drawing).

The listed constructive transformations of the main rotor of the proposed VTOL aircraft give it a significant increase in thrust and efficiency of the rotor in comparison with a similar main rotor and the thrust-to-weight ratio of a single-rotor helicopter, while, with the main rotor removed, such a VTOL aircraft can fly like a conventional aircraft at any speed, including supersonic if the aircraft and main engine are designed for that speed.

The proposed vertical take-off aircraft can take off:

1) by helicopter method, like a conventional single-rotor helicopter;

2) by the gyroscopic method;

3) by the airplane method, like a conventional airplane.

To prevent turning, from the torque of the main rotor during its operation, on the proposed VTOL aircraft instead of the tail rotor, the main engine has controllable air flaps 10 in the exhaust nozzle region, which are associated with the pilot's foot control (course control). Simultaneously, during takeoff, hovering at maximum torque on the rotor, the pilot can adjust the lateral thrust of the air flow from the main engine through the controllable flaps also by a commensurate increase in the power of the main engine.

1) For vertical take-off by helicopter on the proposed VTOL aircraft, the rotary part 3 of the wing is turned downwards at 90 to reduce losses from the air flow of the main rotor, the pilot increases the power of the lifting motors 15 of the main rotor power plant, the main engine operates at a reduced mode and takes off similarly to takeoff on single-rotor helicopter. With an increase in the horizontal flight speed, the rotary wing part 3, by the pilot using manual control or an automatic control system from pressure sensors from the incoming air flow, turns and is set in position 3 ', i.e. with an angle of 10-20. At the same time, the controllable slats 4 'are deflected forward and the wing acquires a convex-concave transverse profile, which corresponds to an increase in the wing lift, which means that it gives the aircraft the ability to fly at a reduced speed. By increasing the power of the main engine, the flight speed is set when the wing fully absorbs the load (weight) from the VTOL aircraft and the main rotor thrust becomes unnecessary. The main rotor blades are set with a zero setting angle, the main rotor speed is reduced to the calculated ones, and the system of cleaning-releasing the blades in the "cleaning" mode is turned on and the blades 14 are completely retracted, the stabilizers and servo-wheels are folded, the engines 15 of the main rotor power plant are turned off and the hoods 16 are closed. Further, the power of the main engine increases, the speed of horizontal flight increases, the slats 4 are removed at the same time, the rotary part 3 of the wing is set with a zero setting angle, the tail unit is keels 8, rudders 9 and ailerons 5 'become effective, the landing gear 20 is removed and the VTOL aircraft turns into an ordinary one plane. If the design of the VTOL aircraft and its main engine are designed and have the ability to fly at supersonic speed, then with the possibility of lowering the main rotor with folded blades inside the fuselage, such a VTOL aircraft can fly at any supersonic speed.

When landing the proposed VTOL aircraft, actions are performed in the reverse order.

2) During takeoff of the proposed VTOL aircraft using the gyroplane method, the aircraft performs vertical take-off and hovering at a low altitude in the zone of influence of the "air cushion", like a conventional single-rotor helicopter. In this case, the rotary part 3 of the wing is turned downwards at 90, and the torque from the rotor is parried by gas jets coming out of the controlled air flaps 10 from the main engine. The main rotor rotates in the horizontal plane and the vertical component of the rotor thrust is directed vertically upwards, i.e. it is maximum, equal to the propeller thrust and balances the takeoff weight of the VTOL aircraft. To start moving forward, the pilot increases the power and horizontal thrust of the main engine without changing the position of the rotor. And immediately with the beginning of the VTOL movement in the horizontal direction, due to the additional horizontal air flow on the main rotor, an increase in thrust begins and the VTOL begins, along with the forward movement, to vigorously rise up. Depending on the task, the pilot continues an energetic climb with a more moderate increase in the horizontal speed of horizontal flight or manually controls the tilt of the cone (plane) of rotation of the propeller forward using the swashplate and, due to the appearance of a component of the total thrust forward, produces a more accelerated acceleration of the first horizontal speed , and then it goes to climb.

At the same time, with the beginning of the VTOL movement in the horizontal direction, the rotary part of the 3 wing by the pilot or the automatic control system is set from the vertical position 3 '' to the position 3 'and at the same time the controlled slats 4 are deflected forward. Further actions are carried out as during the takeoff of the VTOL aircraft using the helicopter method ... And although the indicated takeoff of a VTOL aircraft from a limited unprepared area has a difference in the takeoff of a "clean" gyroplane, there is still much in common and it is desirable to call this method "gyroplane", since on a gyroplane with the possibility of preliminary spinning of the main rotor and due to this vertical separation from the ground and, after that, acceleration due to the thrust of the main engine - there is much in common.

With this method of takeoff, VTOL aircraft have the opportunity to lift more takeoff weight than when taking off along a helicopter, because when the horizontal speed begins to increase, in this case there is no need to deflect the propeller cone forward to obtain the horizontal thrust component, and as a result, there is no decrease in the vertical component. propeller thrust, which balances the takeoff weight of the VTOL aircraft and does not decrease the flight altitude (and possible touchdown on the ground) at the time of the increase in horizontal speed even at the maximum takeoff weight without the power reserve of the lifting engines.

3) When the proposed VTOL aircraft take off on an aircraft, the main rotor hoods do not open, the lifting engines do not start, and the acceleration along the runway and takeoff is carried out due to the thrust of the main engine, as on a conventional aircraft. When wing mechanization is used to reduce the run during acceleration and to reduce the takeoff distance, before takeoff, the controlled slats are deflected forward, and the flaps are deflected down and set to the takeoff position. After acceleration, lift-off and establishment of the design speed, the wing mechanization is set to the flight position and this VTOL aircraft continues to fly like a conventional aircraft.

When landing, the actions are performed in the reverse order, except that the flaps are set to the landing position.

The proposed VTOL aircraft can be made entirely of Russian materials.

Claims (3)

1. A vertical takeoff and landing aircraft with a rotor with retractable folding blades, containing a fuselage with a cockpit, a wing with ailerons and mechanization for takeoff and landing, a tail unit in the form of a stabilizer with an elevator and keels with rudders, a landing gear for movement on the ground surfaces, a jet propulsion engine and there is a rotor with a power plant for vertical take-off and landing, characterized in that the aircraft has a rotor with retractable folding blades with centrifugal weights attached at the ends of the blades, stabilizers and controlled servo-wheels, the main rotor is attached to the main rotor gearbox , which has a drive from a power plant, consisting of jet engines and a main rotor with blades rolled onto drums on the ground or in flight in aircraft mode, is closed by streamlined hoods, and the torque from the main rotor during its operation is parried by an air flow deflected by air flaps about m of the main engine, while the wing of the aircraft is made with a rotary part down from 0 to 90 to reduce drag and loss of propeller thrust during vertical take-off and landing from the main rotor air flow. 2. A vertical take-off and landing aircraft according to claim 1, characterized in that the profile of the rotor blades is convex-concave with the same curvature of the upper and lower surfaces and has a shank, and this profile allows the blades, using a special cleaning and release system, synchronously and smoothly roll onto drums without distortions and breakage of the edges of the blades, while after cleaning the blades, the stabilizers and servo-wheels are folded, turning the main rotor into a compact design. 3. A vertical take-off and landing aircraft according to claim 1, characterized in that the main rotor is controlled by a swashplate and a servo-rudder control system.

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