DE1934080C - Method and device for controlling a rotary wing aircraft with two rotors rotating in opposite directions, in particular with hingedly connected rotor blades - Google Patents

Description

(T

Circular space ratio between Län ^ r.eiaung and Q ue mc ig us acting on the rotors moments are compensated or at least \ erred. so easy

that in a corresponding measure the, I derive from it- ° F i e 2 a graphical representation in which the z> -

the loads and deflections \ env.icden MM; h \ first! iie ~ t instellwmkel of a rotor blade, which are ₅ deflections of the ßLtUspu / e and the Laeewinkel de,

/ ur) urchfunrung the procedure can e, n rotary Hiiuzeusrumpfs for each ^ eil, a rotor mn and without wing aircraft mn in a known manner coaxially K.opphma / wischen Länes- and Quemeieung eina-.der arranged rotors are used.

Reduced deflection of the rotor blade ~ can ^ In i "ι c \ are two aenenlautiüe Roioren with this em less favorable foreign twisting the -.o, ChL ₁₁ : - and, clmenUelenklo * aiiüesJilos ^ enen rotor-F.otoren adhered to who Jen represents. "Dar. Rotorswem 10 has a

line device / ur implementation of the \ experienced, upper rotor 12 and a lower rotor 14. The ce "iali of the invention is characterized by:" the thick arrow I /. Int the relative speed of the air iv.T lilaltwinkel control in a known manner iceen. Over the "rotor, whom Ίθ in forward flight on. _ei :; e raumelscheibe \ or>; esehen i, t. to give way to jj -. '. eiN> = Kei Bück \ on above, the upper rotor 12 rotates in the bumper of a rotor blade, opposite to the direction of movement. while the lower rotor 14 ^ • e., he: iiange to operate the longitudinal control b / w. n: i ~ 1 hr / own "rsinn r.". icri. Each rotor 12. 14 has nU. Lateral control to a \\ u \ kel0 in L mfarig ,, - a number \ oi rotor blades !. 19 and 21 respectively. v. is arranged offset in the direction if the respective rotor blade is shown in each case only one rotor blade in the aircraft longitudinal or transverse direction for the sake of simplicity. The rotor blades 19, 21 , respectively, are directed directly towards one another, the tangent of the coil * being attached to the coaxial drive shaft! ·, 16 and 18, respectively. Each> the selected ratio of the cyclical blade adjustment rotor blade 20, 22 can be created around its axis 20 b / w angle for transverse inclination and of the cyclical blade 22 in its adjustment angle. For the common and cyclical control of the setting at least approximately the following applies: _{23 w} .nke! S _a | i _er Roior blades 19. 21 of a rotor 12. 14

is in each case a usual mood! s ».

4th seen. The swash plate 24 has a non-rotating

Φ - arc tan ⁿ . Able Aucnnng 28 and a Mch with the rotor 12

ο Real rotating inner part30. / wipe each rotor

_{W) r} j _n 30 sheet 19 of the rotor 12 and the rotating interior

part 30 is a bumper 34 and a horn 32 / ur

»)" The mass of the rotor blade per unit of length at the setting angle provided that the /> kh-

Inner end of the rotor blade, see and common control movements of the thaw-

_R 24 melscheibe transmitted. Similarly points

For 35, the swash plate 26 is opposite to the rotor 14

λ I Yir dr, fixed outer ring 36 and one with the rotor

· ' ^M " gate 14 encircling inner part 38. Hk- is between

the inner part 38 and in each case a rotor blade 21 of the;>! the mass of the rotor blade, based on the unit rotor 14, a bumper 42 and a horn 40 for

the span, ₄₀ setting angle adjustment provided.

y ,, · the course of the rotor blade deflection in Ab- On the fixed outer ring 28 of the upper wobble

depending on the radius in the case of the basic oscillation disk 24, control strings 44, 46 are articulated, which the

shape of the rotor blade, control signals given by the pilot to the cyclic

R is the radius of the rotor, and the common setting angle generation is transferred.

