RU2852580C1 - High-speed rotary-wing aircraft and method for controlling it - Google Patents

Abstract

FIELD: aircraft construction.

SUBSTANCE: invention relates to the development of a high-speed rotary-wing aircraft (HSRWA) and a method for controlling it. The HSRWA comprises a fuselage on which are located turboshaft engines, a main rotor, a turbojet engine, vertical and horizontal tail surfaces, and two wing planes. The HSRWA aircraft is equipped with a wing rotation mechanism that allows the wings to be positioned in flight either along the fuselage or perpendicular to the longitudinal axis of the fuselage. The HSRWA control method is characterised by the fact that the turboshaft engines are started first, which rotate the main rotor for take-off and flight at speeds of up to 200 km/h. Then the turbojet engine is switched on, and the turboshaft engines are switched to "low throttle" mode, in which they do not transmit torque to the main rotor (2), ensuring flight in autogyro mode at speeds from 200 km/h to 350 km/h. To increase the speed from 350 km/h to 500 km/h, the turboshaft engines are switched to the main rotor rotation mode (2) with angular speeds at which the linear air speed at the blade tips does not exceed 90% of the speed of sound.

EFFECT: increased flight speed, increased payload capacity of the VLC, reduced energy consumption.

5 cl, 2 dwg, 5 tbl

Description

Field of technology to which the invention relates

This invention relates to aircraft engineering and concerns the development of a high-speed rotary-wing aircraft (hereinafter referred to as HSRA) and a method for controlling it. The aim of the development is to achieve high aircraft speeds, increase payload capacity, and reduce the energy costs of controlling the HSRA. The invention can be used in both manned and unmanned aircraft.

Modern helicopters are powered by turboshaft engines that rotate the main rotor. Their speed is achieved by propulsive force generated in flight by tilting the main rotor column (MRC) using a swashplate. This method allows them to reach speeds of approximately 350 km/h.

State of the art

A helicopter is known in which the tail rotor rotates 90 degrees at cruising speed (US 2015053815, B64C 19/00; B64C 27/82, published February 26, 2015). After rotating, the tail rotor generates propulsive force and increases the helicopter's speed. As the aircraft's speed decreases, the tail rotor returns to its original position. However, this helicopter design requires high reliability of the tail rotor rotation system, which is difficult to achieve at present. Therefore, there is no information on the implementation of this technical solution.

A high-speed helicopter design is known, described in the patent "High-speed helicopter with a coaxial main rotor" (US 2017275014, B64C 27/10; B64C 27/14; B64D 35/06; F16H 37/02, published on September 28, 2017). In this patent, the speed of a helicopter with a coaxial main rotor is increased by a translational propeller rotated by the main rotor engines. The main rotor of the helicopter is equipped with fairings, it uses a hingeless (rigid) mount for the blades, and the rotation speed of the main rotor is reduced at high aircraft speeds. The Sikorsky S-97 helicopter, built in accordance with this patent, reached a speed of 444 km/h with a helicopter weight of 5 tons [access mode https://en.wikipedia.org/wiki/Sikorsky_S97_Raider].

On helicopters, the linear airspeed at the tips of the main rotor blades must not exceed the speed of sound. This speed depends on the angular velocity of the main rotor blades and the helicopter's speed. When the blade tips reach the speed of sound, they are subjected to extremely high loads, leading to blade failure. Therefore, patent US 2017275014 proposes limiting the linear airspeed at the tips of the main rotor blades to 90% of the speed of sound.

However, the decrease in the angular velocity of the main rotor blade as the helicopter's speed increases reduces its lift, preventing further increases in weight. The high airspeed at the tips of the main rotor blades also prevents further increases in speed.

The "High-Speed Combination Helicopter" (RU 110715 U1, B64C 27/22, published November 27, 2011) is well-known. It comprises a fuselage with a wing consisting of two consoles, a tail boom, main and tail rotors, a power plant, and a control system. Each console is equipped with independent engines, which are used at high speeds. The consoles are designed to be removable, rotated when parked, and rotated and released in flight in an emergency.

When the consoles are removed, when high-speed flight is not required, fuel is saved due to the absence of frontal drag from the consoles.

By rotating the wing panels, it is possible to change the engine thrust vector direction from horizontal to vertical. When the engines are positioned vertically, additional lift is generated, allowing the helicopter to achieve a higher takeoff weight.

