RU2532672C1 - Heavy convertible electric drone - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to drones, namely, to VTOL drone. Electric convertible drone comprises airframe of composite coal-plastic with front fins and two-keel tail unit. The latter is jointed to high wing at spaced apart beams. Stabiliser supports are arranged on outer side of said keels. Power plant engines transmit power via main propeller gear and transmission shafts to rotary push and pull screws. The latter are arranged at fuselage nose and tail to allow horizontal and vertical thrust. Three-leg undercarriage incorporates the nose extra support. This convertible plane features equal-size wings in canard configuration and tandem arrangement of three-screw modules. Said modules can run at various angles of their deflection in vertical plane. Hybrid power plant incorporates LH and RH front and rear engine nacelles with motors. The latter are coupled with appropriate push propellers and two front and one rear hybrid engine nacelles. Every said nacelle houses, apart from pull propeller, the inverting motor generator.

EFFECT: better efficiency, perfected design, improved transverse and course stability and roll and heading controllability.

1 tbl, 2 dwg

Description

The invention relates to the field of aeronautical engineering and can be used in the construction of unmanned heavy electro-convertibles and hybrid electro-convertibles with a tandem arrangement of three-screw modules, two of which are mounted on the consoles of the all-rotary first wing of the hollow circuit and one rear - on the inter-keel all-rotary stabilizer having one screw each with two pushing screws, providing the ability to perform technology of vertical or short take-off and landing (B P or DPC), but also short takeoff and vertical landing (KVVP).

Famous full-scale unmanned electroconvertopan (BEKP) company AgustaWestland "Project Zero" (Italy / England) [patent EP No. 2551190 from 07.29.2011], which is a monoplane with a mid-sized unusual shape of the wing, with end wings with external removable wing parts from the annular wing consoles , electric motors with screws installed in rotary engine nacelles are mounted inside the latter; when rotated, it is converted into a helicopter of a twin-screw transverse circuit; it contains a control system in the fuselage of carbon fiber and ulyatornye battery dvuhkilevoe V-shaped tail and retractable wheeled tricycle landing gear with nose wheel.

Signs of coincidence - the presence of rotary engine nacelles with screws creating horizontal and corresponding deviation of vertical traction, the range of rotation of engine nacelles with screws from 0 ° to + 97.5 °, contains a control system that evenly distributes the charge of the batteries of full-scale BECP between rotary electric motors with pulling screws, providing speeds of up to 500 km / h and a flight altitude of up to 7500 m, a two-keel V-tail, and a three-post retractable wheeled chassis, with a bow support. To charge the batteries, the propellers when it is on the ground can be set in an “inclined” position, playing the role of windmills of electric generators. Reasons that impede the task: the first is that the cantilever placement of rotary engine nacelles with electric motors and screws in the ring consoles of the wing predetermines a structurally complex wing of an unusual shape, equipped with complex mechanization and steering surfaces of the wing - elevons, which complicates the design. The second is that the diameters of the two pulling screws are limited by the span of the wing wing consoles and, as a result, limits the vertical thrust-to-weight ratio, and the possibility of short take-off and landing with the pulling screws tilted upward by an angle of 45 ° while ensuring a tipping angle of φ = 15 ° determines the extension of height landing gear for 10 ... 12%. The third one is that the horizontal thrust of the propellers is provided only during cruise flight, therefore, after its implementation and with the possible failure of the rotational nodes of the nacelles with propellers, this twin-screw BECP cannot take off and land “in the plane” like a regular airplane, since the radius of its pulling screws is much greater than the installation height of the engine nacelles inside the wing annular consoles, which significantly reduces the safety and complexity of the longitudinal and lateral control with a V-tail, especially in transitional flight modes When such a wing of its thrust vector is not balanced. The disadvantage is also the undeveloped tail unit, hence the poor and directional stability and, especially, in the event of failure of one of the electric motors with traction asymmetry. In addition, permanent magnet electric motors are air-cooled, and their source of energy is a package of lithium-ion batteries of 135 Ah 360 volts, which consists of 300 cells with an energy density of 0.15 kW / kg. If the take-off mass of a full-blown Project Zero demonstrator is comparable to the mass of, for example, an MD-500 helicopter (about 1230 kg), then the analysis shows that the mass of components and components that can be replaced by electrical devices (engine, transmission, propulsion systems ( SU), fuel system, etc.) is 27 ... 40% of its take-off weight. Therefore, if the expected flight time of such a BECP can be on the order of 20 ... 25 minutes, then only a dual-mode hybrid SU, which uses a joint rotor drive from gas turbine engines and electric motors with a generator power source and batteries used as an emergency power source (for landing in case of failures) can ensure the achievement of a flight duration of 2 ... 3 hours. All this limits the possibility of a further increase in take-off weight and weight return with an increase in the thrust-weight ratio of a fully electric heavy BECP.

Known unmanned electro-convertoplane "Panther" corporation IAI (Israel), containing a monoplane two-beam scheme with a high wing, two-keel U-shaped tail unit mounted on spaced beams to the wing consoles, a short fuselage, a power plant, including two front rotary, changing the axis of rotation with horizontal to vertical, and one rear stationary with a vertical axis of rotation electric motors with equal pulling screws mounted respectively in the front ends are spaced x beams and at the end of the short fuselage, control system and battery, three-post wheeled chassis, non-retractable with front support.

