RU2763198C1 - Control system of a coaxial helicopter - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to the field of aviation, in particular, to designs of helicopter control systems. The control system of a coaxial helicopter consists of a combined control unit and transverse control, longitudinal control, general pitch control and directional control channels connected therewith. Each control channel comprises a control body, a trimming mechanism and a kinematic mechanism. Moreover, the control channels are placed under the cabin floor and connected with the combined control unit by means of flexible rods secured on the central glazing beam rigidly connected to the frame of the helicopter cabin.

EFFECT: compactness of the elements of the control system, vacation of a useful volume under the cabin floor are ensured.

7 cl, 8 dwg

Description

The invention relates to air vehicles, in particular to helicopters, and can be used in a coaxial helicopter control system in order to provide control of the helicopter in the longitudinal, transverse, track channels and along the common pitch channel.

In the field of helicopter control systems that provide control over four channels, there is a problem associated with the creation of a compact, quick-detachable, flexible and technological control system. This problem applies to helicopters, the fuselage design of which does not have sufficient volume to accommodate a large number of control system components.

As a prototype, a technical solution was adopted, presented in the control system of the Ka-226T helicopter, which consists of control levers, control rods, brackets, hydromechanical drives in each control channel, and described in the Technical Operation Manual 226.52.0000.0000 RE, Propeller control, section 67.00.00.

The known control system of the Ka-226T type helicopter is similar in structure and purpose to the control system proposed for patenting. The problematic elements of the known control system are rigid control rods. The Ka-226T control system contains control levers for the helicopter through the corresponding control channels, which are combined into a system using rigid control rods and brackets with rocking chairs.

The specified control system is located under the floor of the cockpit, behind the frame of the cockpit and through the nodes with rocking chairs installed on the floor of the engine nacelle, is connected by rods to a four-channel combined control unit (hereinafter referred to as CAU). The power rods of the KAU are connected through the rods and brackets with rocking chairs to the swashplates of the steering system on the rotor column.

The control system includes command levers, that is, longitudinal-transverse control levers (PPU). collective pitch control levers (ROSH) and short distances located in the cockpit, which are connected through a system of rods, rocking chairs and KAU to the corresponding levers and rocking chairs of the main rotor column and rudders. KAU is designed to move the executive working bodies of the control system (levers and rockers of the column of rotors and rudders) and relieve the load from the command levers from the rotors.

In the channels of longitudinal, transverse and directional control and collective pitch control, sensors are installed that register deviations of command controls, trimming mechanisms that simulate and balance aerodynamic loads on the PPU handle and pedals, balancing springs that exclude the deviation of the PPU handle and pedals from the impact of the weight of the control system elements .

The deviation of the command controls through the channels of the control system affects the rotor blades and the rudder in such a way that unbalanced aerodynamic forces and moments arise about the three axes of the helicopter - longitudinal X, transverse X and vertical Y. These unbalanced forces and moments, acting on the helicopter, change its position in space, i.e. exercise control. When the PPU handle is deflected in the longitudinal or transverse directions, the swashplates are tilted accordingly, which leads to a change in the force acting along the transverse X axis (sideways movement) and the moment of forces (crepe moment) relative to the longitudinal X axis (right or left roll). When the pedals are deflected, the pitch of the rotors changes differentially and the rudders are simultaneously deflected, which causes a moment of forces (the “yaw” moment) relative to the vertical Y axis (right-left turn). When the OSH lever is deflected, the overall pitch of the rotors changes and causes an increase or decrease in the propeller thrust (up and down movement).

The disadvantages of the described control system of the helicopter type Ka-226T is the use of significant volumes of the fuselage under the floor of the cockpit and behind the cockpit due to the presence of a large number of components and connections, which complicates the layout of adjacent systems and assemblies.