The wing in such an aircraft design creates lift and allows the linear airspeed at the tips of the main rotor blades to be reduced to the required values at high speed.

However, the wing panels with the engines mounted on them impede the airflow from the main rotor and reduce the lift generated by the aircraft's rotor. As a result, flight requires high turboshaft engine power and a large amount of fuel to generate it. The lack of calculations makes it impossible to estimate the maximum speed and weight of this helicopter model.

The closest invention to this invention is the "High-Speed Combination Helicopter" (RU 168554 U1, B64C27/22, published 08.02.2017), which has a coaxial main rotor, a glider with horizontal and vertical tail surfaces, a powerplant consisting of a transmission and an engine, and a wing located behind the coaxial main rotor shaft, equipped with flaps, ailerons, and deflectable consoles. The engine generates propulsive thrust via a tail nozzle and rotates the coaxial main rotor, with the horizontal controllable tail surface located ahead of the main rotor shaft, and the vertical tail surface mounted on the wing.

The wing in such an aircraft design creates lift and allows, with a large aircraft mass and high speed, to reduce the linear airspeed at the tips of the main rotor blades to the required values.

However, the wing mounted on a helicopter impedes the airflow generated by the rotor and reduces the lift generated by the aircraft's rotor rotation. As a result, flight requires greater engine power and a large amount of fuel to generate it. The lack of calculations makes it impossible to estimate the maximum speed and weight of this helicopter model.

A known method for ensuring high helicopter speed is "Rotor Drive and Control System for a High-Speed Rotorcraft" (RU 2377161 C2, B64C 27/00, B64C 27/82, published 10.07.2009). In this method, the speed of a helicopter with a coaxial main rotor is increased by a translational propeller rotated by the main rotor engines. According to the proposed method, during takeoff and low-speed flight, the engine power is supplied to the main rotor, and during high-speed flight, the engine power is supplied to the translational propeller.

However, this method of increasing helicopter speed is limited by the linear airspeed of the main rotor blade tips, which must be less than the speed of sound. Increasing helicopter speed simultaneously increases the linear airspeed of the main rotor blade tips, which limits the helicopter's maximum speed.

Disclosure of the essence of the invention

The goal of the development is to achieve high aircraft speeds, increase cargo capacity and reduce energy costs for controlling the aircraft.

The technical problem solved by the claimed invention is the creation of a high-altitude aircraft and the development of a method for controlling a high-altitude aircraft that ensures the achievement of high aircraft speeds, an increase in load-carrying capacity and a reduction in energy costs for controlling a high-altitude aircraft.

The technical result of using the invention consists in increasing the flight speed, increasing the payload capacity of the aircraft, and reducing the energy costs required to increase the flight speed of the aircraft (reducing the amount of fuel).

In order to achieve the technical result, a high-speed rotary-wing aircraft is proposed, comprising a fuselage 1, on which turboshaft engines, a main rotor 2, a turbojet engine 4, a vertical tail unit 5 and a horizontal tail unit 6 are located, two wing planes 3 equipped with ailerons are installed on two different sides on the right and left of the fuselage 1, an integrated control system is installed on the high-speed rotary-wing aircraft, containing a fly-by-wire control system with a redundant computer, an automatic control system, a control panel for operating modes, a backup navigation system, sensors measuring the parameters of the aircraft and the environment, a mechanism for turning the wing planes 7, ensuring the installation of the wing planes 3 along the fuselage 1 and perpendicular to the longitudinal axis of the fuselage 1.

To achieve the technical result, a method for controlling a high-speed rotary-wing aircraft is also proposed, characterized in that

First, the turboshaft engines are turned on, which rotate the main rotor 2 for takeoff and flight of a high-speed rotary-wing aircraft at speeds of up to 200 km/h,

then the turbojet engine 4 is turned on, and the turboshaft engines are switched to the “Idle” mode, in which they do not transmit torque to the main rotor 2, ensuring the flight of the high-speed rotary-wing aircraft in the autogyro mode in the speed range from 200 km/h to 350 km/h,

After this, to increase the speed from 350 km/h to 500 km/h, the turboshaft engines are switched to the rotation mode of the main rotor 2 with angular speeds at which the linear air speed at the tips of the blades does not exceed 90% of the speed of sound.

