RU2600966C1 - Rotorcraft - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: invention relates to aircraft engineering, particularly to rotorcraft (RC) designs. RC made as per the single-rotor design comprises a fuselage, a tail boom, a tail rotor attached to the tail boom, one main rotor, one engine, a main reduction gear. Engine with all its supports is rigidly attached to the housing of the main reduction gear. Tail boom is rigidly attached to the housing of the main reduction gear. Main rotor, the engine, the reduction gear and the tail boom represent a separate module attached to the fuselage by means of a flexible suspension of the fluid-gas or spring type. Engine used may be represented by a turboshaft engine. Engine may be attached to the tail boom. RC can be made with two engines.

EFFECT: provided are decreased vibration and more comfort for passengers.

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Description

FIELD OF THE INVENTION

The invention relates to rotary-wing aircraft (VKLA) and relates in particular to helicopters.

State of the art

The helicopter, despite its widespread use in many sectors of the national economy, finds limited use as a passenger vehicle.

This is due to the fact that the helicopter is significantly inferior to the aircraft in terms of operating costs, as well as in terms of passenger comfort.

The level of comfort for passengers is adversely affected by the vibration of the fuselage generated by the rotor blades (HB) during helicopter translation.

According to the American company Sikorsky, approximately 50% of helicopter systems and equipment failures occur due to a high level of vibration (Studies on reducing helicopter vibration. Reviews. M.: TsAGI, 1984, No. 632, p. 1, [1]).

There are the following ways to reduce vibration in a helicopter.

The first. Dynamic vibration dampers (DHA) located on the HB sleeve or HB blades. DHA is widely used in serial helicopters.

The lack of DHA: increase in the take-off weight of the helicopter.

For example, on a CH-3 helicopter of the American company Sikorsky, the weight of the helicopter when installing a DHA increased by 0.6% ([1], p. 4).

Second. Artificial excitation of forces that counteract external harmonic loads, as a result of which the oscillations of the corresponding frequency are suppressed.

The disadvantages of this method of reducing helicopter vibrations: the complexity of such a system, since a special adaptation system is needed to control external harmonic loads, monitoring the changing flight conditions and monitoring the level of opposing forces; a significant increase in the take-off weight of the helicopter.

For example, the weight of inertial vibration dampers of a helicopter of the longitudinal scheme CH-47C of the American company Boeing-Vertol is 2.6% of the take-off weight of the helicopter (Tishchenko MN and other Helicopters. Selecting parameters during design. M .: Mashinostroenie, 1978, p. . 120, [2]).

Third. The American company Bell, in its helicopters with two-bladed HB, uses the suspension of the main gearbox (GR) to the fuselage through the "nodal beam", which provides isolation of the fuselage in a certain range of vibration frequencies. This allows you to reduce the vibration level in the helicopter.

The disadvantage of this solution: the design weight of this system can be 6% of the take-off weight of the helicopter (Mikheev RA, Skulkov DD Vibrations of the helicopter and means of damping them. M: MAI, 1993. S. 32, [3]) .

Fourth. Isolation of the fuselage from the vibrations of the HB by installing the GR on an elastic support, as a result of which the vibrations caused by the vibration of the blades of the HB are transferred to the fuselage only partially, which protects against vibration of all objects inside the fuselage (crew, passengers, devices, etc.) .

The disadvantage of this solution. With a decrease in the stiffness of the connection between the HB and the fuselage, the forces acting on the fuselage decrease. However, with low stiffness of this connection, the effect of large forces on the HB bushing (for example, during maneuvers with an overload of> 1) causes large displacements of the GR relative to the fuselage, which can lead to disruption of the normal operation of the transmission and control system. Therefore, such solutions are acceptable to a limited extent.

In well-known helicopters, for example, a single-rotor circuit with a mechanical HB drive and tail rotor (PB), the GR and the engine are attached to the fuselage independently of each other. In this case, the GR is connected to the engine and the RV by a mechanical transmission (by means of transmission shafts and couplings).

For example, in a well-known domestic twin-engine helicopter Mi-6 single-rotor scheme, each turboshaft engine (TVD) located in front of the GR is mounted with its front and rear supports to the ceiling panel of the fuselage (Dalin V.N., Kurochkin F.P. Design of helicopter assemblies. M .: MAI, 1984. S. 186-187, Fig. 7.7, [4]).