Signs that coincide - the presence of a monoplane of a two-frame scheme with a three-wheeled chassis and a front support. Spaced beams connect the wing with a two-keel U-shaped tail. The system is controlled by three electric motors with pulling screws, two of which are front rotary. The experimental BECP "Panther" can climb to a height of about 3 km, is located without recharging batteries in the air for up to 6 hours and operate in a radius of up to 60 km from the operator during long flights day and night for real-time television or infrared observation of the terrain. Three-screw "Panther" is a tactical reconnaissance vertically taking off unmanned aerial vehicle that combines the advantages of a helicopter and an airplane. BECP "Panther" has rotary electric motors with pulling screws and, like a helicopter, is capable of vertical take-off, landing and hovering via a command-telemetric radio line.

Reasons that impede the task: the first is that the BECP of a three-screw carrier circuit with a constant pitch rear rotor at the end of the fuselage, used only in helicopter flight modes, has, due to the lack of the possibility of the blade installation angle equal to φ = 0 °, increased aerodynamic drag by airplane flight modes, a complex control circuit of electric motors with independent rotation of three isometric propellers in helicopter flight modes, low weight return and range. The second one is that when the flow from two front and one rear pulling screws hangs, blowing respectively the wing from its nose and the rear of the fuselage, they create a significant total loss (about 14%) in their vertical thrust, and the high flow rates of the discarded they are predetermined by the formation of vortex rings, which at low lowering speeds can drastically reduce the thrust force of the screws and create an uncontrolled fall situation, which reduces the stability of control and safety. The third one is that the location in the front ends of the spaced beams of rotary electric motors with pulling screws determines structurally complex nodes of their rotation and the inability to hang in the air in a fair wind, which complicates the design and reduces reliability. The fourth one is that the altitude range of application of the demonstrator of full electrification technology SU - BECP "Panther" is only 100 ... 3000 m with a take-off weight of only 65 kg. Therefore, with the complete electrification of the control system, even a medium-heavy BECP (with a take-off mass of 1230 kg) using batteries with a specific gravity 4 times less than the current one, 9 kg / kWh for a given flight time of 2 ... 3 hours, the creation of this full-scale BECP impossible to implement, and with the specific characteristics of a parallel-serial hybrid SU, its mass will decrease by about 27 ... 40% compared to the traditional circuit and its full-scale electrical model can be mastered. In addition, modern technologies make it possible to provide the following specific gravity of electrical devices both for an electric drive (electric motor with a control unit) up to 0.32 kg / kW (with a power of more than 250 kW), and for an electric generator up to 0.23 kg / kW, for example , a gas turbine engine with a reversible electric motor-generator (OEM) with a power of more than 300 kW. Therefore, only multi-engine parallel-serial hybrid SUs can ensure the fulfillment of a given flight time of 3 ... 5 hours and the creation of a full-scale heavy BECP.

Closest to the proposed invention is a high-speed unmanned helicopter-plane (Russia) [patent RU No. 2464203 dated 08/02/2010] having a composite carbon fiber glider with front horizontal tail and two-tail plumage mounted to high wing consoles on spaced beams, contains from external the sides of the keels of the stabilizer console, the engines of the power plant, transmitting power through the main gearbox and transmission shafts to the rotary pulling and pushing screws located respectively in owl and aft fuselage providing horizontal and vertical deflection respective thrust tricycle retractable wheel chassis, with the nose of the auxiliary support.

Signs that coincide are the presence of three bearing planes of the triplane longitudinal scheme: the front horizontal tail (PGO), the trapezoidal wing with two-fin feathering beams spaced on the consoles, having an all-turning stabilizer (CPS) on the outside of the console, and with variable sweep swaths that combine into a single design wing and fuselage, which is an S-shaped profile in the plane of symmetry. The rotary shafts of the gears of the pulling and pushing screws connected to the engines by the synchronizing shaft are located respectively in the bow and stern of the short fuselage and provide horizontal thrust and a corresponding deviation up and down from the horizontal position vertical by 90 ° or inclined thrust by 65 ° respectively vertical or short take-off and landing.

Reasons that impede the task: the first is that the equal diameters of the bow and tail respectively of the pulling and pushing rotary screws are limited by the height of the struts, especially the main chassis, and as a result, this limits the vertical thrust-arm ratio and, especially, of the bow screw partially shaded by the most deflected PGO consoles, and the possibility of short take-off and landing with rejected screws at an angle of 65 ° while ensuring a tipping angle of φ = 15 ° determines the extension of the height of the landing gear by 10-12%. The second is that the power plant (SU), including gas turbine engines (GTE), located with the main gearbox and transmission shafts in the central part of the short fuselage, is located from the latter to the bow and stern of the fuselage. This thereby greatly reduces the useful volume of the fuselage, as well as the ability to place reconnaissance and recording equipment in the fuselage and, especially, in its bow due to the presence of the front rotary shaft of the drive screw reducer. The third is that the rear gas turbine engine of its SU, with exhausts directed to the sides and back, carries out harmful blowing of the rear rotary pushing screw in aircraft and in transition modes of its flight. The fourth is that when hanging, the longitudinal arrangement of the nose and tail rotary screws (without controlling their cyclic pitch) complicates lateral control, and for this it is necessary to deviate upward one of the two end parts of the wing, changing the mass symmetry, creates a roll moment M _x to the side other not deviated end part. This complicates the design and makes it difficult to hang lateral controllability and the ability to hang in the air with a fair wind, but also to further increase take-off weight and weight return.

The proposed invention solves the problem in the aforementioned known high-speed unmanned helicopter-airplane to take off weight and increase weight return, transport and fuel efficiency, simplify the design and eliminate roll control when hanging the deviation of the wing end parts and the main gearbox with transmission shafts, simplifying lateral controllability during transition maneuvers, vertical take-off, landing and hovering and improving lateral and directional stability, as well as handling along the roll and heading .

