U.S. patent application number 15/504256 was filed with the patent office on 2017-10-26 for aircraft and method of orienting an airframe of an aircraft.
The applicant listed for this patent is SIKORSKY AIRCRAFT CORPORATION. Invention is credited to William J. Eadie, Erez Eller, Adam Leone, Matthew T. Luszcz.
Application Number | 20170308101 15/504256 |
Document ID | / |
Family ID | 55631217 |
Filed Date | 2017-10-26 |
United States Patent
Application |
20170308101 |
Kind Code |
A1 |
Luszcz; Matthew T. ; et
al. |
October 26, 2017 |
AIRCRAFT AND METHOD OF ORIENTING AN AIRFRAME OF AN AIRCRAFT
Abstract
An aircraft includes an airframe, an extending tail, a counter
rotating, coaxial main rotor assembly including an upper rotor
assembly and a lower rotor assembly, a translational thrust system
positioned at the extending tail, the translational thrust system
providing translational thrust to the air-frame; and a horizontal
stabilizer positioned at the extending tail, the horizontal
stabilizer having one or more elevators; wherein the aircraft is
configured to mix at least two of the main rotor assembly
collective pitch, the main rotor assembly cyclic pitch, the
elevator deflection, and the translational thrust system thrust to
trim the aircraft attitude.
Inventors: |
Luszcz; Matthew T.; (Hamden,
CT) ; Eadie; William J.; (Cheshire, CT) ;
Eller; Erez; (Oakville, CT) ; Leone; Adam;
(Stratford, CT) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
SIKORSKY AIRCRAFT CORPORATION |
Stratford |
CT |
US |
|
|
Family ID: |
55631217 |
Appl. No.: |
15/504256 |
Filed: |
September 30, 2015 |
PCT Filed: |
September 30, 2015 |
PCT NO: |
PCT/US15/53099 |
371 Date: |
February 15, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62058424 |
Oct 1, 2014 |
|
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B64C 2201/024 20130101;
F16H 37/02 20130101; G05D 1/0204 20130101; G05D 1/0858 20130101;
B64C 27/10 20130101; B64D 45/02 20130101; B64C 27/322 20130101;
F05D 2220/329 20130101; B64C 27/52 20130101; B64C 27/32 20130101;
B64C 27/33 20130101; B64C 27/467 20130101; B64C 27/473 20130101;
G05D 1/0077 20130101; B64C 27/16 20130101; G05D 1/0816 20130101;
B64C 13/18 20130101; B64C 27/78 20130101; F16F 15/02 20130101; B64C
2027/8227 20130101; B64C 1/0009 20130101; B64C 19/00 20130101; B64C
27/54 20130101; B64C 27/006 20130101; B64C 2027/8263 20130101; B64C
27/08 20130101; B64C 27/51 20130101; B64D 39/06 20130101; G05D 1/08
20130101; B64C 2027/8236 20130101; B64C 27/57 20130101; F02C 9/28
20130101; B64C 7/00 20130101; B64C 27/12 20130101; B64C 2027/004
20130101; B64C 2027/8281 20130101; G05D 1/0202 20130101; B64C 13/04
20130101; B64C 13/50 20130101; B64C 27/82 20130101; F16D 13/52
20130101; B64C 27/001 20130101; B64C 2027/8209 20130101; B64C
13/503 20130101; F05D 2270/021 20130101; B64C 27/14 20130101; B64C
27/80 20130101; B64D 39/00 20130101; B64C 27/008 20130101; B64C
2027/8272 20130101; B64C 27/48 20130101; F16D 13/72 20130101; F16D
13/74 20130101; B64D 35/06 20130101 |
International
Class: |
G05D 1/08 20060101
G05D001/08; B64C 27/82 20060101 B64C027/82; G05D 1/08 20060101
G05D001/08; B64C 13/50 20060101 B64C013/50; B64C 27/10 20060101
B64C027/10; G05D 1/02 20060101 G05D001/02 |
Claims
1. An aircraft comprising: an airframe; an extending tail; a
counter rotating, coaxial main rotor assembly including an upper
rotor assembly and a lower rotor assembly; a translational thrust
system positioned at the extending tail, the translational thrust
system providing translational thrust to the airframe; and a
horizontal stabilizer positioned at the extending tail, the
horizontal stabilizer having one or more elevators; wherein the
aircraft is configured to mix at least two of the main rotor
assembly collective pitch, the main rotor assembly cyclic pitch,
the elevator deflection, and the translational thrust system thrust
to trim the aircraft attitude.
2. The aircraft of claim 1 further comprising: a flight control
computer to independently control one or more of the main rotor
assembly, the elevator, and the translational thrust system through
a fly-by-wire control system, wherein the flight control computer
is configured to mix at least two of the main rotor assembly
collective pitch, the main rotor assembly cyclic pitch, the
elevator deflection, and the translational thrust system thrust to
trim the aircraft attitude.
3. The aircraft of claim 2 further comprising: a plurality of
sensors to detect sensor data of at least one environmental
condition and at least one aircraft state data, the plurality of
sensors providing the sensor data to the flight control
computer.
4. The aircraft of claim 3 wherein: in response to at least one
control input, the flight control computer is configured to utilize
algorithms based on the sensor data and the control input to mix at
least two of the main rotor assembly collective pitch, the main
rotor assembly cyclic pitch, the elevator deflection, and the
translational thrust system thrust to trim the aircraft attitude
for load alleviation.
5. The aircraft of claim 3 wherein: in response to at least one
control input, the flight control computer is configured to utilize
algorithms based on the sensor data and the control input to mix at
least two of the main rotor assembly collective pitch, the main
rotor assembly cyclic pitch, the elevator deflection, and the
translational thrust system thrust to trim the aircraft attitude to
minimize aircraft drag.
6. The aircraft as in claim 1 wherein: the aircraft is capable of
flying at airspeed of about 0 knots at a constant altitude while
maintaining a pitch attitude of the aircraft at angles between
about 20.5 degrees nose up and about 6.4 degrees nose down.
7. The aircraft as in claim 1 wherein: the aircraft is capable of
flying at airspeed of about 40 knots at a constant altitude while
maintaining a pitch attitude of the aircraft at angles between
about 18.9 degrees nose up and about 8.4 degrees nose down.
8. The aircraft as in claim 1 wherein: the aircraft is capable of
flying at airspeed of about 80 knots at a constant altitude while
maintaining a pitch attitude of the aircraft at angles between
about 16.5 degrees nose up and about 13 degrees nose down.
9. The aircraft as in claim 1 wherein: the aircraft is capable of
flying at airspeed of about 120 knots at a constant altitude while
maintaining a pitch attitude of the aircraft at angles between
about 13.3 degrees nose up and about 9.5 degrees nose down.
10. The aircraft as in claim 1 wherein: the aircraft is capable of
flying at airspeed of about 160 knots at a constant altitude while
maintaining a pitch attitude of the aircraft at angles between
about 9.3 degrees nose up and about 6.5 degrees nose down.
11. The aircraft as in claim 1 wherein: the aircraft is capable of
flying at airspeed of about 200 knots at a constant altitude while
maintaining a pitch attitude of the aircraft at angles between
about 4.5 degrees nose up and about 5.2 degrees nose down.
12. The aircraft as in claim 1 wherein: the aircraft is capable of
flying at airspeed of about 240 knots at a constant altitude while
maintaining a pitch attitude of the aircraft at angles between
about 1.1 degrees nose down and about 1.6 degrees nose down.
13. A method of operating an aircraft comprising an airframe, an
extending tail, a translational thrust system, a counter rotating,
coaxial main rotor assembly including an upper rotor assembly and a
lower rotor assembly, and a horizontal stabilizer positioned at the
extending tail, the horizontal stabilizer having one or more
elevators, the method comprising: controlling at least two of the
main rotor assembly collective pitch, the main rotor assembly
cyclic pitch, the elevator deflection, and the translation thrust
system thrust; and mixing the controls of at least two of the main
rotor assembly collective pitch, the main rotor assembly cyclic
pitch, the elevator deflection, and the translational thrust system
thrust to trim the aircraft attitude.
