RU2686574C1 - Unmanned stealthy aircraft-helicopter - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to the field of aircraft engineering and can be used in the design of unmanned aerial vehicles. Unmanned stealth aircraft-helicopter (USAH) is equipped on ends of left and right rotary profiled brackets (RPB) with single-blade rotors, used in vertical and short takeoff / landing or on transient and patrolling modes of flight. After turning in the horizontal plane RPB allow placing the corresponding rotors in side external niches from corresponding boards of inter-wing nacelles. USAH is equipped with two lifting-and-moving turbojet two-circuit engines (TTCE) with controlled thrust vector and power take-off to rotors drive to create lifting force and control moments when vertical takeoff and landing and hovering, and jet thrust at horizontal flight. USAH has mid-centered wing with X-shaped sweep in plan, root parts of which with outruns are mounted above underwing side air intakes of TTCE, having structure from channels with double S-shape at sight and from above, and sideways.EFFECT: reduced infrared and visual visibility, higher speed and range of flight.3 cl, 1 tbl, 4 dwg

Description

The invention relates to the field of aviation technology and can be used in the construction of deck unmanned low-profile helicopters with two rotors (HB), used only for vertical and short take-off / landing (GDP and KVP), and two lifting and cruising turbojet engines with controlled thrust vectoring and power extraction on the drive of two HB mounted on the ends of the rotary profiled brackets, allowing after their rotation to stack the HB on both sides of the axis of symmetry in the outer side niches to automatically open the door in the longitudinal mezhkrylnyh gondolas for level flight on trans- or supersonic speeds.

Known aircraft vertical takeoff and landing (VTOL) F-35V (USA), containing a highly-located wing, the console of which is equipped with side nozzles, creating a vertical thrust along with a front lift fan, has a turbojet dual-circuit engine (TRD) with a nozzle that changes the thrust vector, and power take-off for the drive of a hoist fan with pivotal flaps, tail tail with two rejected keels to the outside.

Signs that coincide - the combined power unit of the VTOL assembly includes an afterburner turbofan engine, based on the F119 turbofan model, has a Three-Bearing Swivel Module main rotary nozzle, a clutch, a drive shaft, a lift fan drive reducer D = 1.28 m and located in the wing there are air-exhaust channels with nozzles that provide the ability to lift and control VTOL aircraft. On GDP mode, 30% of the take-off 72,000 HP of power to the turbofan is transmitted to the longitudinal shaft. The shaft enters the clutch, and when engaged, the clutch connects the longitudinal shaft with the gearbox of a lifting fan, which is able, taken from the turbofan engine thrust of 6,750 kgf, to be converted into power of 21,600 hp. and create them lifting 89 kN. The TRDD includes a jet nozzle with controlled thrust vectoring that rotates to direct the jet of gas coming out of the nozzle back along the VTOL axis or downwards, creating almost 72 kN thrust during GDP, and air flow with adjustable flaps coming from the lifting fan give the air flow the desired longitudinal direction. Channels with roll control nozzles receive air from the turbofan engines and generate 17 kN of lifting thrust.

The obstacles to the task: the first is that the rear location of the turbofan engine with its swiveling nozzle, which changes the thrust vector, has a front output shaft for selecting the take-off power of the shaft through the gearbox and the clutch to the lift fan, which predetermines the design behind the cockpit the fuselage has two upper and lower flaps of the lifting fan, which is also equipped with a complex system of deflecting its air flow in the longitudinal direction, which complicates the design. The second is that the lateral underwing nozzles with an increase in the angle of attack of the wing during transient flight modes create the risk of a flow stall on the wing before the lift fan and the rotary nozzle of the turbofan engine create the required lift, which reduces reliability and lateral controllability. The third is that there is a double system for creating vertical thrust and longitudinal-lateral lifting force (lifting fan with a rotary nozzle for turbofan and side nozzles), which inevitably leads to weighting and complication of the design, but also to reduce the weight efficiency, since in horizontal flight, the side nozzles and the lifting fan, increasing the parasitic mass, are useless. In addition, the use of afterburner turbofan in GDP increases the specific fuel consumption by 46% and worsens the flight range and fuel efficiency. And the use of the unformed TRDD mode limits the flight speed to 950 km / h.

Known decks VTVP mod. Sikorsky S-57 (USA) project XV-2, having a high wing, stopping and retracting into the longitudinal compartment of the upper fuselage single-blade main rotor with counterweight, equipped with a jet nozzle, jet system and air duct from a turbojet engine (TRD) combined power plant ( SU), contains underwing two-tail tail and three-bearing retractable wheeled chassis.

Signs that coincide - the presence of a niche in the upper part of the fuselage with HB, creating only vertical thrust, having an inkjet system with an air duct, laid inside the HB shaft column and providing a uniform power takeoff of the turbofan, whose air, going to the jet nozzle HB, will rotate it and create lift force. A special feature of the design of the VTOL aircraft of the XV-2 project is the concept of the Control Circulation Rotor (CCR), i.e. rotor with adjustable circulation and its stationary placement in the fuselage: when entering the airplane mode of flight, the single-blade HB stopped, which had folding nodes for the shaft column and the blade fixation, which were laid along the axis of symmetry in the fuselage niche.