In addition, before the flight of a high-speed rotary-wing aircraft in the autogyro mode, the wing planes 3, located along the fuselage 1, are set perpendicular to the longitudinal axis of the fuselage 1.

In this case, when landing a high-speed rotary-wing aircraft at flight speeds from 200 km/h to 350 km/h, the turboshaft engines are switched to the operating mode, in which they rotate the main rotor 2, turn off the turbojet engine 4 and set the wing planes 3 along the fuselage 1 at an aircraft speed of 200 km/h.

In addition, turboshaft engines only provide rotation of the main rotor 2, and the turbojet engine 4 only provides propulsive jet thrust of the high-speed rotary-wing aircraft.

It should be taken into account that the aircraft engine mode “Idle throttle” is the minimum stable operating mode of the aircraft engine, idle speed.

The operating mode is the mode in which the turboshaft engines rotate the main rotor 2.

Thus, as a result of the combined application of the design of the proposed aircraft and its control method, a joint technical result is achieved, which consists in increasing the flight speed, increasing the carrying capacity of the aircraft, and reducing the energy costs required to increase the flight speed of the aircraft (reducing the amount of fuel).

The increase in the flight speed of the VVKLA is achieved due to the fact that the wing planes 3 at speeds of 200-500 km/h create additional lifting force, which allows for a decrease in the rotation speed of the main rotor 2 and the prevention of breakage of its blades.

The increase in the payload capacity of the VVKLA is achieved due to the fact that the wing planes 3 create additional lift at speeds from 200 km/h to 500 km/h.

Reducing the energy consumption required to increase the aircraft's flight speed (reducing fuel consumption) is achieved by positioning wing surfaces 3 alongside fuselage 1 during takeoff, landing, and at flight speeds up to 200 km/h. In this position, wing surfaces 3 do not impede the airflow of the main rotor 2, thereby increasing the aircraft's lift and reducing fuel consumption by the turboshaft engines. Furthermore, according to the proposed aircraft control method, energy consumption is reduced by switching the turboshaft engines to "idle" mode at speeds of 200 km/h - 350 km/h, at which the turboshaft engines consume less fuel than in operating mode.

Brief description of the drawings

The essence of the invention is explained by the drawings:

Fig. 1 - General view of the VVKLA with wing planes 3 installed along the fuselage 1;

Fig. 2 - General view of the VVKLA with wing planes 3 installed perpendicular to the longitudinal axis of the fuselage 1.

Implementation of the invention

The high-speed rotary-wing aircraft comprises a fuselage 1 with turboshaft engines (not shown) located on it for rotating a main rotor 2 and a turbojet engine 4 for creating propulsive jet thrust.

Two wing surfaces 3 are mounted on two different sides of the fuselage 1 (right and left). The wing surfaces 3 are mounted using a wing-surface rotation mechanism 7, allowing them to be positioned in flight either along the fuselage 1 or perpendicular to the longitudinal axis of the fuselage 1. Ailerons (not shown) are located at the ends of the wing surfaces 3. The design of the ailerons and the wing-surface rotation mechanism 7 may vary, for example, they may be driven by electric motors.

A coaxial rotor 2 is mounted on the fuselage 1, to the hubs of which the blades are attached (Fig. 1, 2). A turbojet engine 4, a horizontal tail unit 6 and a vertical tail unit 5 are mounted in the tail section of the fuselage 1.

The horizontal tail assembly 6 consists of two parts, mounted on the right and left sides of the turbojet engine 4. These parts can have different shapes, for example, different widths. The vertical tail assembly 5 also consists of two parts, located on the right and left sides of the turbojet engine 4.

To control the VVKLA, an integrated control system (hereinafter referred to as the ICS) is used based on a helicopter fly-by-wire system (hereinafter referred to as the HFCS).

The KSU is designed for safe manual, automated and automatic control of the aircraft at all stages of flight.

The KSU VVKLA contains (in general) the following elements:

- command controls (electric handles and pedals in the cockpit);

- control panel (CP) for modes;

- a redundant computer implementing the EDSU algorithms;

- automatic control system (hereinafter referred to as ACS);

- the system of limiting maximum modes (hereinafter referred to as the OMR);

- drive control units;

- remote steering drives;

- backup navigation system.

- sensors measuring the parameters of the aircraft and the environment.

The connection between the elements of the control system is carried out as follows.

