WO2022154683A1

WO2022154683A1 - Rotary wing aircraft

Info

Publication number: WO2022154683A1
Application number: PCT/RU2021/000006
Authority: WO
Inventors: Валерий Туркубеевич ПЧЕНТЛЕШЕВ
Original assignee: Валерий Туркубеевич ПЧЕНТЛЕШЕВ
Priority date: 2021-01-12
Filing date: 2021-01-12
Publication date: 2022-07-21

Abstract

The invention relates to the field of aviation, and more particularly to rotary wing aircraft structures. The present rotary wing aircraft has a fuselage, a skid-type landing gear, a main rotor, an engine, a tail boom, and a tail rotor fastened to the tail boom. The fuselage contains a transverse beam disposed in the lower centre part of the fuselage, and a vertical post, the lower end of which is fastened to said transverse beam of the fuselage. The landing gear has one transverse strut disposed to the left of the fuselage, and one transverse strut disposed to the right of fuselage. The transverse struts of the landing gear are hingedly fastened by one of their ends to the ends of the transverse beam of the fuselage. The shock absorption of each strut is configured in the form of one torsion rod. Each of said torsion rods is rigidly fastened by one of its ends to one of the ends of the corresponding transverse strut of the landing gear, and is rigidly fastened by its other end to the fuselage. The main rotor is fastened to the upper end of the vertical post of the fuselage. This provides a reduction in the weight of the fuselage structure and the landing gear of a helicopter, as well as an increase in the aerodynamic quality of the helicopter.

Description

DESCRIPTION AND INVENTION

Rotorcraft

Technical field

The invention relates to rotary-wing aircraft (VKLA) and relates in particular to helicopters.

Prior Art

One of the ways to improve helicopters is to reduce the relative weight of the fuselage and landing gear structure, which increases the weight return and reduces the initial cost of helicopters. This is especially true for light helicopters, which have a number of features compared to heavy helicopters, such as light loading and overdimension (due to technological limitations) of the helicopter airframe structural elements. All this negatively affects the level of weight perfection of light helicopters.

The second way to improve helicopters is to increase the aerodynamic quality of helicopters.

Traditional ways of reducing the relative weight of the fuselage structure and landing gear of a helicopter, and increasing the aerodynamic quality of a helicopter, require large-scale, costly studies. This entails multibillion-dollar material costs, terms of ten or more years, and absolutely no guaranteed desired result. Known helicopter Bo-105 company Messerschmitt-Boiko w-Blohm (Germany) (https://arsenal-info.rU/b/book/3926861921/6, [1]) with skid-type chassis, which is a fairly light design and relatively cheap in terms of operating costs. The basis of this chassis is two transverse springs, front and rear, located on the underside of the helicopter fuselage, structurally representing solid pipes, to the ends of which two longitudinal chassis skids are attached (one each on the left and right sides of the fuselage), also representing solid pipes . Depreciation of this chassis is carried out due to the elastic deformation (bending) of the transverse springs.

A light helicopter with a skid landing gear FH-1100 from Hiller (USA) (http://www.airwar.ru/enc/ uh/rhl 100.html, [2]) is known, in which the chassis has two transverse racks on the left and right sides of the fuselage, hinged to the underside of the helicopter fuselage, structurally representing solid pipes, to the ends of which two longitudinal landing gear skids are attached (one each on the left and right sides of the fuselage), also representing solid pipes. The depreciation of this chassis is carried out due to the elastic deformation (twisting) of split pipes (torsion bars) located along the fuselage on its left and right sides. In this case, one end of each of the torsion bars is rigidly attached to one end of the corresponding transverse landing gear, and the other end of each of the torsion bars is rigidly attached to the fuselage.

From (US Patent US5217183, [3]) a helicopter with a skid landing gear is known, in which the chassis has only one transverse spring located on the lower side in the rear of the helicopter fuselage, to the ends of which two longitudinal landing gear skids are attached, located nyh one on the left and right sides of the fuselage. Otherwise, this helicopter has no differences from the known helicopters with skid landing gear.

From (RF Patent for invention No. 2600966, [4]) a single-rotor helicopter is known, which consists of two separate parts-modules. The first part-module includes a fuselage with a landing gear attached to it. The second part-module includes interconnected main rotor (HB), main gearbox (GR), engine, tail boom and tail rotor (PB). The above-mentioned first part-module (fuselage) is attached to the above-mentioned second part-module (specifically, to the GR body) by means of an elastic suspension (by means of shock absorbers), which makes it possible to radically reduce the level of vibrations in the helicopter fuselage (in the passenger cabin), thereby increasing the level of comfort for passengers.

