RU2769000C1 - Multi-element rocket and aviation complex - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to the field of aviation, in particular to the structures of aircraft missile systems. The missile and aviation complex includes a heavy aircraft carrier (HACC) and more than one unmanned remotely controlled aircraft (URCAC), the fuselage of which is fixed on the underwing pylon (UWP) of the HACC and/or the intrafuselage pylon (IFP) of the bomb bay. URCAC has an asymmetric sweep wing (ASW), a Y-tail and a turbojet engine with side air intakes, providing flight at altitude in the configuration of a trans-/supersonic URCAC with its ASW deployed to attack the target and its ASW retracted inside the ASW influxes to receive it under the UWP and/or IFP HACC. The HACC is equipped with a flexible attachment system that releases a towing device with a cone on a cable, which docks with the URCAC retractable hook and leads it in flight under the docking/undocking nodes.

EFFECT: increase in the flight range of the missile defense system, the probability of hitting a surface or ground target located at a long range, docking of the URCAC with the carrier aircraft for returning to the home airfield.

3 cl, 1 tbl, 3 dwg

Description

The invention relates to rocket and aviation systems, including a heavy aircraft carrier (TSAN) and more than one unmanned remotely controlled aircraft (BUVS), the fuselage of which is fixed on the underwing pylon (PKP) TSAN and / or intrafuselage pylon (VFP) in its bomb bay and has a deployable asymmetric-swept wing (RKAS), a Y-shaped plumage and a turbojet engine with side air intakes, providing flight at altitude in the configuration of a trans- / supersonic BUVS with its RKAS unfolded and opposite sweep χ = ± 15 ° ... 45 ° / retracted RKAS inside the RKAS influxes to perform a mission when attacking a target or receiving it under the PKP and / or VFP TSAN, which is equipped with a flexible attachment system that releases a towed device with a cone on a cable, which, docking with a hook retractable above the center of mass of the BUVS, starts it in flight under the docking / undocking nodes of the control panel and / or VFP TSAN for fixing on it and transporting it to the home airfield.

The project "Gremlins X-61A" by Dynetics (USA) is known, consisting of a four-rotor C-130 carrier aircraft and an air group that includes more than one unmanned attack aircraft (UAS), which has the ability to take to the air with the help of a carrier aircraft, to perform after its separation, independent flight, and then return to its board using flexible mounts.

Signs that match - the C-130 turboprop aircraft, which acts as a flying aircraft carrier, carries four X-61A BPUs in the compartment, is equipped with a retractable boom with a system holding it, capable of releasing a cable with a towing device, which, after docking, can pull up and put them all into cargo bay in 30 minutes. Each BPUS with a swing wing span of 3.47 m, contains a fuselage 4.2 m long, 0.52 m high and 0.57 m wide, has a takeoff weight of 680 kg, a payload of 66 kg and a Williams F107 bypass turbojet engine (TRDD) with a thrust of 318 kgf, providing a speed of Mach 0.6 and a flight range of 560 km.

The reasons that impede the task: the first is that this "Gremlins" system is dangerous due to powerful turbulences descending from an arrow retractable from the cargo compartment of the carrier aircraft, which has a bulky U-shaped holding system with grippers for the BPU, capable of releasing a cable with a towing device that docks with a retractable hook above the center of mass of the BCS, which reduces the safety of docking. The second one is that after docking in flight with the carrier aircraft, the RTU on the towing device cable can sway with a large amplitude, and the absence of an emergency undocking system can lead to the rupture of the towed device with the RTU retractable hook, and not all the RTAs will be brought into the compartment. The third is that this concept is very dangerous when towing them, as turbulence and wakes are a serious problem, exacerbated by the propellers of the carrier aircraft, especially when the cargo ramp of the compartment is open and the RTU fuselage rotates on the towed device cable before docking with U-shaped system. All this limits the increase in safety, but also stabilization during towing and the introduction of the BPU into the compartment.

A well-known project is a manned aircraft carrier of the Boeing Corporation (USA) (Patent US 2015/0115096 dated 04/30/2015), containing a twin-rotor longitudinal scheme of the CH-47F "Chinook" carrier helicopter with an unmanned strike aircraft (UAS), which has two engines on its wing consoles with screws, attached to the bottom of the carrier helicopter, can be separated from it and perform tasks independently.

Signs that match - the presence of a heavy carrier helicopter of the CH-47F "Chinook" model, which has a recess in the lower part of the fuselage for a special attachment point for the center section of the BPUS - "flying wing". Thanks to two propellers mounted on the wing of the BPUS, a helicopter docked with it will be able to develop a much higher speed. The capabilities of the BPUS itself will also expand, since, due to the combined platform, it will be possible to deliver it to its destination without consuming its fuel. And the possibility of in-flight refueling of BPUs from a carrier helicopter with a small amount of fuel in modern BPUs, which increases their potential.