The obstacles to the task: the first is that the placement on the upper part of the fuselage of the stopping and retracting HB, which has a blade swashplate with the control of its general and cyclical change of its pitch, which predetermines the structurally collapsible column of its shaft and a counterweight to the ducts, which complicates the design and reduces reliability, but also significantly increases the overall height of the rotating HB. The second is that the diameter of the airframe is limited by the length of the fuselage and, as a result, when the air flows from hovering, blowing wing consoles and creating a significant total loss (≈34%) in their vertical thrust, the large flow rates that are rejected from them predetermine the formation vortex rings, which at low speeds of descent can dramatically reduce the force of thrust HB and create a situation of uncontrolled fall, which reduces the stability of control and safety. The third is that the single-engine SU includes a turbojet of excess capacity used in fulfilling GDP by 100%, which greatly reduces the time between failures and reliability, especially when it fails, and the location under the deltoid wing of the vertical fins the rear wheels of the chassis, which predetermines, increasing the aerodynamic drag, the limitations in achieving a speed of up to 745 km / h. All this also limits the possibility of reducing the mass of the airframe design with a single-blade HB, which has a swashplate, as well as further improve the weight efficiency and increase the payload.

Closest to the proposed invention is a VTIL of Hawker Siddeley (UK) of the project HS.141, which contains a swept wing, a composite propulsion system with lifting jet engines in the fairing on the sides of the fuselage and cruise jet engines on the underwing pylons, has tail feathering and a three-bearing retractable wheel chassis .

Signs that coincide - in this jet VTOL eight engines are located in the lower fairings on each side of the fuselage: four in front of the front and four behind the rear edge of the swept wing. The composite power plant has two groups of engines: two Rolls-Royce RB.220 propulsion turbofan engines with a load of 12,250 kgf each and 16 Rolls-Royce RB.202 lifting turbofan engines with a charge ratio of 4,670 kgf. Lifting engines have air intakes with inlet and exhaust flaps and are equipped with jet nozzles with deflectors, which, when performing GDP, can be deflected 15 ° forward or backward along the flight, giving the reactive gas flow the desired longitudinal direction.

The obstacles to the task: the first is that each RB.202 lifting engine has an outer diameter of 1.5 m with a length of 1.15 m and a bypass ratio of 9.5: 1, and their group arrangement along the sides of the fuselage predetermines the presence of developed fairings on each side of the fuselage, which increase the width of the lower part of the fuselage almost by half, which complicates the design, increases the aerodynamic resistance and limits the flight speed to 695 km / h. The second is that a possible complication arises due to the need to develop protection against possible failures of the control system in the event of failure of any of the lift engines during the execution of the GDP and freeze, resulting in asymmetry of thrust, which will require the immediate stop of its opposite engine on the other side. Such forces may well be exacerbated by any change, which, due to the reaction speed required in this kind of situation, complicates the automatic control system and the need to check each engine for failure when taking appropriate measures to maintain control and stability of control. The third is that for the implementation of GDP, transitional and cruising flight regimes there is a double separate system for creating vertical and horizontal thrust, respectively, lifting and cruising engines when performing GDP and level flight, which inevitably leads to heavier airframe design, an increase in the volume of maintenance work, but and a decrease in weight efficiency, since during horizontal flight, the lift engines themselves, increasing the parasitic mass, are useless, and when performing GDP and freezing, also marching engines ate not used. All this leads to an increase in specific fuel consumption and limits the possibility of increasing the flight range of more than 724 km, as well as fuel efficiency indicators of less than 2054.77 g / t-km with a target load of 10.2 tons.

The invention solves the problem in the above-mentioned known VTOL of the project HS.141 by Hawker Siddeley, an increase in the target load and weight efficiency, a decrease in infrared and visual visibility, an increase in the speed and range of the flight, an increase in transport and fuel efficiency during aircraft flight modes like trans or supersonic flight speeds.