Closest to the claimed invention is a coaxial helicopter, known from (htp://www.aviajoumal.com/arhiv/2000_2002/magazine/archive/20002/st9_2000.html, [5]), skid chassis which has only one transverse a spring located on the lower side in the central part of the helicopter fuselage, to the ends of which two longitudinal landing gear skids are attached, located one at a time on the left and right sides of the fuselage. At the same time, the transverse spring is made in the form of a bearing surface (in the form of a wing), which creates lift in the horizontal flight of the helicopter. Depreciation of this chassis is carried out due to the elastic deformation (bending) of the transverse spring. Otherwise, this helicopter has no differences from the known helicopters with skid landing gear. Disclosure of invention

The objective of the claimed invention is to reduce the relative weight of the fuselage structure and the landing gear of the helicopter, as well as to increase the aerodynamic quality of the helicopter.

Obviously, if such a problem can be solved, then this is a “non-obvious” solution for a specialist knowledgeable in the relevant field of technology, since it has not been solved in the prototype and other known analogues.

The claimed invention, in one of the possible variants of its execution, has the following essential features in common with the prototype: a rotary-wing aircraft, has a fuselage, a skid-type chassis, at least one main rotor, at least one engine, the chassis has one transverse rack located on the left side of the fuselage and one transverse rack located on the right side of the fuselage, one landing gear skid is attached to one of the ends of each of the above transverse landing gear.

Distinctive from the prototype of the essential features are: there is a tail boom, a tail rotor attached to the tail boom, the above fuselage has a transverse beam located in the lower central part of the fuselage, and a vertical strut, while the above vertical fuselage strut is attached to it with its lower end the above fuselage transverse beam, the above landing gear transverse leg, located on the left side of the fuselage, is hinged at one end to the left end of the above fuselage transverse beam, the above landing gear transverse leg, located on the right side of the fuselage, is pivotally attached at one end to the right end of the above fuselage transverse beam, the shock absorption of each of the above transverse landing gear is made in the form of at least one torsion, while each of the above torsion is rigidly attached at one end to one end of the corresponding transverse landing gear, and at its other end is rigidly attached to the fuselage , the above fuselage and landing gear are the first separate part-module, the above main rotor, engine, tail boom and tail rotor are the second separate part-module, the above second separate part-module is attached to the upper end of the above vertical strut of the fuselage by elastic suspension, the above fuselage has, in the longitudinal plane, the shape of the wing profile.

Adopted in the claimed invention, the fastening between themselves, the above left and right transverse landing gear, the transverse beam of the fuselage, the vertical strut of the fuselage, and two separate parts-modules, allow you to transfer loads from the second separate part-module to the first separate part-module (on the fuselage and to the left and right transverse landing gear) by the shortest route. This makes it possible to reduce the relative weight of the fuselage structure and chassis of the inventive helicopter, which increases the weight return and reduces the initial cost of the inventive helicopter, in comparison with known analogues.

The implementation of the fuselage of the inventive helicopter, in the longitudinal plane, in the form of a wing profile, allows him to create a positive lifting force in the horizontal flight of the helicopter. This allows you to unload the HB, which allows you to reduce the angle of installation of the HB blades, and thereby prevent flow separation on the retreating HB blades. All this makes it possible to increase the aerodynamic quality of HB and helicopter and in general, to reduce vibrations in the fuselage generated by the HV blades, which increases the level of comfort for passengers.

Brief description of the figures of the drawings

In FIG.1 - Z shows the claimed invention in the version of the helicopter single-rotor scheme with a tail rotor, where the numbers indicate: 1 - fuselage; 2 - front left entrance door; 3 - rear left entrance door; 4 - HB shaft; 5 - bushing HB; 6 and 7 - HB blades; 8 - hood; 9 - tail boom: 10 - RV; 1 1 - vertical plumage; 12 - horizontal tail; 13 - rear safety support; 14 - left transverse landing gear; 15 - right transverse rack; 16 - left longitudinal skid of the chassis; 17 - right longitudinal skid of the chassis; 18 - GR; 19 and 20 - electric motors (EM); 21 - vertical strut of the fuselage; 22 - front wall of the fuselage box; 23 - rear wall of the fuselage box; 24 - top panel of the fuselage box; 25 - bottom panel of the fuselage box; 26 - left wall of the fuselage box; 27 - right wall of the fuselage box; 28 - front wall of the transverse beam of the fuselage; 29 - rear wall of the transverse beam of the fuselage; 30 - front torsion bar of the left transverse landing gear; 31 - front torsion bar of the right transverse landing gear; 32 - rear torsion bar of the left transverse landing gear; 33 - front seat, located in the direction of flight; 34 - rear seat, located in the direction against the flight; 35 - hood air intake 8.

FIG. 1 shows a left side view of the claimed invention. The location of the detail view A is shown. FIG.2 shows a detail view A. Shows the location of the section B-B. At the same time, the skin of the fuselage 1 and the cowl 8 are conventionally not shown.

FIG.Z shows a section B-B. At the same time, the rear seats 34 are conventionally not shown.

