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WO2009008012A1 - Système de propulsion simplifié pour hélicoptère - Google Patents

Système de propulsion simplifié pour hélicoptère Download PDF

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Publication number
WO2009008012A1
WO2009008012A1 PCT/IT2007/000489 IT2007000489W WO2009008012A1 WO 2009008012 A1 WO2009008012 A1 WO 2009008012A1 IT 2007000489 W IT2007000489 W IT 2007000489W WO 2009008012 A1 WO2009008012 A1 WO 2009008012A1
Authority
WO
WIPO (PCT)
Prior art keywords
control
drive system
helicopter
pitch
main
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IT2007/000489
Other languages
English (en)
Inventor
Gaetano Perugini
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aviointeriors SpA
Original Assignee
Aviointeriors SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aviointeriors SpA filed Critical Aviointeriors SpA
Priority to PCT/IT2007/000489 priority Critical patent/WO2009008012A1/fr
Publication of WO2009008012A1 publication Critical patent/WO2009008012A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • B64C27/56—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement characterised by the control initiating means, e.g. manually actuated

Definitions

  • the present invention relates to a simplified helicopter drive system; as well as to a helicopter incorporating such a drive system.
  • This invention relates to the field of the manufacturing of integrated flight control systems, specifically conceived for helicopters but optionally adaptable to general means of transport. More particularly, this invention relates to a unified, optimized flight attitude control system comprising a single, multi-task all integrated flight control arrangement means, for simplified control of the main rotor collective pitch; of the main rotor cyclic pitch and of the throttle; and optionally also of the tail rotor pitch.
  • the present invention concerns the production of helicopter drive systems which are operational through manoeuvre by the pilot of substantially one single command interface.
  • helicopter driving requires the control of three basic flight attitude inputs, such as the collective pitch control; the cyclic pitch control and the antitorque control.
  • the collective pitch control is for the regulation of the lift exerted by the main rotor, and thus for the increase or decrease in altitude of the helicopter and for its vertical motion, by equally changing the pitch angle of all main rotor blades simultaneously, regardless of the blades' rotational position in the swing about the rotor head.
  • a collective lever is customarily located on the left side of the pilot's seat and is thus normally actuated by the pilot's left hand.
  • a handgrip normally a twist grip handle, which, when rotated by the pilot's hand, acts on the engine throttle and thus sets the desired engine power, typically adjusting it for compensation of a change in the collective pitch and maintenance of a constant number of revolutions per minute of the main rotor.
  • the cyclic pitch control substantially tilts the main rotor disc by cyclically changing the pitch of the rotor blades in their cycle of rotation.
  • the pitch of a given blade is thus different depending upon its instantaneous rotational position in the swing about the rotor head.
  • a vertical cyclic stick is usually located frontally between the pilot's legs, so as to be actuated by the pilot's right hand.
  • the stick With respect to its neutral position, the stick can be moved forward and backward, left and right, in order to have the helicopter move in corresponding directions.
  • the direction in which the nose of a helicopter is pointed, otherwise adversely affected by the torque effect of the main rotor, is generally controlled by anti-torque pedals.
  • Such pedals are apt to adjust the vectorial value of the thrust produced by the tail rotor by determining a variation in the pitch angle of the tail rotor blades, so as to cause the nose of the helicopter to yaw in the desired direction as instructed by pedal manipulation.
  • Two anti-torque pedals are traditionally located on the cabin floor, so as to be actuated by the pilot's feet.
  • the resulting position of the pilot is asymmetrical and, if one hand leaves its assigned position, the abandoned control(s) cannot be operated by the other hand.
  • a remarkable limitation of the conventional actuation of helicopter controls lies in that it is not sufficiently user-friendly and fully instinctive and it besides constrains the pilot to an unnatural position, with all main limbs busy, which needs to be kept at any flight instant, least a control remains temporarily but dangerously vacant/unattended .
  • object of the present invention is to solve said problems, by proposing a helicopter drive system for controlling main rotor collective pitch; main rotor cyclic pitch and throttle, and optionally tail rotor pitch, comprising one compact, substantially single-lever, all integrated control arrangement;, as well as a helicopter incorporating said drive system, as set forth in claim 1 and in claim 19, respectively.