Electrical signals from the handles, pedals, and control sticks are fed to a backup computer. It also receives signals from sensors determining the aircraft's motion parameters, as well as trajectory control parameters from the helicopter's navigation system. Signals from the backup navigation system are also used by the backup computer (in the event of a failure or loss of communication with the navigation system).

The backup computer, using algorithms stored in it that implement the stability and control system, generates signals for the drive control units.

A redundant computer includes computer memory, an input/output interface, and a data processing circuit. The processing circuit may include various combinations of computer processors. Computer memory includes volatile and nonvolatile memory, such as random-access memory (RAM) and read-only memory (ROM). The input/output interface may include multiple input interfaces for receiving data from various sources and multiple output interfaces for communicating with various actuators.

The drive control units, in turn, send signals to the remote steering drives and actuators.

Remote steering drives and actuators deflect the controls of the aircraft.

The KSU solves the problem of controlling a high-altitude aircraft with the required stability and controllability characteristics, limiting the maximum operating modes during manual, automated, and automatic control, including trajectory control. This improves control comfort and flight safety, reduces crew workload, and expands the helicopter's functionality.

Thus, the redundant computer controls the main rotor swashplate 2, the horizontal tail 6 and vertical tail 5, and the main rotor 2 speed. The redundant computer also controls the turboshaft and turbojet engines 4, changing their operating modes. When controlling the aircraft, the redundant computer takes into account the aircraft's operational limitations.

Signals from the handles and pedals can be transmitted to the drive control units bypassing the redundant computer in emergency mode for direct control without using the redundant computer algorithms.

The method of controlling the proposed high-speed rotary-wing aircraft is that

First, the turboshaft engines are turned on, which rotate the main rotor 2 for takeoff and flight of a high-speed rotary-wing aircraft at speeds of up to 200 km/h,

then the turbojet engine 4 is turned on, and the turboshaft engines are switched to the “Idle” mode, in which they do not transmit torque to the main rotor 2, ensuring the flight of the high-speed rotary-wing aircraft in the autogyro mode at speeds from 200 km/h to 350 km/h,

After this, to increase the speed from 350 km/h to 500 km/h, the turboshaft engines are switched to the rotation mode of the main rotor 2 with angular speeds at which the linear air speed at the tips of the blades does not exceed 90% of the speed of sound.

Moreover, before the flight of a high-speed rotary-wing aircraft in the autogyro mode, the wing planes 3, located along the fuselage 1, are set perpendicular to the longitudinal axis of the fuselage 1.

In addition, when landing at flight speeds from 200 km/h to 350 km/h, the turboshaft engines are switched to the operating mode, in which they rotate the main rotor, turn off the turbojet engine 4 and set the wing planes 3 along the fuselage 1 at an aircraft speed of 200 km/h.

In this case, turboshaft engines provide only rotation of the main rotor 2, and turbojet engine 4 provides only propulsive jet thrust of the high-speed rotary-wing aircraft.

Thus, during takeoff, landing, and at flight speeds up to 200 km/h, the aircraft's propulsion is provided by turboshaft engines that rotate its main rotor. The main rotor generates the necessary lift. The aircraft's speed is provided by propulsive force generated in flight by tilting the main rotor column using a swashplate.

In these flight modes, wing planes 3 are located along fuselage 1 (Fig. 1) and do not impede the air flow created by the main rotor during takeoff, landing, and at flight speeds of up to 200 km/h. When the aircraft reaches a speed at which the lift of main rotor 2 in autogyro mode creates a lift force equal to the weight of the aircraft, wing planes 3 are set perpendicular to the longitudinal axis of fuselage 1 (Fig. 2). Turbojet engine 4 is then activated, and the turboshaft engines are switched to the "Idle" mode, in which they do not transmit torque to main rotor 2.

It should be taken into account that the aircraft engine mode “Idle throttle” is the minimum stable operating mode of the aircraft engine, idle speed.

The operating mode is the mode in which the turboshaft engines rotate the main rotor.

Thus, the VVKLA's flight at speeds of 200 km/h - 350 km/h transitions to autogyro mode. An autogyro is an aircraft with a free-rotating rotor. The thrust required to propel the autogyro is generated by the turbojet engine 4, and the lift is generated by the free-rotating rotor 2.