Embodiments of the invention

The inventive helicopter, in one of the possible versions of its execution (FIG.1^3), is made according to a single-rotor scheme with a tail rotor. The inventive helicopter has a modular layout, and consists of two separate parts-modules. The first separate part-module includes: fuselage 1; equipment located in the fuselage 1; chassis. The second separate part-module includes: GR 18; ED 19 and 20; shaft HB 4; sleeve HB 5; blades HB 6 and 7; tail boom 9; RV 10; vertical plumage 1 1 ; horizontal plumage 12; and rear safety support 13.

GR 18 has a HB 4 shaft to which a HB 5 sleeve is attached (in any acceptable way, for example, as is the case with known helicopters of a single-rotor scheme with a tail rotor). Two blades HB 6 and 7 are attached to the HB 5 sleeve (in any acceptable way, for example, as is the case with known helicopters of a single-rotor scheme with a tail rotor) (HB can have any acceptable number of blades - one, two, more than two). ED 19 and 20 are attached (rigidly) to the GR 18 body (by any acceptable method, for example, by flange connection). In this case, ED 19 is located in front of the HB 4 shaft, and ED 20 is located behind the HB 4 shaft. ED 19 and 20 are located in the plane of symmetry of the helicopter (but can be located in any other acceptable place). The tail boom 9 is attached (rigidly) to the body GR 18 (lu- acceptable method, for example by means of a flange connection). PB 10 is attached to the end of the tail boom 9 (PB 10 may have any acceptable number of blades). RV 10 is driven by its ED (FIG.1 -KZ not shown), installed at the end of the tail boom 9 (it is possible when the drive RV 10 is carried out from the GR 18 through the transmission - as in known helicopters single-rotor scheme with a tail rotor). The vertical tail 11 is fixed at the end of the tail boom 9, to the upper end of which is attached the horizontal tail 12 (attached to the vertical tail 11 in a T-shaped pattern). The safety support 13 is attached to the lower end of the vertical tail 11.

The fuselage 1 of the inventive helicopter has in the longitudinal plane the shape of the wing profile (the fuselage 1 is made bearing - creating a positive lifting force in the horizontal flight of the helicopter). The fuselage 1 has front 2 and rear 3 entrance doors on the left side. On the right side of the fuselage 1, there are exactly the same as on the left side of the fuselage 1, two entrance doors - front and rear (not shown in FIG. NZ). The fuselage 1 in its lower central part has a box, consisting of the front wall of the fuselage box 22, the rear wall of the fuselage box 23, the top panel of the fuselage box 24, the bottom panel of the fuselage box 25 (formed by the outer surface of the lower central part of the fuselage 1 in the area between the front wall fuselage box 22 and the rear wall of the fuselage box 23), the left wall of the fuselage box 26, the right wall of the fuselage box 27. Inside the fuselage box there is a transverse (horizontally located - but may have a different arrangement) beam (box-shaped rectangular cross section - but can have any other acceptable shape, for example, in the form of a round tube cross section), formed by the front wall of the fuselage transverse beam 28, the rear wall of the fuselage transverse beam 29, the top panel of the fuselage box 24 (in the area between the front 28 and rear 29 walls of the fuselage transverse beam), the bottom panel of the fuselage box 25 (in the area between the front 28 and rear 29 walls of the transverse beam of the fuselage). Thus, the aforementioned fuselage cross beam is located in the lower central part of the fuselage. The fuselage 1 has a vertical strut 21 (box-shaped rectangular cross-section - but can have any other acceptable shape, for example, in the form of a tube of circular cross-section) located in the plane of symmetry of the helicopter (as one of the possible options - however, it can be shifted relative to plane of symmetry of the helicopter or to the left or right by the required amount). The fuselage vertical strut 21 is rigidly attached with its lower end (by any acceptable method, for example, by means of a flange connection) to the above fuselage transverse beam, and with its upper end is attached by means of an elastic suspension (using shock absorbers of any acceptable type (not shown in FIG. ls-3). ), the task of which is to absorb and dissipate the energy of vibrations coming from the blades HB 6 and 7 to the fuselage 1) to the body of the GR 18. However, the upper end of the vertical strut of the fuselage 21 can be attached to the body of the GR 18 and rigidly (by any acceptable method, for example, via flange connection). Thus, the vertical strut of the fuselage 21 is located in the central part of the fuselage 1.

The fuselage vertical leg 21, in terms of force, is not connected (but can be connected) with the upper surface of the fuselage 1 (at the exit point of the fuselage vertical leg 21 from the fuselage 1 a hole closed by a part, for example, made in the form of a bellows (as one of the possible options), and between the structure of the vertical strut of the fuselage 21 and the structure of the upper surface of the fuselage 1 there are gaps of the required size).

In the above fuselage caisson there are batteries (not shown in FIG. 1 3) that serve to power the ED 19 and 20 and the ED drive RV.