  • the helicopter drive system proposes an innovative, fully instinctive control arrangement incorporating at least all of the main rotor controls, making helicopter piloting simpler, more user-friendly and thus more approachable, substantially similar to that of a car or of a light airplane.
  • the drive system according to the present invention may advantageously and inexpensively be fitted to any typology and configuration of means of transport, and particularly to any helicopter model on the market, for its installation entailing no carrying out of costly and complex modifications on the original structure of the means of transport.
  • the drive system according to the present invention is of easy installation and use, as well as of simple design and inexpensive production, being implementable in already produced helicopters with very little changes to the design project of existing plants and structures, since interfaces are not substantially altered.
  • the pilot can advantageously relax, holding the handle bar by one hand only, either left or right thanks to suitable kinematics mirroring all movements from one handle to the other.
  • the drive system according to the present invention therefore ensures enhanced safety for the pilot and occupants of the helicopter to which the system is applied, as well as advantageously favourable to an agile manoeuvring of said helicopter.
  • the drive according to the present invention advantageously implements an effective all-in-one control interface.
  • Fig. 1 is a perspective view apt to schematically reproduce a helicopter drive system according the prior art
  • FIG. 1 Figures from 2 to 5 are perspective views of the controls of the helicopter drive system of Fig. 1, apt to schematically display the activation modes thereof by a pilot of said helicopter;
  • FIG. 6 and 7 are schematic views apt to illustrate the manoeuvres resulting from the activation of the controls of the drive system of Fig. 1 respectively according to the modes of Fig. 3 and Fig. 5;
  • Figure 8 is a perspective view of an all-in-one, compact, integrated control arrangement of a helicopter drive system according the present invention.
  • FIG. 9 is a perspective view apt to schematically reproduce a helicopter drive system according to a first embodiment of the present invention.
  • FIG. 8 Figures from 10 to 13 are schematic representations of the controls of the all-in-one, compact, integrated control arrangement of Fig. 8, apt to schematically display four possible activation modes thereof by a pilot of said helicopter;
  • FIG. 14 is a perspective view apt to schematically reproduce a helicopter drive system according to a fly-by-wire variant of the first embodiment of the present invention reproduced in Fig. 9;
  • FIG. 15 is a perspective view apt to schematically reproduce a helicopter drive system according to a second embodiment of the present invention.
  • FIG. 16 is a schematic representation of the controls of the all-in-one, compact, integrated control arrangement of Fig. 8, apt to schematically display one further possible activation mode thereof by a pilot of said helicopter, according to the second embodiment of the present invention reproduced in Fig. 15;
  • Fig. 17 is a perspective view apt to schematically reproduce a helicopter drive system according to a fly-by-wire variant of the second embodiment of the present invention reproduced in Fig. 15;
  • - Fig. 18 contains a frontal view, a side view and two respective cross section views A-A and B-B of the all-in-one, compact, integrated control arrangement of Fig. 8, apt to schematically display a possible mechanism for the implementation of the activation mode of Fig. 10;
  • Fig. 19 contains a frontal view, a side view, two respective cross section views A-A and B-B, and one plan view of the all-in-one, compact, integrated control arrangement of Fig. 8, apt to schematically display a possible mechanism for the implementation of the activation mode of Fig. l i;
  • Fig. 20 contains a frontal view, a side view, two respective cross section views A-A and B-B, and one plan view of the all-in-one, compact, integrated control arrangement of Fig. 8, apt to schematically display a possible mechanism for the implementation of the activation mode of Fig.
  • Fig. 21 contains a frontal view, a side view, two respective cross section views A-A and B-B, and one plan view of the all-in-one, compact, integrated control arrangement of Fig. 8, apt to schematically display a possible mechanism for the implementation of the activation mode of Fig.
  • - Fig. 22 contains a frontal view, a side view, two respective cross section views A-A and B-B, and one plan view of the all-in-one, compact, integrated control arrangement of Fig. 8, apt to schematically display a possible mechanism for the implementation of the activation mode of Fig. 16, according to the second embodiment of the present invention reproduced in Fig. 15 ;
  • - Fig. 23 is a schematic representation of the helicopter drive system according to an electrically-activated, fly-by-wire variant of the present invention, suitable to both the first embodiment of Fig. 14 and to the second embodiment of Fig. 17.
