WO2014088443A1

WO2014088443A1 - Coaxial high-speed helicopter

Info

Publication number: WO2014088443A1
Application number: PCT/RU2012/001015
Authority: WO
Inventors: Михаил Андреевич МАМЫКИН
Original assignee: КОЛЕСНИК, Яков Александрович
Priority date: 2012-12-04
Filing date: 2012-12-04
Publication date: 2014-06-12

Abstract

The invention relates to aviation technology, in particular to a device for helicopters of coaxial configuration. A coaxial high-speed helicopter is proposed, comprising a fuselage, an engine, a system of coaxial synchronized rotors with the possibility of controlling the general and cyclic pitch, a thrust propeller with a shaft arranged horizontally and with the possibility of controlling the propeller pitch, and aerodynamic surfaces for stabilization and control, and a mechanism for inclining the rotor system, and a helicopter stabilization system.

Description

COOCI 1st SPEED HELICOPTER

The invention relates to aeronautical engineering, in particular to the device of coaxial helicopters.

Known single-rotor helicopters with tail rotor (http: // \ v \ vw.aviastar.org/helicopters_rus/mi-8-r.htmI), containing a fuselage-helicopter frame structure, consisting of the bow and center parts, tail and end beams , chassis, rotor, tail rotor mounted in the tail, power plant and fuel system. The disadvantage of this type of helicopters is their relatively low flight speed due to the specific features of aerodynamics of the rotor, in particular, the asymmetry of the flow around the blades moving towards the high-speed flow and lagging blades. The flow symmetry causes a stall of the flow at the lagging louvres and a difference in the lifting force, which requires compensation measures, for example, hinged mounting of the blades, which generally reduces the bearing characteristics of the screw.

Known high-speed hybrid helicopter with a large radius of action and an optimized lifting rotor (patent U, IPC

publ. 03/20/2012) containing a fuselage, an engine, a rotor with a common pitch control and a cyclic pitch of the blades, a surface generating aerodynamic lifting force, fixed on the fuselage, a surface for both stabilization and maneuvering, and one or more pulling pnp op. By design, such a helicopter is more complicated than the previously described option, due to the use of multiple transmissions to drive all the screws. The speed characteristics of such a helicopter are achieved by distributing the lifting force between the main rotor and the aerodynamic surface (wing), and the higher the speed, the larger the share under the main rotor is the wing, thereby reducing the harmful effect of the asymmetry of the flow around the rotor. To prevent the occurrence of harmful W

the resistance arising at the ends of the oncoming lopsided gay for certain Mach numbers (resistance divergence), the rotor speed decreases in proportion to the increase in speed and singing.

A drawback of the described construction is that in the high-speed flight mode, the main rotor ¹ will create a part of the lifting force and, when ΉΌΜ, will not create thrust, i.e. in fact, it acts as the main rotor of a gyroplane, creating harmful resistance greater than an ordinary wing of the same area. In addition, flow asymmetry still requires compensation and steering surfaces (at least), which complicates the control system and requires special pilot training or mandatory autopilot.

The closest analogue to the proposed technical solution is a high-speed pine helicopter using the rotor aerodynamics according to the ABC (Advancing Blade Concept) Sikorsky Demonstrator X2

particle / 3274), comprising a fuselage, an engine, a coaxial synchronized rotor with a common pitch control and a cyclic pitch of the blades, a pushing screw with a common pitch control, surfaces for stabilization and maneuvering. The problem of asymmetry of enveloping is almost completely solved by the use of a coaxial synchronized screw with a rigid fastening of the blades to the hub. The design of such a helicopter is simpler than that of a hybrid helicopter, and the speed characteristics are higher - Sikorsky Demonstrator X2 is the officially registered record holder for speed and flight among helicopters.

The disadvantage of the design of the Sikorsky helicopter is 1 paoo ia of the main rotor at high speed in the emergency mode, i.e. the main rotor will create lifting force, and the horizontal thrust will be created by the pushing screw located in the tail of the top of the center. General efficiency ver goal ι a remains not high, for a flight with the same speed, a plane with classical aerodynamics will require much less energy.

The problem is to create izobrs 1eiiya For the construction soospogo fast) Nogo Ver toleta capable of vertical takeoff and vissshpo, skorosshom _\ y horizontal flight and thus with low energy tightened on rat s flight.

The required technical result is achieved by the fact that an coaxial high-speed helicopter containing the fuselage, an engine, a system of coaxial synchronized rotors with the ability to control the common and cyclic pitch, pushing the propeller with an axis located horizontally and with the ability to control the pitch of the screw a, and aerodynamic surfaces for stabilization and control are characterized in that they have a tilt mechanism for the rotor system and a helicopter stabilization system.