The reason that prevents obtaining the technical result indicated below when using the known control system of the Ka-226T helicopter is the use of only rigid control wiring, the installation of which is possible using the volumes of the fuselage behind the cockpit, which complicates the layout of other helicopter units. To transfer the control action from the controls, it is necessary to use intermediate control units in the design, which have a complex structure and require the organization of pressure seals. That is, four rigid rods emerging from under the floor pass through the hatches of the power floor of the front of the engine nacelle and are connected to the rocking chairs mounted on the power bracket, which is installed behind these hatches. Hatches are large enough to ensure free movement of rods. To isolate the cockpit from the environment, rubber pressure seals are installed on the hatches of the floor, which significantly complicates the pre-flight inspection of this part of the control. In addition, in the fuselage behind the cockpit, to eliminate the effect of the weight of the control wiring rods located vertically, balancing springs are installed, which also occupy a certain space and require maintaining the necessary clearances with units of other systems. The control wiring of the Ka-226T helicopter under the cockpit floor occupies almost the entire available volume, which does not allow placing components and assemblies of other systems that need to be located in the specified area.

The proposed technical solution eliminates the noted disadvantages.

The objective of the invention is to create a compact control system that allows you to free up additional space in the fuselage behind the cockpit and under the floor of the cockpit.

The technical result consists in improving the operational characteristics due to the compactness of the elements of the control system, freeing up useful volume and improving ergonomic characteristics in the process of ground handling.

This technical result is achieved by that the control system of a coaxial helicopter consists of a combined control unit and channels connected to it for lateral control, longitudinal control, collective pitch control and directional control. Each control capal contains a control, trim and kinematic mechanisms. Except that one. control channels are located under the cabin floor and connected to the combined control unit by means of flexible rods, which are fixed on the central glazing beam rigidly connected to the frame of the helicopter cabin.

The controls of the transverse and longitudinal control channels are common command control levers associated with the kinematic mechanism of the corresponding capal.

The collective pitch channel control is a system of collective pitch command levers connected to the kinematic mechanism of the collective pitch control channel.

The directional control channel control is a system of control pedals associated with the kinematic mechanism of the directional control channel.

The trim mechanism of the transverse, longitudinal and track control channels is connected to the kinematic mechanism of the corresponding control channel and contains an electromagnetic brake and a load mechanism connected to each other.

The kinematic mechanism of each channel is connected to a separate flexible rod, and contains a system of interconnected rigid rods and rocking chairs.

The flexible rod of each control channel is fixed on both sides along the length of the central glazing beam with clamps and is connected by means of couplings to the control rocker of the combined control unit.

Flexible rods made it possible to transfer the control action to each control channel to the KAU in an optimal way through the central beam of the cabin glazing, together with the mechanical control wiring under the cabin floor.

The system allows to control the helicopter along the longitudinal, transverse, track control channels and the common pitch control channel by transferring the control action to the control point (rocker) of the combined control unit. The technical result obtained in the implementation of the invention is expressed in the release of useful volumes behind the frame 43 (Fig. 6) of the cockpit and under the floor of the cockpit, due to the use of flexible control rods, which made it possible to transmit the control action through each control channel to the KAU in an optimal way through the central beam 42 (Fig. 6) of the cabin glazing.

The cause-and-effect relationships of the features of the invention with the technical result are expressed as follows. The use of flexible control rods 25, 26, 27, 28 ((Fig. 1) made it possible to design the control wiring much more compactly, since the space in the central beam 42 (Fig. 6) of the cab glazing, which had not previously been used, was used for laying flexible rods. Due to the change in the direction of transmission of the control action to the KAU, a smaller number of brackets with rocking chairs under the floor of the cockpit was required.

The operation of the proposed helicopter control system is illustrated by the following drawings:

In FIG. 1 shows a general view of the control system.

In FIG. 2 shows the lateral control channel.

In FIG. 3 shows the longitudinal control channel.

In FIG. 4 shows the common pitch control channel.

In FIG. 5 shows the track control capal.

In FIG. 6 shows the layout of the control system in the cockpit.

In FIG. 7 shows the central beam of the cabin glazing with clamps for fastening flexible rods (right side).

In FIG. 8 shows the central beam of the cabin glazing with clamps for fastening flexible rods (left side).

The control of the rotors is provided by the transmission of command signals from the pilot to the rudder and rotor blades (main rotor - hereinafter NV) and is carried out by the operation of the following control channels:

- longitudinal control channel (Fig. 3):

- transverse control channel (Fig. 2):

- directional control channel (course control) (fit. 5):

- common pitch control hood (height) (Fig. 4).