The reasons that impede the task: the first is that a heavy helicopter of a twin-rotor longitudinal scheme, having a ventral mount of a twin-rotor BPUS, which predetermines the need for a significant lengthening of the wheel landing gear of the carrier helicopter, which will increase the weight of its structure and reduce the weight return. In addition, the “flying wing” aerodynamic configuration without vertical keels will make it very difficult to dock without stability of control in the yaw channel, and even more so when the attachment points located on the upper part of the center section of the BPU and the response ones under the helicopter fuselage are combined. The second is that the wingspan of the BPUS is much larger than the track and the base of the wheeled chassis of the carrier helicopter, which will make it difficult for them to be jointly serviced on the ground. The third is that a small cruising speed of 253 km / h and a range of up to 465 km, but the practical ceiling of 3090 m of a heavy helicopter model CH-47F "Chinook" is much less than modern aircraft-type BPUS, which reduces their joint potential . The third is that in order to increase the horizontal translational flight with the joint use of the propulsion thrust of two main rotors (NV) having a mutual overlap of 21.4%, and two screws from the BPU docked with the helicopter, located just under the zone of overlap of the NV, will lead to harmful aerodynamic interference of the NV and smaller BPUS propellers and the strong influence of the vortex field of each NV on the thrust and torque of the traction propellers, which can lead to an imbalance of forces and moments acting on the carrier helicopter and, as a result, to the formation of "different thrust" of the side propellers movers. In addition, the placement of the attachment point for one BCS and only under the fuselage of the carrier helicopter, which makes it very difficult to perform docking / undocking in the air, especially for a heavy helicopter and BCS during their horizontal high-speed flight, but also limits the capabilities of a flying aircraft carrier with only one BCS . Whereas when placed in the compartment of a carrier helicopter, this can be 2-3 heavy-class BPUs with a take-off weight of up to three tons.

The closest to the proposed invention is the project "Tom-Tom" (USA), consisting of a carrier aircraft and an air group, including two special fighters, having the ability to both dock to the carrier aircraft using flexible mounts between the wingtips of aircraft, and to be towed by an aircraft -carrier to increase the range of fighters.

Signs that coincide - the presence of a four-rotor aircraft carrier model EB-29A, which acts as a flying aircraft carrier carrying two special fighters at the ends of the wing, but also equipped with a system of flexible fasteners between the wingtips of the carrier aircraft and two EF-84B fighters, providing the possibility of horizontal during their flight, dock the latter to the carrier aircraft and undock simultaneously at a height sufficient for this.

The reasons that impede the task: the first is that this system of the "Tom-Tom" project proved to be dangerous due to powerful turbulences coming off the wingtips of the EB-29 carrier aircraft, which caused the strongest rolls of the EF-84B fighters, which reduced the safety of joint flights, and to perform their docked takeoff and landing, it was necessary to lengthen the height of the landing gear of each EF-84B, leveling the wing planes at the same level in the parking lot. The second is that after docking in flight with the carrier aircraft, one of the EF-84Bs began to sway with a large amplitude, but no emergency undocking systems were provided, and at the same time, the cone rod was torn out of the EB-29A wing, and not all aircraft successfully landed. The third is that this concept is very dangerous when towing them, since turbulence and wakes are a serious problem, exacerbated by the propellers of the carrier aircraft, especially when the consoles of the docked wings are in the same plane of their chords. All this limits the increase in safety, speed and flight range, but also in lateral stabilization during towing flight.

The present invention solves the problem in the above-mentioned well-known project "Tom-Tom" of increasing the payload (PN) and weight return, increasing the speed and range of flight, the probability of hitting a surface or ground target located at a long range, but also docking the BUVS with the towing system and placing it in the cargo hold of a flying aircraft carrier for reuse.