The tilt mechanism of the rotor system consists of a column with a gearbox and is controlled by the tilt drive of the column.

The column of the rotor system is hinged to the fuselage.

The tilt range of the rotor system column is 90 ° -70 ° relative to the horizontal axis of the verte.

The column tilt drive is electromechanical or pneumatic or hydraulic.

The helicopter stabilization system contains mechanical and electronic (autopilot) parts.

The control mechanism for the installation angle of the horizontal tail (GO) is made electromechanical or pneumatic or hydraulic.

The engine can be a piston or turbojet (turboshaft) internal combustion engine, or electric.

The essence of the invention is illustrated by the drawings. s Figure 1 shows a helicopter indicating the main nodes; figure 2 system of rotors with a column tilt mechanism; figure 3 vector diagrams of the speeds and forces that occur when flowing around the profile of the rotor blade.

Coaxial high-speed helicopter, contains (Fig. 1) the fuselage 1, on which the rotor system 2 is hinged, consisting of a column 3 (Fig. 2), synchronized coaxial rotors 4 with rigid fastening of the blades and with the ability to control the common and cyclic pitch of the blades, however, column 3 contains a gearbox 5 and coaxial shafts 6. In the rear of the fuselage 1 there is a horizontal tail 7 and a vertical tail 8, movably connected to the fuselage 1 and equipped with rudders of height 9 and direction 10, as well as a mechanism for controlling the angle of installation of GO 1 1. Inside the fuselage mounted engine 12; intermediate gear 13; transmission to the main gearbox 14; transmission na tail rotor 15; tail pusher screw 16 with the ability to control the pitch of the screw; column tilt drive 17; electronic stabilization system (autopilot) 18; mechanical connection of the stabilization system 19.

The device operates as follows.

The engine 12, which is fixedly mounted in the fuselage 1, transmits power through an intermediate gearbox 13 and a transmission 14 pa to the rotor system 2, and through a transmission 15 to the tail propeller 16. The intermediate gearbox 13 is configured to proportionally redistribute the power of the engine 12 between the rotor system 2 and tail propeller 16. The rotation of the rotors 4 is synchronized in the gearbox 5 and is carried out using coaxial shafts 6. The transmission to the main gearbox 14 contains a joint Nirni shafts connected with the possibility neredachi powerful in any angular position under the column 3. The column tilt actuator 17 serves to change the angle of inclination of the column 3 and the mechanical linkage 19 connected to the horizontal tail 7. The control mechanism for the installation angle GO 11 is connected with the horizontal tail 7, on the one hand, and the tilt drive of the column 17, on the other hand, and serves for additional balancing correction (trimming).

In take-off and viscepia mode, the column 3 of the rotors is located vertically or has a minimum forward inclination angle of γ 86-90 °. The rotor system 2 works like a regular system of co-operating helicopters, to ensure stability and controllability, the common and cyclic pitch of the rotor is used, the steering surfaces of 7.8 are ineffective in this mode. At the same time, the energy of the engine spent on unwinding the screws can be conditionally divided into two flows: the creation of lifting force (useful use) and the swirling of the air flow below the screw (energy loss), while the OJ effective efficiency will be in the region of 0.5-0.7 units.

In the horizontal flight mode, column 3 leans forward by an angle of up to 70 ° (γ - 70 °), the higher the horizontal flight speed, the greater the angle of inclination of column 3. The aerodynamics of the propeller changes. Oncoming blades (azimuthal section 0-180 °) and lagging lobes

(azimuthal region 0-180 °) use the supplied energy to the maximum. The pessimstry of the flow around the oncoming and lagging blades is compensated in pairs by the coaxial and synchronized rotation of the upper and lower screws 4. When tilting column 3, happen! helicopter balancing change the center of mass is shifted back relative to the point of application of the lifting force. To align the position of the fuselage of the helicopter 1 relative to the horizon, horizontal plumage is used 7. The angle of the plumage 7 οι of the nose of the gel fuselage 1 is set so that the lifting force arising on the plumage creates a moment relative to the center of mass of the helicopter sufficient to compensate for rebalancing. Additional disturbances from free flow unevenness are compensated elevators 9 and rudders 10 under the control of a pilot or autopilot 18.

During forward flight, the engine power required for the flight is reduced compared to the power required for the Wissner, and excess power is used to rotate the pushing screw 16 located at the rear of the fuselage to increase flight speed.

High speed performance at low energy costs are achieved through optimized rotor aerodynamics.

Pa figure 3 shows a vector diagram of the velocities and forces arising from the flow around the profile of the rotor blade when moving along the azimuth \ circle described in the intervals 0-180 ° and 180-360 °.