14. The method according to claim 13 further comprising: receiving,
with a plurality of sensors, sensor data of at least one
environmental condition and at least one aircraft state data;
receiving, with at least one flight control computer, at least one
control input and the sensor data; determining, with the flight
control computer, through an algorithm a mix of at least two of the
main rotor assembly collective pitch, the main rotor assembly
cyclic pitch, the elevator deflection, and the translational thrust
system thrust to trim the aircraft attitude based on the control
input and the sensor data; and commanding, with the flight control
computer, the mix of at least two of the main rotor assembly
collective pitch, the main rotor assembly cyclic pitch, the
elevator deflection, and the translational thrust system thrust to
trim the aircraft attitude.
15. The method according to claim 14 wherein: in response to at
least one control input, the flight control computer utilizes
algorithms based on the sensor data and the control input to mix at
least two of the main rotor assembly collective pitch, the main
rotor assembly cyclic pitch, the elevator deflection, and the
translational thrust system thrust to trim the aircraft attitude
for load alleviation.
16. The method according to claim 14 wherein: in response to at
least one control input, the flight control computer utilizes
algorithms based on the sensor data and the control input to mix at
least two of the main rotor assembly collective pitch, the main
rotor assembly cyclic pitch, the elevator deflection, and the
translational thrust system thrust to trim the aircraft attitude to
minimize aircraft drag.
17. The method according to claim 1 wherein: the aircraft is
capable of flying at airspeed of about 0 knots at a constant
altitude while maintaining a pitch attitude of the aircraft at
angles between about 20.5 degrees nose up and about 6.4 degrees
nose down.
18. The method according to claim 1 wherein: the aircraft is
capable of flying at airspeed of about 40 knots at a constant
altitude while maintaining a pitch attitude of the aircraft at
angles between about 18.9 degrees nose up and about 8.4 degrees
nose down.
19. The method according to claim 13 wherein: the aircraft is
capable of flying at airspeed of about 80 knots at a constant
altitude while maintaining a pitch attitude of the aircraft at
angles between about 16.5 degrees nose up and about 13 degrees nose
down.
20. The method according to claim 13 wherein: the aircraft is
capable of flying at airspeed of about 120 knots at a constant
altitude while maintaining a pitch attitude of the aircraft at
angles between about 13.3 degrees nose up and about 9.5 degrees
nose down.
21. The method according to claim 13 wherein: the aircraft is
capable of flying at airspeed of about 160 knots at a constant
altitude while maintaining a pitch attitude of the aircraft at
angles between about 9.3 degrees nose up and about 6.5 degrees nose
down.
22. The method according to claim 13 wherein: the aircraft is
capable of flying at airspeed of about 200 knots at a constant
altitude while maintaining a pitch attitude of the aircraft at
angles between about 4.5 degrees nose up and about 5.2 degrees nose
down.
23. The method according to claim 13 wherein: the aircraft is
capable of flying at airspeed of about 240 knots at a constant
altitude while maintaining a pitch attitude of the aircraft at
angles between about 1.1 degrees nose down and about 1.6 degrees
nose down.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. provisional
patent application Ser. No. 62/058,424, filed Oct. 1, 2014, the
entire contents of which are incorporated herein by reference.
BACKGROUND
[0002] The subject matter disclosed herein relates generally to
rotary wing aircraft and, more particularly, to a dual rotor,
rotary wing aircraft.
[0003] The ability to vertically take-off and land is two primary
benefits of rotary wing aircraft. While such capabilities are
impressive the industry would likely be receptive to new methods
and systems that allow aircraft more manoeuvrability beyond that
currently available.
BRIEF DESCRIPTION
[0004] Disclosed herein is an aircraft. The aircraft includes an
airframe, an extending tail, a counter rotating, coaxial main rotor
assembly including an upper rotor assembly and a lower rotor
assembly, and a translational thrust system positioned at the
extending tail, the translational thrust system providing
translational thrust to the airframe, and a horizontal stabilizer
positioned at the extending tail, the horizontal stabilizer having
one or more elevators, wherein the aircraft is configured to mix at
least two of the main rotor assembly collective pitch, the main
rotor assembly cyclic pitch, the elevator deflection, and the
translational thrust system thrust to trim the aircraft
attitude.
[0005] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include a
flight control computer to independently control one or more of the
main rotor assembly, the elevator, and the translational thrust
system through a fly-by-wire control system, wherein the flight
control computer is configured to mix at least two of the main
rotor assembly collective pitch, the main rotor assembly cyclic
pitch, the elevator deflection, and the translational thrust system
thrust to trim the aircraft attitude.
[0006] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include a
plurality of sensors to detect sensor data of at least one
environmental condition and at least one aircraft state data, the
plurality of sensors providing the sensor data to the flight
control computer.
[0007] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
in response to at least one control input, the flight control
computer is configured to utilize algorithms based on the sensor
data and the control input to mix at least two of the main rotor
assembly collective pitch, the main rotor assembly cyclic pitch,
the elevator deflection, and the translational thrust system thrust
to trim the aircraft attitude for load alleviation.
[0008] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
in response to at least one control input, the flight control
computer is configured to utilize algorithms based on the sensor
data and the control input to mix at least two of the main rotor
assembly collective pitch, the main rotor assembly cyclic pitch,
the elevator deflection, and the translational thrust system thrust
to trim the aircraft attitude to minimize aircraft drag.
[0009] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 0 knots at a
constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 20.5 degrees nose up and about 6.4
degrees nose down.
[0010] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 40 knots at
a constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 18.9 degrees nose up and about 8.4
degrees nose down.
[0011] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 80 knots at
a constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 16.5 degrees nose up and about 13
degrees nose down.
[0012] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 120 knots at
a constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 13.3 degrees nose up and about 9.5
degrees nose down.
[0013] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 160 knots at
a constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 9.3 degrees nose up and about 6.5
degrees nose down.
[0014] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 200 knots at
a constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 4.5 degrees nose up and about 5.2
degrees nose down.
[0015] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 240 knots at
a constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 1.1 degrees nose down and about
1.6 degrees nose down.
[0016] Further disclosed herein is a method of operating an
aircraft having an airframe, an extending tail, a translational
thrust system, a counter rotating, coaxial main rotor assembly
including an upper rotor assembly and a lower rotor assembly, and a
horizontal stabilizer positioned at the extending tail, the
horizontal stabilizer having one or more elevators, comprising
controlling at least two of the main rotor assembly collective
pitch, the main rotor assembly cyclic pitch, the elevator
deflection, and the translation thrust system thrust; and mixing at
least two of the controls of the main rotor assembly collective
pitch, the main rotor assembly cyclic pitch, the elevator
deflection, and the translational thrust system thrust to trim the
aircraft attitude.
[0017] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include
receiving, with a plurality of sensors, sensor data of at least one
environmental condition and at least one aircraft state data,
receiving, with at least one flight control computer, at least one
control input and the sensor data, determining, with the flight
control computer, through an algorithm a mix of at least two of the
main rotor assembly collective pitch, the main rotor assembly
cyclic pitch, the elevator deflection, and the translational thrust
system thrust to trim the aircraft attitude based on the control
input and the sensor data, and commanding, with the flight control
computer, the mix of at least two of the main rotor assembly
collective pitch, the main rotor assembly cyclic pitch, the
elevator deflection, and the translational thrust system thrust to
trim the aircraft attitude.
[0018] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
in response to at least one control input, the flight control
computer utilizes algorithms based on the sensor data and the
control input to mix at least two of the main rotor assembly
collective pitch, the main rotor assembly cyclic pitch, the
elevator deflection, and the translational thrust system thrust to
trim the aircraft attitude for load alleviation.