Distinctive features of the proposed invention from the above-mentioned well-known project "Tom-Tom", closest to it, are the fact that the multi-element rocket-aircraft complex (MRAC) contains a heavy aircraft carrier (TSAN) having in its bomb bay and / or under its wing has more than one unmanned remotely controlled aircraft (BUVS), the fuselage of which is fixed on more than one intra-fuselage pylon (VFP) of the TSAN and / or on more than one of its underwing pylons (PKP) with the possibility of how to sequentially drop each BUVS and, after unfolding its aerodynamic surfaces, perform a remotely controlled or automatic pre-programmed independent flight, and then return the BUVS in the reverse order to a free VFP and / or control panel TSAN after docking the BUVS in flight by means of a system of flexible fastenings TSAN, releasing a towed- holding catcher (BUL), which, with its grip, overcoming the turbulence ence from the TSAN flying in front, docks with a hook for towing that is retractable above the center of mass of the CUVS and its automatic introduction under the VFP and / or control panel of the distant TSAN, while each CUVS, made according to the aerodynamic configuration, is a medium wing with trapezoidal developed influxes (TRN) having inside them asymmetric sweep folding wing consoles (RKAS), has a reverse Y-shaped tail (OYO) with its all-moving keels (CPC), but also a turbojet bypass engine (TRDD) with its side air intakes (BVZ) mounted above the TRN consoles, configured to ensure their operation at supersonic and subsonic flight speeds, used with a folded RKAS or synchronously unfolded and fixed its consoles and the corresponding flight mode of a jet BUVS carrying a planning aerial bomb of the 9-A2-7759 "Grom" type or the mentioned APR-type UR-torpedo 3M, respectively, to fulfill their mission when attacking ground and surface or underwater the bottom target, as well as covert advance into the attack zone, but also the performance of the CUVS return flight to receive it under an empty VFP and / or control panel TSAN, moreover, when the CUAV is air-based on the corresponding VFP and / or control panel TSAN and after the CUAV mission is completed in the independent mode of its flight, when landing, the CUVS has the ability to use its retractable tricycle wheeled landing gear or landing parachute system, or dock to the VFP and / or control panel of a high-altitude TSAN during their horizontal joint flight using a flexible attachment between them with their automatic docking / undocking systems to perform, respectively, horizontal or vertical landing of the CUMS on a ground airfield using load-bearing aerodynamic surfaces or its ejected landing parachute, or after docking the CUMS with the BUL TSAN in flight and launching it to its free VFP and / or PKP TSAN for their respective joint horizontal landing as a flying aircraft carrier on the ground airfield, while the fuselage of the CUVS, having a diamond-shaped or trapezoidal or cylindrical cross-section with a conical bow and a truncated conical aft parts, smoothly turning into its central cylindrical part, including paired triangular upper BVZs and lower conformal fuel tanks from its sides, forming a lenticular cross section of it a section having, along its larger and smaller diagonals, respectively, compartments inside the TRN with their spring-loaded doors that open / close while laying / unfolding the RKAS consoles in them and the lower bomb bay with its automatic doors or the lower niche, respectively, for internal or semi-recessed placement on the mentioned bomb launcher loads of either a magnetometer, or sonar buoys, or an electronic warfare system, moreover, the head BUVS, which is fully digitized and includes the use of a laser communication channel, which will allow it to be equipped with a dual-frequency airborne radar with AFAR, but I will mention melting its BSU at safe distances for it implements communication via a closed channel with sonar buoys, providing geolocation of an underwater target and control over a laser communication channel of weapons loads and its own and other BUVS with targeting of their mentioned UR-torpedoes of the APR-3M type as part of strike air group, used in conjunction with a number of other air groups, capable of both exchanging information between their head BUVS within their combined-combat single so-called information cloud, and transmitting target designation to a number of BUVS that do not use their radars in other anti-submarine MRAKs.

равным

и его развитые округлые законцовки (РОЗ), конфигурация которых в плане аналогична форме односторонних нижних и верхнего ЦПК хвостового оперения ΟΥΟ, причем упомянутые ТРН, интегрированные по правилу площадей с фюзеляжем БУВС, имеют левую и правую консоли, вынесенные от центра масс соответственно назад и вперед по его полету, образующие двустороннюю асимметрию, снабжены внутри их раздельными узлами поворота консолей РКАС, изменяющими асимметричную стреловидность по передней их кромке, обеспечивающую на высоте полет в конфигурации транс-/сверхзвукового БУВС с разложенным его РКАС и противоположной стреловидностью χ=±15°…45°/убранным его РКАС вовнутрь упомянутых отсеков РТН для соответствующего подлета в зону цели/выполнения миссии при сверхзвуковой атаке цели или после его поднятия для приема с жесткой фиксацией на упомянутом ВФП и/или ПКП ТСАН, при этом расширение двусторонне-асимметричной компоновки планера разведывательно-ударного БУВС может дополнительно включать асимметричное смещение в продольном направлении входов их упомянутых БВЗ, но и смещение в этом же направлении в его упомянутом оперении OYO левого и правого нижних ЦПК, разнесенных с аналогичным смещением соответствующих консолей РКАС, причем планер каждого БУВС выполнен по малозаметной технологии с покрытием, поглощающим радиоволны разной длины, имеет монолитную конструкцию жесткого его корпуса с использованием алюминиево-литиевых сплавов и до 70% улучшенных по структурному старению композиционных материалов, усиленных лонжеронами и ребрами жесткости с общей композитной обшивкой фюзеляжа и БВЗ, армированных углеродным волокном, способных защитить его упомянутую БСУ от мощных электромагнитных вспышек или воздействия лазерного излучения, выдерживать значительные количества тепла и деформации, позволяющие снизить на порядок количество деталей, при этом каждый БУВС с его РКАС и разнонаправленной стреловидностью χ=±45° позволит, в сравнений с крылом реактивного самолета и углом его стреловидности χ=+45°, уменьшить волновое сопротивление в 2,8…3 раза и требуемую тяговооруженность в 1,44 раза, причем для обеспечения на высоте транс- или сверхзвукового режима полета каждого БУВС соответственно в направлении выбранной для атаки цели или только как после 48% времени выполнения мисси и выработки топлива, так и при разнонаправленной стреловидности его РКАС с соответствующим углом χ=±45° или χ±60°, обеспечивающим увеличение показателей аэродинамических и структурных преимуществ планера двусторонней асимметрии, улучшающей отношение подъемной силы к его сопротивлению, которое при соответствующей скорости полета БУВС до 0,98 Маха или 1,06 Маха составит 20 к 1 или 11 к 1, при этом в малозаметном БУВС его адаптивный ТРДД снабжен реактивным плоским прямоугольным соплом (ППС), имеющим термопоглощающее покрытие и заднюю V-образную в плане кромку, размещенную параллельно задней кромке нижнего кормового обтекателя его фюзеляжа.In addition, in the mentioned super-maneuverable BUVS, its upper and lower mentioned CPCs are respectively mounted along the plane of symmetry and outward from it with the placement of the lower ones to the latter at an angle of 60 of the upper CPC, while in the BUVS on its mentioned RCAS there are consoles with their narrowing