  • the helicopter drive system according to the present invention is described hereinafter according to two embodiments thereof, and to respective electrically- actuated variants of said two embodiments.
  • the helicopter drive system comprises one single, all integrated, multi-task flight control arrangement means 1 for simplified control of the main rotor 10 collective pitch; of the main rotor 10 cyclic pitch and of the throttle; and optionally also of the tail rotor 11 pitch.
  • the single, all integrated, multi-task flight control arrangement means 1 according to the presente invention effectively replaces conventional command interfaces, and specifically replaces at least collective pitch lever 23 and cyclic pitch stick 24.
  • Such control arrangement means 1 comprises a main control column 2.
  • the main column 2 preferably substantially pivotably floor mounted, is made ratable about a forward and backward cyclic pitch control axis f-f.
  • a rotation ⁇ imparted by a pilot 50 on the main column 2 about said forward and backward cyclic pitch control axis f-f is such as to produce a proportional variation in the pitch attitude of the helicopter.
  • the main column 2 is also made ratable about a left and right cyclic pitch control axis r-r.
  • a rotation ⁇ imparted by a pilot 50 on the main column 2 about said left and right cyclic pitch control axis r-r is such as to produce a proportional variation in the roll attitude of the helicopter, and to have thus the helicopter move in the corresponding direction.
  • First throttle grip means 3d, 3s are associated to said main control column 2, and made ratable about a throttle control axis t-t.
  • a rotation ⁇ imparted by a pilot 50 on the first throttle grip means 3d, 3s about said throttle control axis t-t is such as to proportionally regulate the engine power, or load, and correspondingly determine a set number of rounds per minute of the main rotor 10
  • Second collective grip means 3d, 3s are associated to said main control column 2, and made ratable about a collective pitch control axis 1-1.
  • a clockwise or counter clockwise rotation ⁇ imparted by a pilot 50 on the second throttle grip means 3d, 3s about said collective pitch control axis 1-1 is such as to proportionally collectively regulate the angle of attack of the totality of the main rotor 10 blades and consequently the value of the lift force thereby generated.
  • Such a movement of the second throttle grip means 3d, 3s about said collective pitch control axis 1-1 is substantially instinctive, in that the collective pitch increases, and the lift concomitantly grows bringing about a proportional elevation in the helicopter altitude, when the grip means go up; and vice versa.
  • the overall configuration is such that the all integrated control arrangement 1 has at least four degrees of freedom ⁇ , ⁇ , ⁇ , ⁇ , respectively for the control of main rotor collective pitch; main rotor fore and aft cyclic pitch; main rotor left and right cyclic pitch and throttle.
  • the integrated control arrangement 1 is operable by a pilot 50 by either or both of the hands as desired.
  • the configuration is such that the main control column 2 feels the overall fore-aft and left-right movements imparted by the pilot 50 by operation on said first and/or second grips means 3s, 3d.
  • the first and second grip means preferably are concomitantly seizable handle levers 3s, 3d, having for instance a substantially cylindrical configuration.
  • the first throttle grip means 3d, 3s and/or the second throttle grip means 3d, 3 s are preferably linked by a mechanism which mirrors the movement of the corresponding seizable handle levers.
  • the selective movement of the main control column 2 and/or of the grip means 3s, 3d affects respective output means apt to responsively provide the main rotor 10 and/or said engine throttle body with a respective control command.
  • said output means comprise a swashplate 70, both connected to the cyclic and the collective controls, translating the pilot's, or autopilot's, commands via the helicopter flight controls into motion of the main rotor 10 blades, respectively by tilting in all directions with respect to the main rotor 10 mast and by vertically moving along the mainshaft.
  • the one single, all integrated, multi-task flight control arrangement 1 is designed and mounted to the structure of the helicopter so as to be symmetrically disposed and symmetrically operable with respect to the driving position of the pilot 50.
  • the driving position of the pilot 50 is therefore made highly ergonomic, assuring efficient, smooth, straight-forward execution of all driving maneuvers.
  • Such maneuvers can be thus advantageously executed in a combined mode, acting on the integrated, multi-task flight control arrangement 1 by applying thereto one only, comprehensive movement, so as to couple, for instance, the abovementioned rotations ⁇ and ⁇ respectively for the control of the pitch and roll attitude.