Famous is the domestic twin-engine helicopter of the single-rotor Mi-8 scheme ([4], pp. 189 ÷ 190, Fig. 7.12), in which each theater, located in front of the GR, has three supports. Two front engine mounts are attached to the fuselage ceiling panel. The third (rear) engine mount, made in the form of a ball joint, is attached directly to the housing of the GR. GR is attached to the fuselage by means of a pre-gear truss. Thus, in the Mi-8 helicopter, each engine is partially attached directly to the fuselage, and partially attached directly to the GR body.

Similarly, two theater of operations (the same as on the above Mi-8 helicopter) are mounted on another well-known domestic helicopter of the Ka-32A coaxial design (Ka-32A helicopter. Technical Maintenance Manual. Book 2, Part 2, Powerplant, 1993, pp. 1 and 2, Fig. 1, [5]).

In some well-known helicopters, air intake into the engine is not carried out directly from the surrounding atmosphere, but from under the bonnet space in which the engine and hydraulic control gear are installed. These helicopters have an air intake in the front of the hood that is not structurally connected to the engine air intake through which air from the atmosphere enters the engine compartment.

For example, from (Shunkov VN Combat Helicopters. Minsk .: Harvest, 1998, p. 139, [6]) the German-Japanese helicopter VK-117 is known, in which air from the surrounding atmosphere enters the engine compartment through the side air intakes. Under the hood, a GR and two engines are installed. Engines take air from under the hood space from a common manifold with a filter.

From (Ruzhitsky EI Foreign helicopters, M .: Astrel, p. 235, [7]), the American helicopter MD-520N is known, in which the engine air intake is located in the fairing behind the HB shaft and is covered with a net.

Closest to the claimed invention is the above domestic single-rotor helicopter Mi-8.

The disadvantage of the prototype: in terms of comfort for passengers, it has no advantages over other well-known helicopters.

Disclosure of invention

The task of the invention is to eliminate the disadvantage of the prototype.

Obviously, if such a problem can be solved, then this is a "non-obvious" solution for a specialist who is versed in the relevant field of technology, since the prototype and other known analogues have not solved it.

The invention, in one of the possible variants of its execution, has the following essential features common with the prototype: a rotary-wing aircraft, has a fuselage, at least one rotor, at least one engine, the engine and the rotor are interconnected by means of a main gearbox .

The salient features that distinguish it from the prototype are: the aforementioned engine with all its supports is attached to the main gear housing, for example, by means of a truss, the aforementioned main rotor, the main gear and the engine are a separate module part that is attached to the aforementioned fuselage by means of an elastic suspension, for example, liquid gas type.

The engine mount adopted in the claimed invention to the main gear case does not cause large displacements of the engine and main gear relative to each other in any helicopter flight modes, which does not interfere with the normal operation of the transmission connecting the motor and main gear. On the other hand, attaching the main gearbox to the fuselage by means of an elastic suspension allows you to radically reduce the level of vibration of the helicopter fuselage (in the passenger cabin) to any desired level, which increases the level of comfort for passengers to the level characteristic of passenger aircraft.

In this case, between the structures of the engine, the main gearbox and the rotor shaft (including the swash plate), on the one hand, and the hood structure (which is fixed to the fuselage, and in which the engine, main gearbox and HB shaft are installed), on the other hand, there are gaps of the required size (so that the above structures in any flight modes of the helicopter do not hit one another).

Brief Description of the Drawings

In FIG. 1 shows the claimed invention in a variant of a single-rotor helicopter with a PB. In FIG. 1 marked: 1 - fuselage; 2 - GR; 3 - TVD; 4 - tail boom; 5 - HB shaft; 6 - HB sleeve; 7 and 8 - blades HB; 9 - PB; 10 - hood fixedly attached to GR 2; 11 - adapter adapter (flexible guard); 12 and 13 - rods of a motor farm; 14 and 15 - elastic suspension (shock absorbers); 16 - nozzle of the fuel assembly 3.

In FIG. 2 shows an embodiment of the claimed invention, different from that shown in FIG. 1 in that it has a hood 10 fixedly attached to the fuselage 1. In FIG. 2 marked: 17 - the air intake of the theater 3; 18 - hood intake 10. The remaining designations are the same as in FIG. 1.

In FIG. 3 shows an embodiment of the claimed invention, different from that shown in FIG. 2 in that it has two turboprop engines 19 and 20 (only engine 19 is shown in the figure) attached to the tail boom 4 to the left and right of the axis of symmetry of the helicopter. The remaining notation is the same as in FIG. 2.