equal

and its developed rounded tips (ROZ), the configuration of which in plan is similar to the shape of one-sided lower and upper CPC of the tail unit ΟΥΟ, moreover, the mentioned TRN, integrated according to the area rule with the BUVS fuselage, have left and right consoles, moved back and forth from the center of mass, respectively along its flight, forming a bilateral asymmetry, are equipped inside them with separate nodes for turning the RKAS consoles, changing the asymmetric sweep along their leading edge, which ensures flight at a height in the configuration of a trans-/supersonic BUVS with its RKAS decomposed and the opposite sweep χ=±15°...45 ° / removed by its RKAS inside the said RTN compartments for the corresponding approach to the target zone / mission during a supersonic attack of the target or after it is raised for reception with rigid fixation on the mentioned VFP and / or PKP TSAN, while expanding the bilaterally asymmetric layout of the reconnaissance airframe shock BUVS can additionally include an asymmetric offset not in the longitudinal direction of the inputs of their mentioned BVZ, but also the displacement in the same direction in its said plumage OYO of the left and right lower CPCs, spaced with a similar displacement of the corresponding consoles of the RKAS, and the airframe of each BUVS is made using low-observable technology with a coating that absorbs radio waves of different lengths , has a monolithic design of its rigid hull using aluminum-lithium alloys and up to 70% improved structural aging composite materials, reinforced with spars and stiffeners with a common composite fuselage skin and BVZ, reinforced with carbon fiber, capable of protecting its said BSU from powerful electromagnetic flashes or exposure to laser radiation, withstand significant amounts of heat and deformation, allowing to reduce the number of parts by an order of magnitude, while each BUVS with its RKAS and multidirectional sweep χ=±45° will allow, in comparison with the wing of a jet aircraft and its sweep angle χ=+45 °, smart to increase the wave resistance by 2.8 ... 3 times and the required thrust-to-weight ratio by 1.44 times, moreover, to ensure at the height of the trans- or supersonic flight mode of each CUV, respectively, in the direction of the target chosen for the attack or only after 48% of the mission and development time fuel, and with multidirectional sweep of its RCAS with the corresponding angle χ=±45° or χ±60°, providing an increase in the aerodynamic and structural advantages of the airframe of bilateral asymmetry, which improves the ratio of lift to its resistance, which, at the appropriate flight speed of the BUVS, is up to 0 .98 Mach or 1.06 Mach will be 20 to 1 or 11 to 1, while in an inconspicuous BUVS, its adaptive turbofan engine is equipped with a reactive flat rectangular nozzle (PPS) having a heat-absorbing coating and a rear V-shaped edge in plan, placed parallel to the trailing edge lower aft fairing of its fuselage.

The proposed invention of an anti-ship MRAK with a reconnaissance-strike BUVS, which has a turbofan engine with its reactive PPS and with its folded RKAS in the TRN, is mounted on a high-altitude TSAN control panel with the removal of the BUVS tail CPC from the end of the TSAN control panel, is illustrated in Fig. 1-3 general views:

- in Fig. 1, 2 - depicts a BUVS with conformal tanks in a side/top view with a lenticular section of the fuselage, and unfolded TsPK and RKAS from TRN at χ±45° and with a conventionally extended L-shaped hook 26 from the fuselage 3 BUVS 2;

- in Fig. 3 - shown in a side view (preferably shown only) of the control panel TSAN, having a U-shaped cutout and in its middle a COC with its BUL and a cargo winch with a cable and BUL for a flexible system of fastening and placing the BUVS under the free control panel of the distant TSAN (BUVS in the view B is shown conditionally under PKP).