Distinctive features of the present invention from the above-known VTOL of the project HS.141 of the company Hawker Siddeley, which is closest to it, are that it is equipped at the ends of the left and right rotary profiled brackets (PPK), which allow them to turn in the horizontal plane. the corresponding rotors (HB) in the lateral external niches (BVN) from the respective sides of the interwing gondolas (ICG) for horizontal flight with the transverse HB fixed and laid in them, and after the extension P K from ICG use left and right HB, rotating clockwise and counterclockwise, respectively, only when performing vertical and short take-off / landing (GDP and FOC) or on transient and locking flight modes, but also equipped with two lift-and-flight marching turbojet engines (TRD) with controlled thrust vectoring (UHT) and power take-off for the actuator HB, both to create lift and control moments in pitch, roll and heading when performing GDP and hang, and thrust with horizontal flight in the configuration of a trans- or supersonic aircraft after stopping single-blade HB, retracting them with a counterweight and fixing the blades along the AUC, placed after turning them back along the flight parallel to the axis of symmetry inside the ICG in their BVN having lower and upper longitudinal flaps opening in the GDP and hang modes outward from the outer sides of the streamlined MKG, with the provision, after the advancement of the PPK with HB from their BVN, free rotation of the HB with their extended telescopic counterweights in front of the BVN with closed doors and between the outer sections th middle wing with X-shaped sweep (HOS) in the plan, the root parts of which with overhangs are mounted above the underwing side air intakes of the turbofan engine, having the design of their channels with a double S-shape at the top and side, and is designed to convert the flight its configuration after the implementation of KVP or GDP technology from a rotary-wing or a twin-screw helicopter carrying circuit with a UHT of each turbofan into the corresponding high-speed rotary-wing or winged gyro at maximum or normal This weight, respectively, with HBs operating in modes close to their autorotation or with autorizing HBs, which increase the carrying capacity of the HOS wing while providing a mode of sedative flight, but also vice versa, while in the front part of each wing section of the engine nacelle there are automatically open sash for access of additional air flow for TRRD operation on GDP modes and freezes, moreover, bevelled sides of both the upper and lower parts of the fuselage with its flattened nasal hour The tee, as well as underwing and nadkrylnyh parts of air intakes and engine nacelles, reducing the effective dispersion area, form a hexagonal cross-section and faceted configurations, respectively, when viewed from the front with a sharp line continuously extending from nose to tail, including the upper surfaces of the wing of the HOS, which has a wedge-shaped profile, first and the second wing, respectively, of the reverse and forward sweep, with the outer sections mounted on top and from the outer sides of the underwing of the ICG, respectively, with the positive and negative sections integral angles of their transverse V, forming, when viewed from the front, left and right V-shaped configurations, while the one-piece rotary outer sections of the second wing, having a symmetrical profile and provided with the possibility of their rotation in a vertical transverse plane around the longitudinal axis of the corresponding rotary rear part of the ICG, and ensuring that after the left and right outer sections are rotated, its outer sections are respectively counterclockwise and clockwise when viewed from the front, the function of two additional antechral keel toward the th Kiel, which has a full-swiveling end over nacelles, providing at supersonic speeds a reduction in the wing's backward focus shift, improved stability in pitch, yaw and roll, but also vice versa, and on the GDP and freeze modes each HB, working without mutual influence and overlap with another HB, but not interacting with the jet stream outgoing from the nozzle of the corresponding turbofan engine with a shock wave sensor, it was made without controlling the cyclic change of its pitch and with the rigid attachment of its blade and the shaped counterweight.

In addition, each of the above-mentioned turbofan engines is mounted between the aft flaps, along its longitudinal axis has a rear circular jet nozzle, which is connected to the circular nozzle of another turbofan by a transverse hydraulic shaft for their simultaneous rotation in a vertical longitudinal plane at an angle of up to 95 ° down and back up respectively on the modes of GDP, hovering and horizontal flight, has between the compressors of low and high pressure (KND and KVD) for power takeoff the average output of the radial shaft, directed to the axis of symmetry and transmitting from the LPC shaft mounted coaxially and inside the HPC shaft and driven by a low pressure turbine, by means of a bevel gear through a clutch, the free power of the turbofan to the unifying T-shaped gearbox, having an output shaft along the symmetry axis, resulting in a Y-shaped two-level main reducer having lower output pivoting horizontally turning shafts with twin cardan joints (SKS), placed outside the central axis of PPK rotation nodes, laid in the PPK toe and transmitting and torque for angular gearboxes HB, placed on the GDP modes and hang up in front of the flight from the center of mass at a distance inversely proportional between the application of lifting force and vertical jet thrust, respectively, in systems of cold air flow from two HB and hot exhaust jet from two turbofan engines The UHT, while in the modes of GDP and freezing the gas paths of the turbofan engines with aggregates of increased thrust, are interconnected and, as a result, if one of the turbofan engines fails, the gases from the working turbofan engines will be supplied to both nozzles of the turbofan engines UHT, excluding additional unbalanced moments, with each underwing air intake provided with a front edge positioned when viewed from the side parallel to the front edge of the ventral carina having infrared emitters and video cameras mounted on the ends and bottom along the outer sides of the IHL, deflected outward an angle of 15 ° from the plane of symmetry, while the internal trapezoid sections of the wing of the HOS, having as stern flaps, forming the rear edge of the second wing of the HOS with negative and positive the sweep angles and the outer sections, which in the parking configuration are made folding inwards on each side, with the model 9-A1-4071K aircraft guns and the main legs of the retractable wheeled chassis mounted in the front and rear parts of the ICG.

