US3799695A - Control devices of rotorcrafts - Google Patents

Control devices of rotorcrafts Download PDF

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Publication number
US3799695A
US3799695A US00235645A US23564572A US3799695A US 3799695 A US3799695 A US 3799695A US 00235645 A US00235645 A US 00235645A US 23564572 A US23564572 A US 23564572A US 3799695 A US3799695 A US 3799695A
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US
United States
Prior art keywords
linking member
control
linking
rotation
shifting
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Expired - Lifetime
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US00235645A
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English (en)
Inventor
E Yamakawa
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Kawasaki Heavy Industries Ltd
Kawasaki Motors Ltd
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Kawasaki Heavy Industries Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement

Definitions

  • This invention relates to a rotor control device of aircraft having a rotor system, such as helicopters, compound helicopters or composite aircraft.
  • a rotor system of rotary wing aircraft comprises variable pitch rotor blades and swash plate system, which is controlled by a flight control system of the aircraft and through which the cyclic pitch control and collective pitch control are effected.
  • the response to such operation becomes more sensitive as the flight speed increases and concurrently rightward rolling motion occurs which also increases with the flight speed. Therefore, in order to obtain optimum amount of pure pitching motion, it is necessary to decrease the amount of the longitudinal control stick operation and concurrently it is necessary to increase the amount of the lateral corrective control stick operation to the left as the forward flight speed of the aircraft increases.
  • the nose-up longitudinal control stick operation during high speed flight results in upward flow through the rotor disk, which causes abrupt increase of the vibratory load on the blade due to increase of the angle of attack, and sometimes rotor blades can be driven into stalled condition. Therefore, at the time of nose-up longitudinal control stick operation it is also necessary to give corrective control input to decrease the angle of attack of the rotor blades by moving collective pitch control stick downwardly and the amount of said corrective control input should be increased with the forward flight speed of the aircraft.
  • the present invention aims to solve these problems of the rotorcraft.
  • the present invention is applicable to the rotor control system of rotorcraft having variable pitch rotor blades and swash plate system which is controlled by the pilots control stick and through which the cyclic pitch control and collective pitch control are effected.
  • This invention is characterized by that a link mechanism supported as a fulcrum is provided at least in the cyclic pitch control system and the position of said fulcrum is changed according to the forward flight speed of the rotorcraft, whereby the amount of the longitudi- 2 nal cyclic pitch change induced by the longitudinal control stick operation is decreased as the forward flight speed increases and concurrently the lateral cyclic pitch change is induced as a corrective control action to compensate rolling motion which is induced by the longitudinal control stick operation, and the amount of said latter change is increased as a function of the flight speed.
  • this invention has another aspect which enables the collective pitch angle to be also changed by the longitudinal controlstick operation and the amount -of said change is a function of the flight speed.
  • this invention enables to give the cor rective control inputs to change both longitudinal and lateral cyclic pitch angles simultaneously in the case of collective pitch control stick operation and the amount of said corrective'control inputs are changed as a function of the forward flight speed of the rotorcraft.
  • FIG. 1 is a perspective view schematically showing an example of the rotor system to which the present invention is applicable;
  • FIG. 2 is a schematic view showing an embodiment of the present invention
  • FIGS. 3a and 3b are views for explaining the 'operation of the mechanism shown in FIG. 2;
  • FIG. 4 is a schematic view showing another embodiment of the invention.
  • FIG. 5 is a perspective view schematically showing another example of the rotor system to which the present invention is applicable.
  • FIGS.'6a, 6b, 6c and 6d are schematic views showing different embodiments of the invention respectively.
  • FIG. 1 there is shown an example of rotor system to which the present invention is applicable, and control sticks 10 are pivotally connected to a torque tube 12 by means of pins 11 respectively.
  • the torque tube 12 is supported by brackets 13 in such a manner that it is rotatable but not movable axially.
  • the torque tube 12 is formed with a downwardly projecting lever 14 and one end of a longitudinally extending push rod 15 is connected to said lever.
  • the other end of the push rod 15 is connected to a vertical arm of a bell crank 16.
  • a lever 18 is secured to the bell crank 16 through the intermediate block 17, and the length of lever 18 is equal to. but extending in the opposite direction to a horizontal arm of said bell crank.
  • the lower ends of the two control sticks 10 are interconnected by a push rod 21 and further the lower end of one control stick 10 is connected to one end of a bell crank 23 by a push rod 22.
  • the bell crank 23 is supported by a bracket 24 and one end of a push rod 25 is connected to the other end of said bell crank 23.
  • the other end of the push rod 25 is connected to one end of a bell crank 26 and a horizontal arm of said bell crank 26 is equal in length to the horizontal arm of the bell crank 16 and the lever 18.
  • Reference numeral 31 designates a pair of collective pitch control sticks which are connected with each other by a horizontal rod member 32.