Each control channel contains a control, trim and kinematic mechanisms.

The operation of the proposed control system consists in the transfer of control action from the controls through the control wiring (trim and kinematic mechanisms) to the KLU rocking chairs (not indicated in the drawing).

Longitudinal control acts on the HB blades, drinking a change in the direction of the aerodynamic thrust force of the propellers in pitch (for a dive or a pitch).

The lateral control acts on the HB blades, changing the direction of the aerodynamic force of the rods and propellers, creating the right or left roll of the helicopter.

The longitudinal and transverse control channels acting on the HB blades have a common control element - a longitudinal-transverse control command lever (hereinafter referred to as PPU). With a longitudinal or transverse deflection of the PPU lever, the swashplates tilt in the appropriate direction. This causes a cyclic change in the pitch of the HB blades.

The directional control acting on the rotor blades and on the rudders causes the appearance of a “yaw” moment (to turn the helicopter to the right or left). The command body of the directional control are the pedals. When the pedals are deflected, the HB pitch changes differentially. in this case, for all the blades of one HB, the installation angle increases, and for all the blades of the other HB, the installation angle decreases accordingly.

The commanding body in the HB common pitch control channel is the collective pitch lever (hereinafter ROSH). With the deviation of the ROSH, the total pitch of the HB changes, while all the rotor blades simultaneously and equally change the installation angle. This leads to a change in rods and screws.

Transverse control channel

The transverse control capal (Fig. 2) contains controls, PPU command levers 1 and 2, a trimmer mechanism as part of an electromagnetic brake 9 connected to a load mechanism 13 and a kinematic mechanism.

The kinematic mechanism of the transverse control channel includes rods 17 and 24 with the rocker of the bracket 30. The output rocker of which is connected through the rod 21 to the rocker of the bracket 32. The output rocker of the bracket 32 is connected to the tip of the flexible rod 25. rocking chair KAU (not marked in the drawing).

When the PPU lever is deflected in the transverse control channel, the shank of the lever, turning on the axis, transmits the force (control action) through the rods 17 and 24 to the rocker arm 30, the rod 21, the arm rocker 32, the flexible rod 25 and through the coupling 36 to the KAU rocker (in the drawing not marked). Further, the force is transmitted through the power rod of the KAU to the column of rotors.

Parallel to the main control wiring of the transverse channel, the rocker arm 30 is connected through the load mechanism 13 to the electromagnetic brake 9.

Longitudinal control channel.

The longitudinal control channel (Fig. 3) contains controls common with the transverse control channel - PPU command levers 1 and 2, a trim mechanism as part of an electromagnetic brake 10 connected to a load mechanism 14 and a kinematic mechanism.

The kinematic mechanism of the longitudinal control channel includes rods 15 and 16 with a rocker of the bracket 31, the output rocker of which is connected through the rod 22 to the rocker of the bracket 32. rocking chair KAU (not marked in the drawing).

When the PPU lever is deflected in the longitudinal control channel, the lever shank turns on the axis. transfers the force (control action) through the rods 15 and 16 through the longitudinal control channel to the arm arm 31, the arm 22, the arm arm 32, the flexible arm 26 and through the coupling 35 to the KAU arm (not indicated in the drawing). Further, through the power rod of the KAU, the force is transmitted to the column of rotors.

Parallel to the main control wiring of the longitudinal channel, the arm rocker 31 is connected to the electromagnetic brake 10 through the load mechanism 14.

Common pitch control channel.

The general pitch control channel (Fig. 4) contains controls - command levers OSH 3 and 4, a trim mechanism as part of an electromagnetic brake 7 connected to a rod 11 and a kinematic mechanism.

The OSh command levers are located in the cockpit to the left of the seat of each of the crew members.

The kinematic mechanism of the collective pitch control channel includes collective pitch levers 3 and 4, which are installed on the floor of the cockpit, connected through rods 18 and 23 with the rocker of the bracket 29, the output rocker of which is connected through the rod 20 to the rocker of the bracket 32. The output rocker of the bracket 32 is connected to the tip of the flexible rod 27, the tip of which is fixed on the bracket 40 and through the coupling 34 is connected to the KAU rocker (not indicated in the drawing).