In addition, each mentioned single-blade HB, made with a stepped profile of the end part on one third radius with a reverse narrowing of the blade, having an end chord of the blade 2.0 times its root chord and a wedge-shaped profile with angle α = 10 ° and a continuous bottom surface, provided with an upper ledge-cut diamond in terms of shape, the external protruding sides of which, having the edges of the blade _bent inward, create at the point of maximum its chord (b _maxHB ) combined in the ledge cut with a smaller diagonal of the diamond not a shape that forms both a step profile in width and depth is respectively 1/2 of the chord b _maxHB and 2/3 of the thickness with _maxHB , and a pointed blade tip having a parabolic leading edge and a reverse sweep back edge, while on GDP and freeze modes for each turbofan, performed with elements of digital program control, combining in a dual-mode regulation and control system the simultaneous mode of its operation, both when selecting free power for the low-frequency drive, and when balanced is distributed and residual jet thrust between flat nozzles of a turbofan with UHT placed between the stern flaps, allowing to shield the turbofan with flat nozzles mounted above the comb-shaped surface with a heat-absorbing tail panel of the fuselage, having a sawn-shaped rear edge of the fuselage separated from the ends of the said ICH, and mentioned TRDD with an adapter 29, providing both the management of the area of the critical and output polygonal sections of its nozzle in tapering or expanding parts, and smooth streamlined change in its cross-section from a round nozzle to a hexagonal and then to a pentahedral flat nozzle, provided with a lower faceted wall 30, having a V-shaped configuration when viewed from the rear, and an upper flap 31 consisting of two parts synchronously downward between vertical side walls 28 rectangular 32 and pentagonal 33 forms in plan, respectively, at angles of 22.5 ° and 22.5 °, but also around the first 34 and second 35 transverse axes so that in the lower position the rear edge of the upper flap 31 contacts the lower faceted wall 30, I have as the angle at its top is an equal angle to the V-shaped trailing edge of the upper flap 31, and on its V-shaped faces there is a hatch with two front rectangular 36 and two trapezoidal rear plan 37 different-sized flaps with opposite sides of the pentagonal in terms of the hatch, the turning units that create automatic synchronous deflection vertically downwards with simultaneous downward rotation of the upper flap 31, so that the two front smaller 36 of them are deflected along the flight, and the two rear large 37-against the flight forming the open front and rear side surfaces of the pentagonal nozzle (FL), which, having an area and width equal to the adapter 29 nozzle pentahedral shape, creates a corresponding deviation of the thrust vector from horizontal to vertical, but also back, with a diagonally arranged front rectangular pair 36 and trapezoidal in plan 37 flaps placed on the edges of the bottom wall 30 of each turbofan junction, having on their lower sides 38 triangular when viewed from the rear end sections, made with a limb, the angle of which is p Into the corner between the edges of the bottom wall 30 and creating, when they first deviate downward before opening the diagonally placed, other flat rectangular 36 and trapezoidal in plan 37 sash, continuous front and rear side surfaces of the lower FL, and the synchronous deviation of the rectangular 32 + from the pentagonal 33 parts of the upper flap 31 down by 22.5 ° + 7.5 ° or 22.5 ° + 22.5 ° with simultaneous opening in FLP of pairs of doors rejected downwards through flight 36 or against 37, forming their inclination to the horizontal at an angle of 45 °, provide for s execution short takeoff and landing with short run respectively through the creation of horizontal, inclined or horizontal thrust jet thrust reverser.

Due to the presence of these signs, allowing to master the unmanned low-profile helicopter (BMSV), which is equipped at the ends of the left and right rotary profiled arms (PPK), allowing after their rotation in the horizontal plane, how to place the corresponding rotors (HB) in the outer side niches ( BVN) from the corresponding sides of the interwing gondolas (MKG) for horizontal flight with the transverse HB fixed and laid in them, and after extending the AUC from the MKG, use the left and right HB rotating according to clockwise and counterclockwise, only when performing vertical and short take-off / landing (GDP and KVP) or on transient and locking flight modes, but it is also equipped with two lift-propulsion turbojet dual-propulsion engines (TRD) with controlled thrust vector (UHT) and power take-off for the HB drive, both for creating lift and controlling moments in pitch, roll and heading when performing GDP and lagging, and thrust during horizontal flight in a trans- or supersonic aircraft configuration after Single-blade NV installations, retracting them with a counterweight and fixing the blades along the control panel, placed after turning back along the flight parallel to the axis of symmetry inside the ICG in their BVN, having lower and upper longitudinal flaps opening on the GDP modes and freezing out from the outer sides of the flexible ICG ensuring the after pushing PPK with HB out of their BVN, free rotation of HB with their extended telescopic counterweights in front of BVN with closed flaps and between the outer sections of the middle wing with X-shaped sweep (HOS) in plan, the root parts of which with overhangs are mounted above the underwing side air intakes of the turbofan engines, having the design of their channels with double S-imagery at the top and side view, and configured to transform its flight configuration after FEC or GDP technology from a rotary-wing or twin-screw helicopter carrying circuit with a UHT of each TRDD into a corresponding high-speed rotary-wing or winged gyroplane with maximum or normal take-off weight, respectively, with HB operating in modes near Their autorotation or with autorizing HBs, which increase the carrying capacity of the HOS wing with provision for a modest flight, but also back, while in the front part of each over-wing nacelle above the TRRD input device there are longitudinal automatically open flaps for access of additional air flow for the TRRD operation on the modes of GDP and delays, with the bevelled sides of both the upper and lower parts of the fuselage with its flattened nose part, and the underwing and elytra parts of the air intake reducing the effective dispersion area, they form a hexagonal cross section and faceted configurations, when viewed from the front, with a sharp line continuously extending from nose to tail, including the upper surfaces of the HOS wing, having a wedge-shaped profile, the first and second wings, respectively, reverse and forward sweep the outer sections mounted on top and from the outer sides of the underwing ICG, respectively, with positive and negative angles of their transverse V, forming at the sight of The left and right V-shaped configurations, while the one-piece rotary outer sections of the second wing, having a symmetrical profile and provided with the possibility of their rotation in the vertical transverse plane around the longitudinal axis of the corresponding rotary rear part of the ICG, and ensuring performance after turning the left and right external sections, respectively, counterclockwise and clockwise, when viewed from the front, the function of two additional overwing arrow-shaped carinae to the main keel, which has a whole-rotary cone tsenuyu part, providing at supersonic speeds decrease the focus of the wing back, improving stability in pitch, yaw and roll, but back, and on the modes of GDP and freeze each HB, working without mutual influence and overlap with another HB, but also not interacting with jet jet outgoing from the nozzle of the corresponding turbofan with UVT, made without control cyclical changes in its pitch and with a rigid attachment of its blade and the profiled counterweight. All this will allow in BMSV during transition maneuvers to increase lateral stability and roll control, and the placement of two turbofan engines with UHT between stern shields will simplify the transmission system and shield turbofan engines equipped with flat nozzles mounted on top of a comb-like surface with a heat absorbing tail of the fuselage tail that has sawtooth in terms of its rear edge. This will significantly reduce the IR radiation of turbofan engines. Developed nodules of the HOS wing shield the turbofan turbofan engines from the radars along with the direct bevel of the leading edge of their air intakes, but also increase the aerodynamic and structural advantages of the wedge-shaped HOS wing, which will allow to achieve an improved large laminar flow. Moreover, air intakes for turbofan engines, the channels of which are made with a double S-shape when viewed from above and from the side, shield their turbines from being irradiated by radar radar. In addition, this will improve the safety of flights and the use of turbofan engines of smaller dimensions in their diameter, which will reduce mid-engine nacelles and their aerodynamic drag. The use of cleanable NB in BVN two ICG will allow to achieve higher aerodynamic efficiency. Therefore, the main mode of operation of the NV is the modes of GDP and the suspension of the BMSV. At the same time, telescopic counterbalances of single-lobe HB reduce, when they are pulled in, the radius of the laid HB in BVN and the length of their longitudinal flaps. This will reduce the weight of the airframe, improve weight returns, increase the range of the BMSV, performed by low-observable technology. The latter increases the likelihood of hitting an underwater target and increases the effectiveness of the antisubmarine defense, especially with the protracted long flight of the BMSV deck at a speed of 220-250 km / h in the flight configuration of a winged autogyro.