The implementation of the invention

The inventive helicopter, in one of the possible variants of its execution (FIG. 1), is made according to a single-rotor scheme with a tail rotor. The inventive helicopter has, the fuselage 1, the main gearbox 2, attached (resiliently) to the fuselage 1 by means of an elastic suspension 14 and 15 (shock absorbers, the purpose of which is to absorb and dissipate the energy of vibrations coming from the rotor blades 7 and 8 to the fuselage 1). There is one turboshaft engine 3 with a nozzle 16, attached (rigidly) in front of all its bearings to the main gear housing 2. In this case, the rear support of the motor 3 is directly attached to the main gear housing 2 (for example, as is the case with the aforementioned domestic Mi-8 helicopter ), and the front engine mounts 3 are attached to the body of the main gearbox 2 via rods 12 and 13 of the truss (for example, as in well-known aircraft, turboprop engines are attached to the wing of the aircraft). There is a tail beam 4 attached (rigidly) to the housing of the main gearbox 2 (in any suitable way, for example, by means of a flange connection). The main gearbox 2 has a rotor shaft 5 to which a rotor bush 6 is attached (for example, as is the case with the known single-rotor helicopters with a tail rotor). The rotor blades 7 and 8 are attached to the rotor hub 6 (the rotor can have any suitable number of blades). A tail rotor 9 is fixed at the end of the tail boom 4 (the tail rotor can have any suitable number of blades). The steering screw 9 is connected to the main gearbox 2 by means of a transmission (shafts and couplings not shown in FIG. 1), which is mounted on the tail boom 4. The main gearbox 2 and engine 3 with the rods of the motor truss 12 and 13 are installed in the hood 10, which is stationary attached (rigidly) to the body of the main gear 2. There is an adapter 11 (a flexible guard installed in the gap between the fuselage 1 and the hood 10), made in the form of a bellows (as one of the possible options). One end of the adapter adapter 11 is fixedly attached (rigidly) to the hood 10, and the other end, due to the elasticity of the adapter adapter 11, is pressed against the upper surface of the fuselage 1 (but can also be rigidly attached to the surface of the fuselage 1). The zaliz adapter 11 (for example, made of a thin metal sheet, but can be made of any other acceptable material), on the one hand, perceives all aerodynamic loads acting on it in flight and at the same time retains the required shape, on the other hand, it It is deformed during mutual movements of the fuselage 1 and the main gearbox 2 (with the hood 10), while not collapsing.

Thus, the inventive helicopter consists of two parts, modules, interconnected by means of an elastic suspension 14 and 15 (by means of shock absorbers 14 and 15). The first module is the fuselage 1 with the crew, passengers and equipment placed in it. The second part-module is all the other helicopter units shown in FIG. one.

The inventive helicopter has an electrical control system. In this case, the control electric signals from the fuselage 1 to the GR 2 (and further to the hydraulic cylinders of the helicopter control system - not shown in FIG. 1) are transmitted via wires, for example, made in the form of a spring in the region of the elastic suspension (shock absorbers) 14 and 15. Fuel from the fuselage fuel tanks (not shown in FIG. 1) to the theater of operations 3, in the area between the fuselage 1 and the GR 2, is transmitted through flexible rubber hoses, for example, made in the region of the elastic suspension (shock absorbers) 14 and 15 in the form of a spring. The heat exchangers and other units (not shown in FIG. 1) necessary for the operation of the theater 3 and the GR 2 are attached to the housing 2 (but can also be attached to the fuselage 1 - for example, the heat exchanger TVD 3 can be attached to the fuselage 1, and oil the lines connecting the theater 3 and the heat exchanger in the area between the fuselage 1 and the GR 2 have flexible rubber hoses, for example, made in the region of the elastic suspension (shock absorbers) 14 and 15 in the form of a spring).

Thus, on a separate part-module (including all units, except for the fuselage 1 (and the crew, passengers and equipment placed in it)), only control electric signals and fuel are transmitted from the fuselage 1 (and in the opposite direction, electric signals from sensors located on the theater of operations 3 and GR 2).

There are also all other units and equipment necessary for helicopter flight, which do not affect the fundamental possibility of implementing the claimed invention, and therefore are not listed here.