ο the air density, 45 To precisely determine the position of the tumble

between the leading edge and the rear window 24, further control rods can have the effect Edge of the rotor blade measured chord length at the control rods 44. 46 support and on these

0.75 R, diametrically opposite points of the outer ring

α the slope of the lift coefficient of the rotor 28 attack. For the sake of simplicity, however, such further sheet cross-sections depending on the control rods are not shown, and it can be

The lift curve representing the flow angle and it is assumed that the swash plate 24 is around its

fixed center is pivoted as long as

ς _r % no control; signals for a common adjustment

/ = f γ <ε ar of the adjustment angle can be given. Similar to

JR 55 of the swash plate 24 are on the outer ring 36 of the

Swash plate 26 control rods 48. SO hinged. With

is. which the swash plate 26 can be tilted

In an embodiment of the device, a trim at the other end of the control movement transmission

The pilot device for the application of uncoupled generation devices is provided by the Piloier Control signals for pure lateral or longitudinal control 60 manually operated control stick 52, a trimming ·

be provided. lever 54 for the bank moment and a trim

An Ausfürrungsbeispiel the invention is in the timing lever 56 for the pitch moment. Dei

the following explained in more detail with reference to the drawings. Control stick 52 is attached to the fuselage of the aircraft

It shows a yoke 58 that is pivotably connected on all sides. We"

Figure 1 is a simplified illustration of a coaxial 65 pivoted in the forward or reverse direction

Rotor system with rotor blades rotating in opposite directions, with which he actuates a rod 60, an angle lever 62 the respective swash plates in a predetermined one rod 64 and the interconnected Phase relationship stand, from which a coupling control rods 66 and 68. If the control stick 5

the arrows .L. J

left or right ^

Link 78 angle levers 80 and 82 and Control lines 84 and 86 for "HeQwrb" egung Transverse movement of the angle lever 82 through the Wmke ^ - lever 80 causes the control rods 84, 86 move in the same direction while turning the Angle lever 82 to an opposite adjustment

of the controls M. 86 leads. effect"-

The control rods 66, 68, 841 "" J "" are connected to the control rods 46, 50, 48_ or «4. The connection» ^^ """^ 5? to suggest that here

a common name f- ' ^nrteII * ⁱ
can be, dc of the 2 ^ y

be practiced. Furthermore, η can be between the «η Pa of control rods jewels hydraulic servo control drives or the actuators of a £ uW «tow ^ be joined. These are led.ghch e.s for the sake of simplicity not shown. .

The pivoting of the joystick52 £ * ♦ «£

or at the back creates a ^ "," "kcheS 26 um Swash plate 24 as well as the swash plate "

their respective transverse axis 88 or 90 ^ while pivoting the joystick 52 to ^ ^ right to an inclined position of the swash plates » and 26 about the longitudinal axes 92 and 94 ^ nn _un Die Trimmungsneoeiw. ^^ "^" ^ siSergen des control rods 66, 68 ^ «JJgJJ ftangcnpaars 84 86 in« «" ^ gb »» conditions which will be explained in more detail ^below " _ti ^w '™ · _t 5.4 trim lever 54 for the Qf ^^ gg ^ SiS

A lever 98 is connected via a ^v f ^b '" ^dun ^ ^tan _r ^g ^ _k ™ _me S ü £. This works« «« «» ~ r «StangelOO and via a lever 102 a" fd "control rods 66, 68 and ^ on the other hand, use an angle lever 106 on the control rods 84. ^W · ^^ Γ for the longitudinal inclination moment is the transfer rod HO with the distributor lever ^ an ^

other place * ^ !! ^ J ^ JSS, 54 56 the ratio. tn which the] J ^ "" ^ W Pairs of control rods 66. 68> »^ JiS distributor lever 98 can be selected by the distance between the connection points.