The high-altitude MRAK shown in Fig. 1-3, contains a long-range TSAN 1 and more than one jet BUVS 2, which is made according to the aerodynamic configuration of a mid-wing with a fuselage 3 and RKAS 4, equipped with folding consoles 4 in TRN 5 and ROZ 6, the configuration in terms of the latter is similar to the shape of the lower TsPK 7 of the tail unit ΟΥΟ, having a fork 8 of the upper TsPK 9. Adaptive turbofan engine with a jet PPS 10, used with two triangular BVZ 11 in front view, mounted from the outer sides of the fuselage 3 BUVS 2 and above the consoles of the TRN 5. Rigid connection of the fuselage 3 BUVS 2 with PKP 12 TSAN 1 is provided by means of automatic docking / undocking units 13 and 14, mounted respectively below the PKP 12 TSAN 1 and on top of the fuselage 3 BUVS 2.

Fuselage 3 BUVS 2 with aft part made in the form of a truncated cone, equipped with aft fairing 15 with its V-shaped edge and passing into its central cylindrical part 16, equipped with lower left 17 and right 18 triangular conformal fuel tanks from its sides, forming with upper triangular BVZ 11 lenticular cross-section, having along both its smaller and larger diagonals the lower bomb bay 19 with its automatic shutters 20, and the left 21 and right 22 compartments in TRN 5 with their spring-loaded shutters 23, opening / closing with the corresponding stacking / unfolding of them consoles RKAS 4 BUVS 2. Left 21 and right 22 compartments in TRN 5 are placed in plan from the center of mass of BUVS 2, respectively, back and forth along its flight and from the side of the corresponding tip of TRN 5. In the central part of the fuselage 3 BUVS 2 above its center of mass, the upper compartment 24 is mounted with flaps 25 and a retractable L-shaped hook 26 and automatically ejected parachute system (Fig. 1-3 not shown), used for its vertical landing on a ground airfield with its RKAS 4 folded and the end parts of the TsPK 7 and 9 tail unit OYO. Jet BUVS 2, which performs a separate autonomous flight from TSAN 1 and creates the corresponding jet thrust of the PPS 10 of its turbofan engine for its trans-/supersonic cruising flight, in which directional control is provided by the deviation of the upper CPC 9 of the OYO plumage. Longitudinal and transverse control is carried out by in-phase and differential corresponding deviation of the left and right lower 7 CPCs of the tail unit OYO (see Fig. 1/2). The control of the movement of CUVS 2 at all stages of the flight is carried out by the navigational flight complex, which is part of the onboard control system, which receives and processes information from navigation satellites and generates appropriate control signals. The flight of TSAN 1 with docked BUVS 2 ends with their joint horizontal landing on the ground base airfield. All this will allow in the long-range MRAK to simplify controllability and increase reliability, as well as the safety of piloting both high-altitude TSAN 1 and remote control BUVS 2. The anti-ship MRAK is operated as follows

In place of the docked BUVS 2 and above the center of its mass on the said VFP and / or the control panel of the mentioned TSAN 1, there is a U-shaped cutout 27 in side view (see Fig. 3) and above it is contained in the fairing 28, for example, the control panel 12 of its cargo winch 29 with a system of its blocks for automatic control of the cable 30, passed to the mentioned BUL 31 through its upper cone-shaped fairing (KOO) 32, equipped with a corresponding lower cutout for the produced BUL 31, which has, as on its cylindrical bow 32, unfoldable one-piece swivel X- figuratively placed four lattice rudders 33, but also inside the cone 34 BUL 31 collet grip 35, and the possibility, after automatic disconnection of the BUL 31, of its free extension on the cable back along the flight TSAN 1 to a distance that is a multiple of the length of the fuselage of the mentioned BUVS 2, allowing to make it safe approach to TSAN 1 at low subsonic flight speed and after equalizing their flight speeds, perform docking by means of the mentioned th flexible mounting system with BUL 31 and with an expanded collet grip 35 mounted inside and along the longitudinal axis of the guide cone 34 BUL 31, which, after its interaction with the mating part of the L-shaped BUVS retractable from the upper fuselage compartment, when viewed from the side of the hook 26, mounted with the possibility of both lifting it back along the flight BUVS 2 between the nodes 13-14 of the rigid docking / undocking of the fuselage of the BUVS with the mentioned PKP 12 TSAN 1, and performing its closure with the formation on the cable 30 of a flexible jointly docked placement of the mentioned BULS 31 TSAN 1 and BUVS 2, at the same time, after docking BUVS 2 to TSAN 1 by means of a flexible system with BUL 31, which, by means of a cargo winch 29, pulls the fuselage 3 BUVS 2 to the main nodes 13-14 of docking / undocking of their rigid attachment system with automatic compliance by each autopilot BUVS 2 and TSAN 1 as alignment of two pairs of nodes 13-14 of the docking of a rigid attachment system, and their translational equal-sized approach and rise of BUVS 2 a cargo winch 29 with the required pulling it up and the corresponding placement of its longitudinal axis strictly under the longitudinal axis of the corresponding PKP 12 TSAN 1, and the L-shaped hook 26 BUVS 2 in the area of the U-shaped cutout 27 PKP 12, but also between nodes 13 -14 rigid mounting system, each of which, after the joint location of the mentioned BUL 31 with the L-shaped hook 26 BUVS 2 in CCW 32, interacts with the mating part of the rigid mounting system BUVS 2 and each PKP 12 TSAN 1 located on top of the fuselage 3 BUVS 2 and from below on PKP 12 TSAN 1 or unmanned aircraft carrier (BSAN), docking on a par with the nodes of the flexible attachment system with BUL 31, provide a rigid attachment system with simultaneous folding in BUVS 2 consoles RKAS 4 and TsPK 7, 9 and the implementation of their jointly docked horizontal flying in aircraft carrier configuration.

