RU2721803C1 - Aircraft-missile strike system - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to military modular hardware. Air-rocket strike system (ARSS) with an unmanned aerial vehicle (UAV) having a fuselage with a weapon system on launching devices (LD), a wing with control elements, a power plant engine (PPE), on-board control system (OCS), which provides telemechanical control from command station (CS) of carrier vehicle. ARSS includes optionally and remotely piloted aircraft-helicopters having asymmetric sweep wings (ASW), two-bladed rotors (TBR) and in the stern nacelle combined engine with free power turbines, leading two longitudinal TBR and/or in the annular fairing remote fan, directed backward with working/autorotating TBR or mirror-fixed skewed blades-wings (SBW) corresponding to the ASW in the configuration of ship jet-wing/gyroplane or aircraft with tandem wings of X-like sweep and controlled missiles.

EFFECT: increased weight and combat load, increased speed and range of flight, increased probability of destruction of surface, underwater and air targets located at long range, and possibility of its attack after prolonged flight in hang-up mode, return to ANC helicopter pad for repeated use.

5 cl, 1 tbl, 3 dwg

Description

The invention relates to aircraft-missile strike systems with optionally and remotely piloted helicopter airplanes having asymmetric sweep wings, two-bladed main rotors (DNV) mounted above the front and rear KAS, and in the aft gondola a combined engine with free power turbines, driving two longitudinal DNVs and / or in an annular cowl, an external fan that generates a propulsion-reactive thrust during vertical and short take-off / landing, directed horizontally backward with working / autorotating DNVs or their asymmetric sweep-wing blades (LKAS) corresponding to the UAS in configuration a decked rotorcraft / gyroplane or an aircraft with tandem X-shaped sweep wings and guided missiles transported with folded LCAS, UAN consoles and inverted V-shaped keels in the hangar of an aircraft carrier for refueling and loading ammunition.

A known complex for hitting submarines (PL) at long ranges, patent RU 2371668 C2, made in the form of a ballistic missile (BR), in the bow of which is placed a winged missile (CR) under a deflected fairing; The BR contains aerodynamic surfaces with drives and an accelerating engine to ensure delivery of the RC to the firing range to the target area. For an economical flight in the atmosphere, the Kyrgyz Republic is docked with an accelerating engine by means of a separation device, configured to fly in the area of the PL target and contains a detachable underwater warhead (warhead) and a detachable sonar buoy; the control system of the Kyrgyz Republic is equipped with equipment for receiving information from a radio-acoustic buoy via radio channel about the location of the target. In accordance with the teams searching for the target, its detection, rapprochement with the target and its defeat by undermining the warhead. After that, the BR carrier continues the flight with the engine running, leading it away from the splashdown point of the underwater warhead so as not to interfere with its homing system. The disposable BR itself left the warhead splash area and self-destructed.

The well-known experimental aircraft model AD-1 (Ames Dry den) [1] with an asymmetrically variable sweep wing of Ames company (USA) contains a highly located wing mounted on a hinge that rotates in the horizontal plane to change the opposite sweep of its consoles, a tail fuselage and a three-leg retractable wheeled chassis.

Ames model AD-1 aircraft with an asymmetrically variable sweep wing (KAIS) and a specific wing load of 113 kg / m ² , has a fuselage length of 10.0 m and a landing gear height of 2.06 m, as well as a wingspan with a sweep of 60 ° / 0 ° respectively 4.93 / 9.86 m and wing area 8.64 m ² . With a take-off mass of 973 kg, the empty weight will be 658 kg and the jet thrust of two turbojet engines Microturbo TRS18-046 2 × 1.8 kN. Aircraft with variable wing sweep have a number of disadvantages, the main of which are: shifting the aerodynamic focus when changing sweep, which leads to an increase in balancing resistance; the increase in the mass of the structure due to the presence of the power beam and the rotary hinges of the consoles fixed to it, as well as seals of the retracted position of the wing. Both disadvantages ultimately lead to a decrease in flight range or mass of the transported payload. Tests of the aircraft with KAIS showed that the drag will decrease by 11-20%, the mass of the structure - by 14%, the wave resistance when flying at trans- and supersonic speeds - by 26%. However, the use of CAIS entails a number of disadvantages. Firstly, at a large sweep angle of 45 °, a console with a direct sweep has a larger effective angle of attack than a console with a reverse sweep, which leads to asymmetry of drag and, as a result, to the appearance of parasitic turning moments in roll, pitch and yaw. Secondly, KAIS is characterized by a twice as large increase in the thickness of the boundary layer along the span, and any asymmetric flow stall causes intense disturbances, and their elimination and increase of the target load (CN) can be carried out by using tandem KAIS.

Closest to the proposed invention is the British carrier-based anti-submarine aircraft complex (PLC) of the Icara model [2] with an unmanned aerial vehicle (UAV) having a fuselage with an armament complex on launchers (PU), a wing with controls, a power plant engine ( SU), an onboard control system (BSU), providing telemechanical control from the command post (CP) of the carrier ship.

Signs that coincide - UAV dimensions without naval launchers: length 3.42 m, wingspan 1.52 m, height 1.57 m. Warhead: homing anti-submarine small-sized torpedo (MGT) MK. 44. Flight characteristics: maximum and minimum flight altitude, respectively, 300 m and 15-20 m. In view of the significant weight of the UAV with the torpedo MK. 44 components of 1480 kg (with a mass of 13% of the target load - 196 kg torpedoes, its length 2.57 m and diameter 324 mm) and short range 24 km and flight speed 140-240 m / s, and the warhead (torpedoes - 30 knots and range of 5 km).

Reasons that impede the task: the first is that the launch of the subsonic UAV was carried out in the direction as close as possible to the target dropped torpedo. The target location data came from the sonar system (GAS) of the surface carrier ship, another ship or anti-submarine helicopter. Based on this information, data on the optimal torpedo release zone is constantly updated in the computer of the firing control system, which then transmitted them through the radio command control system to the UAV in flight. Upon arrival of the UAV in the area where the submarine target was located, a torpedo (self-guided MGT Mk. 44), half recessed with its ventral position in the UAV case, detached by radio command, descended by parachute, went into the water and began searching for the submarine target. After that, the UAV continues the flight with the operating SU, leading it away from the splashdown site of the homing MGT, so as not to interfere with its homing system. The disposable UAV itself left the area and self-destructed.

The present invention solves the problem in the aforementioned known deck-based PLC model "Icara" (UK) to increase the target load and weight return, increase the speed and range, increase the likelihood of hitting an underwater or surface target located at long range, but also the possibility of its attack after a long hover mode, return to the helipad of the aircraft carrier for reuse.