, м (где: L_мо - межосевое расстояние, D и d - диаметры тянущего и толкающих винтов соответственно), но и возможность достижения первой меньшей крейсерской скорости полета, обеспечиваемой толкающими винтами только задней группы винтов, но и обратно, при этом диаметр двух равновеликих тянущих винтов передней группы равен диаметру тянущего винта задней группы винтов, а диаметры несущих винтов в каждом трехвинтовом модуле, определяемые из соотношения: $$D=d\times \sqrt{2}$$

, м (где: D и d - диаметры тянущего большего и меньших толкающих винтов соответственно), обеспечивают возможность создания при вертикальном взлете, посадке и висении управляющих моментов, необходимых для осуществления как поперечной управляемости, реализуемой при помощи увеличения угла установки лопастей левого переднего тянущего винта с одной стороны от оси симметрии и уменьшения углов установки лопастей правого переднего тянущего винта - с другой при одновременном автоматическом изменении тяги трех несущих винтов задней группы, обеспечивающих без изменения тангажа управляемый момент крена, так и продольного управления, создаваемого при помощи дифференцированных изменений угла установки лопастей передних и задних несущих винтов толкающей группы винтов, но и путевого управления - изменением угла установки лопастей в каждой многовинтовой группе несущих винтов, имеющих одинаковое направление вращения, как передние левые толкающие винты с задним тянущим винтом, так и задние толкающие с передними правыми толкающими винтами и, следовательно, увеличивая мощность на трех несущих винтах первой группы, имеющих при виде сверху направление вращения против часовой стрелки, и одновременно уменьшая на четырех винтах второй группы, имеющих при этом противоположное направление - по часовой стрелке, обеспечивается полный момент рысканья без изменения тангажа, крена и вертикальной тяги всех несущих винтов, силовая установка, выполненная по параллельно-последовательной гибридной технологии силового привода, снабжена левыми и правыми передними и задними мотогондолами с электродвигателями, вращательно связанными с соответствующими винтами толкающей группы, но и двумя передними и одной задней гибридными мотогондолами, в каждой из которых наряду с тянущим винтом размещен обратимый электромотор-генератор, вращательно связанные как с последним через муфту сцепления, так и с газотурбинным двигателем, содержит систему электропривода, включающую все электродвигатели, аккумуляторные перезаряжаемые батареи, преобразователь энергии с блоком управления силовой передачи, подключающим и отключающим электродвигатели и газотурбинные двигатели, переключающим генерирующую мощность и порядок подзарядки аккумуляторов, который обеспечивается только при горизонтальном полете его программируемым системно-логическим контроллером блока управления, получая от датчика уровня зарядки аккумуляторов и наличии их полной зарядки или падении ее до 30% от ее максимума, выдает управляющие сигналы на выполнение при этом соответственно очередного времени зависания или включение в каждой гибридной мотогондоле газотурбинного двигателя для генерации мощности от внутреннего источника, но и дистанционное управление выходной электромагнитной муфтой сцепления, расцепляющей выходной вал обратимого электромотора-генератора с валом соответствующего тянущего винта, установленного во флюгерное положение, причем с целью обеспечения возможности создания и суммарной взлетной мощности при вертикальном взлете, посадке и висении, но и как генерирующей мощности, составляющей 25% от последней, так и с одновременным обеспечением крейсерской мощности, составляющей 25% или 20% от суммарной взлетной мощности и создающей горизонтальную тягу соответственно для третьей или второй крейсерской скорости полета, его гибридная силовая установка, включающая в передних и задней трехвинтовых модулях как шесть мотогондол с толкающими винтами, передние две левых и две правых из которых, имея между парами равные, имеют сумму пиковой мощности четырех их электродвигателей, равновеликую только двум задним электродвигателям, так и три гибридные мотогондолы с тянущими винтами, передние две из которых, имея между собой равные, имеют сумму располагаемой их мощности также равновеликой только одной задней, содержащие в каждой из них и структуре располагаемой мощности наряду с пиковой мощностью обратимого электромотора-генератора, снабжена газотурбинным двигателем, имеющим взлетную мощность, составляющую равную пиковой мощности последнего, но и с обеспечением как одного способа работы, так и одного способа генерации мощности при заряде аккумуляторов соответственно как совместной работы с последним, имеющим режим электромотора, на один вал соответствующего несущего винта при вертикальном взлете, посадке и висении, так и самостоятельной работы при передаче номинальной его мощности и на последний, имеющий режим электрогенератора при крейсерском режиме горизонтального полета.Distinctive features of the present invention from the above-mentioned known high-speed unmanned helicopter-plane, closest to it, are the fact that it is made with different-sized wings according to a hollow aerodynamic scheme, including a high-placed first wing and a larger second wing, and the concept of a tandem arrangement of three-screw modules, made with the possibility of working at different angles of their deviation in the vertical plane and of various sizes, two of which are one front of a take-off power of a standard size mounted on the consoles of an all-turning first wing and one rear of a larger take-off power of a standard size equal to the sum of the two front ones - on an inter-keel all-turning stabilizer of an H-shaped tail unit, with the separation of the transverse axes of their rotation correspondingly closer and further from the center of mass, and with the possibility of converting its flight configuration from a helicopter of a nine-rotor supporting circuit, which at the same time has reactive compensation from all rotors x of torques and with the opposite direction of rotation between the pulling and pushing screws in each module, but also with the same direction of rotation between each other, both the left pulling with the right pushing screws, and the right pulling with the left pushing screws of the front group and the opposite - between the pulling screws of the left front and rear, but also a pair of pushing screws of the left front and a pair of rear, in the flight configuration of the aircraft, allowing to achieve the third or second cruising flight speed with six or four screws th propulsion system, respectively with three or two pairs of pushing screws in the corresponding three-screw modules, in each of which the pulling larger screw installed in the vane position has two smaller pushing screws on both sides of the axis of rotation, having an interaxle distance determined from the relation : $$L_{m\mathrm{about}}=\raisebox{1ex}{$7$}\!\left/ \!\raisebox{-1ex}{$8$}\right.(D+d)$$