The present invention is the preferred execution deck BMSV with two single-blade HB and two TRDD with UHT and flat nozzles placed on top of the fuselage tail above the comb surface, is illustrated in FIG. 1 and the common side, top and front views, respectively, a), b) and c) with the location of a flat nozzle with a rotary flap in two projections in the view d):

a) in the flight configuration of a rotary-wing aircraft with a short take-off with a deviation in the nozzles of the upper flaps 31 down by 30 ° and the front pair of flaps 36 down by 45 ° or a winged autogyro with freewheeling guns having telescopic extended counterweights and their blades from the BVN, which increases the wing carrying capacity HOS during the rotation of the HB from the incident flow during the locking flight;

b) in the flight configuration of a helicopter with a wing of the HOS, having a conventional arrangement of the right outer folded sections with a right hook in the parking configuration, the main arrow-shaped keel, having a one-piece swivel part, and jet flat nozzles with a UHT, creating a vertical jet thrust of the turbofan engine, along with the lifting force created by the transverse NV, the blades of which rotate freely in front of the ICG and between the outer sections of the wing of the HOS;

c) in the flight configuration of a supersonic aircraft with a backward swept wing, three-fin tail assembly, along with the main keel, and two additional keels formed after turning the outer sections of the second wing of the OWS and with the left and right HB blades drawn in BVN with their telescopic counterweights drawn in and placed along the control panel inside the ICG, and a jet propulsion unit provided by two formless turbofan engines with UHT flat nozzles.

The deck BMSV presented in FIG. 1, is made according to a twin-screw carrier scheme, an integrated aerodynamic concept and a composite carbon-fiber airframe, contains a fuselage 1, a small elongation of the middle-positioned wing of the HOS, including internal trapezoid sections 2 and the first and second wings, respectively, with external sections of the reverse 3 and straight sweep 4, connected by streamlined MKG 5 with BVN having automatically opened longitudinal flaps 6. Under the influx of 7 HOS 3-4 there are underwing air intakes 8 with its beveled front edge 9 parallel to it located the leading edge of the ventral carinae 10, on the ends of which are placed video cameras 11 and IR emitters 12. The developed main keel with one-piece turning end part 13 is mounted between the engine nacelle, which are fitted with turbofan 14 with backward-sloped flat nozzles 15 and UHT (see Fig . 1d). With a wedge-shaped profile, the HOS 3-4 wing has both slats 16 and variable sweep 7, an internal trapezoid section 2 with aft flaps 17, but also external sections 3 and 4 of the wing HOS, respectively, with flaps 18 and elevons 19, turning upwards. Single-winged the left 20 and right 21 HBs have telescopic counterweights 22 of its blades (see Fig. 1a), mounted on the ends of the corresponding control panels 23. The single-blade HB 20-21, rotating in opposite directions (see Fig. 1b), quench the reactive moment and change balancing the course when working cross HB 20-21, which are made without a swashplate and rigid attachment of their blades and counterweights 22. Each blade HB 20-21, having wedge-shaped profiles of the blades and their continuous upper surface, are made with a lower ledge-diamond shape in terms of shape, external protruding the sides of which form an isosceles triangle in the plan, performing on the blades HB 20-21 the role of servo-controlled steering surfaces 24, changing the longitudinal-transverse balancing on the modes of GDP and hovering (see in fig. 1 view A-A).