When the OSH lever is deflected in the common pitch control channel, the lever turns on the axis. transmits the force (control action) through the rods 18 and 23 through the common pitch control channel to the arm arm 29, the arm 20, the arm arm 32, the flexible arm 27 and, through the coupling 34, to the KAU arm (not shown in the drawing). Further, through the power rod of the KAU, the force is transmitted to the column of rotors.

Parallel to the main control wiring of the common pitch channel, the rocker of the bracket 29 is connected through the rod 11 to the electromagnetic brake 7.

An electromagnetic brake 7 with a rod 11, which performs the function of removing the fixation of the ROSH when the trigger is pressed (not shown in the drawing), as well as for fixing the ROSH in a new position after releasing the trigger, also creates a counteracting damping moment on the output shaft.

Track control channel (heading control).

The track (along the course) control channel (Fig. 5) contains controls - pedals 5 and 6, a trim mechanism as part of an electromagnetic brake 8 connected to a load mechanism 12 and a kinematic mechanism.

The kinematic mechanism of the directional control kapal contains command controls - directional control pedals 5 and 6, which are connected through rods 37 and 39 with the rocker of the bracket 38. The output rocker of which, through the rod 19, is connected to the rocker of the bracket 32. The output rocker of the bracket 32 is connected to the tip of the flexible rod 28, the tip of which is fixed on the bracket 40 and through the coupling 33 is connected to the KAU rocking chair (not indicated in the drawing).

The pedals are pivotally connected to each other through the eye of the tie rod end 39.

When the pedals are deflected, the force (control action) is transmitted through the rods 37 and 39 through the directional control channel to the arm rocker 38, the rod 19, the arm rocker 32, the flexible rod 28 and through the coupling 33 to the KAU rocker. Further, through the power rod of the KAU, the force is transmitted to the column of rotors and through the bracket with a rocking chair, a flexible rod installed in the left tail boom, brackets with rocking chairs and rigid rods installed in the stabilizer, the force is transmitted to the rudders (not shown in the drawing).

Parallel to the main control wiring of the travel rope, the arm rocker 38 is connected to the electromagnetic brake 8 through the loading mechanism 12.

All elements of the path control channel from the command levers to the KAU and from the KAU to the swashplate and rudders are interconnected by swivel joints (not shown in the drawing).

When the pedals are deflected, the differential pitch mechanism changes the angles of the blades, increasing them on one propeller and decreasing them by the same amount on the other. In this case, an inequality of reactive moments of the main rotors arises, the difference of which leads to the appearance of an unbalanced moment that turns the helicopter around the vertical axis. At the same time, a control moment is added from the forces arising on the rudders (not shown in the drawing).

Electromagnetic brake of transverse control 9 with load mechanism 13, electromagnetic brake of longitudinal control 10 with load mechanism 14 and electromagnetic brake of track control 8 with load mechanism 12, installed in parallel in the kinematic chains of control channels, are designed to simulate aerodynamic loads on PPU levers 1, 2 and pedals 5 and 6, as well as to balance them in any deflected position. In addition, it is ensured that the force is removed from the loading springs (not shown in the drawing) of the loading mechanisms 12, 13 and 14 by releasing the output shaft, when a signal is applied to the electromagnetic brake 8, 9, 10 and creating a counteracting damping moment on the output shaft.

Each electromagnetic brake 8, 9, 10 is connected to its control channel by means of load mechanisms 12, 13, 14 and a lever (not shown in the drawing) mounted on the splines of the electromagnetic brake shaft 8, 9, 10. Load mechanisms 12, 13, 14 are connected with rocker control and lever through bolted connection.

When the PPU lever 1, 2 or the pedals 5, 6 are deflected, under the action of the elements of the control system, the springs of the corresponding load mechanisms 12, 13, 14 are compressed. Loading mechanisms 12, 13, 14 are designed to create on the command levers (PPU levers and pedals) a force gradient simulating aerodynamic loads.