, m (where: L _mo is the axle distance, D and d are the diameters of the pulling and pushing screws, respectively), but also the possibility of achieving the first lower cruising flight speed provided by the pushing screws of only the rear group of screws, but also vice versa, while the diameter of two equal pulling screws of the front group is equal to the diameter of the pulling screw of the rear group of screws, and the diameters of the rotors in each three-screw module, determined from the ratio: $$D=d\times \sqrt{2}$$

, m (where: D and d are the diameters of the pulling larger and smaller pushing screws, respectively), provide the possibility of creating, when taking off, landing and hovering, the control torques necessary to implement both lateral controllability, realized by increasing the angle of installation of the blades of the left front pulling screw on the one hand from the axis of symmetry and reducing the installation angles of the blades of the right front pulling screw - on the other hand, while automatically changing the thrust of the three main rotors of the rear group, for control of the pitch of the front and rear rotor blades of the pushing group of screws, but also of the directional control - by changing the angle of the blades in each multi-rotor group of rotors having the same direction of rotation both the front left pushing screws with the rear pulling screw and the rear pushing screws with the front right pushing screws and, therefore, increasing power by three the rotors of the first group, having a counter-clockwise rotation when viewed from above, and simultaneously reducing on the four screws of the second group, which have the opposite direction - clockwise, the full yaw moment is provided without changing the pitch, roll and vertical thrust of all rotors, the power plant, made by parallel-serial hybrid technology of the power drive, is equipped with left and right front and rear engine nacelles with electric motors rotationally connected corresponding propellers of the pushing group, but also two front and one rear hybrid engine nacelles, in each of which along with the pulling screw there is a reversible electric motor-generator, rotationally connected both with the latter through the clutch and with the gas turbine engine, it contains an electric drive system that includes all electric motors, rechargeable rechargeable batteries, energy converter with power transmission control unit connecting and disconnecting electric motors and gas turbine engines, switching generating power and the order of recharging the batteries, which is provided only during horizontal flight by its programmable system-logic controller of the control unit, receiving from the battery level sensor and having them fully charged or dropping it to 30% of its maximum, gives control signals for execution when this, respectively, the next time of hovering or the inclusion in each hybrid nacelle of a gas turbine engine to generate power from an internal source, but also remote control of the output by an electromagnetic clutch disengaging the output shaft of a reversible electric motor-generator with the shaft of the corresponding pulling screw installed in the vane position, moreover, to ensure the possibility of creating the total take-off power during vertical take-off, landing and hovering, but also as generating power of 25 % of the latter, and at the same time providing cruising power of 25% or 20% of the total take-off power and creating horizontal thrust, respectively for the third or second cruising flight speed, its hybrid propulsion system, including six front nacelles with pushing propellers in the front and rear three-screw modules, the front two left and two right, of which, having equal pairs between them, have the sum of the peak power of their four electric motors, which is equal only two rear electric motors, and three hybrid engine nacelles with pulling screws, the front two of which, having equal among themselves, have the sum of their available power is also equal to only one rear, with holding in each of them and the structure of available power, along with the peak power of a reversible electric motor-generator, it is equipped with a gas turbine engine having a take-off power equal to the peak power of the latter, but also providing both one way of operation and one way of generating power when charging batteries respectively, as a joint work with the latter, having the electric motor mode, on one shaft of the corresponding rotor during vertical take-off, landing and hovering, and independent The notes in the transmission of its nominal capacity and the last having an electric generator mode when horizontal cruising flight.

