RU2429166C1 - Device for azimuthal orientation of cargo on aircraft external suspension - Google Patents

Abstract

FIELD: transport. ^ SUBSTANCE: proposed device comprises crossarm with cargo cable on its ends jointed with aircraft lock via converging links and orientation system coupled with crossarm to transmit torque thereto. Orientation system is made up of two air propellers fitted on crossarm ends. Note here that each propeller incorporates thrust control appliances. Air propeller thrust control unit is mounted aboard the aircraft and coupled therewith. ^ EFFECT: simplified design, cargo damping, higher safety. ^ 5 cl, 2 dwg

Description

The invention relates to aircraft, and in particular to the equipment of aircraft designed to transport cargo on an external sling, and can be used when performing construction and installation works.

A device is known for the azimuthal orientation of cargo on the external sling of an aircraft (RU 2308400, B64D 9/00, 10.20.2007), comprising a beam with cargo ropes at the ends, connected to the helicopter lock by means of converging locks at the castle, a beam stabilization system containing elastic ties , and the traverse orientation system in the horizontal plane with the drive in the form of a winch and an executive link - a cable. The main elastic connection of the stabilization system is connected to one end of the crosshead, and the executive link - the winch cable through several blocks is connected to the opposite end of the crosshead. One or more blocks are mounted on the opposite end of the crosshead, and the other blocks are attached to the body of the helicopter. The winch cable alternately bends around the blocks with the formation of a chain block, in which the blocks attached to the traverse are movable, and the blocks fixed to the helicopter body are motionless. The end of the cable coming down from the chain hoist is connected to an additional elastic connection, the rigidity of which is less than that of the main elastic connection. Elastic bonds of the stabilizing system can be made in the form of rubber shock absorbers or springs. The position of the load is stabilized due to the resistance forces arising in both elastic bonds with a change in their length.

The disadvantage of this system is the restrictions on the azimuthal angle of rotation of the beam, due to the elastic connection of the stabilization system.

A known system for external suspension of cargo to a helicopter (RU 2189925, B64D 9/00, B64C 27/00, 09/27/2001), comprising an electric winch, a load-carrying cable mounted on a winch, a load-bearing device, coupled with a power electric lock and mounted on the other end of the load-carrying cable with the possibility of rotation relative to the latter, and a mechanism for orienting the load-carrying cable in the form of a fan propulsion with an aerodynamic steering wheel. In this case, the fan drive is electrically connected to the control device of the system.

The disadvantage of this device is the restrictions on the azimuthal angle of rotation of the external suspension, due to the use of the aerodynamic steering wheel control mechanism for orienting the load-bearing cable. Another disadvantage is the inability to dampen the longitudinal and lateral fluctuations of the load during flight in relation to the aircraft caused by wind effects and inertia of the load.

A device is known for the azimuthal orientation of the load on the external suspension of the aircraft (RU 2307049, B64D 1/22, 09/27/2007 - the closest analogue of the claimed technical solution), also using aerodynamic means to create a torque and containing a beam with cargo ropes at the ends, connected with the lock of the aircraft through convergent connections, and an orienting system coupled to the traverse with the possibility of transmitting torque to it. For this, the orientation system is equipped with sectional profiled aerodynamic flaps radially located in the plane of the annular monorail, interacting with the air flow of the rotor of the helicopter, and each section of the flaps is equipped with mechanisms for harvesting and releasing them in flight, which together provides controlled aerodynamic stabilization and azimuthal orientation of the load on the external suspension.

The disadvantage of this device is the multielement, cumbersomeness and complexity of the design: an annular monorail and means of mounting it on an aircraft, layout elements of aerodynamic shields and a mechanism for changing their position, the complexity of pairing these structural elements with a bearing beam. All this complicates its operation.

Another disadvantage of the device is the difficulty of controlling the means of orientation of the cargo when using it, due to the dependence on the air flow induced by the rotor of the helicopter, and on the incoming air flow when creating the necessary moment on the traverse, as well as the need to monitor the state of the device’s communications with the helicopter and among themselves for prevent the occurrence of their possible overlaps at the stages of take-off and cargo pickup. This leads to a decrease in the reliability and safety of the device.

The objective of the invention is to simplify and improve the reliability of the device while ensuring the turn of the cargo in flight at any desired angle, ensuring damping of the oscillations of the cargo relative to the aircraft, as well as improving safety when using it.