The distinguishing features of the present invention from the above-known well-known PLC model "Icara", the closest to it, are the fact that the aircraft missile strike system (ARUS) has a group of devices for vertical take-off and landing ship-based, including more than one optionally manned aircraft a helicopter (SPSV) with more than one remotely piloted helicopter (SPSV) used from at least one helipad of an aircraft carrier ship (ANC), each SPSV and SPSV in a convertible tandem layout with high asymmetric sweep wings (CAS) equipped with a two-screw longitudinal bearing scheme (DPS) on the front and rear columns of the shafts with two two-bladed main rotors (DNV) mounted above the corresponding KAS, creating vertical thrust in the DPS-X2 only during vertical and short take-off / landing (GDP and KVP) or in transient flight modes and at least one combined gas a turbine engine (KGTD) made in the form of a dual-circuit engine having external and internal circuits, respectively, with at least one external single-row fan (BOW) in the annular cowl and at least one free power turbine (CCT) equipped with a front shaft output for power take-off and its transmission to the main gearbox, redistributing the take-off power of the SU when performing GDP, hovering or high-speed cruising flight, respectively, between wide-chord DNVs in DPS-X2 and / or, for example, on one WWII having blades with a large twist and working according to the pulling scheme for creating in the propulsive-reactive system (PRS-R1) marching thrust directed horizontally and parallel to the axis of symmetry in transitional flight modes, when performing GDP and airspace or horizontal translational flight, but also having front and rear trapezoidal spacecraft made identical with two blades of the corresponding DNV mounted on the corresponding upper pylons or fairings of the fuselage, providing the placement of the left and right or right and left UAN consoles with the formation of respectively bi-directional sweep χ = -45 ° and χ = + 45 ° with a different area of the front and rear UAN, the area of the last larger UAN is 62.5% of the total area of the two UAS, but also made with the possibility of converting its flight configuration after performing a short or vertical take-off, respectively, from a rotorcraft or helicopter from DPS-X2 into appropriate, for example, a jet high-speed gyroplane for a galloping flight or a tandem biplane aircraft at maximum or normal take-off weight, respectively, with the front and rear trapezoidal DNVs operating in the modes of their autorotation or as the upper corresponding wing-blades of asymmetric sweep (LKAS), equipped with the possibility of synchronous fixation of LKAS with simultaneous organization, when viewed from above, of asymmetric bearing surfaces of two DNVs, and by DNV formation, which is carried out in transitional flight regimes sequentially, when, after the take-off mode, climb and acceleration flight, the front and rear DNV blades are simultaneously stopped so that their blades are placed in the plan in opposite directions from the axis of symmetry while simultaneously fixing two of their LCAS * right and the left or left and right blades of the DNV which respectively have multidirectional sweep with an angle of χ = -45 ° and χ = + 45 ° along the leading edges of their LCAS, organize mirror-asymmetric LCAS for cruising high-speed flight modes in an airplane configuration corresponding to the UAS equal to with LCAS consoles rounded or triangular in terms of endings, and form together with multidirectional consoles of the anterior and posterior CAS the corresponding X-shaped sweeps with a corresponding sweep angle χ = ± 45 ° LACC, but they also transform large and moderate elongations of the front and rear LACCs with λ = 5.73-8.14 and λ = 3.44-4.88 to small lengthening their front and rear system of biplane CWA wings with λ = 2.86-4.07 and λ = 1.72-2.44 in the flight configuration of an aircraft with tandem CWS wings, but also vice versa.

обеспечивают, увеличивая скорость потока между задними вихрями через верхнюю поверхность чечевицеобразного или ромбовидного профиля, имеющего закругленные углы на его меньшей диагонали, значительное снижении сопротивления за счет того, что нижний задний вихрь, смещаясь назад от задней кромки ЛКАС/КАС, уменьшит площадь поперечного сечения нижнего вихря при значительном увеличении потока над верхней поверхностью профиля в продолжение передней четверти поверхности, вызывая значительное более низкое распределение давления в этой части профиля, а их V-образные кили с рулевыми поверхностями, смонтированные при виде спереди по внешним бортам хвостовой балки вниз и наружу под углом 47° от плоскости симметрии, размещенные в плане между консолей задней ХОС, имеют спереди и сзади на концах их законцовок соответствующие пары инфракрасных (ИК) излучателей с ИК-приемниками, а длина их фюзеляжа в 1,4…1,5 раза больше диаметра ДНВ, что обеспечивает размещение их лопастей без выноса от концов фюзеляжа в походно-транспортной или полетно-транспортной конфигурации с предварительно сложенными вниз их ЛКАС наравне со сложенными вниз левыми и правыми как консолями КАС, размещенными соответственно спереди и сзади от оси вращения соответствующего ДНВ и параллельно плоскости симметрии, так и инвертированными V-образными килями, складываемыми к плоскости симметрии, размещаясь в соответствующих кормовых утонченностях фюзеляжа и вдоль боковых его сторон, высота которых с килями не превышает высоту фюзеляжа со стойками колес шасси в стояночной конфигурации, уменьшающей в 5,3-6,0 раза стояночную площадь от взлетной площади, а в их системе трансмиссии упомянутый КГтД размещен за центром масс в кормовой гондоле, в которой между ВОВ и одной или двумя ССТ смонтирован соос-но с последними промежуточный редуктор, имеющий продольные по его оси как один или два входных вала от ССТ, так и продольные выходные внешний и внутренний соосные валы, первый из которых передает мощность через муфту сцепления на ВОВ, а второй - продлен за ВОВ и передает через муфту сцепления крутящий момент на главный редуктор, имеющий продольные передний и задний входные валы с соответствующими угловыми редукторами, вертикальные колонки валов которых установлены в плане на продольной оси фюзеляжа, равноудалены в плане от центра масс и являются вертикальными соосными осями центрирующих узлов соответствующих КАС, но и имеют валы ДНВ, выходящие из них и размещенные с втулками ДНВ над КАС, причем на режимах ВВП и зависания упомянутых ОПСВ и ДПСВ при удельной нагрузке на мощность их СУ, составляющей ρ_N=2,05 кг/л.с., каждая упомянутая ССТ выполнена с элементами цифрового программного управления, сочетающего систему управления формированием безопасного полета (УФБП) при удельной вертикальной тяговооруженности ДПНС-Х2, составляющей ρ_ВТ=1,68, включает режимы работы ССТ как взлетный, так и чрезвычайный режим (BP и ЧР) при отборе потребной ее мощности на привод упомянутых ДНВ соответственно как от двух работающих ССТ, так и от одной из работающих ССТ с автоматическим выравниванием и равным перераспределением оставшейся мощности между двумя ДНВ при отказе соответствующей ССТ в КГтД, например, даже в последнем случае после автоматического включения ЧР работы оставшейся в работе ССТ, которая при удельной вертикальной тяго-вооруженности упомянутой ДПНС-Х2, составляющей ρ_ВТ=1,23 или ρ_вт=1,11, обеспечит два режима аварийной вертикальной посадки в течение 2,5 минут или 30 минут соответственно, при этом в каждой ССТ система УФБП содержит: один или несколько датчиков, которые сконфигурированы для выявления данных, касающихся расхода воздуха (G_B, кг/с) через компрессор ССТ, температуры газов (Т_Г, К) перед турбиной ССТ, суммарной степени сжатия (К) компрессора, а также один или несколько датчиков, которые сконфигурированы для обнаружения относительного положения и их фюзеляжа, и дисков вращения их ДНВ для относительного их положения относительно уровня земли или поверхности посадочной площадки, а также различных препятствий на пути следящего их безопасного снижения; компьютер управления полетом, расположенный в их БСУ и находящийся в рабочем состоянии с одним или несколькими датчиками, компьютер управления полетом сконфигурирован чтобы: определить относительную позицию между их фюзеляжем с его колесным шасси и уровнем земли или поверхностью посадочной площадки; сравнить относительную позицию их фюзеляжа и несущей их системы с выбранной относительной их позицией; определить скорость управляемого снижения, необходимую для их перемещения в выбранное относительное положение; преобразовать скорость следящего устройства во входы управления полетом; а также обеспечить прямое управляемое безопасное снижение в выбранное относительное положение через входы управления полетом, причем на режимах ВВП и зависания ОПСВ и ДПСВ упомянутые их ДНВ выполнены с жестким креплением их лопастей и автоматом прекоса, управляющим балансировкой по курсу, крену и тангажу посредством соответствующего изменения циклического и общего шага ДНВ, а их хвостовая балка на ее конце снабжена профилированной концевой частью, которая, образуя несущую поверхность, интегрирована по внешним ее бортам с килями хвостового оперения и имеет V-образную в плане заднюю кромку, которая в плане размещена параллельно скошенным задним кромкам плоских сопел КГтД, имеющих термопоглощающее покрытие, уменьшающее ИК-заметность, при этом планер упомянутых ОПСВ и ДПСВ выполнен из алюминиево-литиевых сплавов и композиционных материалов по малозаметной технологии с радиопоглощающим покрытием, а их упомянутый фюзеляж, имеющий скошенные их боковые стороны в соответствующих его носовой, центральной и кормовой частях, включая и гондолу КГтД с плоскими соплами, уменьшая эффективную площадь рассеивания, образуют при виде спереди пятигранное или шестигранное поперечное сечение, но и среднюю часть фюзеляжа граненной конфигурации с острой средней линией, непрерывно распространяющейся от носа до хвоста, снабжен снизу отсеками колесного шасси и ПУ вооружения в бомбоотсеках, каждый их которых имеет автоматические створки с пилообразными поперечными и продольными их сторонами, причем упомянутые ОПСВ и ДПСВ, несущие как авиационные управляемые ракеты воздух-воздух или воздух-поверхность, обеспечивают соответствующую борьбу с воздушной целью или надводным кораблем (НК-целью), так и, например, четырех-ствольный пулемет типа ЯкБЮ-12,7 [3], смонтированный в обтекателе под носовой частью фюзеляжа и поражающей дозвуковые ударные БЛА и крылатые ракеты, при этом в ОПСВ и ДПСВ их БСУ имеет как радиолокационную станцию с передатчиком команд, так и оптико-электронную систему с двухканальным автоматом сопровождения цели и вычислительную систему с блоком автоматики многофункционального пульта управления, обеспечивающего при барражирующем полете самостоятельное нахождение цели, идентификации ее и принятие подтвержденного решения от оператора АНК об уничтожении им выбранных, например, БЛА или крылатой ракеты, причем при противолодочной обороне в упомянутом ОПСВ используется опускаемая гидроакустическая система, состоящая из индикатора акустических сигналов и двух приемников для их приема от гидроакустической антенны, их кодирования и передачи по восьмиканальной закрытой связи на АНК для обработки в реальном масштабе времени при обнаружении подводной лодки (ПЛ), но и регистрации в запоминающем устройстве БСУ координат точки обнаружения ПЛ-цели при передаче на АНК и его КП, при этом в процессе наведения одной или двух авиационных противолодочных ракет (АПР) залпа на цель автоматически определяется значение вводимого адаптивного угла упреждения, который при сближении с целью корректируется, причем введение угла упреждения в двух плоскостях осуществляется за счет разворота оси диаграммы направленности акустической головки электронным способом, обеспечивающим попадание одной или двумя АПР залпа преимущественно в прочный корпус ПЛ-цели, причем при противокорабельной обороне упомянутые ОПСВ и ДПСВ, использующие полетную конфигурацию реактивного самолета с зафиксированными ЛКАС ДНВ, несущие в бомбоотсеке соответствующие ПКР Х-35У или ПКР Х-38М для создания буферной безопасной авиазоны между головным ОПСВ и ПВО НК-цели, увеличивающей радиус действия ПКР Х-38М/Х-35У с 40/130 до 400 км, при этом радаром типа Н036 [4] с головного ОПСВ обеспечивается целеуказание, а управление ДПСВ - вторым пилотом ОПСВ, используя маловысотный профиль полета и систему самообороны ДПСВ - станцию активных электронных помех, причем при достижении области, из которой будет поражена НК-цель, упомянутый ДПСВ произведет залп или поочередный запуск ПКР с коррекцией ошибки, накопленной комбинированной инерциальной системой управления по данным приемника сигналов спутниковой навигационной системы ГЛОНАСС, на конечном участке полета ПКР используется ИК-головка ее самонаведения и программно-аппаратные средства автономного распознавания целей, затем ДПСВ на удалении 1560 км автоматически возвращается на АНК с вертикальной на его вертолетную площадку посадкой, при этом упомянутая БСУ ОПСВ снабжена возможностью опционального его управления пилотами из двухместной кабины, но и его использования в составе авиационной группы в качестве головного совместно с упомянутыми, например, двумя ДПСВ, один из которых, являясь ведомым, автоматически повторяет в следящем полете маневры головного ОПСВ, а другой - управляется вторым пилотом с головного ОПСВ, а затем наоборот, при этом система управления формированием относительной позиции в следящем полете, содержащая один или несколько датчиков, расположенных на ведомом ДПСВ, сконфигурированы для обнаружения данных, касающихся его положения относительно положения головного ОПСВ, имеющего компьютер управления полетом, находящийся в рабочем состоянии с одним или несколькими датчиками, содержащий дополнительный сенсорный компьютер, который сконфигурирован чтобы: определить относительную позицию между ведомым ДПСВ и головным ОПСВ; сравнить относительную позицию с выбранной относительной позицией; определить скорость ведомого ДПСВ, необходимую для его перемещения в выбранное относительное положение; преобразовывать скорость следящего устройства во входы управления полетом; ограничивать прямое перемещение ведомого ДПСВ относительно головного ОПСВ, обеспечивающего через входы его компьютера управления полетом относительное их безопасное положение в совместном полете.In addition, in the aforementioned DPSV and DPSV, the oncoming flow during airplane and helicopter flight modes is met simultaneously by the leading edges of the fixed LCAS and the advancing blades of the front and rear DNV, which, for example, rotating counterclockwise and clockwise in DPS-X2, have them retreating the left and right blades with their front and rear edges, turning in direct flight, changing after installation to the opposite angle of their attack, into the rear and front edges of the fixed consoles of the fixed front and rear LCAS / CAS, having with the opposite blades / consoles is equal to or smaller the angle of attack with adaptive dependence, excluding asymmetric flow stall along the span of their LCAS / CAS, and the blades / cantilevers of each of their LCAS / CAS have a symmetrical profile, which in the range of parameters of the angle of attack α = 3 ° ... α = 8 ° and their relative thickness