The inventive helicopter has a skid-type chassis. To the left end of the above fuselage cross beam is hinged (in any acceptable way, for example, by an ear-fork type connection) with one end of the left landing gear transverse leg 14, and to the right end of the above fuselage cross beam is hinged (in any acceptable way, for example, by a connection of the type ear-fork) at one end of the right transverse landing gear 15. The axes of the above hinges of the transverse landing gear 14 and 15 are parallel to the plane of symmetry of the helicopter (as one of the possible options - but can be located in any other acceptable way). The cross-section landing gear 14 and 15 are tubes of circular cross-section with tips at both ends (as one of the options - but may be of any other acceptable design). Attached to one end of the left transverse landing gear 14 (in any acceptable way, for example, as in known skid helicopters) is the left skid of the landing gear 16, located along the fuselage 1. Attached to one end of the right transverse landing gear 15 (in any acceptable way, for example, as in known helicopters with a skid landing gear) the right skid of the chassis 17, located along the fuselage 1. Depreciation of the left And the transverse landing gear 14 is made on the basis of two torsion bars - the front torsion bar 30 and the rear torsion bar 32, made in the form of split pipes (but any other acceptable types of torsion bars can be used: bar, continuous pipe, plate pack, etc.). At the same time, the rear end of the front torsion bar 30 is fixed rigidly (in any acceptable way, for example, by means of either a spline connection or a flange connection) to one of the ends (articulated to the left end of the fuselage cross beam) of the left transverse landing gear 14, and the front end of the front torsion bar 30 is rigidly attached (in any suitable manner, for example, by means of either a spline connection or a flange connection) to the forward wall of the fuselage box 22. ends (articulated to the left end of the fuselage cross beam) of the left transverse landing gear 14, and the rear end of the rear torsion bar 32 is rigidly attached (in any acceptable way, for example, by means of either a spline connection or a flange connection) to the rear wall of the fuselage box 23. , the rear torsion bar 32 has free play (that i.e., it comes into operation after the left transverse landing gear 14 rotates around the axis of its hinge (located in the fuselage transverse beam) at a certain angle). This is done to make the chassis damping work more smoothly. However, the torsion bar 32 may not have free play. The above torsion bars 30 and 32 can be attached to the left transverse landing gear 14, and to the front 22 and rear 23 walls of the fuselage box, either rigidly (as in the case discussed above) or resiliently (for example, by means of shock absorbers of any acceptable type - springs, rubber, and etc.). Depreciation right the transverse landing gear 15 is made similar to the depreciation of the left transverse landing gear 14 - that is, based on two torsion bars (front torsion bar 31 and rear torsion bar (not shown in FIG. 1^-3), while the above torsion bars are attached to the right transverse landing gear 15 and to the front 22 and rear 23 walls of the fuselage box in the same way as the torsion bars 30 and 32 are attached to the left transverse landing gear 14 and to the front 22 and rear 23 walls of the fuselage box.

Thus, the inventive helicopter chassis is made two-bearing - one left support (left transverse landing gear 14 with the left landing gear skid 16) and one right support (right transverse landing gear 15 with the right landing gear skid 17).

On the top panel of the fuselage box 24, two front seats (seats) 33 (one seat for the pilot, and the second seat either for the co-pilot or for the passenger), located in the direction along the flight, and two rear seats (seats) 34 (for two passengers) located in the direction against the flight. The above vertical fuselage strut 21 is located between the seatbacks 33 and 34. Between the seatbacks 33 and 34, to the left and right of the vertical fuselage strut 21, there is space for passengers' luggage.

On the above design of the fuselage 1 of the proposed helicopter can be viewed differently. Namely. The fuselage 1 has a transverse beam, to which are attached, the vertical strut of the fuselage 21, the fuselage box, left 14 and right 15 transverse landing gear. The essence of this does not change.

Thus, the inventive helicopter consists of two separate parts-modules interconnected by means of an elastic suspension (by means of shock absorbers). The inventive helicopter has a fly-by-wire control system (as one of the possible options - but it can have any other acceptable control system, for example, a mechanical control system). At the same time, the control electrical signals from the fuselage 1 (from the vertical strut of the fuselage 21) to GR 18 (and further to the hydraulic cylinders of the helicopter control system - not shown in FIG. 1 ^ 3) are transmitted via wires, for example, made in the area of the above elastic suspension ( shock absorbers) in the form of a spring. Electric energy from batteries (FIG.1 -KZ not shown), placed in the above fuselage box, to ED 19 and 20 and to ED (FIG.1-3 not shown) drive PB 10, in the area between the fuselage 1 ( vertical strut of the fuselage 21) and GR 18, is transmitted through electrical wires, for example, made in the area of the above elastic suspension (shock absorbers), in the form of a spring.

Thus, from the first separate part-module (from the fuselage 1) to the second separate part-module (on GR 18, ED 19 and 20, tail boom 9, etc.) only control electrical signals and electrical energy are transmitted (and in the opposite direction - electrical signals are transmitted from the sensors located on the GR 18 and ED 19 and 20, and the ED drive RV 10).

There are also all other units and equipment necessary for the flight of the claimed helicopter, which do not affect the fundamental possibility of implementing the claimed invention, and therefore are not listed here.