When you press the "GRIMM" button (not shown in the drawing) on the handle of the PPU 1 or 2 levers, the fixation is removed from the electromagnetic clutch of the corresponding electromagnetic brake, while under the action of the spring and the rod of the loading mechanism, its lever will move to a position in which the load on the body control is reduced to zero.

With the TRIM button released, the deviation of the command levers from this new, load-neutral position, but as the deviation increases, will be accompanied by an increase in load. The deviation of the command levers with the "TRIM" button pressed will occur almost effortlessly.

Electromagnetic brakes 8, 9, 10 and load mechanisms 12, 13, 14 longitudinal, transverse and track control channels of the helicopter are placed under the floor of the cockpit. In the control channel for the common pitch of the rotors, the electromagnetic brake 7 is located under the floor of the cockpit, there is no load mechanism, instead of it, a thrust 11 is installed.

KAU is connected to the rocking column IV and rudders (not shown) in each control channel through the output power rods (not shown). Receiving input signals from the movement of the pedals 5, 6, levers PPU 1, 2 and ROSH 3 and 4, KAU generates proportional (enhanced) control signals for the movement of the executive working bodies of the HB control system. At the same time, it removes the load from the command levers from aerodynamic forces. acting on the rotors.

The proposed control system allows you to control the helicopter along the longitudinal, transverse, track control channels and the common pitch control channel by transferring the control action to the control point (rocker) of the control unit.

The proposed control system, using flexible rods 25, 26, 27 and 28, transmits the control input from the control wiring under the cabin floor to the ACU not through the compartment behind the fuselage cabin, but through the central beam of the cockpit glazing, the interior space of which cannot be used by other systems ( Fig. 1, Fig. 6).

Thus, due to the better layout of the control system, usable space is freed up behind the cockpit and under the cockpit floor.

Comparison of the layouts of the control system of the prototype and the proposed control system gives an idea of the additional space freed up for useful use.

The proposed control system for a coaxial helicopter has the following design features:

- the control system has a wiring section with flexible traction in each control channel:

- the section with flexible traction is located in an unused (unsuitable for use) zone;

- the control system eliminates the need for balancing springs due to the absence of vertical rods:

- the layout of the control system does not violate the tightness of the engine nacelle compartment;

- the design does not require inspection during operation in the area of laying flexible rods;

- the layout provides for the convenience of maintenance of components, their inspection and control, as well as the adjustment of the system during production and operation.

The implementation of the invention primarily allows solving the problem of installing a gas filling system 44 of an emergency ballonette system inside the fuselage, under the cockpit floor, next to the ballonette containers 45, as well as placing units of other systems in the vacant volumes of the fuselage behind the cockpit frame 43, providing easy access to their components (Fig. 6).

Claims (7)

1. A coaxial helicopter control system as part of a combined control unit and connected to it by channels of lateral control, longitudinal control, collective pitch control and directional control, each of which contains a control, trim and kinematic mechanisms, characterized in that the control channels placed under the cabin floor, are connected to the combined control unit by means of flexible rods, which are fixed on the central glazing beam rigidly connected to the frame of the helicopter cabin. 2. The control system according to claim 1, characterized in that the controls of the transverse and longitudinal control channels are common command control levers associated with the kinematic mechanism of the corresponding channel. 3. The control system according to claim 1, characterized in that the collective pitch channel control is a system of collective pitch command levers associated with the kinematic mechanism of the collective pitch control channel. 4. The control system according to claim. 1, characterized in that the control channel of the track control is a system of pedals associated with the kinematic mechanism of the track control channel. 5. The control system according to claim 1, characterized in that the trim mechanism of the transverse, longitudinal and directional control channels is connected to the kinematic mechanism of the corresponding control channel and contains an electromagnetic brake and a load mechanism connected to each other. 6. The control system according to claim 1, characterized in that the kinematic mechanism of each channel is connected to a separate flexible rod and contains a system of interconnected rigid rods and rockers. 7. The control system according to claim 1, characterized in that the flexible rod of each control channel is fixed on both sides along the length of the central glazing beam with clamps and is connected by means of couplings to the control rocker of the combined control unit.

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