WitkunBSweise mode of operation, _{propulsion of the} bumper 34 in one

Tbe _Taumelsche 24 is located, which _is opposite the _versct2t ^^ ^^ _After

_d " _Rotorblatt9 I ₉ and the bumper ^ ^ ^^ ^ ^ _Ro , _{orb | atl I9 m cin} er

position coinciding with the longitudinal axis 92. ^ ^ ^^ ^^^ _{nuf em} ,

, _{Momenl can} muster, will be here

Adjustment angle of both the control rod 66 as > s also influenced by the control rod 66. So there is Fs a coupling between the signal transmission paths

_for the bank and the Ungsneigung what be "u e ^ _{para" eHiege} ndes rotor blade both the

«^ * _Inclination ⁷ _{a) also} those for the long

pitch is subjected, and vice versa, that cm £ _c ⁸ _uer 3 _{gnal 2UR} ^, ^ "s Einstellwinkelvers.cl.ung for either a pure bank or for erne g _Ungsneigun an aerodynamic moment"5> _da TKomponenten both about the transverse axis

^e ™ 2n about the longitudinal axis.

Coupling below, appropriately selected phase relationship generates exactly the desired primary aerodynamic control torque directly from a given control signal for cyclic adjustment angle adjustment Sttuen gr ^ £ ^ ^ _{Crossing ng and} ,, _n

additional aerodynamic moment, which is given to the 553STU-Hi-I for the cyclic adjustment winUI-

veSlellun? and that counteracts the generated circular precession moment. The correct phases ^ _{hu ird dabe} f _d ^B _{urch dic} choice of the angle Φ _erhallcn. ! "! Overall it is achieved that every layer control command is a control signal for cyclical adjustment ·

Angular adjustment with the correct phase relationship would _{result in a} "JJ ^^ _Momem ^ Yes ₅ Jm senses acting on ^ ₆ rotor blades

a reduction in the amount of controlled tool movement occurring gyro precession torque

_βΙΚν ΐ _{ηωνβΓ &} ΐεΗ _Μ η ₈ analyzed individually throw kon _{fle | U is} , it can be seen that the two control signals are actually superimposed on each other in such a way that they have a reeuhieiwide dm »StoienigDal zur zyktocnai one

y «eflwhikehefsiellMg surrendered, to akb ta « «»?

an angle «» verses 19,21 in the direction.ier and. D «-3 * ^ 42 in * V * rods 44 ,,
«Iguiig öbeitr

en.

One

ΈΓκορρ.-ηρνβΠώΗβ »is determined by the de» au, recognizable angle Φ . If the, ^ ₁₈ , ",, cyclical Eiasielhrmkeherstdfaiag ^" inclination in both rotors *** ö * ^ er StetSsignTLr Rüschen Eümdhnakehe dk Rowr- for the oblique inclination in both rotors from iS z ^ hn ^ i ^ ns-nddasodeJoemreinenUa

* «" "^" Arftreteade lUippl-eweAa the cyclic setting angle for the

F i g. 1 tax for d «

^{It is} «« to notice that the AnteS dees control signaJs for bank slope (IT ₁ ). te at d Un ₈

inclination is coupled with a control signal for longitudinal inclination of the size of a unit jump, is numerically equal to the proportion of the control signal for longitudinal inclination (^ ₁ ), which is coupled with a pure transverse slope with the control signal for transverse inclination of the size of a unit jump.

An analysis has shown that when the gyroscopic precision torque disappears, the coupling ratio through the relationship

4 W ₀ A

given is. where the computational quantities in their meaning

are already mentioned. .

The coupling ratio varies slightly depending on the airspeed or FluggeschwindigkeitsverhältnisdesRotorsystems This change, however, is of second order and the formula given is for the purpose of practice "" Di "L ^N uha ^e t ^r e ^U e? Ner analytical study of Rotor blade deflection and the response to an attitude control in a helicopter with and without coupling are shown in the curves; Fig. The three curves show as examples the timing of control signals for changing the angle of incidence, d * ^Du £ ^h ™ ^SU _v ⁿ _o ^g _n tm Blade tips of a rotor with a radius of 6 m and the fuselage bank angle during a bank maneuver during flight. nuH. The solid polls show d.>Resu'd do without a coupling between Langs- undQue tilt, while the dotted lines ß sichauMie results with existing coupling ^ ^e ". The front of. The pilot given control signal for Staples.