Combined SU with TRDD in elytra motor nacelles 25, having shutters 26 above the TRRD inlet device, are installed between the stern flaps 17 (see Fig. 1b), are made with power take-off and the possibility of its redistribution from turbofan engines 20-21, which are created by HB 20-21 angular gearboxes, which is created combining T-shaped in terms of the main and Y-shaped in terms of gearboxes (not shown in Fig. 1) and flat nozzles 15 of the turbofan 14, respectively, 60% and 40% of the power of SU on GDP modes, BMSV hangs and its supersonic horizontal flight. Both turbofan engines 14 with clutches form a synchronizing system with unifying gear (not shown in Fig. 1), equipped for GDP mode and freezing with a UHT system with flat nozzles 15 mounted above the tail fuselage 1 above the ridge surface 27 with a heat-absorbing layer having two stationary vertical side walls 28 of the nozzle 15. Each flat nozzle 15 of a dry turbojet 14 has an adapter 29, which provides both control of the area of the critical and output polygonal sections of its nozzle in a narrowing or expanding smoothing and smooth flow change of its cross-section from a round nozzle to a hexagonal and then to a five-sided flat nozzle, provided with a lower faceted wall 30, having a V-shaped configuration when viewed from behind, and an upper flap 31 consisting of synchronously deflected between the vertical lateral the walls 28 down two of its rectangular 32 and pentagonal 33 parts in plan, respectively, at angles of 22.5 ° and 22.5 °, but also around the first 34 and second 35 transverse axes so that in the lower position the rear edge of the upper flap 31 contacts with the lower faceted wall 30, which has, at its apex, an equal-angle V-shaped trailing edge of the upper flap 31, and on its V-shaped edges, there is a hatch with two front rectangular 36 and two trapezoidal rear plan 37 flaps of the same size in area that have turning points on opposite sides of the pentagonal hatchway, which create automatic synchronous deflection vertically downwards with simultaneous downward rotation of the upper flap 31, so that two front smaller 36 of them deviate along the flight, and two rear bolts Chiyah 37 - against the flight forming with open front and rear side surfaces of the pentagonal-hatch nozzle (FL) which, having a width of equal area and nozzle adapter 29 pentagonal shape, creates a corresponding deviation vector jet thrust. Diagonally arranged pair of front rectangular 36 and trapezoid in plan 37 flaps placed on the edges of the bottom wall 30 of each TRDD, having triangular 38 on their lower sides 38 when viewed from the rear end sections, made with a bend, the angle of which is equal to the angle between the edges of the bottom wall 30 and creating with their primary downward deviation continuous front and rear side surfaces of the lower PLC. In the modes of GDP and in the event of failure of two turbofan engines during an emergency landing of the BMSV, its lateral HB 20-21 operates on the autorotation mode and unloads the HOS 3-4 wing. In this case, the flaps 18 of the wing HOS 3-4 are automatically deflected at an angle of 47 °, and when performing KVP in a rotary-wing configuration - at an angle of 30 °.

The control of the onboard BMSV is ensured by changing the overall pitch of the transverse HB 20-21 and the deviation of the steering surfaces: elevons 20, elevators 20 and directions 13. During cruising flight, the lift force is generated by HOS 3-4 with overflows 7, and the cruising jet thrust is carried out by each turbojet 14 through nozzle 15 with the upper flap 31 open and the lower two front 36 and two rear 37 flaps closed, in the hover mode HB 20-21 and each turbofan 14 through the nozzle 15 with the flap 31 closed and the two forward 36 open and 37 rear flaps closed, transition mode - HOS 3-4 with HB 20-21 and two TR DD 14 with UHT. When switching to the GDP mode and the freezing of the slats 16 with flaps 18 (see Fig. 1b), the wings of the HOS 3-4 simultaneously deviate to their maximum angles. After creating the lift thrust HB 20-21 and TRDD 14 with a UHT, helicopter modes are provided (see Fig. 1c). Steering surfaces 25 HB 20-21 (see Fig. 1b) are equipped with a servo and the ability to hang their synchronous differential deviations in the vertical plane so that when they deviate down / up and the passage of the blades HB 20-21 from the front / rear or the left / right side of the fuselage 1, changes the balancing, respectively, by pitch or roll. Management of the course on the modes of GDP and freezes is provided by two HB 20-21, mounted on the ends of the control panel 23.

After a vertical take-off and climb, the mechanization of the HOS 3-4 and HB 20-21 wings is removed, made with the ability for the transitional to aircraft modes of horizontal flight of the BMSV to fixed them to stop their blades along the control panel 23 and follow as synchronous dragging of the counterweights 22 HB 20-21 , and their joint rotation with the control panel 23 in the direction backwards along the flight and their placement in the BVN MKG 5 (see Fig. 1c). Then a joint jet propulsion from two turbofan engines 14 is created and trans- or supersonic cruise flight is performed, in which the track control is provided by the rudders 13. The longitudinal and transverse control in the aircraft configuration is carried out by in-phase and differential deviations respectively of the elevators 19 and elevons 19.