Where:

and ₍₎ is the screw peripheral velocity vector;

V (i is the vector of translational speed and helicopter;

\ V <) is the resulting free stream vector;

\ V | is the vector of the true velocity of the oncoming flow;

ωι is the vector of the induced velocity;

R is the total aerodynamic force of the profile of the blade;

Y is the lifting force of the profile in the speed coordinate system of the blade; Yi- profile lifting force in a high-speed coordinate system 1 of the helicopter; X - profile drag force in the speed coordinate system and blades;

P is the thrust vector in the speed coordinate system of the helicopter;

a is the angle of attack of the profile;

β the angle of inclination of the axis of rotation is absorbed relative to the horizontal axis of the vert vert;

φ is the angle of the blade relative to the plane of rotation.

It can be clearly seen from the diagrams that for a certain cooling ratio of the flight speed V ₀ and the rotational speed of the propeller U ₍ , in both sections of the azimuthal position, the resulting aerodynamic force b the profile of the blade has an up-out position in the direction of flight of the helicopter. Those. in the speed system of the blade element there is a lifting force Y and the resistance of the element of the blade X, and in the speed system of a helicopter the same forces are converted only by the lifting force Y and the thrust P. Moreover, almost all the energy supplied to the screw is used to create the lifting force and traction, and the maximum efficiency of the supporting system is achieved - 0.92-0.95.

From the consideration of the diagrams, it is also obvious that the axis of rotation of the coaxial screw must be inclined at a certain angle with respect to the horizontal velocity vector of the helicopter. This angle is also about 90 ° (the axis of rotation of the screw is almost vertical), the vector of the resulting aerodynamic force in the azimuthal section 0-180 ° will receive an up-and-down direction, which is typical for the operation of the screw in normal mode and the maximum relative 1D will be around 0, 5-0.7 units. There is no angle of inclination of the screw axis γ <70 °, then at high flight speeds the butt part of the lagging blade falling into the backflow zone begins to create excess resistance due to the significant blade angle φ, which also reduces the efficiency of the bearing system.

It was experimentally established that the range of inclination of the axis of rotation of the propeller is optimal in the range of 78-70 ° (γ ^{~ "} 78-70 °) for the speed range of 250-400 km / h. In this case, the efficiency reaches a maximum of 0.92-0.95 at flight speeds 220-350 km / h and gradually decreases to values of 0.75-0.8 with an immediate speed of 350-400 km / h.

When the ends of the oncoming blades reach Mach 0.7-0.8, the rotor speed and the power supplied to them decrease, and the power supplied to the tail pusher 16 increases, so that the speed of the ends of the main rotors does not exceed the speed Mach 0.8 - Mach number of the divergence of resistance, at which the resistance of the rotors increases significantly, negatively affecting the aerodynamic quality of the helicopter and, consequently, its flight performance.

Thus, the proposed coaxial * high-speed verulet, due to the possibility of adjusting the angle of inclination of the rotor system, allows one to obtain high speed characteristics combined with low energy consumption in flight due to the improved aerodynamics of the carrier system.

Claims

Claim

1 . A coaxial high-speed helicopter containing a fuselage, an engine, a system of coaxial synchronized rotors with the ability to control overall and cyclic pitch, a pusher propeller with an axis located horizontally and with the ability to control the pitch of the propeller, and aerodynamic surfaces for stabilization and control, characterized in that , which has a tilt mechanism for the rotor system and a helicopter stabilization system.

2. Coaxial high-speed helicopter according to claim 1. characterized in that the tilt mechanism of the rotor system consists of a column with a gearbox and is controlled by a column tilt drive.

3. Coaxial high-speed helicopter according to paragraph 1. characterized in that the column of the main rotor system is hinged to the fuselage.

^■ 4. Coaxial high-speed helicopter according to claim 1. characterized in that the tilt range of the rotor system column is 90°-70° relative to the horizontal axis of the helicopter.

5. Coaxial high-speed helicopter according to clause I. due to the fact that when the column is tilted, it is made electromechanically or pneumatically or hydraulically.

6. Coaxial high-speed helicopter according to paragraph 1. characterized in that the helicopter stabilization system contains mechanical and electronic (autopilot) parts.

7. Coaxial high-speed helicopter according to item ] . characterized by the fact that the mechanism for controlling the angle of installation of the horizontal feathers is made of electromechanical or pneumatic, or hydraulic.

8. Coaxial high-speed helicopter according to claim 1. characterized in that a piston or turboshaft or electric internal combustion engine is installed.

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SUBSTITUTE SHEET (RULE 26)