  • the horizontal rod member 32 is supported by brackets 33 in such a manner that it is rotatable but not movable axially.
  • a bell crank support 34 is fixed to the horizontal rod member 32 projecting forwardly therefrom and on which the bell crank 16, the block 17 and the bell crank 26 are pivotably supported.
  • Reference numeral 50 designates a swash plate.
  • the stationary part 51 of the swash plate 50 is vertically movable relative to a mast 53 and rotatable about an optional horizontal axis passing the center of said swash plate, and is connected to the lever 18 and the bell crank 16 by push rods 20 and 40 at the diametrically opposite points on a line A A respectively and is connected to the bell crank 26 by a push rod 30 at a point on a line B-B perpendicular to the line AA.
  • the angle of inclination of the stationary part 51 of the swash plate 50 will be changed about the line BB by moving the control sticks in the directions indicated by the solid line arrows and will be changed about the line AA by moving the same in the directions indicated by the broken line arrows.
  • the stationary part 51 will be moved upwardly by moving the collective pitch control sticks 31 upwardly.
  • the rotating 'part 52 On the stationary part 51 is rotatably supported the rotating 'part 52 to which are connected pitch horns 55, provided at the leading edge of each rotor blades 56, through pitch links 54. Further, the rotor blades 56 are supported by the mast 53 through a spindles 57, in such a manner that the pitch angle thereof may be changeable.
  • the above-described mechanism is already known.
  • the present invention can be applied to portions (a) and (b) of such mechanism.
  • An example in which the present invention is applied to the portion (a) of the mechanism is shown in-FIG. 2.
  • parts corresponding to those in FIG. 1 are indicated by same numerals.
  • the upper end of the push rod is not connected directly to the stationary part 51 of the swash plate but connected to one end of a lever 104.
  • the lever 104 has-a slot 105 and a fulcrum pin 103, provided at the free end of an arm 102 of a servo 101 which is controlled by a suitable electronic device 100, is engaged in said slot.
  • a push rod 120 has one end connected to the lever 104 at a point intermediary of the point of connection between the upper end of the push rod 20 and said lever 104, and the slot 105.
  • the other end of the push rod 120 is connected to an input side of a hydraulic booster 220.
  • An output shaft 320 of the hydraulic booster 220 is connected to the periphery'of the stationary part 51 of swash plate
  • the electronic device 100 - is a device to detect the flight speed and operate the servo 101 according to the detected flight speed, and may be constructed with known technics.
  • the other end of the lever 104 is connected to a fixed bracket 107 by a rod 106.
  • a lever 108 has one end connected to the upper end of the push rod and the other end to the right hand end portion of the lever 104 by a pin 111.
  • the pin 111 is locatedjust below the right hand end of the slot 105.
  • a push rod 130 has the lower end connected to the mid portion of the lever 108 to give an input to a hydraulic booster 230.
  • An output shaft 330 of the hydraulic booster 230 is connected to the stationary part 51 of swash plate.
  • the upper end of the push rod 40 is connected to one end of a lever 109, the other end of which is supported by a fixed bracket 110, to move the stationary part 51 of swash plate through a push rod 140, having the lower and connected to the mid portion of said lever 109, through a hydraulic booster 240 and through an output shaft 340 of said hydraulic booster.
  • the length ratios of the levers 104, 108 and 109 are as shown in FIG. 2.
  • FIGS. 3a and 3b illustrate the operation of the mechanism shown in FIG. 2.
  • FIG. 3a shows the mechanism in the state of the flight speed is zero or in the hovering condition
  • FIG. 3b shows the mechanism in the state of the maximum flight speed.
  • the fulcrum pin 103 is located at the right hand end of the slot l05 and just above the pin 111. Therefore, when the control sticks are moved in the longitudinal direction for nose-up motion of the rotorcraft, in this case, the upward movement of the rod 120 relative to the movement of the rod 20 is largest and equal to the downward movement of the rod 140.
  • the rod 130 remains stationary unless the rod 30 is moved by the lateral movement of the control sticks, so that no corrective control in the lateral direction will be effected during the longitudinal control stick operation.
  • the upward movement of the collective pitch control sticks causes the equal amount of upward movement of the rods 120, 130 and 140. Therefore, in the hovering condition, the operation of the present invention is not different at all from the operation of the ordinary system shown in FIG. 1.
  • the fulcrum pin 103 is located close to the left hand end of the slot and, when the longitudinal control sticks are pulled in the backward direction, the upward movement of the rod relative to the movement of the rod 20 is smallest and the nose-up cyclic pitch change is smaller than that in the case of hovering.
  • the upward movement of the collective pitch control sticks causes the equal amount of upward movement of the rods 20, 30 and 40 but the amount of the movement of rod 120 and the amount of the movement of rod 130 are smaller than the amount of upward movement of the rod 140, so that the longitudinal corrective control for nose-down direction and lateral corrective control in the left rolling direction are induced.
  • the amount of corrective control inputs relative to the flight speed can be determined from the flight characteristics of rotorcraft by properly designing the characteristics of the electronic device 100.
  • the above-described construction can also be employed at the portion (b) of FIG. 1; In this case, the intended object of this invention can be sufficiently achieved, although the corrective input of the collective pitch by the movement of the longitudinal control sticksand the corrective inputs in the longitudinal and lateral directions by the movement of the collective pitch control sticks cannot be obtained.