Thus, a BMSV with two turbofan engines driven by low voltage in a twin-screw carrier circuit, the torque in which is extinguished opposite to the direction of rotation of the lateral low voltage, but also allows you to change the balance on the course and roll, is a VTOL, which changes its flight configuration only due to the placement of the high-low-speed blades inside the BVN and along the longitudinal axis of the ICG and is made according to the integrated aerodynamic scheme with the wing of the HOS and a vertical keel. Flat nozzles of two turbofan engines with adapters that ensure a smooth change in their cross-section from a round nozzle to a hexagonal and then to a pentahedral, made with a UHT. Despite the insignificant losses (up to 3%) of the thrust from the non-optimal shape of the nozzles, such a consistently converted nozzle shape greatly reduces the infrared visibility of the BMSV. In addition, it also leads to improved supersonic characteristics and reduced radar, infrared and visual conspicuity. Developed HOS wing flows, designed to generate whirlwinds when maneuvering at high angles of attack, create, through their joint participation in the implementation of lifting force, the ability to perform both GDP and FOC technology during takeoff and landing flight modes of deck-based BMSV and to achieve high thrust ratio of combined SU, which has the lowest specific load on the power, especially with the mechanical drive HB from the turbofan.

Therefore, the BMSV-1.7 with a take-off weight of 15.55 tons has a specific load factor for power using a two-bladed HB driven by two turbofan engines with 6800 kgf each, having a selection of 60% of the power of SU for HB and 40% of the turbofan engines / t, which is 1.41 less than that of a comparable VTOL Yak-141 with an energy-consuming SU, which, with a take-off weight of 15.8 tons, uses a lifting and cruising turbojet engine of the model Р179 В-300 with a load of 10977 kgf and two lifting turbofan engines with a load of 4260 kgf each.

Undoubtedly, over time, widespread use in turbofan control systems, especially with flat jet nozzles and UHT, will reduce infrared and visual visibility in comparison with VTOL models F-35V (USA), which is important for deck anti-submarine VTOL type BMSV-1.7 , BMSV-2,3 (see table. 1).

Claims (3)