provide, by increasing the flow rate between the posterior vortices through the upper surface of the lenticular or rhomboid profile having rounded corners on its smaller diagonal, a significant reduction in resistance due to the fact that the lower posterior vortex, shifting back from the trailing edge of the LCAC / CAS, will reduce the cross-sectional area of the lower vortex with a significant increase in flow over the upper surface of the profile during the front quarter of the surface, causing a significantly lower pressure distribution in this part of the profile, and their V-shaped keels with steering surfaces mounted when viewed from the front on the outer sides of the tail boom down and out at an angle 47 ° from the plane of symmetry, placed in plan between the consoles of the rear CWS, have corresponding pairs of infrared (IR) emitters with IR receivers in front and behind at the ends of their tips, and their fuselage length is 1.4 ... 1.5 times the diameter of the DNV , which ensures the placement of their blades without removal from the ends of the fuselage in marching-transport or flight-transport configuration with their LCAS pre-folded down along with the left and right UAS consoles folded down, located respectively in front and behind the axis of rotation of the corresponding DNV and parallel to the plane of symmetry, and inverted V-shaped keels, folding to symmetry planes, located in the corresponding aft refinements of the fuselage and along its lateral sides, the height of which with keels does not exceed the height of the fuselage with the landing gear of the chassis wheels in the parking configuration, which reduces the parking area from take-off area by 5.3-6.0 times, and in their the transmission system, the aforementioned gas turbine engine is located behind the center of mass in the aft nacelle, in which an intermediate gearbox is mounted coaxially with the latter between the Second World War and one or two CCTs, having one or two input shafts longitudinally along its axis and external and external longitudinal shafts internal coaxial shafts, the first of which transfers power through the clutch to the Second World War and the second is extended beyond the Second World War and transmits torque through the clutch to the main gearbox, which has longitudinal front and rear input shafts with corresponding angular gears, the vertical shaft columns of which are mounted in plan on the longitudinal axis of the fuselage, are equidistant in plan from the center of mass and are the vertical coaxial axes of the centering nodes of the corresponding UAN, but also have DNV shafts coming out of them and placed with DNV bushings above the UAN, moreover, in the GDP regimes and the aforementioned OPSV and DPSV hovering at a specific load on the power of their control system, component ρ _N = 2.05 kg / hp., each mentioned FTA is made with elements of digital program control that combines a safe flight formation management system (UBFS) with a specific vertical thrust-weight ratio of DPNS-X2 of ρ _VT = 1.68, includes FTC operating modes both take-off and and emergency mode (BP and the Czech Republic) during the selection of its required power to drive the said DNV, respectively, as from two working CCTs, and from one of the working FTAs with automatic equalization and equal redistribution of the remaining power between the two DNVs in case of failure of the corresponding FTA in KGTD, for example, even in the latter case, after the automatic switching on of the PD of the work remaining in the FTA, which with specific vertical thrust armament of the mentioned DPS -X2, component ρ _BT = 1.23 or ρ _W = 1.11, will provide two emergency vertical landing modes for 2.5 minutes or 30 minutes, respectively, while in each FTA the UFBP system contains: one or more sensors, which configured to detect data regarding air flow (G _B , kg / s) through the CCT compressor, gas temperatures (T _G , K) in front of the CCT turbine, total compression ratio (K) of the compressor, and one or more sensors that are configured to detecting the relative position and their fuselage, and their DNV rotation disks for their relative position relative to the ground level or surface of the landing site, and various obstacles to tracking their safe decline; a flight control computer located in their BSU and in working condition with one or more sensors, the flight control computer is configured to: determine the relative position between their fuselage with its wheeled chassis and ground level or landing surface; compare the relative position of their fuselage and their supporting system with their selected relative position; determine the rate of controlled decline required to move them to the selected relative position; convert tracking device speed to flight control inputs; and also provide a direct controlled safe decrease to the selected relative position through flight control inputs, and in the GDP and freeze-up mode and DPSV freezes, their DNVs are made with rigid fastening of their blades and a precut machine that controls balancing according to the course, roll and pitch by means of a corresponding change in the cyclic and the general DNV pitch, and their tail boom at its end is equipped with a profiled end part, which, forming a supporting surface, is integrated along its outer sides with tail fin keels and has a V-shaped rear edge in plan, which is parallel to the beveled rear edges in plan KGTD flat nozzles having a heat-absorbing coating that reduces IR visibility, while the glider of the mentioned OPSV and DPSV is made of aluminum-lithium alloys and composite materials using an invisible technology with a radio-absorbing coating, and their aforementioned fuselage, with their beveled beveled sides corresponding to its nose , ce The neutral and aft parts, including the KGTD nacelle with flat nozzles, reducing the effective dispersion area, form a pentagonal or hexagonal cross section when viewed from the front, but also the middle part of the fuselage is faceted with a sharp middle line that continuously extends from the nose to the tail and is equipped with compartments from the bottom wheeled chassis and weapon control launchers in bomb compartments, each of which has automatic flaps with sawtooth transverse and longitudinal sides, the aforementioned APSVs and DPSVs carrying air-to-air or air-to-surface missiles, ensure appropriate combat against an air target or surface ship (NK-target), and, for example, a four-barrel machine gun of the YakBYu-12.7 type [3], mounted in a fairing under the nose of the fuselage and affecting subsonic shock UAVs and cruise missiles, while in the OPSV and DPSV their BSU has both a radar station with a transmitter of commands, and an optical-electronic system with two-channel target tracking automaton and a computer system with an automation unit for a multifunctional control panel that provides independent search for a target during a barrage flight, identifies it and makes a confirmed decision from the ANC operator to destroy his chosen, for example, UAVs or cruise missiles, and in case of anti-submarine defense in the mentioned SPSV it is used omitted hydroacoustic system, consisting of an indicator of acoustic signals and two receivers for receiving them from a hydroacoustic antenna, encoding them and transmitting through an eight-channel closed connection to the ANC for real-time processing when a submarine (PL) is detected, but also registration in the BSU memory the coordinates of the detection point of the PL target during transmission to the ANC and its KP, while in the process of pointing one or two aircraft anti-submarine missiles (APR) volleys at the target, the value of the input adaptive lead angle is automatically determined, which, when approaching the target, it is rectified, and the introduction of the lead angle in two planes is carried out by turning the axis of the acoustic head’s radiation pattern electronically, ensuring that one or two APR salvos penetrate mainly into the robust submarine target body, and with anti-ship defense, the mentioned SPSV and DPSV using the flight configuration of the jet plane with fixed LCAS DNVs carrying the appropriate Kh-35U or Kh-38M anti-ship missiles in the bomb bay to create a buffer safe airspace between the main SPSV and the NK-air defense, increasing the radius of the Kh-38M / Kh-35U anti-ship missiles from 40/130 to 400 km while the H036 [4] type radar from the primary SPSV is provided with target designation, and the DPSV control is provided by the second SPSV pilot using a low-altitude flight profile and the DPSV self-defense system, an active electronic jamming station, and when reaching the area from which the NK target will be hit, said DPSV will launch a salvo or launch RCC alternately with the correction of the error accumulated by the combination Based on the inertial control system, according to the data of the GLONASS satellite navigation system signal receiver, at the final section of the RCC flight, an IR homing head and autonomous target recognition software are used, then the DPSW at a distance of 1560 km is automatically returned to the ANC with a vertical landing on its helipad At the same time, the aforementioned BSA OPSV is equipped with the possibility of its optional control by pilots from a two-seat cockpit, but also of its use as part of the aviation group as a head one together with the aforementioned two DPSVs, one of which, being a slave, automatically repeats the maneuvers of the head OPSV, and the other is controlled by the co-pilot from the head OPSV, and then vice versa, while the control system for the formation of a relative position in the follow-up flight, containing one or more sensors located on the slave DPSV, is configured to detect data relating to its relative position specifically, the position of the head OPSV, having a flight control computer, in working condition with one or more sensors, containing an additional sensor computer, which is configured to: determine the relative position between the slave DPSV and the head OPSV; Compare the relative position with the selected relative position; determine the speed of the driven DPSV necessary to move it to the selected relative position; convert the tracking device speed to flight control inputs; to limit the direct movement of the guided DPSV relative to the head SPSV, which ensures their relative safe position in joint flight through the inputs of his flight control computer.