[0019] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
in response to at least one control input, the flight control
computer utilizes algorithms based on the sensor data and the
control input to mix at least two of the main rotor assembly
collective pitch, the main rotor assembly cyclic pitch, the
elevator deflection, and the translational thrust system thrust to
trim the aircraft attitude to minimize aircraft drag.
[0020] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 0 knots at a
constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 20.5 degrees nose up and about 6.4
degrees nose down.
[0021] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 40 knots at
a constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 18.9 degrees nose up and about 8.4
degrees nose down.
[0022] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 80 knots at
a constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 16.5 degrees nose up and about 13
degrees nose down.
[0023] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 120 knots at
a constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 13.3 degrees nose up and about 9.5
degrees nose down.
[0024] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 160 knots at
a constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 9.3 degrees nose up and about 6.5
degrees nose down.
[0025] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 200 knots at
a constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 4.5 degrees nose up and about 5.2
degrees nose down.
[0026] In addition to one or more of the features described above
or below, or as an alternative, further embodiments include wherein
the aircraft is capable of flying at airspeed of about 240 knots at
a constant altitude while maintaining a pitch attitude of the
aircraft at angles between about 1.1 degrees nose down and about
1.6 degrees nose down.
BRIEF DESCRIPTION OF THE DRAWINGS
[0027] Referring now to the drawings wherein like elements are
numbered alike in the several FIGURES:
[0028] FIG. 1 depicts a rotary wing aircraft in an exemplary
embodiment;
[0029] FIG. 2 is a perspective view of a rotary wing aircraft in an
exemplary embodiment;
[0030] FIG. 2A depicts a planform of a rotor blade in an exemplary
embodiment;
[0031] FIG. 3 is a perspective view of a gear train for a rotary
wing aircraft in an exemplary embodiment;
[0032] FIGS. 3A and 3B depict power distribution in the gear box in
hover and cruise modes in exemplary embodiments;
[0033] FIG. 4 is a perspective view of a gearbox and translational
thrust system in an exemplary embodiment;
[0034] FIG. 5 is a perspective view of a rotor hub fairing in an
exemplary embodiment;
[0035] FIG, 6 depicts a flight control system in an exemplary
embodiment;
[0036] FIG. 6A depicts a blade proximity detection system in an
exemplary embodiment;
[0037] FIG. 7 depicts a flight maneuver in an exemplary
embodiment;
[0038] FIG. 8 depicts front, side and top views of an aircraft in
an exemplary embodiment;
[0039] FIG. 9 depicts an active vibration control (AVC) system in
an exemplary embodiment;
[0040] FIGS. 10 and 11 illustrate force vectors in exemplary hover
states; and
[0041] FIG. 12 depicts a graph of pitch attitude in degrees versus
true airspeed in knots.
DETAILED DESCRIPTION
[0042] FIG. 1 depicts an exemplary embodiment of a rotary wing,
vertical takeoff and land (VTOL) aircraft 10. The aircraft 10
includes an airframe 12 with an extending tail 14. A dual, counter
rotating, coaxial main rotor assembly 18 is located at the airframe
12 and rotates about a main rotor axis, A. In an exemplary
embodiment, the airframe 12 includes two seats for flight crew
(e.g., pilot and co-pilot) and six seats for passengers. The main
rotor assembly 18 is driven by a power source, for example, one or
more engines 24 via a gearbox 26. The main rotor assembly 18
includes an upper rotor assembly 28 driven in a first direction
(e.g., counter-clockwise) about the main rotor axis, A, and a lower
rotor assembly 32 driven in a second direction (e.g., clockwise)
about the main rotor axis, A, opposite to the first direction
(i.e., counter rotating rotors). Each of the upper rotor assembly
28 and the lower rotor assembly 32 includes a plurality of rotor
blades 36 secured to a rotor hub 38. In some embodiments, the
aircraft 10 further includes a translational thrust system 40
located at the extending tail 14 to provide translational thrust
(forward or rearward) for aircraft 10.
[0043] Any number of blades 36 may be used with the rotor assembly
18. FIG. 2A depicts a planform of a rotor blade 36 in an exemplary
embodiment. The rotor assembly 18 includes a rotor hub fairing 37
generally located between and around the upper and lower rotor
assemblies such that the rotor hubs 38 are at least partially
contained therein. The rotor hub fairing 37 provides drag
reduction. Rotor blades 36 are connected to the upper and lower
rotor hubs 38 in a hingeless manner, also referred to as a rigid
rotor system. Although a particular aircraft configuration is
illustrated in this non-limiting embodiment, other rotary-wing
aircraft will also benefit from embodiments of the invention.
Although, the dual rotor system is depicted as coaxial, embodiments
include dual rotor aircraft having non-coaxial rotors.
[0044] The translational thrust system 40 includes a propeller 42
connected to and driven by the engine 24 via the gearbox 26. The
translational thrust system 40 may be mounted to the rear of the
airframe 12 with a translational thrust axis, T, oriented
substantially horizontal and parallel to the aircraft longitudinal
axis, L, to provide thrust for high-speed flight. The translational
thrust axis, T, corresponds to the axis of rotation of propeller
42. While shown in the context of a pusher-prop configuration, it
is understood that the propeller 42 could also be more conventional
puller prop or could be variably facing so as to provide yaw
control in addition to or instead of translational thrust. It
should be understood that any such system or other translational
thrust systems may alternatively or additionally be utilized.
Alternative translational thrust systems may include different
propulsion forms, such as a jet engine.
[0045] Referring to FIG. 2, translational thrust system 40 includes
a propeller 42 and is positioned at a tail section 41 of the
aircraft 10. Propeller 42 includes a plurality of blades 47. In
exemplary embodiments, the pitch of propeller blades 47 may be
altered to change the direction of thrust (e.g., forward or
rearward). The tail section 41 includes active elevators 43 and
active rudders 45 as controllable surfaces.
[0046] Shown in FIG. 3 is a perspective view of portions of main
rotor assembly 18 and gearbox 26. The gearbox 26 includes an upper
bull gear 44, which rotates about the main rotor axis, A, and
connected to the lower rotor assembly 32 via a lower rotor shaft 46
extending along the main rotor axis, A. A lower bull gear 48, which
rotates about the main rotor axis, A, and is connected to the upper
rotor assembly 28 via an upper rotor shaft 50 extending along the
main rotor axis, A, and through an interior of the lower rotor
shaft 46. Torque and rotational speed are provided to the gearbox
26 via input shaft 52 that transmits the torque and rotational
speed from the engine(s) 24 to an input bevel gear 54 disposed at
an input bevel shaft 56 of the gearbox 26 via an input bevel pinion
104. In some embodiments, the input bevel shaft 56 rotates about an
input bevel shaft axis 58 parallel to the main rotor axis A. The
propeller 42 is driven by a propeller output shaft 106 driven by a
propeller output gear 62 disposed at a quill shaft 102, or an
extension of input bevel shaft 56. Transfer from the propeller
output gear 62 is achieved via connection with a propeller output
pinion 60 at the propeller output shaft 106. To transfer torque
from the input bevel shaft 56 to the lower rotor assembly 32 and
the upper rotor assembly 30, the gearbox 26 includes a torque split
gear reduction stage 64. The torque split gear reduction stage 64
splits torque from the input shaft 52 and applies the divided
torque to bull gears 44 and 48, respectively. While shown with the
propeller output shaft 106 driven by the propeller output gear 62,
it is understood that such elements could be removed where the
propeller 42 is not used or is separately driven.
[0047] FIG. 3A illustrates power distribution through gearbox 26 to
main rotor assembly 18 and propeller output shaft 106 during hover
mode. In hover, power flows to torque split section to drive main
rotor assembly 18. The propeller output shaft 106 spins at all
times to drive features on propeller box while propeller 42 is
unclutched. During hover mode, the majority of power flows to the
main rotor assembly 18.
