U.S. patent number 3,612,444 [Application Number 04/875,226] was granted by the patent office on 1971-10-12 for controlled circulation stowable rotor for v/stol aircraft.
This patent grant is currently assigned to Ryan Aeronautical Company. Invention is credited to Peter F. Girard.
United States Patent |
3,612,444 |
Girard |
October 12, 1971 |
CONTROLLED CIRCULATION STOWABLE ROTOR FOR V/STOL AIRCRAFT
Abstract
A stoppable helicopter-type rotor is provided with means to blow
air angularly outward toward the leading and trailing edges, above
and below each rotor blade. The rotor includes means to stop and
fold the blades and stow the folded structure in an enclosure in an
aircraft, the air blowing being used during transition between
vertical and horizontal flight modes to spoil the lifting effect of
the blades during stopping of rotation of the rotor and so
eliminate the blade-bending loads which are a major problem with
stoppable rotors.
Inventors: |
Girard; Peter F. (La Mesa,
CA) |
Assignee: |
Ryan Aeronautical Company (San
Diego, CA)
|
Family
ID: |
25365409 |
Appl.
No.: |
04/875,226 |
Filed: |
November 10, 1969 |
Current U.S.
Class: |
244/7A; 416/226;
416/20R; 416/143; 244/207; 416/90A; 416/90R; 244/49 |
Current CPC
Class: |
B64C
27/30 (20130101) |
Current International
Class: |
B64C
27/30 (20060101); B64C 27/00 (20060101); B64c
027/22 () |
Field of
Search: |
;244/7,42,41,65,49
;416/90,142,20 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Buchler; Milton
Assistant Examiner: Rutledge; C. A.
Claims
Having described my invention, I now claim.
1. In an aircraft having fixed lifting surfaces and forward flight
propulsion means,
a selectively driven rotor mounted on the aircraft and having at
least one lifting blade,
substantially spanwise air-conducting passage means in said
blade,
a plurality of spanwise spaced outlet holes in said blade
communicating with said passage and extending angularly outwardly
through at least the upper surface of the blade adjacent the
leading and trailing edges thereof, to direct air angularly across
the normal flow over the blade and spoil the lift thereof,
and means for connecting said passage to a source of compressed
air.
2. An aircraft according to claim 1 and including a further
plurality of spanwise spaced outlet holes communicating with said
passage means and extending angularly outwardly through the lower
surface of the blade adjacent and toward the leading and trailing
edges thereof, respectively, to direct lift spoiling flow outwardly
from the blade.
3. An aircraft according to claim 2 and including valve means in
said air-conducting passage means, selectively operable to open and
close said outlet holes.
4. An aircraft according to claim 3 and including actuating means
connected to said valve means, said actuating means being
responsive to an increased air pressure in said passage means to
open said outlet holes.
5. In an aircraft having fixed lifting surfaces and forward flight
propulsion means,
a selectively driven rotor mounted on the aircraft, said rotor
having a head with a plurality of lifting blades thereon,
certain of said blades being hinged on said head to swing
substantially in the plane of the rotor into a generally parallel
compact group of blades,
mounting means securing said rotor to the aircraft, said mounting
means being foldable to retract the rotor into the aircraft,
each of said blades having lift spoiling means therein, and means
to actuate the lift-spoiling means during transition between
vertical and horizontal flight.
6. An aircraft according to claim 5, wherein said lift-spoiling
means comprises a plurality of spanwise spaced outlet holes opening
angularly outwardly from the blade adjacent and toward the leading
and trailing edges thereof in at least the upper surface of the
blade, and a source of compressed air communicating with said
outlet holes.
7. An aircraft according to claim 6, wherein said outlet holes are
in the upper and lower surfaces of the blade.
8. An aircraft according to claim 5, wherein said lift-spoiling
means comprises a plurality of spanwise spaced outlet holes opening
angularly outwardly and forwardly from the upper surface of the
blade adjacent the leading edge thereof, a plurality of spanwise
spaced outlet holes opening angularly outwardly and rearwardly from
the upper surface of the blade adjacent the trailing edge thereof,
air conducting passages in said blade communicating with said outer
holes, and a source of compressed air connected to said
passages.