In addition, in the aforementioned OPSV and DPSV, the control system for the formation of their relative position in flight with one or more sensors includes one or more IR sensors, video sensors, radar, laser and ultrasonic sensors, sonars, global positioning sensors, while the flight control computer is made both with an additional computer for summing the sensor data and a data receiving and transmitting channel located on the head SPSV for receiving global position data from the slave DPSV, and with the possibility of converting images from each video sensor that determines the relative position, which is achieved by triangulation includes the determination of the relative range, azimuth and elevation angle, and the additional computer for summing the sensor data and the data transmission channel has multiband radio-frequency equipment with a directional antenna capable of transmitting over closed channels there are several video streams, to collect data from each video sensor, and also to provide the conversion of images from each video sensor to a relative position, which determines on the basis of the global position of the head SPSV transmitted to the slave DPSV, while the data summation computer is fully integrated into the pilot interface and control system OPSV, providing the mentioned follow-up flight of the slave DPSV, which, if necessary, can be turned off by means of one of the inputs of the pilot interface for controlling the flight, activation by the pilot of a button or control switch, and the data summing computer is additionally equipped with the possibility of its independent action, which determines that the flight of the OPSV is unsafe for its relative position from the slave DPSV, but also disabling the formation of the said follow-up flight by the slave DPSV through the flight control computer.

In addition, for an economical high-speed horizontal flight of the aforementioned PSV and DPSV in their autorotating system, which includes an automatic transmission (AKP) in the aforementioned main gearbox of the DNV, which has the said output shafts for the DNV drive, which create two streams: the first - take-off with the issuance of the corresponding power from the KGTD and the creation of lifting thrust from the DNV, the second is cruising in the gyro configuration with the reception of power from the autorotation of the DNV to its corresponding stage, disconnecting the DNV from the CCT drive of the said KGTD, driving a reversible electric motor-generator (OEMG), charging the batteries, and controlling the synchronous a decrease in both its rotation speed, for example, to 150 min ^-1 or 100 min ^-1 , and the angle of attack of the blades of autorotating DNVs, which provide a 2 / 5-1 / 2-fold increase in the required lifting force of their mentioned UAS, but also with the plane of rotation of the blades DNV, which is almost aligned with the corresponding air flow at speeds for low- or high-speed flight, at leading to a decrease in rotational resistance of DNV by 12-15% of the total profile drag of the DNV blades during their self-rotation and the possibility for cruise flight modes of calculating their UAS with reduced geometry of 3 / 5-1 / 2 of the wing dimensions of a similar jet aircraft, in this case, the battery-powered OEMG provides, when air-based, the mentioned DPSV on the carrier fighter (IN) as launching the CCT in the said KGTD after unfolding the mentioned LCAS DNV from the flight-transport to flight configuration by means of an automatic transmission drive of the said main gearbox disconnected from the transmission system providing the automatic gearbox drive with the required number of OEMM revolutions, which creates the required rotation of the shaft of each DNV in the horizontal plane with the installation and fixation of the required angle of sweep of the LCAS of their DNV with the subsequent unfolding of the aforementioned KAS consoles and tail feathers with an appropriate fixed location of the LCAS DNV, moreover, when airborne DPSV is based on deck IN, moving on the suspended console of the fuselage or underwing launchers, for example, one or two DPSVs with their ammunition, used from the suspended state on the IN, and their flat side air intakes, having resettable fairings at their entrance or their deflected large sides, which moving up / down from / to their plate-type shutoffs respectively open / close their entrance to reduce resistance.