In all flight modes of the inventive helicopter, the TVD 3 takes air through its air intake directly from the surrounding atmosphere. Adopted in the inventive helicopter, the rigid fastening of the theater 3 directly to the GR 2 body in any flight modes of the helicopter does not cause large displacements of the theater 3 and GR 2 relative to each other, which does not violate the normal operation of the transmission connecting the theater 3 and GR 2. Adopted in the claimed the helicopter rigid attachment of the tail boom 4 directly to the body of the GR 2 at any flight modes of the helicopter does not violate the normal operation of the transmission connecting the GR 2 and RV 9.

On the other hand, due to the fastening of the GR 2 (to which the HB 6 sleeve with the HB 7 and 8 blades is attached via the HB 5 shaft) to the fuselage 1 by means of the elastic suspension 14 and 15 (shock absorbers 14 and 15), the vibrations generated by the HB 7 and 8 during the translational flight of the inventive helicopter are not transmitted to the fuselage 1 (the fuselage is vibration-insulated from GR 2). This allows you to radically reduce the level of vibration of the fuselage 1 (including vibration in the passenger cabin) to any desired level (for example, to the level inherent in well-known passenger cars), as well as reduce fatigue stresses in the structural elements of the fuselage 1 and increase the life of the equipment (electronic , radio navigation, etc.), located in the fuselage 1. Moreover, since the inventive helicopter has an electro-remote control system, the movements of the GR 2 and the fuselage 1 relative to each other do not lead to bump its normal operation, since the control electric signals from the fuselage 1 to GR2 (and further to the hydraulic cylinders of the control system) are transmitted through wires made in the region of the elastic suspension 14 and 15 in the form of a spring, which can be extended and shortened. Control signals can also be transmitted via an optical cable (or in any other suitable way). The movements of the GR 2 (and, therefore, the theater 3) and the fuselage 1 relative to each other do not affect the normal operation of the fuel system of the theater 3, since the fuel from the fuselage fuel tanks to the theater 3, in the area between the fuselage 1 and the GR 2, is transmitted by flexible rubber hoses made in the region of the elastic suspension 14 and 15 in the form of a spring, which can be extended and shortened.

Thus, in the claimed invention, the displacement of the GR 2 and the fuselage 1 relative to each other does not lead to a disruption in the normal operation of any of the helicopter systems.

Zaliz adapter 11 in all flight modes of the inventive helicopter perceives external aerodynamic loads from the incoming flow, maintaining its desired shape. At the same time, with mutual movements of the fuselage 1 and the GR 2 relative to each other, the adapter adapter 11 is deformed (without destruction), maintaining its desired shape.

The rigid fastening of the theater of operations 3 to the GR 2 hull used in the claimed invention does not present any technical difficulties, as well-known helicopters (for example, the aforementioned domestic Mi-8 helicopter) have a load of ten or more times greater weight (fuselage with by all units and systems, including engines), compared with a theater of operations 3. Of course, in the claimed invention, the housing of the GR 2 must have in advance nodes for fastening the theater of defense 3 (as in the case of well-known helicopters, the nodes of the GR have nodes for attachable to the fuselage).

An embodiment of the claimed invention (FIG. 2) is possible, which differs from the embodiment shown in FIG. 1 in that it has a hood 10 fixedly attached (rigidly) to the fuselage 1. Moreover, between the structure of the theater 3, GR 2 and the tail beam 4 s on the one hand, and the design of the hood 10 on the other hand, there are gaps of the required size. In the front part of the hood 10 there is an air intake 18. The air intake 17 of the engine 3 is not structurally connected to the above air intake 18 of the hood 10. Between the shaft HB 5 (including the swash plate - not shown in FIG. 2) and the design of the hood 10 there are gaps of the required size.

In this embodiment of the inventive helicopter, in all its flight modes, air from the surrounding atmosphere enters the engine compartment through the air intake 18 of the hood 10. The theater 3 through its air intake 17 directly from under the hood space (a mesh is installed at the entrance to the air intake 17 of the engine 3, for example, like the above VK-117 helicopter) takes part of the air entering through the air intake 18 into the engine compartment (the rest of the air entering through the air intake 18 into the engine compartment consistency of, through the gaps between the tail boom 4 and the hood 10 out into the surrounding atmosphere). The rigid fastening of the theater of operations 3 and tail boom 4 directly to the GR 2 hull adopted in the inventive helicopter does not cause large displacements of the theater 3 and tail boom 4 relative to the GR 2 in any flight modes, which does not interfere with the normal operation of the transmission connecting the theater 3 and the tail boom 4 with GR 2. The gaps between the structure of the theater 3, the tail boom 4 and the GR 2, on the one hand, and the structure of the hood 10 (which is rigidly attached to the fuselage 1 of the helicopter), on the other hand, are of such size that when they are moved ( in all modes the field that of the claimed helicopter) they do not touch each other.