A further increase in the aircraft's speed is achieved by switching the turboshaft engines at 350 km/h to rotation of main rotor 2 at angular velocities at which the linear airspeed at the blade tips does not exceed 90% of the speed of sound. The KSU automatically controls the linear airspeed at the blade tips of main rotor 2.

For accelerated descent and landing at flight speeds from 200 km/h to 350 km/h, the turboshaft engines are switched to the operating mode, in which they rotate the main rotor 2, the turbojet engine 4 is turned off and the VVKLA lands using the main rotor 2. The stability of the VVKLA is ensured by the control system with the help of controls and changes in the rotation speed of the main rotor 2. Upon reaching a speed of approximately 200 km/h, the wing planes 3 are positioned along the fuselage 1. The design of the VVKLA allows landing in both helicopter mode and airplane mode.

The proposed invention operates as follows.

In order to achieve the technical result, a high-speed rotary-wing aircraft is used, comprising a fuselage 1, on which turboshaft engines, a main rotor 2, a turbojet engine 4, a vertical tail unit 5 and a horizontal tail unit 6 are located, two wing planes 3 equipped with ailerons are mounted on two different sides on the right and left of the fuselage 1, an integrated control system is installed on the high-speed rotary-wing aircraft, containing a fly-by-wire control system with a redundant computer, an automatic control system, a control panel for operating modes, a backup navigation system, sensors that measure the parameters of the aircraft and the environment, wherein, on the high-speed aircraft, a mechanism for turning the wing planes 7 is installed, ensuring the installation of the wing planes 3 in flight along the fuselage 1 and perpendicular to the longitudinal axis of the fuselage 1.

To achieve the technical result, a method of controlling a high-speed rotary-wing aircraft is also used, which is characterized by the fact that

First, the turboshaft engines are turned on, which rotate the main rotor 2 for takeoff and flight of a high-speed rotary-wing aircraft at speeds of up to 200 km/h,

then the turbojet engine 4 is turned on, and the turboshaft engines are switched to the “Idle” mode, in which they do not transmit torque to the main rotor 2, ensuring the flight of the high-speed rotary-wing aircraft in the autogyro mode in the speed range from 200 km/h to 350 km/h,

After this, to increase the speed from 350 km/h to 500 km/h, the turboshaft engines are switched to the rotation mode of the main rotor 2 with angular speeds at which the linear air speed at the tips of the blades does not exceed 90% of the speed of sound.

In addition, before the flight of a high-speed rotary-wing aircraft in the autogyro mode, the wing planes 3, located along the fuselage 1, are set perpendicular to the longitudinal axis of the fuselage 1.

In this case, when landing a high-speed rotary-wing aircraft at flight speeds from 200 km/h to 350 km/h, the turboshaft engines are switched to the operating mode, in which they rotate the main rotor 2, turn off the turbojet engine 4 and set the wing planes 3 along the fuselage 1 at an aircraft speed of 200 km/h.

In addition, turboshaft engines only provide rotation of the main rotor 2, and the turbojet engine 4 only provides propulsive jet thrust of the high-speed rotary-wing aircraft.

Thus, the takeoff of the VVKLA is carried out vertically using the helicopter method, using the main rotor 2. After vertical takeoff and, if necessary, fixing the hover mode, either the necessary evolutions at low flight speeds (in accordance with the flight mission) are carried out, or a transition to higher flight speeds is carried out.

To perform the necessary maneuvers, the pilot generates control signals at the input of a redundant computer. The redundant computer converts these signals into control signals for the servo drives. Longitudinal and lateral control is accomplished by varying the cyclic pitch. The aircraft's directional control is accomplished by varying the differential collective pitch of main rotor 2 and rudder deflection.

To increase the aircraft's speed, it is accelerated to a speed at which the lift of the main rotor 2 in autogyro mode becomes equal to the aircraft's weight. Then, the wing surfaces 3, located along the fuselage 1, are adjusted perpendicular to the longitudinal axis of the fuselage 1, turbojet engine 4 is started, and the turboshaft engines of main rotor 2 are set to "idle" mode, in which they do not transmit torque to main rotor 2. At this point, the aircraft's flight transitions to autogyro mode.

The aircraft accelerates at a positive pitch angle, resulting in increased wing lift as the aircraft's speed increases. To achieve a speed of approximately 500 km/h, the turboshaft engines are switched to main rotor 2 rotation at 350 km/h, at which the linear airspeed at the main rotor 2 blade tips does not exceed 90% of the speed of sound. The required main rotor speed is generated by the control system (CS) by adjusting the output shaft speed of main rotor 2 depending on the aircraft's flight speed.