_. .. ... ..ti ...... nhiip Knnn

Coupling is 0.336 m. In a ^ system, this deflection would require a minimum distance between the hubs of 0.6 for this maneuver. The gestndv = »« ^L »J *

as.

zss. day

a MindcMabsland of

of two important facts. Above all, the maximum blade deflection is essential in the coupled system decreased. Then the deflections of the blade tips are after in the coupled system Passing through the transition state during the steady cross slope movement equal to zero, since the Gyroscopic precession moments are compensated. Since the deflection of the blade tips is directly related to the cyclical Stresses on the rotor blades is connected ίο, accordingly prevents the coupled system cyclical loads that otherwise occur with a steady transverse inclination movement. The important advantages of the coupled system are therefore the reduction in blade deflection and cyclical is stresses without affecting the attitude control of the trunk would be made more difficult.

As mentioned above, in the case of. 1 shown The coupling between the control signals for the cyclical adjustment angle adjustment position for longitudinal inclination and transverse inclination is achieved by the phase angle Φ, which according to its constructive The setting cannot be changed and therefore no reversal of the coupling is permitted. Around To generate pure longitudinal or transverse moments with the rotors, a trimming device is therefore necessary. The trimming levers 54,56 for bank and pitch moments are for this purpose intended. They adjust the control rods 66, 68 and 84, 86 in a certain ratio to one another. which results in a purely cyclical adjustment of the angle is achieved, d. i.e., without either of the two rotors receiving a coupled input signal would be fed. The ratio of the travel ranges is determined by the corresponding dimensions between the mountings determined on the distributor lever 28 and must be the coupling ratio and the angle Φ correspond. For a coupling ratio of 3: 1. as shown in the representations of FIG. 2 is based, the proportions of the dimensions between the 40 fixings from left to right are like 0.36. 1.0 and 0.5 assuming that the other mechanical transmission ratios on the separate control paths from the distributor lever 98 to the control rods 46, 50 and the control rods 44, 48 the 45 are the same.

The trim levers 54, 56 allow it. on the rotors 19, 21 only in the sense of a longitudinal inclination or a transverse inclination, effective cyclic setting angles can be set if aerodynamic moments are desired, but no cancer precession moments are to be expected. For example, to whom the center of gravity of the aircraft has been pushed in the direction of the longitudinal axis as a result of the presence of a cargo. the TrinuBungshebel 56 for the longitudinal inclination is adjusted so that a constant aerc dynamic moment is generated, which compensates for the Vei shift. The separation lever 54 for the transverse inclination moment has a somewhat different effect. Sometimes it is worth wishing to generate equally large, but counteracting cross inclination moments on the rotors in order to offset the individual screw traction vectors of the ram gates to opposite sides of the Hugzeuj. For this purpose, the trimming lever 54 is connected to both rotors via the transmission means.

Although, for example, the Koppiungsverhältr you introduced the phase angle Φ in the rotor head

309 635 /

the coupling can also be achieved by suitable transmission means between the inputs operated by the pilot and the swash plates, if here the signal transmission paths for the cyclical adjustment of the angle of inclination for longitudinal inclination and transverse

10

incline to be coupled. Just the connection between the trim levers 54, 56 and 'the control rods 44, 46, 48, 50 is an example of one such coupling with different coupling ratios.

1 sheet of drawings

Claims (3)