  • the rods 320, 330 and 340 are not necessarily connected to the periphery of the stationary part 51 of swash plate.
  • the rod 340 may be connected to a radially inward point of the swash plate as shown in FIGS. 4a and 4b.
  • the length ratio of the lever 18 and the horizontal arm of bell crank 16, for example may be varied in proportion to the radial positions of the points of connection of the rods 320 and 340to the stationary part 51.
  • the present invention is applicable, not only to the type of rotor system shown in FIG. 1 but also to other types of rotor system, and an example thereof is shown in FIG. 5.
  • the lower end of the push rod 40 is connected toa lug 35 fixed to the bell crank support 34, and the upper end thereof is connected not directly to the stationary part 51 of swash plate but to the mid portion of a lever 41 which is supported at one end by a fixed bracket 42.
  • the other end of the lever 41 is connected to the lower end of a rod 58 supporting the center of the swash plate.
  • the intended object of this invention can be sufficiently achieved, although the corrective input of the collective pitch during the movement of longitudinal control sticks cannot be obtained.
  • FIGS. 6a, 6b, 6c and 6d respectively show modifications of the control device according to the invention.
  • the fulcrum pin 103 is supportedby a spring cartridge 113 through an arm 112 and moved by the servo 101 against the force of the spring but is returned to a predetermined position by said spring when the servo fails.
  • FIG. 612 there are provided two of the system composed-of theelectronic device and servo, as indicated at 100a, l00b and 101a, 101b, and one of them operates when the other fails.
  • an output shaft 131 of the servo 101 is connected to the mid portionof a rod132 which is pivotally connected at one end to a fixed bracket 133 and the fulcrum pin 103 is provided at the other end of said rod 132.
  • the slot 105 is a cam slot having a suitable shape.
  • the control characteristics of the rotorcraft during maneuvers can be improved as described above, but in addition, the position characteristics of the control sticks during steady horizontal flight can also be improved
  • the propulsive force is generated by the propeller and the major part of lift force is generated by the main wing, in order to minimize the load on the main rotor during high speed flight. Therefore, the collective pitch angle is decreased with the flight speed increases and, above a certain speed, the longitudinal cyclic pitch angle necessary for steady horizontal flight must be increased in the nose-up direction with the flight speed increases.
  • the so-called stick reversal phenomenon occurs in which the control sticks move once forward as the flight speed increases and then move backward as the-flight speed increases.
  • the rotor system can be designed] such that the cyclic pitch angle 6 in the nose-up direction can be automatically obtained when the collective pitch control sticks are moved downwardly, as described above, and hence the stick reversal tendency can be eliminated.
  • both the propulsive force and lift force need to be generated by the main rotor, and therefore, in orderto overcome the drag force of fuselage and obtain a high speed, it becomes necessary to tilt the rotor disk forwardly and increase the propulsive force, by imparting a nose-down cyclic pitch angle. Consequently, it is necessary to increase the collective pitch angle with the flight speed and concurrently move the longitudinal control sticks excessively forward. In such a helicopter, the maximum flight speed is limited because little margin of stroke is left for forward movement of the longitudinal control sticks.
  • the rotor system can be designed such that a cyclic pitch angle in the nose-down direction may automatically be imparted by the upward movement of the collective pitch control sticks.
  • a manually operable control member for effecting cyclic pitch control of said blades
  • first and second shifting members coupled to said swashplate mechanism. for shifting said swashplate mechanism about first and second different axes of rotation, respectively;
  • a first linking member having first and second arms located on opposite sides of a movable axis of rotation; Y means coupling said first shifting member and said manual control member to one arm of said first linking member, said first linking member being pivoted about its axis of rotation in response to movement of said control member;
  • a fulcrum member coupled to said first linking member for shifting the axis of rotation thereof to thereby change the effective lengths of said first and second arms;
  • control system further comprising a first linkage rod connected at one end to said one arm of said first linking member, and means coupling the other end of said first rod to said manual control member; wherein said first shifting-member is connected to said one arm between said movable axis of rotation and the connection of said first rod and said first linking member; and wherein said further linkage mechanism comprises a second linkage rod connected at one end to said second linking member, said second shifting member being connected to said second linking member between the pivotal coupling of said first and second linking members and the connection of said second rod to said second linking member.
  • control system further comprising a second control member coupled to said swashplate mechanism for shifting the swashplate axially in a direction substantially orthogonal to the plane defined by said first and second axes of rotation of said swashplate mechanism.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Control Devices (AREA)
  • Toys (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
US00235645A 1971-04-06 1972-03-17 Control devices of rotorcrafts Expired - Lifetime US3799695A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2123771A JPS5614519B1 (de) 1971-04-06 1971-04-06