Subsequently, the flight occurs in airplane mode, in which the main lifting force is provided by the rotating surfaces of the wing 3. In this mode, the control system controls the aircraft using controls located on the rotating surfaces of the wing 3 and the tail unit.

For accelerated descent and landing at flight speeds from 200 km/h to 350 km/h, the turboshaft engines are switched to the operating mode, in which they rotate the main rotor 2, the turbojet engine 4 is turned off, and the airborne aircraft lands using the main rotor 2. The airborne aircraft stability is ensured by the control system using controls and changing the rotation speed of the main rotor 2. Upon reaching a speed of approximately 200 km/h, the wing planes 3 are positioned along the fuselage 1. The airborne aircraft design allows for landing in both helicopter mode and airplane mode by providing landing modes using the main rotor 2.

Example of implementation of the invention

An embodiment of the invention is described using a coaxial helicopter with a takeoff weight of 7,000 kg, equipped with turboshaft engines and rotors from a production Ka-32 helicopter. The parameters of the production AL-55 engine are used for the turbojet engine calculations.

The main characteristics of the Ka-32 helicopter are given in Table 2. The main parameters of the AL-55 turbojet engine are given in Table 3. The main parameters of the wing are given in Table 4. The main parameters of the empennage are given in Table 5.

It is known that the Sikorsky S-97 helicopter reaches a speed of 440 km/h without a wing, with the S-97 helicopter weighing 5000 kg; therefore, with a helicopter weighing 7000 kg, it is sufficient to compensate 2000 kg with the help of wing planes 3 in order to reach a speed of about 500 km/h without the risk of breaking the blades of the main rotor 2.

The lift force of the wing (Y) is calculated using formula (1):

Where

С _y - wing lift coefficient;

ρ - air density, kg/m ³ ;

V - true airspeed of an aircraft (hereinafter referred to as AC), m/s;

S _wing - area of the wing's turning surfaces, m ² .

The product of the lift coefficient of the wing and the air density is approximately equal to 1 kg/ ^m3 , therefore, with the true airspeed of the helicopter equal to 100 m/s and the wing plane area S equal to 4 ^m2 , the _wing lift Y is approximately equal to 20,000 N or 2000 kgf.

Thus, on the helicopter in question, it is sufficient to install a wing with 3 planes, two meters long and with a total area of 4 ^m2 , to prevent breakage of the main rotor blades 2 at flight speeds of approximately 500 km/h. The wing planes 3 will generate the necessary lift and allow the main rotor speed 2 to be reduced to the required values at higher helicopter speeds. During takeoffs, landings, and at low helicopter speeds, the wing planes 3 are installed alongside the fuselage 1 to increase lift.

The Ka-32 helicopter's performance characteristics indicate that its rotors enable the 7,000 kg helicopter to take off and fly at speeds of approximately 250 km/h. According to the work "Bratukhin, I.P. Autogyros. Theory and Calculation. Moscow, ONTI NKTP - USSR: Gosmashmetizdat, 1934, 111 p.," a helicopter with the selected parameters at an indicated airspeed of 200 km/h in autogyro mode has a lift force of approximately 8,000 kgf. Thus, at a speed of approximately 200 km/h, the helicopter in question can transition to autogyro mode. To achieve this mode, wing planes 3, located along fuselage 1, are set perpendicular to the longitudinal axis of fuselage 1. Turbojet engine 4 is then started, and the turboshaft engines of main rotor 2 are switched to the "Idle" mode, in which they do not transmit torque to main rotor 2. This ensures flight of the airborne vehicle at speeds from 200 km/h to 350 km/h in autogyro mode. A further increase in the airborne vehicle speed is achieved by switching the turboshaft engines to the mode of rotation of main rotor 2 at angular speeds at which the linear airspeed at the blade tips does not exceed 90% of the speed of sound. The linear airspeed at the blade tips is limited automatically by the KSU.

The drag force of an aircraft (F _drag ) at a true airspeed V equal to 139 m/s (500.4 km/h) and a drag area of the aircraft S equal to 2 ^m2 can be calculated using formula (2):

Where

ρ - air density, kg/m ³ ;

V - true airspeed of the aircraft, m/s;

S is the frontal drag area of the aircraft, ^m2 .

