RU2656957C1 - Triple-screw convertiplane - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to aircraft engineering. Proposed triple-screw convertiplane consists of a fuselage with a wing attached to it according to the plan of the high-wing, two-keel tail unit located on the leading edge of the engine wing with screws and a swivel mechanism allowing to change the thrust vector at 110° with respect to the horizon for changing flight regimes. There is an additional power unit with a horizontal screw arrangement, located in the tail part of the horizontal keystone and serving to stabilize the aircraft in pitch in helicopter flight mode, control the direction of movement of the convertiplane, and also equipped with a pivoting mechanism allowing the deflection of the thrust vector in the vertical plane to compensate for the torque generated by the front propulsion systems, and control the yaw of the aircraft in helicopter and transient flight modes.

EFFECT: invention is aimed at simplifying the flight control system, increasing the reliability and safety of the flight during the transition from helicopter mode to aircraft.

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Description

FIELD OF THE INVENTION

The invention relates to the field of aviation technology and can be used in the construction of multi-purpose convertiplanes.

State of the art

Known for light deck tiltrotor mod. "Bell X-22A" (USA), which is an airplane made according to the monoplane layout with a half-monocoque fuselage of rectangular cross section, with four straight wings arranged in a tandem (longitudinal) pattern. The front wing is mid-positioned, the hind wing is highly located. The plumage is single-tail, without rudder. The role of the rear plumage is played by the hind wing. The propellers are four propellers in rotary annular cowls. Fairings have the ability to turn from a vertical position (vertical take-off) to horizontal (cruising or take-off take-off). The total possible angle of rotation of the annular channels is 95 °. The power plant consists of four turboshaft gas turbine engines located in pairs on the rear wing and working on a common transmission, which drives the screws in the annular channels through a system of shafts and gearboxes. The control is carried out by changing the pitch of the screws and the deviation of the steering surfaces in the air stream from the screws. In the hovering mode, longitudinal stabilization is achieved by changing the pitch of the front and rear screws, and lateral control - by changing the pitch of the left and right groups of screws. (Ruzhitsky E.I. American vertical take-off aircraft. // Series: Modern Aviation / E.I. Ruzhitsky. - M.: Publishing House ACT, 2010. - 190 p.).

The disadvantage of this device is the complexity of the transmission of torque from the general power plant to the screws and the complexity of the technical implementation of the pitch change of the screws. An advantage is the layout, which in the hover mode, the control system can be considered as a quadrocopter.

The Osprey V-22 tiltrotor (USA) is a known monoplane, which is a monoplane implemented according to the high-wing plan with a direct wing, with a half-monocoque fuselage, and screws connected via a gearbox to engines located in rotary motorcycle races at the wing ends. The tail is two-keel. The angle of rotation of the nacelles is 110 ° (in civilian modification). From the point of view of the control system, in the vertical direction of the thrust vector, this tiltrotor can be considered as a twin-rotor helicopter with a transverse arrangement of the screws. (Bell Boeing V-22 Osprey The most in-demand aircraft with the United States Marine Corps. [Electronic resource]. - Access mode: http://www.bellhelicopter.com/military/bell-boeing-v-22; V- 22 OspreyTechnicalSpecifications. [Electronic resource]. - Access mode: http://www.boeing.com/defense/v-22-osprey/#/capabilities).

The disadvantage of this device is the difficulty of stabilizing the tilt plane at the time of switching the thrust vector from vertical to horizontal flight.

The closest in technical essence is a tiltrotor with engines and propellers mounted in rotary engine nacelles on the wings, with a two-tail tail unit, the BellBoeingV-22 Osprey, made according to the high wing plan with a direct wing.

Disclosure of invention

The objective is to simplify the flight control system and increase the reliability and safety of the flight during the transition from helicopter to airplane mode.

This is achieved by the fact that, in contrast to the well-known technical solutions, a third power plant with a vertical thrust vector is added to the system, which is used to stabilize the tilt plane during helicopter flight mode and transition from helicopter flight mode to airplane. In take-off, landing, hover and helicopter modes, from the point of view of the control system, the tiltrotor can be considered as a tricopter, and in the horizontal flight mode, after turning off the tail rotor as a twin-screw aircraft.