The absorption course representing the angle of incidence and patent claims: 1. Procedure for controlling jines rotating flights - 5 / j '.' »■ _{R. t} aircraft with? w ei counter-rotating rotors, in particular ·
special groove impact unJ> c! i swivel joint lo:> eye Mihlossenen rotor blades. \ u> is called the change Ui. _ n-misguided the procedure, the Huglage around the Hugzeugquer- and or ouer - rmr.L. do ⁷ ^ _{3 thereby} “ _c . -slow via the cyclical blade control,, «after em, J- ^ _trimming device λ, _Γ . thereby corner e η π / e ι ch η e t. that ^{Unl! / jaHlvL,,} ___] ,,, "Steuerionalen f ¹ - be, change of the l.äncs- and bz *. or the transverse application "" ^ ^P ^ ^^^^ inclination of the 'Hug / eus * on the rotors ie pure transverse or'. Long control sorgesen.n M. / '. klisehe H! atlwinkeN'.e;: erung jeweiK enamel
against / ie. equal moments by one ι;
to the rotor axis and / u of the respective axis of rotation
de- · plane's axis running at right angles erzeuai that in the sense of a reduction, _vf l .. which as a result of the aircraft attitude change, in the Ro- The turn be / iehi aul cm vcrunr, .iw · ,. gyroscopic gyroscopic prezess.onsmomen.e »Control of a rotary wing aircraft with two counteracting loud rotors, in particular with impact and 2. The method as claimed in claim I. characterized in that the rotor blades connected to the swivel joint are connected . that cn rotary wing aircraft with be in itself. the change in flight attitude around the rotors and / or longitudinal axis arranged coaxially in a known manner is used over the cyclic hull. ~ * 5 wmke control takes place, so on e.ne E. no. Direction 3. Facility for carrying out the procedure for carrying out checks? This method.. according to one of claims 1 and 2. characterized in rotary wing aircraft with a rotor or indicates that for blade angle control in several co-rotating rotors it is pei oer unt.ar>. In a known manner, a swash plate (24, 26) of an aircraft transverse or longitudinal control signal is provided uoer uen ^; .t. on whichever the push rod 30 joystick is required for compensation, ie> (34, 42) of a rotor blade (19, 21) compared to the circles, control rod (44, 46, 48, 5u) acting on the rotary wing aircraft to actuate the precession torque a corresponding long rvw. Longitudinal control or the transverse control to bring a transverse control signal from the pilot can be arranged offset to angle Φ in the circumferential direction. In rotary wing aircraft with two opposing directions. However, if the rotor blade in question in aircraft rotors does not automatically occur, this requirement is aligned longitudinally or transversely, with the K-travelI-the tangent of the angle * equal to the selected precession moments in their effect on the rotation ratio of the cyclic pitch angle for wing aircraft is mutually exclusive. en. However, transverse inclination and the cyclical blade pitch increase the gyroscopic precession moments that are cyclical on the angles for pitch and where at least 40 rotor blades act loads and cause approximately the following applies: a bending of the rotor blades. Both the addition Union cyclical loads as well as the deflection of the rotor blades are undesirable. the . 4m _t , K loads require stronger rotor blades to keep their ^arCtan "Real ^ 4S to ensure the required service life. the Deflections of the rotor blades require a larger amount in the case of coaxial, counter-rotating rotors where distance between them to avoid contact IM ₀ avoid the dimensions of the rotor blade per unit length. However, in this case it is a small inner end of the rotor blade. 50 Distance between the rotors is desirable around the aerodynamic drag stand to be kept low. R The invention is based on the object K - = f "' ^r c * r ^{on Clrund of the} counter-rotating rotors « J ItJ ₀ ⁷ '" R ^ gyroscopic precession moments resulting in blade penetration 5 55 bends and cyclic loads wrestle or avoid. m the dimensions of the motor blade, based on the This object is according to the invention in a Unit of span, method of the type mentioned above solved by γ «, the course of the rotor blade deflection in that when the longitudinal and / or the change Dependent on the radius at the base 60 bank angle of the aircraft on the rotors vibration form of the rotor blade. cyclical blade angle control in relation to each other R is the radius of the rotor, opposite, equal moments around one to the ρ is the air density, rotor axis and to the respective axis of rotation of the c generates the axis running at right angles between the leading edge and the rear aircraft edge of the rotor blade measured chord length c $ , which in the sense of a reduction in the result at 0.75 R, the aircraft attitude change attack on the rotors- a is the slope of the lift coefficient of the gyroscopic precession moments. Rotor blade cross section as a function of In the method according to the invention, the