[0048] FIG. 3B illustrates power distribution through gearbox 26 to
main rotor assembly 18 and propeller output shaft 106 during cruise
mode. In high speed cruise, the majority of power flows to the
propeller output shaft 106 while the main rotor assembly 18 is
operating near an autorotative state.
[0049] Referring to FIG. 4, the main rotor assembly 18 is driven
about the axis of rotation, A, through a main gearbox (MGB) 26 by a
multi-engine powerplant system 24, having two engine packages ENG1,
ENG2 in the example in FIG. 4. Although FIG. 4 depicts two engines
24, it is understood that aircraft 10 may use a single engine 24.
The multi-engine powerplant system 24 generates power available for
flight operations and couples such power to the main rotor assembly
18 and the translational thrust system 40 through the MGB 26. The
MGB 26 may be interposed between the powerplant system 24, the main
rotor assembly 18 and the translational thrust system 40.
[0050] A portion of the drive system downstream of the MGB 26
includes a combined gearbox 90 (also referred to as a clutch). The
combined gearbox 90 selectively operates as a clutch and a brake
for operation of the translational thrust system 40 with the MGB
26. The combined gearbox 90 also operates to provide a rotor brake
function for the main rotor assembly 18.
[0051] The combined gearbox 90 generally includes an input 92 and
an output 94 generally defined along an axis parallel to rotational
axis, T. The input 92 is generally upstream of the combined gearbox
90 relative the MGB 26 and the output 94 is downstream of the
combined gearbox 90 and upstream of the pusher propeller system 40
(FIG. 2). The combined gearbox 90 may be categorized by the
technique used to disengage-engage (e.g., clutch) or stop (e.g.,
brake) the load such as friction, electromagnetic, mechanical
lockup, etc., and by the method used to actuate such as mechanical,
electric, pneumatic, hydraulic, self-activating, etc. It should be
understood that various combined gearbox 90 systems may be utilized
to include but not to be limited to mechanical, electrically,
hydraulic and various combinations thereof.
[0052] Referring to FIG. 5, an exemplary rotor hub fairing 37 is
shown. Rotor hub fairing 37 is illustrated having generally
elliptical, in cross-section, upper and lower hub fairings 111 and
112, and an airfoil-type shape (in horizontal cross-section) for
the shaft fairing 103. The airfoil shape of the shaft fairing 103
includes a leading edge 114, and a trailing edge 115 aft of the
upper and lower fairings 111, 112. The airfoil shape of the shaft
fairing 103 additionally includes a chord (not shown) that connects
the leading and trailing edges 114, 115 of the airfoil. In one
embodiment, the airfoil shape, including the upper surface 116 and
the lower surface 117, is symmetrical about a plane extending along
the length of the shaft fairing 103 and containing the axis of
rotation, A. As noted above, the upper and lower rotor hubs 38 may
be positioned, at least partially, in the upper and lower fairings
111, 112.
[0053] Portions of the aircraft 10 are controlled by a flight
control system 120 illustrated in FIG. 6. In one embodiment, the
flight control system 120 is a fly-by-wire (FBW) control system. In
a FBW control system there is no direct mechanical coupling between
a pilot's controls and movable components of aircraft 10. Instead
of using mechanical linkages, a FBW control system includes a
plurality of sensors 122 which can sense the position of controlled
elements and generate electrical signals proportional to the sensed
position. The sensors 122 may also be used directly and indirectly
to provide a variety of aircraft state data to a flight control
computer (FCC) 124. The FCC 124 may also receive inputs 126 as
control commands from various sources. For instance, the inputs 126
can be pilot inputs, auto-pilot inputs, navigation system based
inputs, or any control inputs from one or more control loops
executed by the FCC 124 or other subsystems. In response to inputs
from the sensors 122 and inputs 126, the FCC 124 transmits signals
to various subsystems of the aircraft 10.
[0054] Flight control system 120 may include a rotor interface 128
configured to receive commands from the FCC 124 and control one or
more actuators, such as a mechanical-hydraulic or electric
actuators, for the upper rotor assembly 28 and lower rotor assembly
32. In an embodiment, inputs 126 including cyclic, collective,
pitch rate, and throttle commands that may result in the rotor
interface 128 driving the one or more actuators to adjust upper and
lower swashplate assemblies (not depicted) for pitch control of the
upper rotor assembly 28 and lower rotor assembly 32. Alternatively,
pitch control can be performed without a swashplate assemblies
using individual blade control (IBC) in the upper rotor assembly 28
and lower rotor assembly 32. The rotor interface 128 can manipulate
the upper rotor assembly 28 and lower rotor assembly 32
independently. This allows different collective and cyclic commands
to be provided to the upper rotor assembly 28 and lower rotor
assembly 32.
[0055] Flight control system 120 may include a translational thrust
interface 130 configured to receive commands from the FCC 124 to
control one or more actuators, such as a mechanical-hydraulic or
electric actuators, for the control of the translational thrust
system 40. In an embodiment, inputs 126 may result in the
translational thrust interface 130 controlling speed of propeller
42, altering the pitch of propeller blades 47 (e.g., forward or
rearward thrust), altering the direction of rotation of propeller
42, controlling gearbox 90 to employ a clutch to engage or
disengage the propeller 42, etc.
[0056] Flight control system 120 may include a tail fairing
interface 132. The tail fairing interface 132 is configured to
receive commands from the FCC 124 to control one or more actuators,
such as a mechanical-hydraulic or electric actuators, for the
active elevator 43 and/or active rudders 45 of FIG. 2. In an
embodiment, inputs 126 include an elevator pitch rate command for
the tail fairing interface 132 to drive the one or more actuators
for pitch control of the active elevators 43 of FIG. 2. In an
embodiment, inputs 126 include a rudder command for the tail
fairing interface 132 to drive the one or more actuators for
positional control of the active rudders 45 of FIG. 2.
[0057] Flight control system 120 may include an engine interface
133. The engine interface 133 is configured to receive commands
from the FCC 124 to control engine(s) 24. In an embodiment, inputs
126 include a throttle command from the pilot to adjust the RPM of
engine(s) 24. FCC 124 may also send commands to engine interface
133 to control the engine(s) in certain predefined operating modes
(e.g., quiet mode).
[0058] The FCC 124 includes a processing system 134 that applies
models and control laws to augment commands based on aircraft state
data. The processing system 134 includes processing circuitry 136,
memory 138, and an input/output (I/O) interface 140. The processing
circuitry 136 may be any type or combination of computer
processors, such as a microprocessor, microcontroller, digital
signal processor, application specific integrated circuit,
programmable logic device, and/or field programmable gate array,
and is generally referred to as central processing unit (CPU) 136.
The memory 138 can include volatile and non-volatile memory, such
as random access memory (RAM), read only memory (ROM), or other
electronic, optical, magnetic, or any other computer readable
storage medium onto which data and control logic as described
herein are stored. Therefore, the memory 138 is a tangible storage
medium where instructions executable by the processing circuitry
136 are embodied in a non-transitory form. The I/O interface 140
can include a variety of input interfaces, output interfaces,
communication interfaces and support circuitry to acquire data from
the sensors 122, inputs 126, and other sources (not depicted) and
communicate with the rotor interface 128, the translation thrust
interface 130, tail faring interface 132, engine interface 133, and
other subsystems (not depicted).
[0059] In exemplary embodiments, the rotor interface 128, under
control of the FCC 124, can control the upper rotor assembly 28 and
lower rotor assembly 32 to pitch in different magnitudes and/or
different directions at the same time. This includes differential
collective, where the upper rotor assembly 28 has a collective
pitch different than the collective pitch of the lower rotor
assembly 32, in magnitude and/or direction. Differential pitch
control also includes differential cyclic pitch control, where the
upper rotor assembly 28 has a cyclic pitch different than the
cyclic pitch of the lower rotor assembly 32, in magnitude, axis of
orientation (e.g., longitudinal or lateral) and/or direction. The
differential collective and the differential cyclic pitch control
may be accomplished using independently controlled swashplates in
the upper rotor assembly 28 and lower rotor assembly 32.