  • the first and second grip means 3s, 3d are preferably associated to said main control column 2 through an intermediate control head assembly 4, mounted on said main control column 2, preferably centrally on the upper end of said substantially floor mounted column.
  • the intermediate control head assembly 4 is preferably operable as a hand wheel.
  • a conventional antitorque pedal device 25 may be used for controlling the pitch, and therefore the vectorial thrust, of the tail rotor blades.
  • the all integrated control arrangement 1 is also apt to control the tail rotor pitch, and thus the yaw attitude of the helicopter, preferably through said intermediate control head assembly 4.
  • the intermediate control head assembly 4 is rotably mounted on the main control column 2 so as to be pivotable about a yaw control axis y-y.
  • a rotation ⁇ , imparted by a pilot 50 on the intermediate control head assembly 4 about said yaw control axis y-y, is such as to produce a proportional variation in the yaw attitude of the helicopter, as it can be derived from Fig.16.
  • the intermediate control head assembly is operable on said control column 2 as a ratable hand wheel 4, the selective rotational movement ⁇ of the hand wheel 4 with respect to said main control column 2 affecting respective output means apt to responsively provide the tail rotor 11 with a respective, proportional control command.
  • the helicopter yaw control axis y-y is symmetrically positioned substantially in correspondence of the ratable mounting of said intermediate control head assembly 4 on said main control column 2, and is substantially parallel to said collective pitch control axis 1-1.
  • the throttle control axis t-t about which are made rotable each of the handles 3s, 3d, substantially is the respective longitudinal axis t s -t s , t d -t d of each of said handles 3s, 3d.
  • Said collective pitch control axes are substantially orthogonal to the plane formed by the longitudinal axes t s -t s , t d -t d respectively of said handles 3s, 3d.
  • the left and right cyclic pitch control axis r-r is preferably substantially parallel to the collective pitch control axis 1-1.
  • the forward and backward cyclic pitch control axis f-f is preferably substantially orthogonal to the left and right cyclic pitch control axis r-r.
  • the forward and backward cyclic pitch control axis f-f is substantially inferiorly positioned with respect to the pivot section P through which the left and right cyclic pitch control axis r-r passes, in correspondence of the mounting of the main column 2 on the floor of the helicopter.
  • the intermediate control head assembly 4 moves rigidly with the moving part of the main control column 2.
  • the main control column 2 feels the overall forward and backward and left and right movements, imparted by operation of the pilot 50 on said first and second grips means 3s, 3d.
  • the output means apt to responsively provide the main rotor 10 and/or the throttle body and/or the tail rotor 11 with a respective control command thanks to an interconnection to transmitting means apt to transmitting said control commands to the main rotor 10 and/or the throttle body and/or the tail rotor 11, may be of the displaceable kind.
  • push-rods 16 or ropes are pivotally attached to movement redirection and/or conversion means, such as levers 17.
  • the levers 17 can have multiple arms forming an angle, with a fulcrum at the apex of said angle.
  • angle-shaped levers typically are crank bells pivotally connected at either arm to a first and a second reciprocating push-rods, so that when the first push- rod is pulled, the bell crank rotates about its fulcrum, proportionally pulling at the second push-rod.
  • the transmitting means preferably comprise servomechanisms comprising velocity and/or position feedback devices, and preferably actuators, in order to affect the motion of said main rotor 10 and/or said throttle body and/or of said tail rotor 11, according to the regulation settings as imposed by the pilot.
  • the above servomechanisms can comprise transducers 18 connected to respective output means; substantially electrical control lines 20 connecting said transducers 18 to an integrated control unit 19; actuators 22 connected to the mechanical functions of the main rotor 10 and/or the throttle body and/or the tail rotor 11; and substantially electrical power lines 21 connecting the actuators 22 to the integrated control unit 19.
  • the actuators 22, apt to transform an electrical input signal into motion, can be of any conventional type suitable to perform the required function.
  • actuators can be for instance electromechanical actuators, pneumatic actuators; hydraulic actuators; piezoelectric actuators; of the step-by-step kind or similar.
  • the integrated control unit 19 is substantially a central processing unit comprising a power converter box.
  • a further objective of the present invention is to introduce a helicopter, comprising a drive system such as claimed hereafter and hereabove described according to two embodiments and respective variants thereof.
  • the resulting operative position of the pilot is substantially symmetrical.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Toys (AREA)