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US3799695A true US3799695A (en) 1974-03-26

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US (1) US3799695A (de)
JP (1) JPS5614519B1 (de)
DE (1) DE2216414C3 (de)
FR (1) FR2132466B1 (de)
GB (1) GB1353564A (de)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4008979A (en) * 1975-11-13 1977-02-22 United Technologies Corporation Control for helicopter having dual rigid rotors
US4027999A (en) * 1975-11-13 1977-06-07 United Technologies Corporation Analog mixer to vary helicopter rotor phase angle in flight
US4525123A (en) * 1982-05-06 1985-06-25 Alfred Curci Rotary wing aircraft
US4688993A (en) * 1985-03-21 1987-08-25 United Technologies Corporation Tangential link swashplate centering member
US4697986A (en) * 1984-03-26 1987-10-06 David Constant V Helicopter blade cyclic pitch control system
US4930988A (en) * 1989-01-02 1990-06-05 Honeywell Inc Individual blade control system for helicopters
US5165854A (en) * 1990-07-12 1992-11-24 Industrias Cicare S.R.L. Mechanism for controlling pitch change in helicopter blades
AU659491B2 (en) * 1992-09-23 1995-05-18 Elisport Helicopters S.R.L A control mechanism for helicopter rotor blades
US5826822A (en) * 1996-04-19 1998-10-27 Rehm; Rehm N. System and method for providing cyclic and collective pitch control in a rotary wing aircraft
WO2004028901A2 (en) * 2002-09-24 2004-04-08 Bell Helicopter Textron Inc. Rotorcraft control system with stepped mixing linkage
US20050225456A1 (en) * 2004-04-12 2005-10-13 Safe Flight Instrument Corporation Helicopter tactile exceedance warning system
US20100308178A1 (en) * 2009-06-04 2010-12-09 Eurocopter Variable ratio crank for a manual flight control linkage of a rotary wing aircraft
CN102267561A (zh) * 2010-04-27 2011-12-07 尤洛考普特公司 控制和调节混合式直升机中尾翼平面的偏转角的方法
CN106802659A (zh) * 2017-01-13 2017-06-06 清华大学 变桨距多旋翼飞行器的控制方法