9. An aircraft according to claim 9 and including valve means in
said passages for selective opening and closing of said outlet
holes.
10. An aircraft according to claim 9 and including air pressure
responsive actuating means connected to said valve means to open
said outlet holes upon a predetermined increase in air pressure in
said passages.
11. An aircraft according to claim 10, wherein said actuating means
is biased to move said valve means to the closed position of said
outlet holes when air pressure in said passages is below a
predetermined pressure.
12. An aircraft according to claim 8 and including a further
plurality of spanwise spaced outlet holes opening angularly
outwardly and forwardly from the lower surface of the blade
adjacent the leading edge thereof.
13. An aircraft according to claim 12 and including a further
plurality of spanwise spaced holes and opening angularly outwardly
and rearwardly from the lower surface of the blade adjacent the
trailing edge thereof.
14. An aircraft according to claim 13, wherein said air-conducting
passages comprise a substantially cylindrical spanwise passage in
the leading edge portion of the blade communicating with the upper
and lower surface outlet holes therein, and a substantially
cylindrical spanwise passage in the trailing edge portion of the
blade communicating with the upper and lower surface outlet holes
therein.
15. An aircraft according to claim 14 and including valve means
comprising sleeve valves axially rotatable in said passages and
having ports registrable with said outlet holes in one position of
the valves.
16. An aircraft according to claim 15 and including air pressure
responsive actuating means connected to said sleeve valves to
rotate the sleeve valves simultaneously and open said outlet holes
upon a predetermined increase in air pressure in said passages.
Description
BACKGROUND OF THE INVENTION
In order to combine the vertical flight capabilities of a
helicopter and the high speed of conventional aircraft, various
compound aircraft with stoppable rotors and fixed wings have been
proposed and tested. To reduce or eliminate the drag of the
nonfunctioning rotor in high-speed flight, means have been devised
to fold and stow the rotor within the aircraft. One very serious
problem in such an aircraft is the destructive loads which occur in
the rotor blades during stopping of the rotor when transitioning
from rotary wing to stowed rotor flight. When the rotor is rotating
near design r.p.m., the blades are effectively stiffened by
centrifugal force and are resistant to loads imposed by cyclically
changing airspeed or gust conditions. In an unpowered mode, at very
low and zero r.p.m. the blades are subjected to very large bending
moments and other loads due to airspeed changes between the
advancing retreating sectors of rotation relative to flight
direction, gusts or other spurious disturbances dynamic resonance
at certain rotational speeds, and other factors. To withstand such
loads the rotor structure must be unnecessarily heavy, or complex
automatic stabilization means must be sued to minimize these loads
while the rotor is being stopped and folded for stowage.
SUMMARY OF THE INVENTION
In the rotor described herein, the aerodynamic lift of the blades
is destroyed during transitional flight, so eliminating the major
cause of blade-bending loads. This is accomplished by blowing air
through spanwise rows of small holes along each rotor blade, the
air being directed angularly outward toward the leading and
trailing edges, above and below the blade. The effect is
essentially opposite to the well-known boundary layer control
techniques, which are concerned with enhancing lifting flow. The
leading edge flow across and against the normal flow, when the
blade is advancing in the general direction of flight, disrupts and
separates the lift-generating flow over the blade airfoil. As
forward speed of the aircraft increases, reverse flow occurs over
the blades in the retreating sector of rotation and the trailing
edge blowing spoils by lift which might be produced. The effect
occurs at any blade pitch angles and cyclic control of the blades
during transition is unnecessary. Airflow is controlled by valves
which prevent undesirable blowing during powered rotor operation,
and are automatically operated when air blowing is intentionally
started.
The air-blowing system is readily adaptable to a foldable rotor in
a variety of aircraft types, using different types of propulsive
power. There is no interference with normal control and the
transition operation requires a minimum of attention on the part of
the pilot.