Abstract

La présente invention concerne un système de propulsion pour hélicoptère permettant de commander le pas général du rotor principal (10) ; le pas cyclique du rotor principal ; la manette des gaz, et le pas du rotor arrière comprenant un seul dispositif de commande totalement intégré (1) ; comprenant un manche à balai principal (2), ledit manche pouvant tourner autour d'un axe de commande de pas cyclique avant et arrière (f-f), et autour d'un axe de commande de pas cyclique gauche et droit (r-r) ; comprenant un premier organe à poignée du levier des gaz (3d, 3s) associé audit manche à balai principal (2) et pouvant tourner autour d'un axe de commande du levier des gaz (t-t) ; comprenant un second organe à poignée de pas général (3d, 3s) associé audit manche à balai principal (2) pouvant tourner autour d'un axe de commande de pas général (1-1). L'ensemble de la configuration est telle que ledit dispositif de commande totalement intégré présente au moins quatre degrés de liberté (β, γ, δ, α) pour commander respectivement le pas général du rotor principal ; le pas cyclique avant et arrière du rotor principal ; le pas cyclique gauche et droit du rotor principal ; le levier des gaz ; et, au choix, ledit pas du rotor arrière. L'ensemble de la configuration peut être actionné par un pilote (50) à une main et/ou à deux mains si souhaité ; ledit manche à balai principal (2) sentant l'ensemble des mouvements avant-arrière et gauche-droit communiqués par ledit pilote (50) en actionnant lesdits premier et second organes à poignée (3s, 3d) ; le mouvement sélectif dudit manche à balai principal (2) et/ou desdits organes à poignée (3s, 3d) affectant les organes de sortie respectifs peut fournir, en réponse, une commande de contrôle respective audit rotor principal (10) et/ou audit levier des gaz, et/ou audit pas de rotor arrière.
PCT/IT2007/000489 2007-07-06 2007-07-06 Système de propulsion simplifié pour hélicoptère Ceased WO2009008012A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/IT2007/000489 WO2009008012A1 (fr) 2007-07-06 2007-07-06 Système de propulsion simplifié pour hélicoptère

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IT2007/000489 WO2009008012A1 (fr) 2007-07-06 2007-07-06 Système de propulsion simplifié pour hélicoptère

Publications (1)

Publication Number Publication Date
WO2009008012A1 true WO2009008012A1 (fr) 2009-01-15

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PCT/IT2007/000489 Ceased WO2009008012A1 (fr) 2007-07-06 2007-07-06 Système de propulsion simplifié pour hélicoptère

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3014843A1 (fr) * 2013-12-12 2015-06-19 Airbus Operations Sas Dispositif de commande de la poussee d'au moins un moteur d'un aeronef et cockpit d'aeronef integrant un tel dispositif

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1225966B (de) * 1964-11-03 1966-09-29 Wolfgang Mueller Steuereinrichtung fuer Hubschrauber
US3971536A (en) * 1975-06-10 1976-07-27 The United States Of America As Represented By The Secretary Of The Army Combined helicopter flight controller
US4062508A (en) * 1976-08-10 1977-12-13 The United States Of America As Represented By The Secretary Of The Army Integrated helicopter flight control
WO1984000339A1 (fr) * 1982-07-07 1984-02-02 Bernd Jung Helicoptere

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1225966B (de) * 1964-11-03 1966-09-29 Wolfgang Mueller Steuereinrichtung fuer Hubschrauber
US3971536A (en) * 1975-06-10 1976-07-27 The United States Of America As Represented By The Secretary Of The Army Combined helicopter flight controller
US4062508A (en) * 1976-08-10 1977-12-13 The United States Of America As Represented By The Secretary Of The Army Integrated helicopter flight control
WO1984000339A1 (fr) * 1982-07-07 1984-02-02 Bernd Jung Helicoptere

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3014843A1 (fr) * 2013-12-12 2015-06-19 Airbus Operations Sas Dispositif de commande de la poussee d'au moins un moteur d'un aeronef et cockpit d'aeronef integrant un tel dispositif

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