Alternatively, differential collective and the differential cyclic
pitch control may be accomplished using individual blade control in
the upper rotor assembly 28 and lower rotor assembly 32.
[0060] The ability to independently control the pitch of the upper
rotor assembly 28 and lower rotor assembly 32 allows the lower
rotor assembly 32 to be adjusted due to its position beneath the
upper rotor assembly 28. The lower rotor assembly 32 is located in
the downwash of the upper rotor assembly 28. To accommodate for
this, the lower rotor assembly 32 may have a collective pitch that
differs from the collective pitch of the upper rotor assembly
28.
[0061] In the case of traditional helicopters, as the forward
velocity of the aircraft increases, the velocity of the retreating
blade relative to the airflow decreases. This causes a stall region
to arise at the root of the retreating blade and expand towards to
distal end of the blade as speed increases. As this stall region
increases, the overall lift vector of the aircraft shifts from the
center of the aircraft towards the advancing blade which is
providing the majority of lift for the aircraft. This imbalance of
lift creates an unstable rolling moment on the aircraft which is
stabilized by a combination of reducing forward flight and blade
flapping, which reduces overall aircraft lift. With a dual rotor
aircraft, such as aircraft 10, the counter rotating rotor heads
balance out the torque generated by each rotor head and also
balances the lift generated by each advancing blade without the
need for blade flapping or reducing the speed of the aircraft. This
is made possible by the rigid rotor system. With two rigid rotors,
the roll moments cancel at the main rotor shaft.
[0062] The use of upper rotor assembly 28 and lower rotor assembly
32 allows the pre-cone angle to be set on each individual rotor to
reduce bending stress on the blades. In a hinged rotor design, the
hinges will naturally go to an angle to reduce bending stress. On a
rigid rotor aircraft, such as aircraft 10, there is no hinge, so
the pre-cone angle is set to avoid the extra stress attributed to
the bending moment. A useful pre-cone angle is one where the
centrifugal force of the blade pulling out matches the lift of the
blade up. Due to the independent nature of the upper rotor assembly
28 and lower rotor assembly 32, differential pre-cone is used in
aircraft 10. Differential pre-cone refers to the fact that the
upper rotor assembly 28 and lower rotor assembly 32 have different
pre-cone angles. The different pre-cone angles for the upper rotor
assembly 28 and lower rotor assembly 32 help maintain tip
clearance. In an exemplary embodiment, the pre-angle on the upper
rotor assembly 28 is about 3 degrees and the pre-cone angle on the
lower rotor assembly 32 is about 2 degrees.
[0063] Aircraft 10 is operational in a variety of modes, including
take-off, cruise, landing, etc. Cruise mode refers to generally
horizontal flight. During cruise, aircraft 10 can reach speeds of
above about 200 knots, with speed reaching up to about 250 knots.
During cruise mode, the main rotor assembly 18 provides the
majority of lift for the aircraft. In exemplary embodiments and
flight modes, the main rotor assembly 18 provides greater than
about 85% of the lift during cruise mode.
[0064] Aircraft 10 may assume various acoustic modes, depending on
the flight state. FCC 124 may control RPM of engines 24, RPM of
propeller 42, and clutch 90 to engage or disengage the propeller 42
to assume different noise levels. For example, at take-off noise
may not be a concern, and there would be no changes in aircraft
operation to adjust the noise level. As the aircraft approaches a
target, it may be desirable to disengage the propeller 42 using
clutch 90 and/or reduce RPM of engines 24 to reduce the noise
produced by aircraft 10. The propeller 42 may be disengaged at
various other flight states (e.g., high speed) to reduce noise. The
RPM of the main rotor assembly 18 and RPM of propeller 42 may be
independently controlled (e.g., through clutch 90 or FCC 124). This
allows a variety of flight states to be achieved.
[0065] The pilot may enter separate commands to reduce aircraft
noise, for example, disengaging the propeller 42, reducing engine
RPM, and increasing collective pitch as separate inputs.
Alternatively, the pilot may select a reduced noise mode (e.g.,
quiet mode) through single input, and the FCC 124 controls the
various aircraft interfaces to achieve the desired mode. For
example, the pilot may select a reduced noise mode at input 126,
and the FCC automatically disengages the propeller 42, reduces the
engine 24 RPM and/or increases collective pitch without further
demand on the pilot.
[0066] The use of the translational thrust system 40 allows the
aircraft 10 to move forward or rearward (depending on the pitch of
the propeller blades) independent of the pitch attitude of the
aircraft. Cyclic is used to adjust the pitch attitude (nose up,
nose down or level) of the aircraft while the translational thrust
system 40 provides forward and rearward thrust to balance the main
rotor system forces to maintain position or translate with a set
body attitude.
[0067] The motor rotor assembly 18 system and the translational
thrust system 40 are connected through the main gear box 26. A gear
ratio of main gear box 26 is selected so as to keep propeller 42 at
a high efficiency and suitable noise level during cruise mode. The
gear ratio of main gear box 26 dictates the ratio of the rotor
speed of main rotor assembly 18 to propeller speed of propeller
42.
[0068] Embodiments of aircraft 10 provide the pilot with increased
situational awareness by allowing the aircraft attitude (e.g., the
angle of longitudinal axis, L, relative to horizontal) to be
adjusted by cyclic pitch of the main rotor assembly 18 and the
forward and rearward thrust to be controlled by the translational
thrust system 40. This allows a variety of flight modes to be
achieved, which allows the pilot to be more aware of their
surroundings. Aircraft 10 can hover with the nose angled upwards or
downwards or level. FIGS. 10 and 11 illustrate force vectors from
the main rotor assembly and propeller for hover nose up and hover
nose down, respectively. Aircraft 10 can also land substantially
parallel to a non-horizontal or sloped surface by adjusting the
attitude of the aircraft using cyclic pitch of the main rotor
assembly 18. Aircraft 10 can take off at a horizontal attitude
(e.g., axis L is horizontal), which also may be referred to as
vertical take-off. Aircraft 10 may also fly forward or cruise with
the nose angled upwards, nose angled downwards or level. The use of
a combination of the main rotor assembly 18, translational thrust
system 40, and elevators 43 for aircraft attitude and the
translational allows aircraft 10 to assume a variety of trim
states.
[0069] Conventional helicopters provide thrust in a specific
direction, other than vertical, by inducing cyclic on the main
rotor assembly, which tilts the rotor disc and generates a thrust
vector propelling the aircraft in the direction of the rotor disk
tilt. As a result of the rotor disk tilt, the aircraft will
subsequently tilt in the same direction as well. Thus, in order to
generate thrust in any direction other than vertically, a
conventional helicopter is required to tilt the airframe along with
the rotor disk to direct the thrust vector. The aircraft 10 is
unique in the fact that the lift and the thrust systems are
decoupled, meaning that the main rotor assembly 18 may provide 100%
of the lift and no translational thrust, while the propeller 42
provides 100% of the translational thrust. This decoupling frees up
the cyclic controls of the main rotor assembly 18 to help trim the
aircraft 10 with the aid of the elevators 43. The elevators 43 are
positioned on the horizontal stabilizers 51 at the end of the tail
41. During cruise, a longitudinal ganged cyclic input that
generates a pitching moment on the aircraft 10, may be counteracted
by a deflection of the elevators 43. Cyclic on the main rotor
assembly 18 pitching the nose of the aircraft 10 up, could be
counteracted by deflecting the elevators 43 down. Cyclic on the
main rotor assembly 18 pitching the nose of the aircraft 10 down,
could be counteracted by deflecting the elevators 43 up. The angle
to deflect the elevator 43 may depend on the desired trim of the
aircraft 10. Thus, in order to trim the pitch attitude of the
aircraft 10 in forward flight, ganged longitudinal cyclic is
induced on the main rotor assembly 18 and the elevators 43 are
deflected, while the propeller 42 maintains forward thrust.