The problem is solved due to the fact that in the device for the azimuthal orientation of the cargo on the external suspension of the aircraft, containing a beam with cargo ropes at the ends, connected to the lock of the aircraft through converging connections, and an orienting system, coupled to the beam with the possibility of transmitting torque to it, according to the invention, the orienting system is made in the form of two air propulsion devices mounted on the ends of the crosshead, each propulsion device having traction control means, and on board the aircraft, an associated thrust control unit for air propulsion devices is installed. Propellers can be in the form of propellers or propulsive thrusters.

The installation of two propellers at the ends of the crosshead allows you to get a couple of forces that create a torque for turning the crosshead with the load in the right direction. The external suspension lock provides a turn of the beam with a load to any desired angle from any initial position.

The propellers of the orienting system, made in the form of propellers, are equipped with electric drives, and the thrust control means of each propeller contain a mechanism for changing the angle of attack of the blades to change the overall pitch of the propeller and a mechanism drive associated with the propeller thrust control unit. Thanks to this, the device allows not only a cargo turn, but also damping of oscillations relative to the helicopter and the reverse mode of propeller thrust.

The mechanism for changing the angle of attack of the blades can be equipped with an additional means of changing the cyclic pitch of the blades, which will allow you to change both the magnitude and direction of the generated aerodynamic force.

The ability to change the magnitude and direction of the aerodynamic force created by the screws allows to increase the accuracy and speed of the orienting system and to provide damping of the load oscillations relative to the helicopter.

It is possible to install propellers on the traverse with the help of a cardan, which increases the possibility of damping the load due to the rotation of the thrust vector in the direction opposite to the greatest deviation of the load from the vertical.

To control the position of the traverse with the load, the device is equipped with an induction-type azimuth meter and a bubble-type vertical meter located on the traverse, as well as an adjuster and azimuth indicator located on board the aircraft, which are connected to the thrust control unit of the air propulsion devices.

The power of the propellers of electric propellers and the drives of mechanisms designed to control the propulsion of the propellers installed on the traverse is supplied from electric power sources on board the aircraft (helicopter) through a multicore electric cable connecting them. He also connects the measuring devices installed on the traverse with the propeller thrust control system units located on board the helicopter.

The control drives of the propeller thrust control systems change the total or cyclic pitch of the engine screws, changing the magnitude or direction of the aerodynamic force generated. In the simplest case, in order to turn the traverse in azimuth, the propellers are rigidly fixed at the ends of the traverse and traction control is carried out only by changing the total pitch of the screws.

As types of mechanisms for changing the overall pitch and the cyclic pitch of the blades, various types of devices can be used that are similar in design to the rotor rotor automatic machine of a single-rotor helicopter. The drive mechanisms for changing the angle of attack of the propeller blades can be performed in the form, for example, of a sliding traction with an electric drive.

For safe operation of the device, the propeller blades must be covered with a protective net. The proposed implementation of the executive means of the orienting system greatly simplifies the device and its operation. The device is easily and quickly mounted and can be controlled automatically in accordance with the program according to the specified azimuthal position of the load or at the rate of the aircraft. The device’s capabilities to reduce load buildup due to damping oscillations serve to increase its safety.

The invention is illustrated by drawings, in which figure 1 shows the device of the azimuthal orientation of the load on the external sling during aircraft construction and installation works; figure 2 - control unit of thrust of air propulsion with the azimuth setpoint and the current azimuth indicator.

The external suspension consists of a traverse 1 with cargo ropes 2 at the ends to which the load 3 is attached, and connections 4 connecting the traverse 1 with the lock 5 of the aircraft’s external suspension system - helicopter 6. The orienting system of the device for azimuthal orientation of the load on the external suspension includes two air propulsion 7 and 8 with electric drives (not shown). Movers 7 and 8 are installed at the ends of the crosshead 1 with the possibility of creating a pair of aerodynamic forces of torque or damping effects for the crosshead 1 with a load of 3. The arrangement of propellers 7 and 8 with propulsion control systems for propellers is similar to that of a single-rotor helicopter tail rotor or main rotor. The lock of the external suspension 5 provides the ability to rotate the yoke 1 360 degrees.

The electric drives of the propellers 7 and 8 together with the control drives of the propeller thrust control systems (not shown) are connected via a multicore electric cable 9 to the electric power source and the propeller thrust control unit 10, for example, propeller thrust mounted on board the helicopter 6. To measure the cargo orientation 3 by the azimuth on the traverse 1 (Fig.1) is installed azimuth meter 11, for example, of the induction type. To measure the deviation of the beam 1 from the vertical, a vertical meter 12 is located on it, for example, of a bubble (gyroscopic) type. The azimuth meter 11 and the vertical meter 12 are connected to the thrust control unit 10 via an electric multicore cable 9. The control unit 10 contains a current azimuth indicator 13 and an azimuth adjuster 14 connected in one NPP device, which are necessary for the crew of the aircraft 6 to control and control the position of the crosshead 1 in azimuth.