In addition, for a horizontal flight at an altitude of 11 km, the HPS and DPSV, reaching the first-level marching thrust-weight ratio of 0.234 and the second - 0.307, the corresponding power of their SU 36% and 54% of the working KGTD to drive their WWII in the configuration of the mentioned jet winged gyros and an aircraft with PRS-R1, at the same time, at a flight altitude of 11 km, in the configuration of a jet aircraft, the aforementioned CWS consoles of which, having a sweep along their leading edges with an angle χ = ± 45 °, provides a mid-flight thrust weight ratio of 0.307 with a flight speed of Mach 0.79 (M), and the aforementioned HOS cantilevers with a sweep angle of χ = ± 45 °, having a maximum thrust-weight ratio of 0.374 and 0.46, use 72% and 100% of the combined SU power, and the horizontal flight speed M = 0.9 and M = 1 , 02 in the configuration, respectively, of a trans- and supersonic aircraft, while in the OPSV and DPSV the aforementioned gas turbine engine is equipped with an afterburner chamber used at take-off modes in front of the end of its jet nozzle and whether a horizontal flight with the front stern gondola open for the additional air supply to the front of the Second World War and rear open after the afterburner chamber will allow with their overload 15% to increase the march traction yield from 0.46 to 0.69 and speed from M = 0, 96 to M = 1.02, but also to change the configuration from trans- to supersonic aircraft at an altitude of 11 km, respectively.

The presence of these signs will make it possible to master the block-modular ARUS, which has a group of ship-based vertical take-off and landing vehicles, including more than one optionally manned helicopter aircraft (APSV) with more than one remotely piloted helicopter aircraft (DPSV), used at least , from one helipad of an aircraft-carrying ship (ANC), each SPSV and DPSV in a convertible tandem layout with high-mounted asymmetric sweep wings (CAS) is equipped with a twin-rotor longitudinal bearing structure (DPS) on the front and rear shafts of the shafts with two two-bladed main rotors (LN) ) mounted above the corresponding UAS, creating vertical thrust in the DPS-X2 only during vertical and short take-off / landing (GDP and KVP) or in transitional flight modes and at least one combined gas turbine engine (KGTD), made in the form of a dual-circuit an engine having external and internal circuits, respectively, with at least one remote single-row fan (BOB) in the annular cowl and at least one free power turbine (CCT), equipped with a front shaft output for power take-off and its transmission to the main gearbox, redistributing the take-off power of the SU when performing GDP, hovering or high-speed cruising flight, respectively, between broad-chord DNVs in DPS-X2 and / or, for example, on one WWII, with blades with a large twist of it and working according to the pulling pattern to create a propulsion-jet system (PRS-R1) of marching thrust directed horizontally backward and parallel to the axis of symmetry in transitional flight modes, when completing the GDP and flight altitude or horizontal translational flight, but also having front and rear trapezoidal spacecraft, made equal to the two blades of the corresponding DNV, mounted on the corresponding upper pylons or fairings of the fuselage, providing the placement of the left and right or right and left CAS consoles with the image by correspondingly differently directed sweeps χ = -45 ° and χ = + 45 ° with a different front and rear spacecraft area, the area of the last larger spacecraft is 62.5% of the total area of two spacecraft, but it is also possible to convert its flight configuration after short or vertical take-off, respectively, from a rotorcraft or helicopter with DPS-X2 to the corresponding, for example, jet high-speed gyroplane for a galloping flight or a tandem biplane airplane with maximum or normal take-off weight, respectively, with front and rear trapezoidal DNVs operating in their autorotation mode or as the upper corresponding wing-wing blades of asymmetric sweep (LKAS), equipped with the possibility of synchronous fixation of LKAS with simultaneous organization, when viewed from above of the asymmetric load-bearing surfaces of two DNVs, and the DNV transformation, carried out sequentially during transitional flight modes, when after takeoff mode, climb and for accelerating flight, the blades of the front and rear DNV blades are simultaneously stopped so that their blades are placed in the plan in opposite directions from the axis of symmetry while simultaneously fixing two of their LCAS, the right and left or left and right blades of the DNV which respectively have multidirectional sweep with an angle χ = -45 ° and χ = + 45 ° along the leading edges of their LCAS, organize mirror-asymmetric LCAS for cruising high-speed flight regimes in the airplane configuration, corresponding to the CAS, which, along with the LCAS consoles, are rounded or triangular in terms of ends, and form together with the multidirectional front consoles and posterior CAS, the corresponding X-shaped sweeps (CWS) at the corresponding sweep angle χ = ± 45 ° LCAS, but they also transform large and moderate elongation of the front and rear LCAS with λ = 5.73–8.14 and λ = 3.44- 4.88 to a small lengthening of their front and rear biplane system of the CWS with λ = 2.86-4.07 and λ = 1.72-2.44 in the flight configuration of the aircraft ETA with tandem wings of the HOS, but also vice versa. All this will make it possible to simplify controllability and ensure its stability in OSPS and DPSV with tandem wings of CWS. In the configuration of a jet gyroplane with an autorotating aircraft and an aircraft with a CWS wing system, the first of them is equipped with a multi-speed automatic transmission that controls the reduction of the DNV rotation speed to 150 min ^-1 or 100 min ^-1 and the angle of attack of the DNV blades, but also the plane of their rotation. Which leads to a decrease in the rotational resistance of DNV by 15%. In the event of a failure of the FTA in the GDP regimes and freezing of the turbine engine, it is performed with automatic equalization and equal redistribution of the remaining power of the FTA for driving the DNV, which increases safety. Placing a QGTD with CCT in the aft gondola simplifies transmission and, in the configuration of a jet gyroplane / airplane, provides flight speeds of 550/880 km / h. At afterburning flight conditions and an altitude of 11 km, the PSV reaches a supersonic flight speed of 1084 ... 1105 km / h.

The present invention of a block-modular AGC C with deck-mounted fire safety devices and DPSVs with trapezoidal UAS and in a stern gondola KGTD with two FTAs leading DNV in DPS-X2 and / or BOB in PRS-R1 with flat nozzles is illustrated in Fig. 1 and general types of side, top and front, respectively a), b) and c):

a) in the flight configuration of a jet helicopter and a rotorcraft with KGTD and SST, leading the transmission system of DNV and DNV and WWII in PRS-R1, respectively, and longitudinal DNV, rotating above the UAS, creating lift;

b) in the flight configuration of a helicopter and an aircraft with DNV, shown conventionally with double leading edges and an air flow directed respectively perpendicular to the front edge of the DNV and parallel to the axis of symmetry of the rear LCAS, fixed mirror-to the rear CAS in the CWS with sweep χ = ± 45 °;

c) in the flight configuration of the aircraft with a system of tandem CWS wings and folded down V-shaped keels, CAS and LKAS, conventionally shown by a dashed line.

The block-modular ARUS with deck-mounted SPSV and two DPSVs is shown in FIG. 1 with one SPSV, made according to the concept of DPS-X2 and PRS-R1, has a glider made of aluminum alloys and composite carbon fiber reinforced plastic, contains a fuselage 1, trapezoidal front CAS 2 with flaps 3 and rear CAS 4 with elevons 5. Inverted V-shaped keels 6 s steering surfaces 7, mounted when viewed from the front along the outer sides of the tail beams 8, integrated with the profiled rear part 9 of the fuselage 1, having a V-shaped rear edge 10, provided with a feed fairing 11 along the axis of symmetry, having a retractable magnetometer rod and lowered by a winch and the antenna of a hydroacoustic station towed on a cable under water (not shown in Fig. 1). Two FTAs in the CGTD are installed in the aft gondola 12 with the FTA, an annular radome of the WWII and the main gearbox (not shown in Fig. 1). The large sides 13 of the flat lateral air intakes of the fuselage 1 are made by opening / closing their entrance, tilted up / down to the plate-shaped shutoffs 14. Above KAS 2 and KAS 4 with their sweep χ = ± 45 °, wide-chord front 16 and rear 17 are installed on the shafts 15 DNV with trapezoidal blades having the direction of their rotation when viewed from above counterclockwise and clockwise and rounded off in the plan of the tip 18, work with changing their total and cyclic pitch when compensating for reactive torque in the hovering modes, are made with rigid fastening and automatic swash of their blades DNV 16-17, but also the possibility of fixing the front and rear LCAS with a mirror to the corresponding CAS by their sweep χ = ± 45 °.