Depending on the trim angle of the aircraft, the main rotor
assembly 18 may also be providing some thrust to the aircraft 10 in
addition to maintaining lift. Ganged longitudinal cyclic is defined
as the average longitudinal cyclic, working to produce total cyclic
pitch moment.
[0070] Referring to FIG. 12, which is a graph of pitch attitude 604
in degrees versus true airspeed 608 is shown in knots at 600.
Negative values of pitch attitude 604 represent nose down angles,
while the positive values represent nose up angles. The graph 600
shows a maximum pitch value 610 and a minimum pitch value 612 for
varying airspeeds 608 of aircraft 10. The graph 600 shows that
larger pitch attitude 604 angles are possible at lower airspeeds
than at higher airspeeds. For example, at airspeeds 608 between 0
and 100 knots pitch angles 604 of between plus 20.5 and minus 13
are achievable. It should be noted that the airspeeds 608 and pitch
attitudes 604 shown in the graph are while maintaining constant
altitude of the aircraft. It is also important to note that that
the pitch range of aircraft 10 is limited at zero speed by the
propeller 42 negative thrust capability, torque limits and engine
24 power limit. At high speed, the nose up pitch range of aircraft
10 is limited by negative collective control range, engine 24 power
or propeller gearbox 90 torque limit, whereas at high speed the
nose down pitch range of aircraft 10 is limited by ganged
longitudinal cyclic control range.
[0071] A flight control system 120 may be used to help perform
mixing of the collective pitch of the main rotor assembly 18, the
cyclic pitch of main rotor assembly 18, the angle of elevator 43
deflection and the propeller 42 thrust to control trim of the
aircraft 10 in cruise. A control input 126 is entered and sent to
the flight control system 120, where one or multiple flight control
computers 124 enter the control input 126 and data from sensors 122
into algorithms, which then determine how much cyclic should be
applied to the main rotor assembly 18, what angle to deflect the
elevators 43, what thrust the propeller 42 should provide and the
amount of collective to be applied on the main rotor assembly 18 to
maintain the lift of the aircraft 10. The algorithms may allow for
the optimization of certain aircraft 10 parameters, such as
reducing aircraft drag or loads, while maintaining a certain trim.
The cyclic on the upper rotor assembly 28 and the lower rotor
assembly 32 may be independently controlled through the use of
separate upper and lower swashplates. Alternatively, the cyclic on
the upper rotor assembly 28 and the lower rotor assembly 32 may be
independently controlled using individual blade control (IBC)
techniques.
[0072] Sensor data (data from sensors 122) may include both
environmental conditions and aircraft state conditions.
Environmental conditions that may be sensed include, but are not
limited to, atmospheric air temperature, atmospheric air pressure,
atmospheric air density, relative wind speed, relative wind
direction, weather, terrain, terrain slope, obstacles, targets and
proximate flying objects. Aircraft state data that may be sensed
include, but are not limited to, aircraft geolocation, altitude,
attitude, speed, weight, center of gravity, vibration, control
surface positions, rotor RPM, rotor blade pitch, rotor blade
azimuth location, elevator deflection angle, and translational
thrust system RPM. The control input 126 may include one or more of
pilot inputs, auto-pilot inputs, navigation system based inputs,
and control inputs from one or more control loops executed by the
flight control computer.
[0073] Embodiments provide independent control of the active
elevators 43 and/or active rudders 45 as controllable surfaces in
the tail section 41. The elevator surfaces 43 may be controlled
independently by the FCC 124 through the tail faring interface 132.
The rudder surfaces 45 may be controlled independently by the FCC
124 through the tail faring interface 132.
[0074] The configuration of aircraft 10 and the controlled afforded
by FCC 124 allows aircraft 10 to provide a high bank angle
capability at high speeds. For example, in an exemplary embodiment,
aircraft 10 can achieve a bank angle of about 60 degrees at about
210 knots.
[0075] Aircraft 10 may make use of longitudinal lift offset in trim
to compensate for rotor-on-rotor aerodynamic interaction between
the upper rotor assembly 28 and lower rotor assembly 32. Aircraft
10 may adjust differential longitudinal cyclic as a function of
operational states of the aircraft (e.g., take-off, cruise, land,
etc.). Differential longitudinal cyclic refers to upper rotor
assembly 28 and lower rotor assembly 32 having different cyclic
pitch along the longitudinal axis of the aircraft. Differential
longitudinal cyclic may also be used to generate yaw moments. Lift
offset may be used to control aircraft, where lateral lift offset
adjusts roll and longitudinal lift offset adjusts pitch.
[0076] FCC 124 may control RPM of engine(s) 24, RPM of propeller
42, and clutch 90 to engage or disengage the propeller 42 to assume
different noise levels. For example, at take-off noise may not be a
concern, and there would be no changes in aircraft operation to
adjust the noise level. As the aircraft approaches a target, it may
be desirable to disengage the propeller 42 using clutch 90 and/or
reduce RPM of engines 24 to reduce the noise produced by aircraft
10. The propeller 42 may be disengaged at various other flight
states (e.g., high speed) to reduce noise. The RPM of the main
rotor assembly 18 and RPM of propeller 42 may be independently
controlled (e.g., through clutch 90).
[0077] The pilot may enter separate commands to reduce aircraft
noise, for example, disengaging the propeller 42 and reducing
engine RPM as separate inputs. Alternatively, the pilot may select
a reduced noise mode (e.g., quiet mode) through single input, and
the FCC 124 controls the various aircraft interfaces to achieve the
desired mode. For example, the pilot may select a reduced noise
mode at input 126, and the FCC automatically disengages the
propeller 42 and/or reduces the engine 24 RPM without further
demand on the pilot.
[0078] Aircraft 10 provides the ability to approach a target and
reverse thrust while maintaining an attitude directed at the
target. FIG. 7 depicts aircraft 10 approaching a target 200. In a
first state, 202, the aircraft 10 alters the pitch of blades 47 in
propeller 42 to provide reverse thrust to bring the aircraft to a
quick stop. At state 204, the main rotor assembly 18 and propeller
42 are controlled to pitch aircraft 10 towards target 200. At state
206, the propeller 42 is used to provide reverse thrust to move
away from target 200 and climb, while still maintaining an attitude
with the nose of aircraft 10 facing target 200.
[0079] The use of a dual rotor system and translational thrust
allows aircraft 10 to eliminate the need for a variable angle
between the main axis of rotation of the rotor system (e.g., axis A
in FIG. 1) and aircraft longitudinal axis L. In conventional
helicopters, the angle between the main axis of rotation of the
rotor system and the aircraft longitudinal axis L varies. This is
due to the fact that conventional helicopters lack a translational
thrust system 40 for use during cruise mode, or forward flight. In
a conventional helicopter, forward flight is provided through
cyclic pitch, which causes the aircraft to point nose down. As this
nose down orientation is undesirable beyond a certain angle, the
angle between the main axis of rotation of the rotor system and the
aircraft longitudinal axis L is adjusted to bring the nose upwards,
while still in forward flight.
[0080] By contrast, aircraft 10, with translational thrust system
40, does not need to adjust the angle between the main axis of
rotation of the rotor system (e.g., axis A in FIG. 1) and aircraft
longitudinal axis L. The angle between the main axis of rotation of
the rotor system (e.g., axis A in FIG. 1) and aircraft longitudinal
axis L for aircraft 10 remains fixed during all flight modes,
including take-off, cruise, landing, etc.