Due to the presence of these features, it is possible to carry out an unmanned heavy electro-convertiplane according to the structural and power hollow layout and the concept of tandem arrangement of different-sized propellers (TRRV) according to the 6 + 3 scheme, which will make it possible to double the vertical load capacity and make it possible to convert its flight configuration from a helicopter of a nine-rotor supporting structure comprising three rotary, two of which are front and one rear three-screw modules, in a six- or four- or two-screw propulsion plane th system and back. Since the aerodynamic hollow pattern of different-sized wings includes the first all-turning wing (PCPC), it can also be made with a large second trapezoidal wing mounted above the front one. At the same time, along with two hybrid engine nacelles with pulling screws mounted on the PTsPK consoles, its stern pulling screw is mounted on the rear hybrid engine nacelle mounted along the axis of symmetry on the trapezoidal inter-keel all-turning stabilizer of the H-shaped tail unit. In addition, when hovering, turning the console of the all-turning front wing as far as possible, but also the inter-keel all-turning stabilizer by 90 °, this will significantly reduce the loss of vertical traction of the left and right six front screws, but also three rear screws. This will reduce the weight of the airframe, increase the payload, increase the weight return, transport and fuel efficiency. In a hybrid SU during a cruise flight, an increase in generating power for power supply, when the charge drop of a lithium-ion polymer battery decreases to 30% of its maximum, the control system in each hybrid nacelle will automatically disconnect the larger pulling screw from the OEM with the corresponding the rotationally located axis of their rotation in airplane flight modes will set its blades to the vane position and turn on the gas turbine engine in each hybrid nacelle pulling a oppy screws, which will rotate OEMH, operating in the mode of an electric generator, providing recharging a package of lithium-ion batteries in cruise flight mode. This, along with the latter, will also allow in the flight configuration of the aircraft to reach the third or second, or first cruising flight speed with a six-, four- or two-screw propulsion system, respectively with three, two or one pair of pushing screws in the corresponding three-screw modules, in each of which the pulling larger propeller mounted in the vane position is equipped with two smaller pushing propellers spaced on either side of the hybrid nacelle. The presence of these signs will make it possible to increase directional stability and directional control during transitional maneuvers, but also longitudinal stability and lateral controllability when hanging, and the placement of each hybrid engine nacelle of the pulling screw group between the nacelles of the pushing screw group will significantly simplify the drive control system, but it will also eliminate harmful exhaust blowing of the corresponding gas turbine engine of the rear pushing screws. In addition, it will also allow to increase the track stability and controllability in the flight configuration of an aircraft with four- or twin-screw propulsion systems, respectively, on four front or two rear engine nacelles with corresponding pushing screws. All this will make it possible to achieve a very low-noise hybrid SU with an electric drive system, including electric motors powered by a rechargeable battery, an energy converter with a power transmission control unit connecting and disconnecting all electric motors and all gas turbine engines, switching generating power and charging procedure for lithium-ion batteries, which with uniform distribution of the charge of the rechargeable rechargeable battery, it will be possible to simultaneously operate electric motors and, especially, all three gas turbine engines without Ikov overloads and with minimal acoustic signature. This will also improve flight safety and use of smaller GTEs across it, which will provide a significant reduction in both the midship of the hybrid nacelle and the width of the front fairing of its bow and, therefore, will predetermine less shading of the corresponding pulling screw during vertical take-off, landing and hovering.

The present invention, an unmanned heavy power converter (BTEK) two-beam scheme and options for its use are presented in figure 1-2.

Figure 1 in a general side view depicts a high-speed BTEC version TRRV-X6 + 3 with hybrid three-screw modules, two front of which are mounted on the consoles of the all-rotary first wing of the hollow circuit and one rear - on the inter-keel all-rotary stabilizer of the N-shaped tail assembly in flight configuration aircraft with a six-screw propulsion system at cruising flight modes.

Figure 2 in a general top view shows a high-speed BTEC version TRRV-X6 + 3 with hybrid three-screw modules, two front of which are mounted on the consoles of the all-rotary first wing of the hollow circuit and one rear - on the inter-keel all-rotary stabilizer (CPS) of the N-shaped tail in the flight configuration of a helicopter with a nine-screw carrier scheme for vertical take-off, landing and hovering.

The high-speed BTEC version TRRV-X6 + 3, made according to the two-beam scheme and the concept of the tandem arrangement of two front and one rear three-screw modules and shown in Figs. 1 and 2, contains the fuselage 1 and the highly located wing 2 having spaced beams on its consoles under the wing 2 3. The latter combine the fuselage 1 and the second larger wing 2 into a single smoothly formed structural-power duplan scheme with a smaller PTsPK 4, which has left and right three-screw modules with 5 hybrid and 6 console console nacelles on the consoles respectively with two large and four smaller screws. In the aft part of the fuselage 1, on the spaced beams 3, a two-keel H-shaped tail unit 7 with an inter-keel DSP 8 and keel washers 9 having rudders of height 8 and direction 10 respectively are mounted. The trapezoidal wing 2, equipped with flaps 11 and ailerons 12, is placed in the hollow the aerodynamic configuration above the PTsPK 4 consoles, which has two hybrid 5 and four console 6 engine nacelles mounted on both sides of the longitudinal axis of the fuselage 1, have a rotation range from -5 ° to + 97.5 °. The rear three-screw module 13, which is larger in size of take-off power, is equal to the two front ones, which have the same take-off power among themselves, mounted on a trapezoidal DSP 8, equipped with a hybrid 14 and two cantilever 15 engine nacelles, respectively, with larger and smaller screws. In this case, the end parts 16 of the larger wing 2 are made deflecting upwards and folding for ease of placement on the deck (hangar) and the possibility of operation on aircraft carriers, as well as in the parking lot when generating generating energy and recharging the batteries.

The power plant, made according to hybrid technology of the power drive, has cantilevered left and right rotary four front 6 and two rear 15 nacelles, which are equipped with electric motors that rotate the front 17-18 and rear 19-20 propellers, respectively, and the rotary hybrid two front 5 and one rear 14 engine nacelles mounted respectively between cantilever engine nacelles 6 and 15, have front 21-22 and rear 23 screws of the pulling group at the end of their front elongated parts. Each of the 5 or 14 hybrid engine nacelles, along with a gas turbine engine, which has a front shaft output for selecting its take-off power, transmitting torque to the input shaft of the front 21-22 or rear 23 screws, respectively, is equipped with a reversible electric motor-generator rotationally connected to the shaft of the latter and through the output clutch mounted on the respective shafts in front of the OEMH and behind the front 21-22 or rear 23 pull group screws, respectively. The hybrid SU is equipped with an electric drive system that includes all electric motors, rechargeable rechargeable batteries, an energy converter with a power transmission control unit that connects and disconnects all electric motors and all gas turbine engines, switching the generating power and charging procedure of the lithium-ion polymer rechargeable rechargeable battery from OEM, which is in the mode an electric generator during the flight configuration of a four-screw aircraft provides the main way to generate power in each hybrid motorcycle ol 5 and 14 from the internal source of energy - GTE. At the same time, gas turbine engines, made in particular for their operation on jet fuel, are installed with maximum ease of maintenance and operation in hybrid nacelles 5 and 14. Four-blade propellers of three-screw modules of two front and one rear, the last of which has a rotation range from -15 ° to + 97.5 °, made vane-reversible and without automatic swash plates of their blades and with rigid fastening of coal- and glass of plastic blades and the possibility of wide changes in the angles of their installation. The rotation of three-screw modules with front screws 17-18 and 21-22 and rear screws 19-20 and 23, transforming its flight configuration from a helicopter of a nine-screw carrier scheme into a six- or four- or two-screw aircraft of a hollow scheme, is carried out using electromechanical drives, and the release and landing gear control flaps 11, ailerons 12 and elevators 8 and 10 are also electrically operated (not shown in FIGS. 1 and 2). A tricycle retractable wheeled chassis, an auxiliary support with a motor wheel 24 is removed in the front niche of the fuselage 1, the main side supports with wheels 25 - in the side fairings 26.