The combined control system KGTD has front and rear controlled flaps 19 of the nacelle 12 for additional air supply to it, but also the external and internal circuits with the Second World War in PRS-R1 and CCT are made with the front output of the shaft for power take-off from the CCT and its transmission to the intermediate and the main gearboxes (not shown in Fig. 1), which redistributes 100% or 72% and 100% of the take-off power of the SU, respectively, when fulfilling GDP and hovering between DNV 16-17 in DPS-X2 or during trans- or supersonic cruising on WWII in PRS-R1 from the CCT, having flat jet nozzles 20 at the end of the nacelle 12 with beveled planar rear edges placed parallel to the V-shaped rear planar edge 10 of the profiled aft part 9 of the fuselage 1. Arrow-shaped keels 6, inclined downward and outward from the plane symmetries have front and rear at the ends of their endings corresponding pairs of IR emitters 22 with IR receivers 23. A three-leg retractable retractable wheeled chassis having a front 24 and main side supports 25.

The control of the NPSV is ensured by a cyclic and general change in the DNV pitch 16-17 and the deviation of the elevons 5 and steering surfaces 7. When cruising high-speed or high-speed flight in the configuration of a jet gyroplane or aircraft, the lifting force is created by autorotating DNV 16-17 with CAS 2, 4 or CAS 2, 4 with fixed LCAS 16-17 DNV (see Fig. 1b), mid-flight jet thrust - WWII in PRS-R1 through jet flat nozzles 20, in transition mode - KAS 2, 4 with DNV 16-17. After creating the DNV 16-17 lifting thrust in DPS-X2, the regimes of GDP and freezing or KVP are ensured when jet thrusts are created by flat nozzles 20 (see Fig. 1 a ). When performing GDP and freezing, a change in the balancing in pitch and heading, roll, is ensured by a differential change in the thrust of two DNV 16-17 and a change in the corresponding cyclic step by means of a swashplate of longitudinal DNV 16-17, respectively (see Fig. 1 a ). After vertical take-off and climb, an accelerating flight is performed at speeds of more than 300 ... 350 km / h and a corresponding reduction in RPMs of the DNV 16-17 is carried out.

As you accelerate with an increase in the lifting force of CAS 2, 4, the lifting force of DNV 16-17 decreases. When reaching flight speeds of 450 ... 500 km / h and to switch to aircraft flight mode, DNV 16-17 synchronously stops so that its LCAS 16-17 is placed when viewed from above outward from the axis of symmetry and equipped with automatic fixation nodes so that their LCAS 16 -17 DNVs were recorded with opposite sweep along their leading edges, forming a sweep χ = ± 45 ° (see Fig. 1b). When creating jet thrust with flat nozzles 20, a supersonic cruising flight of the SPSL is performed at a flight altitude of 11 km, in which the directional control is provided by the asynchronous deviation of the rudders 7 at keel 6. The longitudinal and lateral control is carried out by synchronous and differential deviation of the rudders 7 at keel 6 and external elevons 5, respectively on CAS 4.

Thus, the supersonic APSV and DPSV with KGTD and two CCTs, having to create vertical thrust of the DNV in the DPS-X2 and the horizontal thrust of the Second World War in the PRS-R1, are a tilt plane with working DNV or fixed by their LCAS, changing its flight configuration only due to a change operating conditions of the DNV so that the incident flow during helicopter and aircraft flight modes meet simultaneously the front edges of the upcoming blades of the DNV and fixed LKAS, when during the rotation of the front / rear DNV in the DPS-X2, their left / right blades with their rear and front edges turn back in direct flight, after fixing, respectively, to the front and rear edges of the left / right consoles of their fixed LCAS. This will allow the CWS tandem wings with an attack angle of α = 6 ° and a sweep of χ = ± 45 °, in contrast to their elliptical profile with a blunt trailing edge, which creates greater profile resistance than the sharp trailing edge of the lenticular profile, to reduce the weight of the glider of the deck SPV and DPSV, made using stealth technology with radar absorbing materials, increase take-off weight by 17%, or flight range by 29% while maintaining the take-off weight as part of the aviation group of two DPSVs, especially those with a head OPSV. The convertible arrangement of the SPSV and DPSV with the X-wing design, which creates high variable aerodynamic loads during the transition from rotational to stationary, provides a pair of tandem spacecraft with an increase in the aerodynamic and structural advantages of tandem CWS wings that increase longitudinal stability.

The aviation group as part of the ARUS, including the same type of SPSV and DPSV (see Table 1, type 1.2), used alternately from the helipad of the ANC, carrying 3/4 pieces of APR-3ME or anti-ship missiles of the X-35UE type in the weapon compartments of the OPSV / DPSV. The head PSV, which is fully digitized using the latest technologies, including the joint use of manned and unmanned aerial vehicles, the so-called manned and unmanned teaming (MUM-T), which allows the pilots of the PSV in ARUS to control the flight path of a group of guided air traffic control vehicles and their combat loads, providing anti-submarine or anti-ship and / or anti-aircraft defense. The fourth level of the MUM-T allows PPSV pilots not only to receive real sensory images from the air group of the guided DPSV and to control sensory and weapon loads, but also their navigation and global positioning during their next joint flight.

Undoubtedly, widespread use in a combined control system with a turbojet engine and WWII, in the design of which, using turbines from a turbojet engine of the D-ZOKU type, will make it possible to master the family of supersonic SPSVs and DPSVs (see Table 1) for block-modular ARUS based on ANC and deck IN , increasing their combat stability and security, creating a buffer airspace between the air defense of the NK-target and the ANC or its ID.

Sources of information:

1. Internet address: https://ru.wikipedia.org/wiki/NASA_AD-l

2. Internet address: http://rbase.new-factoria.ru/missile/wobb/ikara/ikara.shtml

3. Internet address: http://www.airwar.ru/weapon/guns/yakbl2-7.html

4. Internet address: https://www.nasha-strana.info/archives/25587.

Claims (5)