[0081] As shown in FIG. 1, the rotor assembly 18 includes a rotor
hub fairing 37 generally located between and around the upper and
lower rotor assemblies such that the rotor hubs 38 are at least
partially contained therein. The rotor hub fairing 37 provides drag
reduction. Referring to FIG, 5, an exemplary rotor hub fairing 37
is shown. Rotor hub fairing 37 is illustrated having generally
elliptical, in cross-section, upper and lower hub fairings 111 and
112, and an airfoil-type shape (in horizontal cross-section) for
the shaft fairing 103. The airfoil shape of the shaft fairing 103
includes a leading edge 114, and a trailing edge 115 aft of the
upper and lower fairings 111, 112. The airfoil shape of the shaft
fairing 103 additionally includes a chord (not shown) that connects
the leading and trailing edges 114, 115 of the airfoil. In one
embodiment, the airfoil shape, including the upper surface 116 and
the lower surface 117, is symmetrical about a plane extending along
the length of the shaft fairing 103 and containing the axis of
rotation, A. As noted above, the upper and lower rotor hubs 38 may
be positioned, at least partially, in the upper and lower fairings
111, 112.
[0082] The rotor hub fairing 37 is a sealed fairing, meaning there
are few or no passages for air to travel through the interior of
the rotor hub fairing 37. In conventional designs, control devices
such as pushrods, are exposed near the rotor hubs. The surfaces of
these components increase drag on the rotor assembly. The air gaps
between various rotor structures (e.g., pushrods and main rotor
shaft) also form areas of drag. The sealed rotor hub fairing 37
eliminates air pathways through the rotor hub structure, and
eliminates drag associated with such air paths.
[0083] Another feature to reduce drag on the rotor hub is
positioning control rods, such as push rods for rotor control,
internal to the main rotor shaft. Referring to FIG. 3, pushrods for
swashplates in the upper rotor assembly 28 and lower rotor assembly
32 are located internal to the lower rotor shaft 46 and upper rotor
shaft 50. This prevents the pushrods from being exposed and
increasing drag on the rotor hub. The use of a rigid rotor system
aids in sealing the rotor hub faring 37.
[0084] In an exemplary embodiment, the distance between the hub of
the upper rotor assembly 28 and the hub of the lower rotor assembly
32 ranges from about 2 feet to about 2.5 feet. In another exemplary
embodiment, the distance between the hub of the upper rotor
assembly 28 and the hub of the lower rotor assembly 32 ranges from
about 2.1 feet to about 2.4 feet. In another exemplary embodiment,
the distance between the hub of the upper rotor assembly 28 and the
hub of the lower rotor assembly 32 is about 2.29 feet (0.7
meters).
[0085] Aircraft 10 may employ an active vibration control (AVC)
system to reduce vibration in the airframe 12. The use of a dual
rotor, rigid rotor system tends to produce significant vibration in
the airframe 12 and its systems. FIG. 9 depicts an AVC system in an
exemplary embodiment. An AVC controller 300 executes an AVC control
process to reduce vibration in aircraft 10. AVC controller 300 may
be implemented as part of flight control system 120, executed by
FCC 124, or may be a separate controller. One or more sensors 302
are located in aircraft 10 to detect vibration. Sensors may be
located in a wide variety of positions, including airframe 12,
gearbox 26, tail section 14, on main rotor assembly 18, cockpit,
etc. It is understood that these locations are exemplary, and the
AVC sensors 302 may be located in any position. AVC actuators 304
generate a force to dampen vibration in aircraft 10, as known in
the art. AVC actuators 304 may be located in any position in the
aircraft.
[0086] In operation, AVC controller 300 receives vibration signals
from the AVC sensors 302. AVC controller 300 provides control
signals to the AVC actuators 304 to generate forces to reduce the
vibration sensed by the AVC sensors 302. Control signals to the AVC
actuators 304 may vary in magnitude and frequency to cancel
vibrations in aircraft 10. In an exemplary embodiment, AVC
controller 300 operates in a feedback mode, where the control
signals to AVC actuators 304 are adjusted in response to measured
vibration from AVC sensors 302. In an alternate embodiment, AVC
controller 300 does not actively measure vibration through AVC
sensors 302. Rather, the AVC controller 300 obtains the rotor speed
(e.g., through an RPM signal) and applies a control signal to the
AVC actuators 304, in an open loop control mode.
[0087] The use of independently controlled upper rotor assembly 28
and the lower rotor assembly 32, along with other control surfaces,
provides the ability to control yaw using a variety of elements.
For example, below a first speed, (e.g., 40 knots), the FCC 124
uses differential collective pitch for yaw control. Above the first
speed but below a second speed (e.g., 80 knots), a mix of
differential collective and differential cyclic may be used to
control yaw. The differential cyclic may be applied along the
longitudinal and/or lateral axes of the aircraft. Further, wind
direction may be measured by a sensor 122 and used to adjust the
differential cyclic about the longitudinal and/or lateral axes.
Above the second speed (e.g., 80 knots), the active rudders 45 are
used as controllable surfaces to control yaw. The FCC 124 provides
commands to the tail fairing interface 132 to control the rudders
45 to adjust yaw.
[0088] The use of active elevator 43, with independent control of a
left elevator section and a right elevator section, provides for
improved stability control. Flight control system 120 performs
mixing of collective pitch of main rotor assembly 18 and an angle
of elevator 43 to provide stability augmentation.
[0089] Embodiments may use wireless techniques to provide tip
clearance measurements. FIG. 6A depicts a blade proximity
monitoring system in an exemplary embodiment. At least one upper
rotor blade and at least one lower rotor blade is equipped with at
least one antenna 502. Antennas 502 may be electric field antennas
or magnetic field antennas. Antennas 502 may be implemented using
compact ferrite core or small diameter magnet wire in the form of
coils around the blade spar or embedded in the plane of the blade
skin. The antennas 502 interact through the near field effect.
[0090] An oscillator 504 sends an excitation signal (e.g., 40 KHz)
to a first antenna 502L. It is understood that the excitation
signal may be sent to a plurality of antennas in different blades,
including multiple antennas in the same blade. As the blades cross,
a second antenna, 502U, receives a signal emitted by the first
antenna 502L. An output level monitor 506 measures the magnitude of
the excitation signal.
[0091] A blade proximity monitor 508 (e.g., a processor implemented
controller) is mounted in the rotating system, e.g., in a rotor
hub. This eliminates noise that may be introduced through a
conventional slip ring used to convey signals from a rotating
system to a stationary system. The blade proximity monitor 508
receives an output signal from the second antenna 502U and the
magnitude of the excitation signal from the output level monitor
506. Output signal from the second antenna 502U may be amplified.
The blade proximity monitor 508 also receives a RPM signal of the
main rotor assembly 18 from a contactor 510. Based on the magnitude
of the excitation signal applied to the first antenna 502L and the
magnitude of the output signal from the second antenna 502U, blade
proximity monitor 508 can detect the distance between the first
antenna 502L and the second antenna 502U. This provides an
indication of the distance between the rotor blades. The larger the
magnitude of the output signal from second antenna 502U, the closer
the blades.
[0092] The blade proximity monitor 508 may output the measured
distance between the blades to a rotor track and balance unit 512.
The blade proximity monitor 508 may output the measured distance
between the blades to instrument system 514 and to a pilot display
516. If the measured distance goes below a threshold, then an alert
may be generated to the pilot that the blades of the upper rotor
assembly 32 and the lower rotor assembly 28 are too close to each
other.
[0093] The use of a dual rotor, main rotor assembly 18 allows
improvements in control of main rotor assembly 18. Flight control
system 120 may apply different control envelopes to the upper rotor
assembly 28 and the lower rotor assembly 32. Flight control system
120 may impose different control ranges the upper rotor assembly 28
and the lower rotor assembly 32 including control elements such as
prioritization, gain vs. differential, collective versus cyclic,
etc. The upper rotor assembly 28 and the lower rotor assembly 32
may be independently controlled through the use of separate upper
and lower swashplates. Alternatively, the upper rotor assembly 28
and the lower rotor assembly 32 may be independently controller
using individual blade control (IBC) techniques.