Thus, the MRAK with a long-range TSAN and its attack BUVS carrying APR-3M torpedo missiles is an anti-submarine flying aircraft carrier mastered on the platform of the Il-38 turboprop aircraft. The head BUVS, which is fully digitized and includes, using a laser communication channel, the fourth level of the so-called manned and unmanned teaming (MUM-T), which will allow it to be equipped with a dual-frequency airborne radar with AFAR. The BSU of the head BUVS, at safe distances for it, communicates via a closed channel with sonar buoys that provide geolocation of an underwater target and control its own and other BUVS weapons loads via a laser communication channel with guidance of their APR-3M torpedo missiles at the target as part of a strike air group used together with a number of other air groups capable of exchanging information between their head CUMS within their single so-called information cloud and transmitting target designation to a number of CUMS that do not use their radars in other anti-submarine MRAKs that also contain search CUMS with a highly sensitive magnetometer having a magnetically sensitive element that works at a distance of 30 m from the water surface, and associated with its BSU, providing for the issuance of commands to turn on the magnetometer at the calculated point and to control after the magnetometer is triggered when an underwater target is detected, but also its identification with the adoption of a confirmed decision from the operator of the CP TSAN on guidance yu one or two APR-3M volleys at the target with automatic determination of the value of the input adaptive lead angle, which is corrected when approaching the target.

When high-altitude MRAK performs anti-ship operations as part of a long-range TSAN or BSAN, respectively, of a Tu-95 turboprop aircraft or a jet BPS S-70 Okhotnik used as an aircraft carrier with BUVS-0.49, which will allow, having a range of up to 570 km and armed with the 9-A2-7759 Grom gliding bomb, will increase its flight range to 630 km, which will both create a safe air zone between the target’s air defense and MRAK, and ultimately increase the lethality and combat stability of the anti-ship TSAN or BSAN. Moreover, the creation of an Arctic MRAK based on a similar BSAN, mastered on the platform of the S-70 Okhotnik jet-powered BPS, delivering BUVS-0.49 air groups to a given area to perform anti-ship operations, and then, after completing the mission, take them on board and return them to base airfield. All this greatly simplifies the deployment of reconnaissance and strike aircraft of a new integrating generation, which can be included in a single data exchange network between Arctic MRACs, including those at a great distance from their base airfield.

In fact, the combat capabilities of the Arctic MRAK are not limited to the flight of its shock BUVS and are more dependent on the integrating TSAN or BSAN itself. Therefore, high-altitude MRAKs, as elements of advanced military equipment, from the point of view of tactics, can occupy an intermediate place between cruise missiles and strike fighters. The former are capable of independently attacking targets, but at the same time they are very expensive. Attack aircraft may be cheaper, but the fighter has to fly into the target's air defense coverage area. The use of TSAN or BSAN with a jet air group, for example, BUVS-0.49 (see Table 1) will make it possible to carry out a reconnaissance and strike mission with the required efficiency, but without risks for fighter pilots or expensive BSANs, as well as increase the lethality in the Northern Sea regions of the ships-carriers of the Aegis naval missile defense system, which is the core aspect of the anti-ship Arctic MRAK, namely: to detect and destroy naval anti-missile carriers.