1. An aircraft-missile strike system with an unmanned aerial vehicle (UAV) having a fuselage, an armament complex on launching devices (PU), a wing with controls, a power plant engine (SU), an onboard control system (BSU), providing telemechanical control with the command post (CP) of the carrier ship, characterized in that it has a group of ship-based vertical take-off and landing vehicles, including more than one optionally manned helicopter aircraft (OPSV) with more than one remotely piloted helicopter aircraft (DPSV) used from at least one helipad of an aircraft carrier ship (ANC), and each of the SPSVs and DPSVs in a convertible tandem arrangement with high asymmetric sweep wings (CAS) is equipped with two two-bladed main rotors in the twin-rotor longitudinal-bearing circuit (DPS) on the front and rear shaft columns (DNV) mounted on the corresponding UAN, creating in DPS-X2 in vertical thrust only during vertical and short take-off / landing (GDP and KVP) or in transitional flight modes, and at least one combined gas turbine engine (KGTD), made in the form of a dual-circuit engine having external and internal contours with at least one an external single-row fan (BOB) in the annular cowl and at least one free power turbine (CCT) equipped with a front shaft output for power take-off and transmission to the main gearbox, redistributing the take-off power of the SU when performing GDP, hovering or high-speed cruising, respectively, between by wide-chord DNVs in DPNS-X2 and / or, for example, on one WWII having blades with a large twist and working according to the pulling pattern to create a propulsion-propulsion system (PRS-R1) of marching thrust directed horizontally and parallel to the symmetry axis on the transition flight modes, when performing GDP and KVP or horizontal translational flight, but and having front and rear trapezoidal UAS, made equal with two blades of the corresponding DNVs, mounted on the corresponding upper pylons or fairings of the fuselage, which ensure the placement of the left and right or right and left UAS consoles with the formation of respectively multidirectional sweep χ = -45 ° and χ = + 45 ° with a different size of the front and rear spacecraft, the area of the last larger spacecraft is 62.5% of the total area of two spacecraft, but it is also configured to convert its flight configuration after performing short or vertical take-off from a rotorcraft or helicopter from DPS-X2, respectively corresponding, for example, a jet high-speed gyroplane for a galloping flight or a tandem biplane airplane with maximum or normal take-off weight, respectively, with front and rear trapezoidal DNVs operating in their autorotation modes or as upper corresponding asymmetric sweep wing-blades (LCAS), equipped with with the possibility of synchronous fixation of LKAS with simultaneous organization, when viewed from above, of the asymmetric bearing surfaces of two DNVs, and the DNV transformation, which is carried out in transitional flight regimes sequentially, when, after takeoff mode, climb and acceleration flight, the front and rear DNV blades are simultaneously stopped so that their blades are placed in the plan in opposite directions from the axis of symmetry while simultaneously fixing two of their LCAS, the right and left or left and right blades of the DNV of which have correspondingly diverged sweep with an angle of χ = -45 ° and χ = + 45 ° along their leading edges LKAS, organize mirror-asymmetric LKAS for cruising high-speed flight regimes in the airplane configuration for the corresponding CAS, which, along with the CASL consoles, have rounded or triangular ends in terms of endings, and together with the multidirectional consoles of the front and rear CAS, form corresponding X-shaped sweeps (CWS) with corresponding the corresponding sweep angle χ = ± 45 ° LKAS, but they also transform the large and moderate lengthening of the front and rear LKAS with λ = 5.73–8.14 and λ = 3.44–4.88 to a small lengthening of their anterior and posterior biplane systems HOS wings with λ = 2.86-4.07 and λ = 1.72-2.44 in the flight configuration of an aircraft with tandem wings of HOS, but also vice versa. 2. The system according to p. 1, characterized in that in the aforementioned SPSV and DPSV, the incoming flow during airplane and helicopter flight modes meet the front edges of the fixed LCAS and the advancing blades of the front and rear DNV, which, for example, rotating counterclockwise and clockwise arrows in DPSS-X2 have their left and right vanes with their front and rear edges turning in direct flight, changing after setting their attack angle to the opposite angle, to the rear and front edges of the fixed consoles of the fixed front and rear LCAS / CAS, having with their blades / consoles opposite to them, an equal or smaller angle of attack with an adaptive dependence that excludes asymmetric flow stall along the span of their LCAS / CAS, and the blades / cantilevers of each of their LCAS / CAS have a symmetric profile, which in the range of parameters of the angle of attack α = 3 ° ... α = 8 ° and their relative thickness