The BTEK hybrid control is provided by the general and differential change in the pitch of the rotary six front screws 17-18 from 21-22 and the three rear screws 19-20 with 23 and the deviation of the steering surfaces 8, 10, and 12 working in the area of active blowing of these screws. When cruising, the lifting force is created by wings 2 and PTsMK 4, horizontal thrust at the 3rd, 2nd or 1st cruising flight speed - with screws 17-18 together with 19-20 or only with screws 17-18 or only 19-20 accordingly, in the hovering mode only the front screws 17-18 from 21-22 and rear 19-20 s 23, in the transition mode - wings 2 and PTsMK 4 with front screws 17-18 from 21-22 and rear 19-20 s 23. During the transition to vertical takeoff-landing (hovering), the flaps 11 of the second wing 2 deviate to their maximum angles simultaneously from the turns of the six front screws 17-18 from 21-22 and three behind 19-20 with their screws 23 from the horizontal position, deviating all of them simultaneously upwards, are mounted vertically (see FIG. 2). When switching from an airplane flight mode to a hovering mode and if there is a pitch moment (M _Z ), it is countered by the deflection of the rudders of height 8, which create, while working in the zone of blowing the rear propellers, pushing 19-20 and pulling 23, a parrying force. After installing the rotary propellers of the front 17-18 from 21-22 and rear 19-20 with 23 in a vertical position along the lines of their vertical thrust, helicopter flight modes are possible. With approaching the surface of the earth (the deck of the ship) and flying near them, the main rotors are six front rotors 17-18 from 21-22 and three rear rotors 19-20 from 23, having the same direction of rotation in each multi-rotor group of rotors as the front ones 21 -22 screws with rear pushing screws 19-20, and the rear pulling 23 with front pushing screws 17-18 (see figure 2), form under the BTEC area of compressed air, creating the effect of an air cushion that increases their efficiency. The rotary front 17-18 s 21-22 and rear 19-20 s 23 propellers deviate from a horizontal position to a vertical angle of 90 ° and 45 ° respectively for vertical take-off (landing) and take-off with a short take-off (landing with short mileage) BTEK on helicopter and airplane modes of its flight in takeoff and landing modes in reloading variant with maximum takeoff weight. At the same time, maneuvering the BTEK hybrid at the aerodrome and accelerating to 40-50 km / h in short take-off modes is provided from the front engine wheel 24. For the corresponding landing of the high-speed BTEK on the ground (ship deck), wheels 24 and 25 are used, a retractable three-leg landing gear .

When hovering in helicopter flight modes, the BTEK longitudinal control is carried out by changing the pitch of the propellers of the front 17-18 group and the rear group 19-20, directional control - by changing the torques of each multi-rotor group of screws having the same direction of rotation of the rotors, for example, as the front left pushing screws 17 with rear pushing screws 19-20, and a rear pulling 23 with a front pulling screw 22. Cross control is provided by changing the pitch of the left main rotor 21 and the right main rotor 22 of the pulling group screws performing transverse balancing while changing the pitch of the screws of the rear group of screws. The absence of six front screws 17-18 from 21-22 and three rear screws 19-20 from 23 during the hanging of the ceiling also significantly reduces their harmful mutual influence and increases their filling, which, in turn, significantly reduces the problem of flow stall. After vertical take-off and climb to switch to airplane flight mode, the rotary six front screws 17-18 s 21-22 and the three rear screws 19-20 s 23 are synchronously set to a horizontal position (see figure 1). Then the flaps 11 are removed and a cruise flight is performed, in which the directional control is provided by the rudders 10. The longitudinal and transverse control is carried out by the deflection of the elevators 8 and ailerons 12, respectively. In aircraft flight regimes of BTEK, when creating horizontal thrust, its front propellers 17 and 18 have mutually opposite rotation between the left and right groups of smaller propellers and, thereby, eliminate the gyroscopic effect and provide a smoother flow around the PTsMK 4 and wing 2, but also very increasing the efficiency of the left 17, 21 and right 18, 22, but also the rear 19-20, 23 groups of screws in the modes of vertical take-off, landing and hovering. With its flight helicopter configuration of a nine-screw main circuit, the reactive moments from the rotary screws of the left 17, 21 and right 18, 22, but also of the rear 19-20, 23, used as rotors, are completely compensated due to their mutually opposite rotation in the corresponding groups of screws .