1. Unmanned unobtrusive helicopter aircraft containing a swept wing, jet engines, tail assembly and a three-support retractable wheeled chassis, characterized in that it is equipped at the ends of the left and right rotary profiled brackets (PPK), allowing them to be laid out as they are turned in a horizontal plane. the corresponding rotors (HB) in the lateral external niches (BVN) from the respective sides of the inter-wing gondolas (ICG) for horizontal flight with the transverse HB fixed and laid in them, and so on use of left and right HBs, rotating clockwise and counterclockwise, respectively, only when performing vertical and short take-off / landing (GDP and KVP) or on transient and locking flight modes, but also equipped with two lifting and landing cruise turbojet double-contour engines (turbofan engines) with controlled thrust vectoring (UHT) and power take-off for the actuator HB, both for creating lift force and control moments in pitch, roll and heading while performing GDP and lagging, and thrust power at horizon flight in the configuration of a trans- or supersonic aircraft after stopping the single-lobe HB, retracting them with a counterweight and fixing the blades along the AUC, placed after turning back along the flight parallel to the axis of symmetry inside the ICG in their BVN having lower and upper longitudinal flaps opening in the GDP modes and hanging outside of the outer sides of the streamlined MKG with the provision, after the advancement of the control panel with HB from their BVN, free rotation of the HB with their extended telescopic counterweights in front of the BVN with closed flaps and between the outer sections of the middle wing with the X-shaped sweep (HOS) in the plan, the root parts of which with overhangs are mounted above the underwing side air intakes of the turbofan engine, having the design of their channels with double S-imagery at the top and from the side, and is configured to converting its flight configuration after the implementation of KVP or GDP technology from a rotary-wing or twin-screw helicopter carrying circuit with the UHT of each turbofan into the corresponding high-speed rotary-wing or winged gyro at maximum or normal take-off weight, respectively, with HB operating at modes close to their autorotation or with autorizing HBs, which increase the carrying capacity of the HOS wing while maintaining a locking flight mode, but also back, while in the front part of each wing section of the engine nacelle there are longitudinal automatically opened flaps for access of additional airflow for the work of the TRRD on the modes of GDP and freezes, with bevelled sides of both the upper and lower parts of the fuselage with flattened its nasal part, as well as the underwing and nadkrylny parts of air intakes and engine nacelles, reducing the effective dispersion area, form a hexagonal cross-section and faceted configurations, respectively, when viewed from the front with a sharp line, continuously extending from nose to tail, including the upper surfaces of the wing of the HOS having a wedge-shaped profile , the first and second wings, respectively, reverse and forward sweep, with external sections mounted on top and from the outer sides of the underwing ICG, respectively, with the floor important and negative angles of their transverse V, forming, when viewed from the front, left and right V-shaped configurations, while the one-piece rotary outer sections of the second wing, having a symmetrical profile and provided with the possibility of their rotation in the vertical transverse plane around the longitudinal axis of the corresponding turning rear part MKG, and providing performance after turning the left and right of its outer sections, respectively, against and clockwise when the front view function of two additional winged arrowheads x keels to the main keel, which has a full-pivoting end over the nacelles, providing at supersonic speeds a decrease in the wing’s rearward shift, improved stability in pitch, yaw and roll, but also back, and in the GDP and freeze modes, each HB operating without mutual influence and overlap with another HB, but also not interacting with a jet stream emanating from the nozzle of the corresponding turbofan with UHT, is performed without controlling the cyclic change of its pitch and with a rigid attachment of its blade and profiled tivovesa. 2. The barely noticeable unmanned airliner according to claim 1, characterized in that each said turbofan is mounted between the aft shields, has a rear circular jet nozzle along its longitudinal axis, which is connected to the circular nozzle of another turbofan with a transverse shaft hydraulically for their simultaneous rotation vertical longitudinal plane at an angle of up to 95 ° down and back up respectively on the GDP, hovering and level flight modes, has an average output between low and high pressure compressors (KND and KVD) for power takeoffs radial shaft directed to the axis of symmetry and transmitting from the shaft the LPC mounted coaxially and inside the HPC shaft and driven by a low pressure turbine, through a bevel gear through a clutch free power turbofan to the unifying T-shaped in terms of a gearbox having an output shaft along the axis of symmetry which leads to a two-level main reducer Y-shaped in terms of, having lower output horizontally rotatable shafts with paired universal joints (SKS), taken outside in front of the central axis of PPK rotation nodes, laid in PPK toe and transmitting torque to angular gearboxes HB, placed on the GDP modes and freezing in front of the flight from the center of mass at a distance inversely proportional between the application of lifting force and vertical thrust, respectively, in cold air flow systems from two HB and hot exhaust jet from two turbofan engines with a shock wave, while in the modes of GDP and freezing the gas paths of the turbofan engines having aggregates of thrust are interconnected and, as a result, if one of the turbofan engines fails D gases from a working turbofan engine will be supplied to both nozzles of a turbofan with UHT, excluding additional unbalanced moments, each undercover air intake provided with a front edge, placed when viewed from the side parallel to the front edge of the ventral carina, having IR emitters and video cameras mounted on the side at the ends and below along the outer sides of the ICG, deflected outwardly at an angle of 15 ° from the plane of symmetry, while the inner trapezoid sections of the wing of the HOS, which have, as stern plates, forming s the lower edge of the second wing of the HOS with negative and positive sweep angles, as well as the outer sections, which in the parking configuration are made folding inwards on each side, with the aircraft guns of the Model 9-А1-4071К and the main racks of the retractable wheel mounted in the front and rear parts of the ICG, respectively chassis. 3. The pilotless subtle helicopter aircraft according to claim 1, characterized in that each said single-blade HB, made with a stepped profile of the end part on one third radius with a backward contraction of the blade, has an end chord of the blade 2.0 times its root chord and a wedge-shaped profile with an angle α = 10 ° and a continuous bottom surface, provided with an upper ledge-cut diamond in terms of shape, the outer protruding sides of which, having the rear edges of the blade _bent inward, create at its maximum chord b _maxHB , _combining In the plan cut-out with a smaller diagonal of the diamond in terms of shape, forming both the profile configuration of the step in width and depth, is respectively 1/2 of the chord b _maxHB and 2/3 of the thickness c _maxHB , and the pointed tip of the blade having a parabolic front edge, and reverse sweep back edge, while on the GDP and freeze modes each turbofan, performed with elements of digital program control, combining in a two-mode regulation and control system its simultaneous mode of operation as when selecting free m imperfections on the HB drive, and with a balanced distribution of residual jet thrust between the flat nozzles of the turbofan engine with the UHT located between the feeding shields, allowing to shield the turbofan engines with flat nozzles mounted above the ridge surface with a thermally absorbing tail of the fuselage, having between the ends of the spaced said MFCs its sawtooth rear edge, each mentioned TRDD with an adapter (29), providing as a management of the area of the critical and output polygonal sections of its opal in tapering or expanding parts, and a smooth, streamlined change in its cross section from a round nozzle to a hexagonal and then to a five-sided flat nozzle, equipped with a lower faceted wall (30), which, when viewed from the rear, has a V-shaped configuration, and an upper flap (31) consisting of synchronously deflected between vertical side walls (28) down two of its rectangular (32) and pentagonal (33) parts in plan, respectively, at angles of 22.5 ° and 22.5 °, but also around the first (34) and second (35) transverse axles so that in the lower position the rear ka upper sash (31) in contact with the lower faceted wall (30), which has both an angle at its top, an equal angle to the V-shaped rear edge of the upper sash (31), and a hatch on its V-shaped edges with two front rectangular (36) and two rear trapezoid-shaped rear planes (37) of different size in area, having on opposite sides of a pentagonal hatchway in the plan of the hinge, creating automatic synchronous deflection vertically downwards with simultaneous downward rotation of the upper flap (31) so that the two front ones are smaller ( 36) and they are deflected along the flight, and the two rear large (37) opposed to flight, which with the front and rear side surfaces are not closed, form a pentagonal manhole nozzle (FL), which, having an area and width, is equal to the adapter of the pentahedral nozzle (29) deviation of jet thrust vector from horizontal to vertical, but also backwards, with a diagonally positioned pair of anterior rectangular 36 and trapezoidal in plan (37) flaps placed on the edges of the lower wall (30) of each turbofan engine, having on their lower sides triangular (38) when viewed from the rear end parts, made with a limb, the angle of which is equal to the angle between the edges of the bottom wall (30), and creating with their primary deviation down before opening diagonally placed other flat rectangular (36) and trapeziform in plan (37) sashes continuous front and rear side surfaces of the lower FL, with the synchronous deviation of the rectangular (32) from the pentagonal (33) parts of the upper sash (31) down by 22.5 ° + 7.5 ° or 22.5 ° + 22.5 ° s simultaneous opening in PLS of pairs of sashes rejected downwards about flight (36) or against (37), forming their inclination to the horizontal at an angle of 45 °, provide the ability to perform a short take-off or landing with a short run, respectively, by creating an inclined-horizontal jet thrust or reverse of the horizontal thrust.

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