Adopted in the inventive helicopter fastening GR 18 (that is, the second separate part-module) to the vertical strut of the fuselage 21 (to the first separate part-module) by means of an elastic suspension (shock absorbers), in the horizontal flight of the inventive helicopter allows vibration radios generated by HB 6 and 7 blades and PB 10 blades are not transmitted to fuselage 1 (fuselage 1 is vibration-isolated from GR 18). This allows you to radically reduce the level of vibrations in the fuselage 1 (in the passenger cabin) to any required level (for example, to the level characteristic of known passenger cars), as well as reduce fatigue stresses in the structural elements of the fuselage 1 and increase the service life of equipment (electronic, radio- navigation, etc.), located in the fuselage 1. At the same time, since the claimed helicopter has an electrical remote control system, the movement of the GR 18 and the fuselage 1 relative to each other does not lead to disruption of its normal operation, since the control electrical signals from the fuselage 1 ( from the vertical fuselage strut 21) to GR 18 (and further to the hydraulic cylinders of the control system) are transmitted via wires made in the area of the above elastic suspension in the form of a spring, which can be lengthened and shortened. Control signals can also be transmitted over an optical cable (or in any other acceptable way). The movements of the GR 18 (and, consequently, the EM 19 and 20, and the EM drive RV 10) and the fuselage 1 relative to each other do not affect the normal operation of the EM 19 and 20, and the EM drive RV 10, since the electric energy from the batteries, located in the fuselage caisson, to ED 19 and 20 and ED drive RV 10, in the area between the fuselage 1 (vertical strut of the fuselage 21) and GR 18, is transmitted via electrical wires, for example, made in the area of the above elastic suspension (shock absorbers) in the form of a spring which can lengthen and shorten.

Thus, in the claimed invention, the movement of the GR 18 and the fuselage 1 relative to each other does not lead to disruption of the normal operation of any of the helicopter systems. For known helicopters, the fuselage mainly creates only aerodynamic drag and a slight lift force, moreover, at cruising (and at maximum) flight speed, the helicopter fuselage is set at a negative angle of attack, which creates a negative lift force on the fuselage, which must be compensated by increasing thrust, which, in turn, leads to re-dimensioning (in terms of thrust) of the helicopter, which increases the weight and cost of the helicopter structure.

From the point of view of the possibility of increasing the aerodynamic quality of the helicopter, the previously unused reserve is the use of the helicopter fuselage as a bearing surface, which creates a positive lifting force during the horizontal flight of the helicopter.

In the claimed invention, the above unused reserve is used. The fuselage 1 of the proposed helicopter has, in the longitudinal plane, the shape of the wing profile. In level flight of the inventive helicopter (at any flight speed), its fuselage 1 (longitudinal axis (chord) of the fuselage 1) is set to a positive angle of attack, and it creates a significant positive lift (greater than the fuselages of known helicopters). This allows in the horizontal flight of the inventive helicopter to unload its HB, which allows to reduce the angle of installation of the HB 6 and 7 blades, prevent flow stall on the retreating HB blades, and thereby increase the aerodynamic quality of the inventive helicopter and reduce the vibration generated by the HB 6 and 7 blades, which increases the level of comfort for passengers accommodated in the fuselage. This also makes it possible not to oversize (in terms of thrust force) the HB of the helicopter, which reduces the weight and cost of the helicopter structure. In the claimed helicopter, the first separate part-module (including the longitudinal axis (chord) of the fuselage 1) can be made, or without the possibility of changing its angular position (in the longitudinal plane) with respect to the second separate part-module (including in relation to the axis of rotation HB), or with the possibility of changing its angular position (in the longitudinal plane) in relation to the second separate part-module. That is, in the latter case, the first separate part-module is hinged (in one of the possible options, the axis of this hinge is perpendicular to the plane of symmetry of the helicopter) to the second separate part-module. This will allow at any level flight speed to set the fuselage 1 (longitudinal axis (chord) of the fuselage 1) under the optimal (in terms of obtaining the maximum aerodynamic quality of the fuselage 1) angle of attack.

The placement of the pilot and front passenger, on the one hand, and two rear passengers, on the other hand, in a back-to-back position, allows the most successful coordination of the configurations of the bodies of the pilot and passengers in their sitting position with the shape of the fuselage 1 in the form of a wing profile. This allows the fuselage 1 to have the shape of a wing profile with a minimum chord length, and, consequently, to have a minimum wetted surface of the fuselage 1, which reduces the aerodynamic drag of the fuselage 1 during horizontal flight of the helicopter, and, consequently, increases the aerodynamic quality of the proposed helicopter.

From the point of view of the possibility of increasing the weight return of a light helicopter, a previously unused reserve is the use of a frame structural-power scheme of the helicopter fuselage, which is more effective for a light helicopter compared to the beam-shaped fuselage. what type.

The claimed helicopter uses this previously unused reserve.