The task is achieved by a three-screw tiltrotor, consisting of a fuselage with a wing attached to it according to the plan of the high plan, with a two-tail tail and engine nacelles located on the front edge of the wing with engines, propellers and a rotary mechanism that allows you to change the thrust vector by 110 ° relative to the horizon to change flight modes from airplane (cruising), in which the direction of the thrust vector is horizontal and the lifting force is created due to the operation of the wing profile, to the helicopter, In which the main direction of the thrust vector is vertical and the lifting force is created due to the air mass thrown by the screws. While there is an additional power plant with a horizontal propeller located in the tail of the horizontal keel tail and used to stabilize the aircraft by pitch in helicopter flight mode, control the direction of movement of the tilt plane, and also equipped with a rotary mechanism that allows you to reject the thrust vector in a vertical plane to compensate for the torque generated by the front power plants and control the yaw of the aircraft in a helicopter and transient flight modes.

Description of drawings

In FIG. Figure 1 shows a three-screw tiltrotor plan view from above, with engine nacelles deployed to operate in an airplane (cruising) mode. In FIG. Figure 2 shows a three-screw tiltrotor plan, top view, with engine nacelles deployed to operate in helicopter mode (take-off, landing, hovering)

The implementation of the invention

The device contains a fuselage (1), which serves to accommodate the target load with the wing attached to it (2) according to the plan of the plan; on the leading edge of the wing (2) there are engine nacelles (3) with engines, screws and a rotary mechanism that allows you to change the thrust vector from -5 ° to + 110 ° relative to the horizon; during airplane (cruising) flight mode, the main direction of the thrust vector is horizontal and the lifting force is created due to the wing profile (2), and when flying in helicopter mode (hover / vertical take-off and landing), the main direction of the thrust vector is vertical and the lifting force is created due to the air mass thrown by the screws; an additional power unit (4) with a horizontal propeller located in the tail of the horizontal tail unit serves to stabilize the aircraft in pitch in a helicopter flight mode; the additional power plant (4) has a rotary mechanism that allows you to deflect the thrust vector in the vertical plane to compensate for the torque created by the front power plants and control the yaw of the aircraft in helicopter and transitional flight modes.

The device operates as follows.

When changing the direction of the thrust vector of the main power plants (3) from horizontal to vertical and vice versa, as well as for hovering and vertical take-off / landing, an additional power unit (4) is turned on to stabilize the tiltrotor, which allows the flight control system control a tiltrotor not in helicopter mode with a twin-screw transverse circuit, but in a simpler, more reliable and stable mode of a three-screw helicopter with a small tail rotor (tricopter), Moreover, stabilization of the tiltrotor in the horizontal plane (in pitch) and direction of movement are controlled by changing the rotation speed of the auxiliary power unit (4), and stabilization and yaw control of the tiltrotor is carried out by changing the direction of traction of the small tail rotor in the vertical plane.

Thus, the claimed technical solution increases safety and increases the reliability of the aircraft during transient flight conditions while simplifying the mechanical part of the device.

Claims (1)

A three-screw tiltrotor, consisting of a fuselage with a wing attached to it according to the high-plan scheme, with a two-tail tail and engine nacelles with engines, screws and a rotary mechanism located on the front edge of the wing, allowing the thrust vector to be changed by 110 ° relative to the horizon to change flight modes from airplane ( cruising), in which the direction of the thrust vector is horizontal and the lifting force is created due to the wing profile, to the helicopter, in which the main direction of the thrust vector and is vertical and the lifting force is created due to the air mass discarded by the screws, characterized in that there is an additional power unit with a horizontal screw arrangement, located in the tail of the horizontal keel tail and serving to stabilize the aircraft by pitch in helicopter flight mode, control the direction the movement of the tiltrotor, as well as equipped with a rotary mechanism that allows you to deflect the thrust vector in a vertical plane to compensate for the torque and the generated front propulsion units, and control the yawing of the aircraft in helicopter flight and transition modes.

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