Thus, the BTEK hybrid version TRRV-X6 + 3, having front and rear rotary screws, respectively, on the first all-rotary wing of the hollow circuit and the inter-keel all-rotary stabilizer of the N-shaped tail unit, is a hybrid helicopter-plane of a two-frame scheme with electric motors, gas turbine engines and reversible electric motors generators. Rotary vane-reversing propellers that create vertical and corresponding deflection horizontal traction, provide the necessary control torques and reduce the distance when landing with mileage. Moreover, the smaller PTsPK is located in front of the larger wing and creates additional lifting force and unloads it, which determines, along with the high thrust-weight ratio of the hybrid SU, the ability to easily implement the technology of GDP and KVP, but also KVVP. The latter is very important for deck-based and especially high-speed BTEC, as it provides a short take-off (80 ... 100 m is enough) with its maximum weight and its vertical landing of an empty ship on deck.

At present, it is known that the structural-power double-beam and, especially, hollowed-out airplane schemes provide maximum unloading of the wing and fuselage from the action of aerodynamic and mass forces, and the nine-screw convertiplanes that they are stable and controllable, therefore, all of them are suitable for further engineering applications can and should be the subject of further research and improvement. Therefore, further studies on the creation of BTEK and hybrid electric envelope planes (HECP), using the above advantages, will allow them to master a wide family (see Table 1).

The most relevant in modern conditions is based on the Su-80 aircraft, the development of deck-based BTEC superheavy class with a take-off weight of 12400 and 13690 kg and for the transport of 2.4 and 3.2 tons of cargo with a flight range of up to 1950 and 3250 km, respectively, when fulfilling GDP and KVP . The BTEK-2.4 hybrid SU in the front and rear three-screw modules has six electric motors and three OEMs with a total peak / rated power of 17647970 kW and 1764/970 kW, respectively, and three generator gas turbine engines (two AI-450 and one VK-800). When fulfilling GDP, the latter can provide another 1,176 kW (1,600 hp) and, together with lithium batteries, will allow BTEK-2.4 to hang for 20 ... 25 minutes. Then, in the aircraft configuration, when its charge drops to 30% of the maximum value, the turbine engine will turn on and recharge the batteries. When fulfilling GDP, its fuel tank holds 1070 kg, which is equivalent to three hours of flight and will allow reaching a radius of action of up to 975 km.

Now there is no doubt only the hybrid BTEK and GECP versions TRRV-X6 + 3 - this is the real and very close future of special and business aviation, but also one of the possible areas of development of aviation equipment and electric envelopes, allowing us to compete with the AgustaWestland company (Italy) .

Table 1 Preliminary technical requirements for high-speed BTEC and GECP No. p / p Options Quantities Type 1.1 Type 1.2 one. Dimensions on the aircraft platform: IL-100 Su-80 1.1 deck / cargo-passenger length, m 13.0 / 13.8 18.26 / 19.38 1.2 height with two feathers, m 4.9 5.74 1.3 the scope of the PCPC / second wing, m 10.02 / 14.94 14.28 / 21.0 1.4 PTsPK / second wing area, m ² 10.04 / 22.32 16.38 / 36.41 1.5 runway during the implementation of GDP, m ² 194.3 / 206.2 383.5 / 407.0 2. SU with front / rear GTE + OEM and electric motors (total horsepower) BK-150 / RR-300V (2565) AI-450 / VK-800 V (6400) 2.1 power of 2 front GTE + OEM modules / peak electric motors, hp + kW / kW (160 + 120/120 × 2) × 2 (400 + 294/294 × 2) × 2 2.2 power of the 1st rear GTE + OEM module / peak electric motors, hp + kW / kW 320 + 235/235 × 2 800 + 588/588 × 2 2.2 rotary screw placement concept TRRV-X6 + 3 TRRV-X6 + 3 3. Masses and loads (with thrust-weight ratio): (1.21) (1.21) 3.1 normal when fulfilling GDP, kg 4980 12400 3.2 when taking off with a short take-off, kg 6020 13690 3.3 normal payload during take-off according to clause 3.1 / clause 3.2, people (t) 0+ (1.2) 0 + / (2.0) 2 + 22 (2.2) 2 + 30 / (3.0) 3.4 empty / including battery weight, kg 3350/550 8930/1738 four. Fuel supply according to clause 3.1 / clause 3.2, kg 430/670 1070/1660 5. Diameter of front screws D / d, m 2.25 × 2 / 1.59 × 4 3.55 × 2 / 2.51 × 4 5.1 Diameter of rear screws D / d, m 2.25 × 1 / 1.59 × 2 3,55 × 1 / 2,51 × 2 5.2 The swept area by all screws, m ² 23.84 59.35 5.3 Rotation speed of rotary screws D / d: with vertical take-off, min ^-1 2110/2990 1340/1895 when cruising, min ^-1 1688/2392 1072/1516 6. Specific load on the swept area with all screws, kg / m ² 208.89 208.93 7. Specific load on power, kg / hp 1.94 1.94 7.1 Criterion p.3.3 × p.9.3 with GDP, t · km 2340.0 4290.0 8. The specific wing load at maximum take-off weight according to paragraph 3.2, kg / m ² 186.1 259.4 9. Flight performance: BTEK-1,2 GEKP-2.2 9.1 1st / 2nd cruising speed 20/25% of the peak power of electric motors, km / h 600/650 600/650 9.2 flight time according to clause 3.1 / clause 3.2, h 3.0 / 5.0 3.0 / 5.0 9.3 flight length according to clause 3.1 / clause 3.2, km 1950/3250 1950/3250 9.4 maximum 3rd speed, km / h 700 700 9.5 practical ceiling, m 12500 9000 9.6 time of one-time hovering and for the total time of the cruise flight according to clause 3.1 / clause 3.2, h 0.33 × 3 / 0.33 × 5 0.33 × 3 / 0.33 × 5 9.7 distance at landing with run / at take-off with short take-off, m 120/80 150/100