At the time of the helicopter landing, the loads from the skids of the chassis 16 and 17 (which are in contact with the ground at the time of the helicopter landing), through the transverse landing gear 14 and 15, and through the elastic deformation (twisting) of the torsion bars 30, 31 and 32, are transferred to the front 22 and rear 23 walls of the fuselage box (the torque from the torsion bars 30, 31 and 32 is perceived in the plane of the front 22 and rear 23 walls of the fuselage box by shifting these walls of the box).

Adopted in the claimed invention, the fastening between themselves, the left 14 and right 15 transverse landing gear, the transverse beam of the fuselage, the vertical strut of the fuselage 21 and the above second separate part-module, allow you to transfer loads from the above second separate part-module to the fuselage 1 and then to the left 14 and right 15 transverse landing gear in the shortest way. This allows to reduce the relative weight of the fuselage and landing gear structure, which increases the weight return and reduces the initial cost of the claimed helicopter.

Fastening the above fuselage box (to which the seats 33 and 34 are attached on the upper side, and on which the luggage of passengers is placed) to the above fuselage cross beam, allows the loads from the accumulator batteries placed in the box and the seats 33 and 34 placed on the box (loads from the pilot and passengers) and passengers' luggage to transfer to the above second separate part-module and to the left 14 and right 15 transverse landing gear in the shortest possible way. This makes it possible to reduce the relative weight of the structure fuselage and landing gear of the helicopter, which increases the weight return and reduces the initial cost of the proposed helicopter.

The above caisson and fuselage transverse beam have a large construction height (which is determined by the construction height of the seats for the pilot and passengers), which also makes it possible to reduce the relative weight of the helicopter fuselage structure, which increases the weight return and reduces the initial cost of the claimed helicopter.

Known helicopters with skid landing gear, when landing a helicopter with low weight or low vertical speed, hard (shock) loads on the helicopter fuselage structure are possible.

In the claimed invention, the rear torsion bar 32 of the left transverse leg of the chassis 14 (and the rear torsion bar of the right transverse leg of the chassis 15) has free play (the front torsion bar 30 of the left transverse leg of the chassis 14 and the front torsion bar 31 of the right transverse leg of the chassis 15 do not have free play - they enter into work from the very beginning of the operation of the left 14 and right 15 transverse landing gear). That is, the rear torsion bar 32 of the left transverse landing gear 14 (and the rear torsion bar of the right transverse landing gear 15) comes into operation after the left transverse landing gear 14 (and the right transverse landing gear 15) rotate around the axis of its hinge (located in the transverse beam fuselage) at some angle. This makes the depreciation of the chassis of the inventive helicopter smoother (softer). In addition, during a rough landing of the inventive helicopter, one of the torsion bars of the left 14 and right 15 transverse landing gear can be destroyed, thereby absorbing impact energy (that is, one of the torsion bars of each of the transverse landing gear can be an energy-absorbing element). In the claimed invention, GR 18, the front end of the tail boom 9 and ED 19 and 20 are placed under the hood 8, which is fixedly (rigidly) attached to the upper surface of the fuselage 1. At the same time, between the design of the hood 8 and the fuselage 1, on the one hand, and the structure GR 18, tail boom 9 and ED 19 and 20, on the other hand, there are gaps of such magnitude that during the mutual movement of the above first separate part-module and the second separate part-module (in all flight modes of the claimed helicopter), the above details do not touch (do not hurt) each other.

Adopted in the inventive helicopter rigid fastening ED 19 and 20 directly to the body GR 18 in any flight modes of the helicopter does not cause large movements of the GR 18 and ED 19 and 20 relative to each other, which does not lead to disruption of the normal operation of the transmission connecting the GR 18 and ED 19 and 20.

In the front part of the hood 8 there is an air intake 35, which serves to supply air from the surrounding atmosphere to the GR 18 and ED 19 and 20 for their cooling. Between the HB 4 shaft (including the swashplate - not shown in FIG. 1e-3) and the hood structure 8 there are gaps of the required size (so that in any flight mode, with mutual movements of the above first separate part-module and the second separate part-module , they did not touch each other). In this version of the inventive helicopter, in all its flight modes, air from the surrounding atmosphere into the engine compartment of the hood 8 enters through the air intake 35. ED 19 and 20 through their air intakes (not shown in FIG. 1-5-3) take part of the air for its cooling directly from under the bonnet space. GR 18 is blown by the air flow passing through the engine compartment. After that, the air used to cool the GR 18 and ED 19 and 20, through gaps (FIG.1+3 not shown) between the tail boom 9 and the rear of the hood 8 goes into the surrounding atmosphere. It is possible that a fan is installed in the air intake duct 35 (for example, driven by its own electric motor), which forcibly supplies air from the surrounding atmosphere into the engine compartment of the hood 8. Other acceptable cooling options for GR 18 and ED 19 and 20 are possible - this is not important .

The inventive helicopter can be made according to any acceptable scheme: single-rotor (as shown in FIG.1+3 option); coaxial; with crossed rotors ("synchropter"); transverse, etc. In all cases, the main rotor (or main rotors) are attached to the above vertical strut of the fuselage (either directly or through intermediate parts - for example, GR (as shown in FIG. 1+3 version)). The tail boom (if any) can be attached either to the body of the GR (as shown in FIG. 1+3 option), or directly to the fuselage.