The AL-55 turbojet engine's maximum thrust is 1,760 kgf, while the Ka-32 helicopter's turboshaft engines produce approximately 1,000 kgf of propulsive thrust. Their combined force exceeds air resistance, allowing the aircraft to reach speeds of 500 km/h.

The example discussed confirms the feasibility of increasing the aircraft's speed to 500 km/h and its payload capacity to 7,000 kg with lower energy consumption. Thus, the example confirms the feasibility of achieving the technical result of increasing the aircraft's flight speed, increasing its payload capacity, and reducing the energy consumption required to increase the aircraft's flight speed (reducing the amount of fuel).

Thus, as a result of the combined use of the proposed VVKV and its control method, a joint technical result is achieved, which consists in increasing the flight speed, increasing the payload capacity of the VVKV, and reducing the energy costs required to increase the flight speed of the VVKV (reducing the amount of fuel).

The increase in the flight speed of the VVKLA is achieved due to the fact that the wing planes 3 at speeds from 200 km/h to 500 km/h create additional lifting force, which allows for a decrease in the rotation speed of the main rotor 2 and prevents breakage of its blades.

The increase in the payload capacity of the VVKLA is achieved due to the fact that the wing planes 3 create additional lift at speeds from 200 km/h to 500 km/h.

Reducing the energy consumption required to increase the aircraft's flight speed (reducing fuel consumption) is achieved by positioning wing surfaces 3 alongside fuselage 1 during takeoff, landing, and at flight speeds up to 200 km/h. In this position, wing surfaces 3 do not impede the airflow of the main rotor 2, which increases the aircraft's lift and reduces fuel consumption by the turboshaft engines. Furthermore, energy consumption, according to the proposed aircraft control method, is reduced by switching the turboshaft engines to "idle" mode at speeds between 200 and 350 km/h, which reduces fuel consumption by the turboshaft engines compared to their normal operating mode.

Claims (12)

1. A high-speed rotary-wing aircraft comprising a fuselage (1) on which are located turboshaft engines, a rotor (2), a turbojet engine (4), a vertical tail (5) and a horizontal tail (6), on two different sides on the right and left of the fuselage (1) two wing planes (3) are installed, equipped with ailerons, The high-speed rotary-wing aircraft is equipped with an integrated control system containing a fly-by-wire control system with a redundant computer, an automatic control system, a control panel for operating modes, a backup navigation system, and sensors that measure the parameters of the aircraft and the environment, characterized in that A high-speed aircraft is equipped with a wing plane rotation mechanism (7), which ensures that the wing planes (3) are positioned in flight either along the fuselage (1) or perpendicular to the longitudinal axis of the fuselage (1). 2. A method of controlling a high-speed rotary-wing aircraft, characterized in that First, the turboshaft engines are turned on, which rotate the main rotor (2) for takeoff and flight of a high-speed rotary-wing aircraft at speeds of up to 200 km/h, then the turbojet engine (4) is turned on, and the turboshaft engines are switched to the “Idle” mode, in which they do not transmit torque to the main rotor (2), ensuring the flight of a high-speed rotary-wing aircraft in autogyro mode at speeds from 200 km/h to 350 km/h, After this, to increase the speed from 350 km/h to 500 km/h, the turboshaft engines are switched to the main rotor rotation mode (2) with angular speeds at which the linear air speed at the ends of the blades does not exceed 90% of the speed of sound. 3. A method for controlling a high-speed rotary-wing aircraft according to paragraph 2, characterized in that before the flight of the high-speed rotary-wing aircraft in autogyro mode, the wing planes (3) located along the fuselage (1) are set perpendicular to the longitudinal axis of the fuselage (1). 4. A method for controlling a high-speed rotary-wing aircraft according to paragraph 2, characterized in that when landing at flight speeds from 200 km/h to 350 km/h, the turboshaft engines are switched to an operating mode in which they rotate the main rotor (2), turn off the turbojet engine (4) and set the wing planes (3) along the fuselage (1) at an aircraft speed of 200 km/h. 5. A method for controlling a high-speed rotary-wing aircraft according to paragraph 2, characterized in that the turboshaft engines provide only rotation of the main rotor (2), and the turbojet engine (4) provides only propulsive jet thrust of the high-speed rotary-wing aircraft.