Claims (3)

1. A multi-element missile and aviation complex (MRAK) with unmanned aerial vehicles having a wing, a fuselage with a launcher (PU) of a guided missile (UR), a power plant engine and, for control from the command post (CP) of the carrier aircraft, an onboard control system ( BSU), characterized in that it contains a heavy aircraft carrier (TSAN), having in its bomb bay and / or under its wing more than one unmanned remotely controlled aircraft (BUVS), the fuselage of which is fixed on more than one intrafuselage pylon (VFP ) TSAN and / or on more than one of its underwing pylons (PKP) with the possibility of both sequentially dropping each BUVS from them and, after unfolding its aerodynamic surfaces, performing a remotely controlled or automatic pre-programmed independent flight, and then returning in reverse order CUMS for free VFP and/or PKP TSAN after docking of CUMS in flight by means of a system of flexible fasteners TSAN, releasing a towed-holding safety catcher (BUL) on a cable, which, with its capture, overcoming turbulence from the TSAN flying ahead, docks with a hook for towing that is retractable above the center of mass of the CUVS and its automatic introduction under the VFP and / or control panel of the distant TSAN, with In this case, each BUVS, made according to the aerodynamic scheme of the mid-wing with trapezoidal developed influxes (TRN), having inside them the consoles of the deployable wing of asymmetric sweep (RKAS), has a reverse Y-tail (OYO) with its one-piece swivel keels (TsPK), but and a bypass turbojet engine (TRDD) with its side air intakes (BVZ) mounted above the TRN consoles configured to ensure their operation at supersonic and subsonic flight speeds, used with the RCAS folded or its consoles synchronously unfolded and fixed and the corresponding flight mode of the jet BUVS, carrying a gliding bomb type 9-A2-7759 "Thunder" or the aforementioned APR-3M type UR-torpedo, respectively, to fulfill its mission when attacking a ground and surface or underwater target, as well as covert advance into the attack zone, but also to perform a return flight to receive it under an empty VFP and / or PKP TSAN, moreover, with CUVS is air-based at the corresponding VFP and / or PKP TSAN and after the mission is completed in its independent flight mode, the CUV has the ability, when landing, to use its retractable tricycle wheeled landing gear or landing parachute system, or dock to the VFP and / or PKP of a high-altitude TSAN with their horizontal joint in flight using a flexible attachment between them with their automatic docking / undocking systems to perform, respectively, a horizontal or vertical landing of the CUVS on a ground airfield using load-bearing aerodynamic surfaces or its ejected landing parachute, or after docking the CUVS with the BUL TSAN in flight and its launch to a free eg about VFP and / or PKP TSAN for their respective joint horizontal landing as a flying aircraft carrier on a ground airfield, while the fuselage of the CUVS having a diamond-shaped or trapezoidal or cylindrical cross-section with a conical bow and a truncated conical aft parts, smoothly turning into its central cylindrical part, including from its sides paired triangular upper BVZ and lower conformal fuel tanks, forming its lenticular cross-section, having along its larger and smaller diagonals, respectively, compartments inside the TRN with their spring-loaded flaps that open / close while simultaneously laying / unfolding the RKAS consoles in them and the lower a bomb bay with its automatic doors or a lower niche, respectively, for internal or semi-recessed placement on the mentioned launcher of a bomb load of either a magnetometer, or sonar buoys, or an electronic warfare system, and the head BUVS, which is fully digitized and includes It uses a laser communication channel, which will make it possible to equip it with a dual-frequency airborne radar with AFAR, and the mentioned BSU, at safe distances for it, communicates via a closed channel with sonar buoys that provide geolocation of an underwater target and control of weapon loads through a laser communication channel, both its own and other BUVS with targeting of their mentioned AD torpedoes of the APR-3M type as part of a strike air group used in conjunction with a number of other air groups capable of both exchanging information between their head BUVS within their combined combat single so-called information cloud, and transmitting target designation on a number of BUVS that do not use their radars in other anti-submarine MRAKs. 2. MRAK according to claim 1, characterized in that in the mentioned super-maneuverable BUVS, its upper and lower mentioned CPCs are respectively mounted along the plane of symmetry outward from it with the lower ones placed at an angle of 60 ° to the latter, but are also made folded down in the sophistication of the aft parts of the fuselage with their fixation in the direction from the upper CPC, while in the BUVS on the mentioned RCAS there are consoles with their narrowing