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1519380A (en) * 1975-11-13 1978-07-26 United Technologies Corp Method and apparatus to control aircraft having dual rigid rotors
DE2658828C3 (de) * 1976-12-24 1982-02-25 Messerschmitt-Bölkow-Blohm GmbH, 8000 München Rotor für ein Drehflügelflugzeug
JP2000225277A (ja) * 1999-02-05 2000-08-15 Futaba Corp ラジオコントロールヘリコプター
WO2023277847A1 (en) * 2021-06-29 2023-01-05 Tusas- Turk Havacilik Ve Uzay Sanayii Anonim Sirketi A control mechanism
EP4363314A4 (de) * 2021-06-29 2024-10-09 Tusas Turk Havacilik Ve Uzay Sanayii Anonim Sirketi Steuermechanismus

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR995459A (fr) * 1945-03-06 1951-12-03 Procédé et dispositif permettant d'améliorer la maniabilité des appareils d'aviation à voilures tournantes articulées
US2599690A (en) * 1945-06-16 1952-06-10 United Aircraft Corp Helicopter control
US2748876A (en) * 1951-01-12 1956-06-05 Vertol Aircraft Corp Means for controlling tip-path of rotors
FR1131074A (fr) * 1954-12-24 1957-02-15 Diretor Geral Do Ct Tecnico De Perfectionnements aux dispositifs de stabilisation des hélicoptères
US2978037A (en) * 1958-02-12 1961-04-04 Ministerio Da Aeronautica Dire Stabilizing means for helicopter aircraft
US3199601A (en) * 1962-02-02 1965-08-10 United Aircraft Corp Flight control system
US3217809A (en) * 1963-02-28 1965-11-16 Kaman Aircraft Corp Rotor blade pitch changing mechanism for rotary wing aircraft
US3589831A (en) * 1969-11-10 1971-06-29 Kaman Corp Control system for rotary wing vehicle

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR995459A (fr) * 1945-03-06 1951-12-03 Procédé et dispositif permettant d'améliorer la maniabilité des appareils d'aviation à voilures tournantes articulées
US2599690A (en) * 1945-06-16 1952-06-10 United Aircraft Corp Helicopter control
US2748876A (en) * 1951-01-12 1956-06-05 Vertol Aircraft Corp Means for controlling tip-path of rotors
FR1131074A (fr) * 1954-12-24 1957-02-15 Diretor Geral Do Ct Tecnico De Perfectionnements aux dispositifs de stabilisation des hélicoptères
US2978037A (en) * 1958-02-12 1961-04-04 Ministerio Da Aeronautica Dire Stabilizing means for helicopter aircraft
US3199601A (en) * 1962-02-02 1965-08-10 United Aircraft Corp Flight control system
US3217809A (en) * 1963-02-28 1965-11-16 Kaman Aircraft Corp Rotor blade pitch changing mechanism for rotary wing aircraft
US3589831A (en) * 1969-11-10 1971-06-29 Kaman Corp Control system for rotary wing vehicle

Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4008979A (en) * 1975-11-13 1977-02-22 United Technologies Corporation Control for helicopter having dual rigid rotors
US4027999A (en) * 1975-11-13 1977-06-07 United Technologies Corporation Analog mixer to vary helicopter rotor phase angle in flight
US4525123A (en) * 1982-05-06 1985-06-25 Alfred Curci Rotary wing aircraft
US4697986A (en) * 1984-03-26 1987-10-06 David Constant V Helicopter blade cyclic pitch control system
US4688993A (en) * 1985-03-21 1987-08-25 United Technologies Corporation Tangential link swashplate centering member
US4930988A (en) * 1989-01-02 1990-06-05 Honeywell Inc Individual blade control system for helicopters
US5165854A (en) * 1990-07-12 1992-11-24 Industrias Cicare S.R.L. Mechanism for controlling pitch change in helicopter blades
AU659491B2 (en) * 1992-09-23 1995-05-18 Elisport Helicopters S.R.L A control mechanism for helicopter rotor blades
US5826822A (en) * 1996-04-19 1998-10-27 Rehm; Rehm N. System and method for providing cyclic and collective pitch control in a rotary wing aircraft
WO2004028901A2 (en) * 2002-09-24 2004-04-08 Bell Helicopter Textron Inc. Rotorcraft control system with stepped mixing linkage
WO2004028901A3 (en) * 2002-09-24 2004-06-03 Bell Helicopter Textron Inc Rotorcraft control system with stepped mixing linkage
EP1542901A2 (de) * 2002-09-24 2005-06-22 Bell Helicopter Textron Inc. Drehfl glersteuersystem mit abgestuftem mischgestänge
US7461812B2 (en) * 2002-09-24 2008-12-09 Bell Helicopter Textron Inc. Rotorcraft control system with stepped mixing linkage
US20060186262A1 (en) * 2002-09-24 2006-08-24 Fenny Carlos A Rotorcraft control system with stepped mixing linkage
EP1542901A4 (de) * 2002-09-24 2010-11-03 Bell Helicopter Textron Inc Drehfl glersteuersystem mit abgestuftem mischgestänge
US20050225456A1 (en) * 2004-04-12 2005-10-13 Safe Flight Instrument Corporation Helicopter tactile exceedance warning system
US7262712B2 (en) 2004-04-12 2007-08-28 Safe Flight Instrument Corporation Helicopter tactile exceedance warning system
US20100308178A1 (en) * 2009-06-04 2010-12-09 Eurocopter Variable ratio crank for a manual flight control linkage of a rotary wing aircraft
FR2946317A1 (fr) * 2009-06-04 2010-12-10 Eurocopter France Guignol a rapport variable pour chaine de commande de vol manuelle d'aeronef a voiture tournante
US8196857B2 (en) 2009-06-04 2012-06-12 Eurocopter Variable ratio crank for a manual flight control linkage of a rotary wing aircraft
CN102267561A (zh) * 2010-04-27 2011-12-07 尤洛考普特公司 控制和调节混合式直升机中尾翼平面的偏转角的方法
US8583295B2 (en) 2010-04-27 2013-11-12 Eurocopter Method of controlling and regulating the deflection angle of a tailplane in a hybrid helicopter
CN102267561B (zh) * 2010-04-27 2014-09-17 空客直升机 控制和调节混合式直升机中尾翼平面的偏转角的方法
CN106802659A (zh) * 2017-01-13 2017-06-06 清华大学 变桨距多旋翼飞行器的控制方法

Also Published As

Publication number Publication date
JPS5614519B1 (de) 1981-04-04
FR2132466B1 (de) 1975-03-21
FR2132466A1 (de) 1972-11-17
GB1353564A (en) 1974-05-22
DE2216414A1 (de) 1972-10-19
DE2216414B2 (de) 1974-08-08
DE2216414C3 (de) 1975-03-27

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