When carrying out aerial construction and installation works, cargo 3 is attached to the traverse 1 with cargo ropes 2. Using ties 4, the traverse 1 is attached to the lock 5 of the aircraft 6. Lock 5 provides the possibility of turning the traverse 1, and with it the load 3 360 degrees. After the vertical take-off of the aircraft 6, the cargo 3 takes an arbitrary position in azimuth, which depends on the direction of flight, the state of the atmosphere, the shape of the cargo, etc. The electric drive of the movers 7 and 8 through an electric multicore cable 9 is connected to a source of electricity and starts to rotate the blades of the movers 7 and 8 at a constant speed. The angles of attack of the blades are zero, and the propulsors 7 and 8 do not create aerodynamic forces. To orient cargo 3 in azimuth, the crew sets the value of the azimuthal angle of cargo 3 by means of the azimuth adjuster 14 on the control unit 10 and observes the current azimuth of the beam 1 at the current azimuth indicator 13. The current azimuth signal to the current azimuth indicator 13 is received through the multicore cable 9 from the meter azimuth 11. If there is a mismatch of signals from the azimuth setter 14 and the azimuth meter 11 in the control unit 10, control signals of the propulsors are generated proportional to the mismatch signal but with a different sign for movers 7 and 8. Under the influence of control signals coming through an electric multicore cable 9 to the control drives of propulsion control systems for propellers 7 and 8 from control unit 10, propulsion control systems change the pitch of propellers propellers 7 and 8, which create aerodynamic forces directed in different directions. A pair of forces from propulsors 7 and 8 creates a torque that turns the beam 1, and with it the load in the direction of a given azimuth. When the current and the given azimuth coincide, signals from the control unit 10 do not arrive at the propellers 7 and 8 and the propulsors operate with a zero angle of attack of the propeller blades. In the aircraft hovering mode 6, the crew, changing the position of the azimuth adjuster 14, is able to deploy the load 3 in the direction necessary for installation without making any maneuvers of the aircraft 6. A control signal for the propulsion devices 7 and 8 can also be generated not from the azimuth adjuster 14, and from the navigation system of the aircraft 6. In this mode, the beam 1 stabilizes the load 3 at the heading of the aircraft 6 or at another heading specified by the navigation system. This may be necessary to reduce the aerodynamic drag of the load 3 during the translational movement of the aircraft 6.

In the event of fluctuations in the load 3 relative to the aircraft 6, the beam 1 deviates from the vertical. The signal from the vertical meter 12 through an electric multicore cable 9 enters the control unit 10, which generates control signals for the control drives of the propulsion control systems of propellers propellers 7 and 8, transmitted via an electric multicore cable 9. Under the action of the control drives of the propulsion control systems of the propellers, the cyclic step propeller propellers 7 and 8, which leads to a deviation of the aerodynamic force vectors of the propulsors in the direction opposite to the deviation of the beam 1 from the vertical.

The use of a device for the azimuthal orientation of the load on the external sling of the aircraft allows stabilization of the load relative to the helicopter and its predetermined orientation during aircraft construction and installation works.

Claims (5)

1. A device for the azimuthal orientation of the load on the external sling of the aircraft, comprising a traverse with cargo ropes at the ends, connected to the lock of the aircraft through convergent connections, and an orienting system coupled to the traverse with the possibility of transmitting torque to it, characterized in that the orienting system made in the form of two air propulsion devices installed at the ends of the crosshead, each propulsion device having traction control, and on board the aircraft installed linked to them traction control unit of air propulsors. 2. The device according to claim 1, characterized in that the air propellers of the orienting system are made in the form of propellers equipped with electric drives, while the thrust control means of each propeller include a mechanism for changing the angle of attack of the blades to change the overall pitch of the propeller and a drive mechanism with propeller thrust control unit. 3. The device according to claim 2, characterized in that the mechanism for changing the angle of attack of the blades is additionally equipped with means for changing the cyclic pitch of the blades. 4. The device according to claim 2, characterized in that each propeller is mounted on the traverse using a cardan. 5. The device according to claim 1 or 2, characterized in that it is equipped with an induction-type azimuth meter and a bubble-type vertical meter located on the traverse, as well as an adjuster and an azimuth indicator located on board the aircraft, which are connected to the air traction control unit movers.

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