equal

and its developed rounded tips (ROZ), the configuration of which in plan is similar to the shape of one-sided lower and upper CPC of the tail unit ΟΥΟ, moreover, the mentioned TRN, integrated according to the area rule with the BUVS fuselage, have left and right consoles, moved back and forth from the center of mass, respectively along its flight, forming a bilateral asymmetry, are equipped inside them with separate nodes for turning the RKAS consoles, changing the asymmetric sweep along their leading edge, which ensures flight at a height in the configuration of a trans-/supersonic BUVS with its RKAS decomposed and the opposite sweep χ=±15°...45 ° / removed by its RKAS inside the said RTN compartments for the corresponding approach to the target zone / mission during a supersonic attack of the target or after it is raised for reception with rigid fixation on the mentioned VFP and / or PKP TSAN, while expanding the bilaterally asymmetric layout of the reconnaissance airframe shock BUVS can additionally include an asymmetric offset not in the longitudinal direction of the inputs of their mentioned BVZ, but also the offset in the same direction in its said plumage ΟΥΟ of the left and right lower CPCs, spaced with a similar offset of the corresponding consoles of the RCAS, and the airframe of each BUVS is made according to an inconspicuous technology with a coating that absorbs radio waves of different lengths , has a monolithic design of its rigid hull using aluminum-lithium alloys and up to 70% improved structural aging composite materials, reinforced with spars and stiffeners with a common composite fuselage skin and BVZ, reinforced with carbon fiber, capable of protecting its said BSU from powerful electromagnetic flashes or exposure to laser radiation, withstand significant amounts of heat and deformation, allowing to reduce the number of parts by an order of magnitude, while each BUVS with its RKAS and multidirectional sweep χ=±45° will allow, in comparison with the wing of a jet aircraft and its sweep angle χ=+45 °, smart to increase the wave resistance by 2.8 ... 3 times and the required thrust-to-weight ratio by 1.44 times, moreover, to ensure at the height of the trans- or supersonic flight mode of each CUV, respectively, in the direction of the target chosen for the attack or only after 48% of the mission and development time fuel, and with multidirectional sweep of its RCAS with the corresponding angle χ=±45° or χ±60°, providing an increase in the aerodynamic and structural advantages of the airframe of bilateral asymmetry, which improves the ratio of lift to its resistance, which, at the appropriate flight speed of the BUVS, is up to 0 .98 Mach or 1.06 Mach will be 20 to 1 or 11 to 1, while in an inconspicuous BUVS, its adaptive turbofan engine is equipped with a reactive flat rectangular nozzle (PPS) having a heat-absorbing coating and a rear V-shaped edge in plan, placed parallel to the trailing edge lower aft fairing of its fuselage. 3. MRAK according to any one of paragraphs. 1, 2, characterized in that at the site of the docked BUVS and above the center of its mass in each of the mentioned VFP and / or PKP of the mentioned TSAN there is a U-shaped cutout when viewed from the side and above it is contained in the fairing of the VFP and / or PKP its cargo winch with a system of its blocks for automatic control of a cable passed to the mentioned BUL through its upper cone-shaped fairing (KOO), equipped with a corresponding lower cutout for the manufactured BUL, which has, both on its cylindrical nose, unfolded one-piece swivel X-shaped placed four lattice rudders, but also inside the BUL cone, a collet grip, and the possibility, after the automatic disconnection of the BUL, of its free extension on a cable back along the flight of the TSAN to a distance that is a multiple of the length of the fuselage of the mentioned BUVS, which allows it to safely approach the TSAN at a low subsonic flight speed and, after equalizing the speeds of their flight, perform docking by means of the mentioned flexible fastening system with BUL and when the collet grip is unclenched, mounted inside and along the longitudinal axis of the guide cone BUL, which, after its interaction with the mating part of the BUVS retractable from the upper compartment of the fuselage, is L-shaped when viewed from the side of the hook, mounted with the possibility of both raising it back along the flight of the BUVS between the nodes of the rigid docking / undocking of the fuselage of the BUVS with the mentioned VFP and / or PKP TSAN, and performing its closure with the formation of a flexible jointly docked placement on the cable of the mentioned BULS TSAN and BUVS, while after docking the BUVS to the TSAN by means of a flexible system with the BULS, which is a cargo winch pulls the fuselage of the BUVS to the main docking / undocking nodes of their rigid attachment system with automatic observance by each autopilot of the BUVS and TSAN both of the alignment of the two pairs of docking nodes of the rigid attachment system, and of their translational equal-sized approach and lifting of the CUVS by a cargo winch with the required pulling it up and appropriate placement m and its longitudinal axis strictly under the longitudinal axis of the corresponding VFP and / or PKP TSAN, and the L-shaped hook BUVS in the area of \u200b\u200bthe U-shaped cutout of the VFP and / or PKP, but also between the nodes of the rigid attachment system, each of which, after the joint location of the mentioned LCU with an L-shaped hook BUVS in CCW interacts with the mating part of the rigid attachment system of the BUVS and each VFP and / or PKP TSAN, located on top of the fuselage of the BUVS and from below on the VFP and / or PKP TSAN or unmanned aircraft carrier (BSAN), docking on a par with the nodes of the flexible attachment system with the BUL, they provide a rigid attachment system with simultaneous folding of the RCAS and CPC consoles into the BUVS and performing their jointly docked horizontal flight in the configuration of an aircraft carrier.

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