Claims (1)

An unmanned heavy electroconvertoplane having a composite carbon fiber glider with front horizontal tail and two-wing tail mounted to high wing consoles on spaced beams, contains stabilizer consoles on the outside of the keels, propulsion engines that transmit power through the main gearbox and transmission shafts to rotary towing and pushing screws located respectively in the fore and aft of the fuselage, providing horizontal and corresponding deflection m vertical traction, a three-post retractable wheeled chassis, with a nose support support, characterized in that it is made with different-sized wings according to a hollow aerodynamic pattern, including a highly located first wing and a larger second wing, and the concept of a tandem arrangement of three-screw modules made with the possibility of working with various the angles of their deviation in the vertical plane and of various sizes, the two front ones of which are of the same take-off power of a standard size are mounted on consoles of the first wing of the wing and one rear of a larger take-off size, equal to the sum of the two front wings - on the inter-keel all-turning stabilizer of the H-shaped tail unit, with the separation of the transverse axes of their rotation respectively closer and further from the center of mass, and with the possibility of converting its flight configuration from a helicopter of a nine-rotor supporting circuit, having at the same time from all the rotors full compensation of reactive torques and with the opposite direction of rotation between t with the pulling and pushing screws in each module, but with the same direction of rotation between each other as the left pulling with the right pushing screws, and the right pulling with the left pushing screws of the front group and the opposite - between the pulling screws of the left front and rear, but also a pair of pushing screws left front and a pair of rear, in the flight configuration of the aircraft, allowing to achieve a third or second cruising flight speed with a six- or four-screw propulsion system, respectively, with three or two pairs of sense guides screws in respective three-screw units, each of which pulling larger screw installed in the feathered position, has on both sides of its axis of rotation two smaller pushing screw having a spacing determined from the relation: L _mo = _^7/8 (D + d), m (where: L _mo is the center distance, D and d are the diameters of the pulling and pushing screws, respectively), but also the possibility of achieving the first lower cruising flight speed provided by the pushing screws of only the rear group of screws, but also vice versa, while the diameter two is equal the great pulling screws of the front group is equal to the diameter of the pulling screw of the rear group of screws, and the diameters of the rotors in each three-screw module, determined from the ratio: $$D=d\times \sqrt{2}$$

, m (where: D and d are the diameters of the pulling larger and smaller pushing screws, respectively), provide the possibility of creating, when taking off, landing and hovering, the control torques necessary to implement both lateral controllability, realized by increasing the angle of installation of the blades of the left front pulling screw on the one hand from the axis of symmetry and reducing the installation angles of the blades of the right front pulling screw - on the other hand, while automatically changing the thrust of the three main rotors of the rear group, for control of the pitch of the front and rear rotor blades of the pushing group of screws, but also of the directional control - by changing the angle of the blades in each multi-rotor group of rotors having the same direction of rotation both the front left pushing screws with the rear pulling screw and the rear pushing screws with the front right pushing screws and, therefore, increasing power by three the rotors of the first group, having a counter-clockwise rotation when viewed from above, and simultaneously reducing on the four screws of the second group, which have the opposite direction - clockwise, the full yaw moment is provided without changing the pitch, roll and vertical thrust of all rotors, the power plant, made by parallel-serial hybrid technology of the power drive, is equipped with left and right front and rear engine nacelles with electric motors rotationally connected corresponding propellers of the pushing group, but also two front and one rear hybrid engine nacelles, in each of which along with the pulling screw there is a reversible electric motor-generator, rotationally connected both with the latter through the clutch and with the gas turbine engine, it contains an electric drive system that includes all electric motors, rechargeable rechargeable batteries, energy converter with power transmission control unit connecting and disconnecting electric motors and gas turbine engines, switching generating power and the order of recharging the batteries, which is provided only during horizontal flight by its programmable system-logic controller of the control unit, receiving from the battery level sensor and having them fully charged or dropping it to 30% of its maximum, gives control signals for execution when this, respectively, the next time of hovering or the inclusion in each hybrid nacelle of a gas turbine engine to generate power from an internal source, but also remote control of the output by an electromagnetic clutch disengaging the output shaft of a reversible electric motor-generator with the shaft of the corresponding pulling screw installed in the vane position, moreover, to ensure the possibility of creating the total take-off power during vertical take-off, landing and hovering, but also as generating power of 25 % of the latter, and at the same time providing cruising power of 25% or 20% of the total take-off power and creating horizontal thrust, respectively for the third or second cruising flight speed, its hybrid propulsion system, including six front nacelles with pushing propellers in the front and rear three-screw modules, the front two left and two right, of which, having equal pairs between them, have the sum of the peak power of their four electric motors, which is equal only two rear electric motors, and three hybrid engine nacelles with pulling screws, the front two of which, having equal among themselves, have the sum of their available power is also equal to only one rear, with holding in each of them and the structure of available power, along with the peak power of a reversible electric motor-generator, it is equipped with a gas turbine engine having a take-off power equal to the peak power of the latter, but also providing both one way of operation and one way of generating power when charging batteries respectively, as a joint work with the latter, having the electric motor mode, on one shaft of the corresponding rotor during vertical take-off, landing and hovering, and independent The notes in the transmission of its nominal capacity and the last having an electric generator mode when horizontal cruising flight.

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