When performing the claimed invention according to a single-rotor scheme with a mechanical drive HB, it can be performed: with a tail rotor (as shown in FIG.1+3 version); with fenestron; according to the NOTAR scheme (for example, as in the well-known MD-520N helicopter from McDonnell Douglas Helicopter (USA)); and etc.

The claimed invention can be performed both with a mechanical drive HB (as shown in FIG. 1+3 version), and with a different drive HB, for example, reactive. At the same time, in the latter case, there is no GR, as such, but there is a unit to which the HB shaft is attached. This unit is attached to the above vertical fuselage strut.

The claimed invention may have any acceptable number of motors of any acceptable type: electric motors (as shown in nom in FIG.1 - W option); turboshaft engines; piston internal combustion engines; and others. Engines can be located in any acceptable place in relation to the GR (front, rear, left, right, etc.).

In the claimed invention, the engine can be rigidly attached to the housing GR in any acceptable way: by means of a flange connection (as shown in FIG.1^3 option); through the farm; etc. For example, a variant is possible that differs from the variant considered above in that the engine is fixed on the tail boom (i.e., in this case, the engine is rigidly attached to the GR body by means of the tail boom, which is rigidly attached to the GR body). Thus, the engine can be rigidly attached to the GR body either directly or through other parts (in particular, through the tail boom) or through other intermediate parts - this is not important.

In the claimed invention, the second separate part-module (in particular, the GR) can be attached to the first separate part-module (to the fuselage) or with the help of an elastic suspension (shock absorbers of any acceptable type: liquid-gas; rubber; spring; a combination of the above; etc. .), as shown in FIG.1 ^-3 option, or rigidly (for example, by means of a flange connection).

In the claimed invention, the second separate part-module (in particular, GR) can be attached to the first separate part-module (to the fuselage) by any acceptable number of supports (either rigidly or with the help of shock absorbers): three supports; four supports; and etc.

The inventive helicopter may have a fuselage of any acceptable shape: wing profile (as shown in FIG.1-5-3 option); bodies of revolution; and etc. The declared helicopter can have any acceptable dimension;

4-seater (as shown in FIG.1-^3 option); 2-seater; 6 local; and etc.

The inventive helicopter can be both manned (as shown in FIG. KZ version), and unmanned.

An embodiment of the claimed invention is possible, when the above vertical fuselage strut 21 is made in the form of a shock absorber of any acceptable type (liquid-gas, rubber-metal, spring, etc.). At the same time, the above vertical fuselage leg 21 may or may not have two (or at least one) struts (one strut is located in the plane of symmetry of the helicopter, and the second strut is located in a plane perpendicular to the plane of symmetry of the helicopter), which are also made in the form shock absorbers of any acceptable type (liquid-gas, rubber-metal, spring, etc.). At the same time, in the first case, the vertical strut of the fuselage 21 with its lower end is attached to the transverse beam of the fuselage (to the fuselage box) hingedly (for example, by means of a spherical hinge or by means of a cardan), and each of the above struts is hingedly attached to the fuselage box with its lower end (for example , by means of a spherical joint or by means of a gimbal), and its upper end is attached to the upper end of the vertical strut of the fuselage 21 hingedly (for example, by means of a spherical joint or by means of a gimbal).

A possible embodiment of the claimed invention, which differs from that shown in FIG. 1-5-3 in that it has two struts. In this case, one strut is located in the plane of symmetry helicopter, and at one end is rigidly attached to the fuselage box (for example, to the front 22 (or rear 23) wall of the fuselage box), and at its other end is rigidly attached to the upper end of the vertical fuselage rack 21. The second strut is located in a plane perpendicular to the plane of symmetry helicopter, and with one end rigidly attached to the fuselage box (for example, either to the left (or right) end of the fuselage transverse beam, or to the left 26 (or right 27) wall of the fuselage box), and with its other end rigidly attached to the upper end of the vertical fuselage struts 21. A variant is possible when there is no second strut (that is, there is only one first strut). An embodiment is possible when there is a third strut located symmetrically with respect to the second strut (that is, there are three struts).

A variant of the claimed invention is possible, which differs from the options discussed above in that it does not have GR as such. In this case, the motor shaft is directly connected to the HB shaft, all other things being equal. In this case, the engine casing is attached to the fuselage (to the vertical strut of the fuselage) by means of either an elastic suspension (shock absorbers of any acceptable type) or rigidly.

A variant of the claimed invention is possible, which differs from the options considered above in that it has torsion bars inside the above torsion bars that have free play and serve, when they are destroyed, to absorb impact energy during a rough landing of the proposed helicopter.

In the inventive helicopter chassis damping can be performed both due to the elastic deformation (twisting) of the torsion bars (as shown in FIG. 1 3 option), and in any other acceptable way, for example, due to deformation (bending) of the transverse landing gear. In the latter case, the landing gear transverse legs are rigidly attached to the fuselage transverse beam.