provide, by increasing the flow rate between the posterior vortices through the upper surface of the lenticular or rhomboid profile having rounded corners on its smaller diagonal, a significant reduction in resistance due to the fact that the lower posterior vortex, shifting back from the trailing edge of the LCAC / CAS, will reduce the cross-sectional area of the lower vortex with a significant increase in flow over the upper surface of the profile during the front quarter of the surface, causing a significantly lower pressure distribution in this part of the profile, and their V-shaped keels with steering surfaces mounted when viewed from the front on the outer sides of the tail boom down and out at an angle 47 ° from the plane of symmetry, placed in plan between the consoles of the rear CWS, have corresponding pairs of infrared (IR) emitters with IR receivers in front and behind at the ends of their tips, and their fuselage length is 1.4 ... 1.5 times the diameter of the DNV , which ensures the placement of their blades without removal from the ends of the fuselage in marching-transport or flight-transport configuration with their LCAS pre-folded down along with the left and right UAS consoles folded down, located respectively in front and behind the axis of rotation of the corresponding DNV and parallel to the plane of symmetry, and inverted V-shaped keels, folding to symmetry planes, located in the corresponding aft refinements of the fuselage and along its lateral sides, the height of which with keels does not exceed the height of the fuselage with the landing gear of the chassis wheels in the parking configuration, which reduces the parking area from take-off area by 5.3-6.0 times, and in their the transmission system, the aforementioned gas turbine engine is located behind the center of mass in the aft nacelle, in which an intermediate gearbox is mounted coaxially with the latter between the Second World War and one or two CCTs, having one or two input shafts longitudinal from its axis along the CCT, and longitudinal output external and internal coaxial shafts, the first of which transfers power through the clutch to the Second World War, and the second is extended beyond the Second World War and transmits torque through the clutch to the main gearbox, which has longitudinal front and rear input shafts with corresponding angular gears, the vertical shaft columns of which are mounted in plan on the longitudinal axis of the fuselage, are equidistant in plan from the center of mass and are vertical coaxial the axes of the centering nodes of the corresponding UAN, but also have DNV shafts coming out of them and placed with DNV sleeves above the UAN, moreover, in the GDP and freezing modes of the aforementioned OPSV and DPSV at a specific load on the power of their SU, component ρ _N = 2.05 kg / hp, each mentioned FTA is made with elements of digital program control combining a safety flight formation management system (FFS) with a specific vertical thrust-weight ratio of DPNS-X2 of ρ _VT = 1.68, includes FTC operating modes both take-off and emergency (BP and CR) when selecting its required power for the drive of the said DNVs, respectively, from two working CCTs, and from one of the working FTAs with automatic equalization and equal redistribution of the remaining power between the two DNVs in case of failure of the corresponding FTA in KGTD, for example, even in the latter case, after the PD automatically switches on the work remaining in the FTA, which with the specific vertical thrust-weight ratio of the mentioned DPS-X2, component ρ _BT = 1.23 or ρ _BT = 1.11, will provide two emergency vertical landing modes for 2.5 minutes or 30 minutes, respectively, while in each FTA the UFBP system contains one or more sensors that are configured to detect data relating to air flow (G _B , kg / s) through the CCT compressor, gas temperatures (T _G , K) in front of the CCT turbine, the total compression ratio (K) of the compressor, and one or more sensors that are configured to detect the relative position and their fuselage, and their DNV rotation disks for their relative position relative to the ground level or surface of the landing site, as well as different obstacles to tracking their safe reduction, a flight control computer located in their BSU and in working condition with one or more sensors, the flight control computer is configured to determine the relative position between their fuselage with its wheeled chassis and ground level or landing surface , compare the relative position of their fuselage and their carrier system with the selected relative position, determine the speed of controlled descent needed to move them to the selected relative position, convert the speed of the tracking device to the flight control inputs, and also provide direct controlled safe reduction to the selected relative position through the flight control inputs, moreover, at the GDP and freezing conditions, the PSV and DPSV referred to their DNVs are made with rigid fastening of their blades and a cut-off machine that controls balancing according to the course, roll and pitch by means of a corresponding change in the cycle of the DNV general step, and their tail boom at its end is equipped with a profiled end part, which, forming a bearing surface, is integrated along its outer sides with tail fin keels and has a V-shaped rear edge in plan, which is parallel to the beveled rear plan the edges of KGTD flat nozzles having a heat-absorbing coating that reduces IR visibility, while the glider of the aforementioned OPSV and DPSV is made of aluminum-lithium alloys and composite materials using an invisible technology with a radio-absorbing coating, and their aforementioned fuselage, having their beveled sides in their respective nose, central and aft parts, including the KGTD nacelle with flat nozzles, reducing the effective dispersion area, when viewed from the front, they form a pentagonal or hexagonal cross section, but also the middle part of the fuselage is faceted with a sharp middle line that continuously extends from the nose to the tail, is equipped with underneath the wheel compartments and weapon armaments in bomb compartments, each of which has automatic flaps with sawtooth transverse and longitudinal sides, the aforementioned SPSVs and DPSVs, carrying air-to-air or air-to-surface missiles as airborne missiles, ensure appropriate combat against an air target or surface ship (NK purpose), and, for example, a four-barreled machine gun of the YakBYu-12.7 type mounted in a fairing under the nose of the fuselage and affecting subsonic shock UAVs and cruise missiles, while in the OPSV and DPSV their BSU has both a radar station with a command transmitter, as well as an optical-electronic system with a two-channel target tracking automaton and a computer system with an automation unit of a multifunctional control panel that provides independent target detection during barraging flight, its identification and adoption of a confirmed decision from the ANC operator on the destruction of selected, for example, UAVs or cruise missiles, with anti-submarine defense in the aforementioned OPSV uses a drop-down hydroacoustic system consisting of an indicator of acoustic signals and two receivers for receiving them from a hydroacoustic antenna, encoding them and transmitting through an eight-channel closed connection to ANC for real-time processing when a submarine (PL) is detected, but also recording in the storage device BSU coordinates of the detection point of the submarine target during transmission to the ANC and its KP, while in the process of pointing one or two aircraft anti-submarine missiles (APR) volleys at the target, the value of the input adaptive lead angle is automatically determined, which is adjusted when approaching the target, and introduction of the lead angle in two planes is carried out due to the rotation of the axis of the radiation pattern of the acoustic head in an electronic way, which ensures that one or two APRs of the volley penetrate mainly into the robust submarine target body, and with anti-ship defense the mentioned SPSV and DPSV using the flight configuration a jet aircraft with fixed LCAS DNVs carrying the corresponding Kh-35U or Kh-38M anti-ship missiles in the bomb bay to create a buffer safe airspace between the main anti-aircraft missile and the NK target air defense, increasing the radius of the Kh-38M / Kh-35U anti-ship missiles from 40/130 to 400 km, while the H036 type radar from the main SPSV provides target designation, and the DPSV control is provided by the second PPSV pilot using a low-altitude flight profile and the DPSV self-defense system - an active electronic jamming station, and when reaching the area from which the NK target mentioned DPSV will launch a salvo or launch RCC alternately with the correction of the error accumulated by the combined inertial control system according to the receiver signal of the GLONASS satellite navigation system; in the final section of the RCC flight, an IR homing head and software and hardware for autonomous target recognition are used, then DPSV at a distance of 1560 km automatically returns to the ANC from a vertical to its helipad an ad hoc, the aforementioned BSU OPSV is equipped with the possibility of its optional control by pilots from a two-seat cockpit, but also of its use as part of the aviation group as a head group together with the mentioned, for example, two DPSVs, one of which, being a slave, automatically repeats maneuvers in the next flight the head SPSV, and the other is controlled by the co-pilot from the head SPSV, and then vice versa, while the control system for the formation of a relative position in the follow-up flight, containing one or more sensors located on the slave DPSV, is configured to detect data regarding its position relative to the position of the head SPSV having a flight control computer, in working condition with one or more sensors, containing an additional sensor computer that is configured to determine the relative position between the DPSV slave and the head SPSV, compare the relative position with the selected relative position, determine the speed of the slave DPSV necessary for its movement to the selected relative position, to convert the speed of the tracking device to the flight control inputs, to limit the direct movement of the slave DPSV relative to the head SPSV, which ensures their relative safe position in joint flight through the inputs of his flight control computer. 3. The system according to p. 2, characterized in that in the aforementioned OPSV and DPSV control system for the formation of their relative position in flight with one or more sensors include one or more IR sensors, video sensors, radar, laser and ultrasonic sensors, sonars , global positioning sensors, wherein said flight control computer is configured both with an additional sensor data summing computer and a data receiving / transmitting channel located on the head SPSV for receiving global position data from the DPSV slave, and with the possibility of converting images from each video sensor, providing the determination of the relative position, which by means of triangulation includes the determination of the relative range, azimuth and elevation angle, the additional computer for summing the sensor data and the data transmission channel has multiband radio frequency equipment with a directional antenna capable of closed-loop analogs to transmit several video streams, provide data collection from each video sensor, and also ensure the conversion of images from each video sensor to a relative position, which determines based on the global position of the head OPSV transmitted to the slave DPSV, while the data summing computer is fully integrated into the pilot interface and an OPSV control system providing the aforementioned tracking flight of the guided DPSV, which, if necessary, can be turned off by means of one of the inputs of the pilot's interface for controlling the flight, pilot activation of a button or control switch, and the data summation computer is additionally equipped with the possibility of its independent action, determining that the flight of the SPSV is unsafe for its relative position from the slave DPSV, but also disabling the formation of the mentioned follow-up flight by the slave DPSV through the flight control computer. 4. The system according to any one of paragraphs. 1 or 2, characterized in that for an economical high-speed horizontal flight of the aforementioned SPSV and DPSV in their autorotating system, including in the aforementioned main gearbox of the DNV an automatic gearbox (AKP) having said output shafts for creating the DNV, which create two streams: the first - take-off with the issuance of the corresponding power from the KGTD and the creation of lifting thrust from the DNV, the second - cruising in the configuration of a gyroplane with the reception of power from the autorotation of the DNV to its corresponding stage, disconnecting the DNV from the CCT drive of the said KGTD, leading a reversible electric motor-generator (OEMG), charging batteries, and controlling the synchronous decrease and its rotation speed, for example, up to 150 min ^-1 or 100 min ^-1 , and the angle of attack of the blades of autorotating DNVs, providing a 2 / 5-1 / 2-fold increase in the required lifting force of their mentioned UAS, but also by the plane of rotation of the blades of the DNV, which is almost aligned with the corresponding air flow at speeds for low or of the rest of the flight, leading to a decrease in the rotational resistance of DNV by 12-15% of the total profile drag of the DNV blades during their self-rotation and the possibility for cruise flight modes of calculating their UAS with a reduced geometry of 3 / 5-1 / 2 of the wing size of a similar a jet aircraft, wherein the battery-powered OEMG provides, when airborne, the mentioned DPSV on the carrier fighter (IN) as launching the CCT in the said KGTD after unfolding the aforementioned LCAS DNV from the flight-transport to flight configuration by means of an automatic gearbox drive of the said main gearbox from a transmission system that provides the AKP follower with the required OEM RPM speed, which creates the required rotation of the shaft of each DNV in the horizontal plane with the installation and fixation of the required angle of sweep of the LCAS of their DNV with the subsequent unfolding of the mentioned UAN consoles and tail feathers with the corresponding fixed the location of the LCAS DNV, moreover, when airborne DPSV is on deck IN, moving on the suspended console of the fuselage or underwing launchers, for example, one or two DPSVs with their ammunition, used from the suspended state on the IN, and their flat side air intakes having on their the vents are discharged fairings or their deflected large sides, which, moving up / down from / to their plate-type shutoffs, respectively open / close their entrance to reduce resistance. 5. The system according to any one of paragraphs. 1 or 2, characterized in that for horizontal flight at an altitude of 11 km, the HPS and DPSV, reaching the marching thrust-to-weight ratio of the first level - 0.234 and the second - 0.307, the corresponding power of their control system is used 36% and 54% of the working KGTD to drive their WWII in the configuration the aforementioned jet winged gyroplane and an aircraft with PRS-R1, while at a flight altitude of 11 km in the configuration of a jet aircraft, the aforementioned HOS consoles of which, having a sweep along their front edges with an angle of χ = ± 45 °, provide a mid-speed thrust ratio of 0.307 flight 0.79 Mach (M), and the aforementioned CWC consoles with an angle of sweep of χ = ± 45 °, having a maximum thrust-weight ratio of 0.374 and 0.46, 72% and 100% of the combined SU power are used, the horizontal flight speed M = 0 9 and M = 1.02 in the configuration, respectively, of a trans- and supersonic aircraft, while in the SPSV and DPSV, their QGTD is equipped with an afterburner chamber used at the end of its jet nozzle, used on take-off modes or horizontal flight with open, controlled aft gondola flaps for the front of the Second World War and rear in front of the afterburner for additional air supply to it, with their overload of 15%, they will increase marching traction from 0.46 to 0.69 and speed from M = 0, 96 to M = 1.02, but also to change the configuration from trans- to supersonic aircraft at an altitude of 11 km, respectively.

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