An embodiment of the inventive helicopter is possible (FIG. 3), which differs from those shown in FIG. 2 in that it has two TVDs 19 and 20 (but it can also have one or more than two) attached to the tail boom 4.

An embodiment of the inventive helicopter is possible when it is made according to a coaxial scheme. In this embodiment, the tail boom (if any) can be attached either to the body of the GR or directly to the fuselage.

The inventive helicopter can be performed according to any acceptable scheme: single-rotor; coaxial; with crossed rotors (“synchroper”); transverse, etc.

When performing the claimed invention according to a single-screw scheme, it can be performed: with a tail rotor (as discussed above); with fenestron; according to the NOTAR scheme (for example, as with the well-known American helicopter MD-520N), etc.

The invention can be performed both with a mechanical HB drive (as in the above options), and with another HB drive, for example, reactive. Moreover, in the latter case, there is no main gearbox as such, but there is an assembly to which the HB shaft is attached. To this unit is attached (rigidly) an engine (a gas generator supplying jet nozzles located at the ends of the HB blades with working gas). This unit itself is attached to the fuselage through the above elastic suspension.

The claimed invention may have any acceptable number of engines of any type: theater; piston internal combustion engines; electric motors; etc. Engines can be located in any suitable place in relation to GR (front, back, left, right, etc.).

In the claimed invention, the engine can be rigidly attached to the housing of the GR in any suitable way: by means of a truss (as discussed above); by means of a beam; etc. For example, an option is possible that differs from the one discussed above in that the engine is mounted on the tail boom (that is, in this case, the engine is rigidly attached to the body of the GR by means of the tail beam, which is rigidly attached to the body of the GR). Thus, the engine can be rigidly attached to the housing of the GR either directly or through other parts (in particular, through the tail boom).

In the claimed invention, the GR can be attached to the fuselage by means of an elastic suspension (shock absorbers) of any acceptable type: liquid-gas; rubber; spring; a combination of the above; and etc.

An embodiment of the claimed invention is possible when its engine (with all its bearings) is rigidly attached to the body of the GR, and the GR itself is rigidly attached to the fuselage. Of course, in this case, the vibration of the fuselage cannot be reduced, but such a technical solution may present some operational advantages. For example, it is possible to perform the GR and the engine as a single removable part-module, which gives known operational advantages.

In the claimed invention, the aforementioned separate part-module (including HB, engine (or engines), GR, tail boom with tail rotor and its transmission) can be attached to the fuselage by any acceptable number of supports (shock absorbers): three supports; four pillars; and etc.

The inventive helicopter may not have a fuselage as such - it has a gondola for a payload.

An embodiment of the claimed invention is possible, which differs from those discussed above in that it does not have GR as such. In this case, the motor shaft is directly connected to the HB shaft, ceteris paribus. In this case, the engine is attached to the fuselage by means of an elastic suspension (shock absorbers).

In the claimed invention, a separate part-module of the fuselage and another separate part-module (including HB, engine, tail boom, PB) can be improved independently of each other, which is a well-known advantage.

Claims (7)

1. A single-rotor rotorcraft (ON) with a fuselage, a rotor (HB), at least one engine, a tail boom, characterized in that the above HB, engine and tail boom are a separate module that is attached to the above fuselage by means of an elastic suspension. 2. VKLA according to claim 1, characterized in that the suspension of either liquid-gas or spring type is used as the above elastic suspension. 3. VKLA according to claim 1, characterized in that the turboshaft engine is used as the engine. 4. DEPOSIT according to any one of paragraphs. 1-3, characterized in that it has a main gearbox, the aforementioned tail boom is attached to the body of the main gearbox, the aforementioned engine is attached either to the body of the main gearbox or to the aforementioned tail boom, the main gearbox is attached to the aforementioned fuselage by means of the aforementioned elastic suspension. 5. VKLA under item 4, characterized in that it is made with a tail rotor, the tail rotor is attached to the above tail boom. 6. DEPOSIT according to any one of paragraphs. 1-3, characterized in that it has a second engine. 7. WITS according to claim 5, characterized in that it has a second engine.

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