A variant of the inventive helicopter is possible, when its rear safety support 13 is used as the rear landing gear (i.e., in this embodiment, the chassis of the inventive helicopter is made tricycle with a tail prop - and not two-bearing, as shown in FIG.1-5-3 option ).

In the claimed invention, the above-mentioned first and second separate parts-modules can be improved independently of each other, which presents known advantages.

In the claimed invention, the left 14 and right 15 transverse landing gear can have any acceptable design: in the form of a tube of circular cross section (as shown in FIG. 1-5-3 option); in the form of a tube of square cross section; and etc.

In the claimed invention, the skids of the chassis 16 and 17 can have any acceptable design: in the form of a tube of circular cross section (as shown in FIG.1-5-3 option); in the form of a tube of square cross section; and etc.

In the claimed invention, the left 14 and right 15 transverse landing gear, located in the lower central part of the fuselage, can be made bearing - in the form of a wing (creating a positive lift in the horizontal flight of the inventive helicopter).

The inventive helicopter can have both a skid landing gear (as shown in FIG. 1-5-3) and a wheeled landing gear. In the latter case, in one of the possible embodiments, at least one wheel in front is attached to each skid of the chassis 16 and 17. and one wheel behind the corresponding transverse landing gear.

Thus, in the claimed invention, the HB is attached (either directly or through other parts (for example, GR)) to the fuselage vertical strut 21.

Industrial Applicability

The claimed invention can be used on rotary-wing aircraft, both manned and unmanned, of any aerodynamic design: single-rotor; coaxial; synchropter; transverse; longitudinal.

Claims

26

A rotorcraft (VKLA) has, a fuselage, a chassis, at least one main rotor, the chassis has one transverse strut located on the left side of the fuselage, and one transverse strut located on the right side of the fuselage, from l and Due to the fact that the above fuselage has a transverse beam located in the lower central part of the fuselage, and a vertical leg, while the above vertical fuselage leg is attached to the above fuselage transverse beam with its lower end, the above transverse landing gear located with on the left side of the fuselage, at one end is attached to the left end of the above fuselage cross beam, the above landing gear located on the right side of the fuselage, at one end is attached to the right end of the above fuselage cross beam, the above main rotor is attached to the upper end of the above vertical fuselage strut . VKLA according to claim 1, characterized in that the above transverse landing gear, located on the left and right sides of the fuselage, are hingedly attached to the above transverse beam of the fuselage, cushioning of the above transverse landing gear, located on the left side of the fuselage, is made in the form of at least one torsion bar, while the above torsion bar is attached, either rigidly or resiliently, at one of its ends to one of the ends of the above transverse landing gear located on the left side of the fuselage, and attached to its other end, or rigidly or resiliently, to the fuselage, cushioning of the aforementioned transverse landing gear, located on the right side of the fuselage, is made in the form of at least one torsion bar, while the above torsion bar is attached, either rigidly or resiliently, at one of its ends to one of the ends of the above transverse landing gear located on the right side of the fuselage, and is attached at its other end, or rigidly or resiliently, to the fuselage. VKLA according to claim 2, characterized in that the depreciation of each of the above left and right transverse landing gear is made in the form of at least two torsion bars, one of which either has a free play or does not have a free play, while each of the above torsion bars are attached, either rigidly or resiliently, to one of the ends of the corresponding transverse landing gear leg, and at its other end is attached, either rigidly or resiliently, to the fuselage. VKLA according to claim 3, characterized in that the above chassis is made of a skid type, a landing gear skid is attached to one of the ends of the above transverse landing gear located on the left side of the fuselage, to one end of the above transverse landing gear located on the right side of the fuselage, chassis skid attached. VKLA according to claim 1, characterized in that it is made of a single-rotor scheme and has at least one engine, a tail boom, a tail rotor attached to the tail boom, the above main rotor, engine, tail boom and the tail rotor are a separate part-module, which is attached, either rigidly or by elastic suspension, to the upper end of the above vertical fuselage strut. VKLA according to claim 5, characterized in that the above elastic suspension is made either of liquid-gas type or spring type or rubber type or a combination thereof, an electric motor is used as the above engine, the above separate part -module is configured to change its installation angle in the longitudinal plane with respect to the longitudinal axis of the fuselage. ON according to claim 1, characterized in that the above vertical fuselage strut is made in the form of a shock absorber, for example, liquid-gas type or spring type, or a combination thereof. VKLA according to any one of claims 1-7, characterized in that the fuselage in its lower central part has a caisson attached to the above fuselage cross beam, the above fuselage cross beam has a box shape , the above fuselage has the shape of a wing profile in the longitudinal plane. VKLA according to claim 8, characterized in that four seats are attached to the upper surface of the above fuselage box, while two front seats are located in the direction of flight, and two rear seats are located in the direction against the flight, the above vertical fuselage strut is located between the above front and rear seats.