[0094] Aircraft 10 employs a fly-by-wire (FBW) control system to
reduce pilot work load. In an exemplary embodiment, FCC 124
determines the aircraft airspeed based on one or more sensors 122.
The FCC 124 then adjusts the collective pitch of the upper rotor
assembly 28 and/or the lower rotor assembly 32 in response to the
airspeed. FCC 124 may use a look up table that indexes airspeed to
collective pitch. Alternatively, FCC 124 may use an algorithm to
compute the collective pitch based on airspeed. As noted above, the
collective pitch of upper rotor assembly 28 and the lower rotor
assembly 32 may be the same or different.
[0095] Another feature to reduce pilot workload includes
automatically adjusting the RPM and/or pitch of propeller 42 in
response to a velocity or acceleration command from the pilot.
Conventional systems would require the pilot to adjust propeller
RPM and/or pitch through individual inputs. The flight control
system 120 allows the pilot to enter a desired velocity or an
acceleration, and the FCC 124 generates the proper commands to the
translational thrust interface 130 to establish an RPM and/or pitch
to meet the desired velocity or acceleration.
[0096] In exemplary embodiments, the flight control system 120
controls the main rotor assembly 18 to prevent the tips of rotor
blades 36 from exceeding a threshold speed. In one embodiment,
during a cruise operation of the aircraft 10 at high airspeeds,
greater than about 200 knots, the main rotor assembly 18 is slowed
down (within practical constraints) and operated in a low torque
manner to maximize its efficiency and the propulsive force provided
by the propeller 42. An aft tilt of the main rotor assembly 18
affects the main rotor assembly 18 by reducing rotor power as well
as total system power, and increasing its efficiency; however this
aft tilt also produces an aft thrust vector, which must be
counteracted by additional forward thrust generated by the
propeller 42. In one embodiment, the flight control system 120
controls the rotational speed of the main rotor assembly 18. In
exemplary embodiments, the threshold rotor tip speed may be Mach
0.9. This threshold would prevent the rotor blade tips from
exceeding the speed of sound. The threshold speed may vary, and may
be set to limit drag on the rotor blades to below a certain level.
In one embodiment, the FCC 124 determines air temperature from
sensors 122. FCC 124 may also determine prevailing wind speed and
direction from sensors 122 as well as the airspeed of the aircraft
10. The FCC 124 then computes the threshold speed based on the
speed of sound (e.g., Mach 1) at the sensed air temperature. The
FCC 124 may set the threshold to 0.9 Mach 1, for example. FCC 124
then controls RPM of the main rotor assembly 18 to prevent the
rotor blade tips from exceeding the threshold. In an exemplary
embodiment, the FCC maintain 85% of the nominal rotor RPM. FCC 124
may take into account prevailing wind direction and speed in
controlling the RPM of the main rotor assembly 18. The 0.9 Mach 1
threshold is only one example, and other speed thresholds may be
employed to achieve desired results (e.g., reduce drag).
[0097] In exemplary embodiments, active elevator 43 is configured
and controlled to improve stability be compensating for forces such
as propeller torque and/or rotor downwash. Elevator 43 includes a
left elevator and a right elevator on opposite sides of the axis of
rotation of the propeller 42. The left elevator and right elevator
may be independently controlled to assume different positions. The
tail fairing interface 132 is configured to receive commands from
the FCC 124 to control one or more actuators, such as a
mechanical-hydraulic or electric actuators, to position the left
elevator and right elevator independently. This independent control
of the left elevator and right elevator aids in compensating
propeller torque and/or rotor downwash.
[0098] The left elevator and right elevator may also have different
physical configurations to compensate for compensating propeller
torque and/or rotor downwash. The left elevator and right elevator
may be offset relative to each other along the longitudinal and/or
lateral axes of aircraft 10. Further, the left elevator and right
elevator may have different geometries where one of the left
elevator and right elevator is larger than the other along the
longitudinal and/or lateral axes of aircraft 10. The left elevator
and right elevator may have differing aerodynamic surfaces (e.g.,
airfoils) as well.
[0099] The cockpit of aircraft includes a single, semi-active,
collective input (e.g., stick) positioned between the two pilot
seats.
[0100] Exemplary embodiments of aircraft 10 provide a much smaller
footprint than existing aircraft. This makes aircraft 10 well
suited for missions in confined terrain, urban settings, and
shipboard operations. FIG. 8 presents front, side and top views of
an exemplary aircraft. One feature contributing to the reduced
footprint is the location of the main rotor shaft relative to the
airframe 12. As shown in FIG. 1, the axis of rotation A, of the
main rotor assembly 18, intersects longitudinal axis, L, along a
span of axis L, extending from the nose of the aircraft to the tip
of the hub of propeller 42. In an exemplary embodiment, the axis of
rotation A is located at about a 44% station (STA) of the fuselage
or airframe 12.
[0101] In an exemplary embodiment, there is about 5.2 inches from
the main rotor pylon to the blade hub centerline. In an exemplary
embodiment, there is about 0.7 inch hub clearance to the main rotor
pylon. In an exemplary embodiment, the rotor blades 36 extend
beyond the nose of the aircraft by about 13 inches (0.33 meters).
In an exemplary embodiment, rotor blades 36 extend beyond the nose
of the aircraft by about 6.9% of the blade span, which may be about
188 inches.
[0102] The use of a rigid rotor system, along with the rotor shaft
position (e.g., axis A) allows for much easier air-to-air
refueling. The stiff rotor blades 36 ease air-to-air refueling by
reducing blade flapping, which may result in a blade contacting a
tanker fuel line during refueling.
[0103] Aircraft 10 provides an improved glide slope angle of about
5-to-1 to about 6-to-1. This is due to the propeller 42 taking
energy out of the airstream, inputting energy into the gear box 26
to increase the speed of the main rotor assembly 18 during
autorotation. As shown in FIGS. 3 and 4, the main gear box 26
interconnects the main rotor assembly 18 and propeller 42. During
autorotation, the airflow rotates propeller 42, which will
subsequently rotate the main rotor assembly 18 and thus increase
lift. Propeller 42 also helps stabilize aircraft 10 during decent
by acting like a parachute and a rudder, both slowing aircraft 10
and helping to direct aircraft 10 to maintain control. The ability
to fly aircraft 10 in a nose down attitude also improves glide
slope angle.
[0104] In an exemplary embodiment, the distance between the hub of
the upper rotor assembly 28 and the hub of the lower rotor assembly
32 ranges from about 2 feet to about 2.5 feet. In another exemplary
embodiment, the distance between the hub of the upper rotor
assembly 28 and the hub of the lower rotor assembly 32 ranges from
about 2.1 feet to about 2.4 feet. In another exemplary embodiment,
the distance between the hub of the upper rotor assembly 28 and the
hub of the lower rotor assembly 32 is about 2.29 feet. In another
exemplary embodiment, the distance between a midpoint of a blade in
the upper rotor assembly 28 and a midpoint of a blade in the lower
rotor assembly 32 is about 29.0 inches. In another exemplary
embodiment, the distance between a tip of a blade in the upper
rotor assembly 28 and a tip of a blade in the lower rotor assembly
32 is about 31.0 inches. In another exemplary embodiment, the
distance between the hub of the upper rotor assembly 28 and the hub
of the lower rotor assembly 32 is about 14% of the blade span,
which may be about 188 inches.
[0105] The terminology used herein is for the purpose of describing
particular embodiments only and is not intended to be limiting of
the invention. While the description of the present invention has
been presented for purposes of illustration and description, it is
not intended to be exhaustive or limited to the invention in the
form disclosed. Many modifications, variations, alterations,
substitutions, or equivalent arrangement not hereto described will
be apparent to those of ordinary skill in the art without departing
from the scope and spirit of the invention. Additionally, while the
various embodiment of the invention have been described, it is to
be understood that aspects of the invention may include only some
of the described embodiments. Accordingly, the invention is not to
be seen as limited by the foregoing description.
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