Other objects and many advantages of this invention will become
more apparent upon a reading of the following detailed description
and an examination of the drawings, wherein like reference numerals
designate like parts throughout and in which:
BRIEF DESCRIPTION OF THE DRAWING
FIG. 1 is side elevation view of a typical aircraft with the
controlled circulator rotor extended.
FIG. 2 is a view similar to a portion of FIG. 1, with the rotor
stowed.
FIG. 3 is an enlarged top plan view of the inboard end of one rotor
blade.
FIG. 4 is a sectional view taken on line 4--4 of FIG. 3.
FIG. 5 is an enlarged sectional view taken on line 5--5 of FIG.
3.
FIG. 6 is a top plan view of the rotor head assembly.
FIG. 7 is an front elevation view, partially cut away, of the rotor
support and drive structure.
FIG. 8 is a side elevation view as taken from the right-hand side
of FIG. 7.
FIG. 9 is an enlarged sectional view taken on line 9--9 of FIG.
8.
FIG. 10 is an enlarged front elevation view of the rotor head as
shown in FIG. 6.
FIG. 11 is an enlarged sectional view taken on line 11--11 of FIG.
2.
FIG. 12 is a diagram of the basic control functions of the
system.
DESCRIPTION OF THE PREFERRED EMBODIMENT
The aircraft shown in FIG. 1 is a twin-engined transport type with
a fuselage 10, a fixed wing 12 carrying engines 14, and a T-tail
assembly 16 on which is mounted an antitorque rotor 18. In the top
of the fuselage 10 is a recessed box section 20 in which the rotor
unit 22 is mounted, a channel 24 extending longitudinally
rearwardly from the box section to hold the folded rotor blades, as
in FIG. 2. The box section and channel are normally covered by
hinged doors 26, which are open during rotor operation. It should
be understood that the aircraft shown is merely an example and that
the airframe and propulsion means can vary considerably according
to the intended function of the aircraft. The rotor may be
independently powered, but is shown in this instance as driven by a
drive shaft 38 from a power takeoff gearbox 30 coupled to one or
both engines 14, a clutch 32 being installed in the drive shaft for
control of rotor power.
A three-bladed rigid-type rotor is shown, but any practical number
of blades may be used and the system is equally adaptable to an
articulated rotor with several degrees of freedom in the blades.
Rotor unit 22 has a head 34 mounted on a shaft 36, the head having
three radial arms 38, 40 and 52 to which the rotor blades are
attached. For descriptive purposes the blades will be referred to
as a left blade 44, right blade 46 and rear blade 48, with respect
to the stopped position of the rotor prior to folding as in FIG. 6.
All three blades are essentially the same and the rear blade only
will be described in detail, the elements being correspondingly
numbered in the other blades.
The blade structure can vary and is shown in FIG. 5 as comprising a
D-box leading edge 50 with a trailing portion formed by top and
bottom skins 52 and 54 over a spanwise rear spar 56, the contours
being held by a foam filling 58. In the forward portion of leading
edge 50 is a spanwise cylindrical sleeve valve 60 which is axially
rotatable, the sleeve having diametrically opposed ports 62 spaced
along its length. In one position of sleeve valve 60, the ports 62
register with small outlet holes 64 extending angularly outwardly
and forwardly through the top and bottom of the leading edge, the
sleeve valve serving as an air-conducting passage communicating
with all of the outlets. Within the rear spar 56 is a similar
sleeve valve 66, with ports 68 which register with outlet holes 70
extending angularly outwardly and rearwardly through skins 52 and
54. At the inboard ends the sleeve valves are each fitted with a
radial arm 72 and the arms are coupled by a connecting rod 74 to
move together and rotate the sleeve valves. Connecting rod 74 is
the shaft of an actuating cylinder 76 mounted on the inboard end of
the rotor blade, and is fitted with a piston 78 sliding in the
cylinder. A spring 80 biases the piston 78 to the rear of the
cylinder to hold sleeve valves 60 and 66 in closed position, as in
full line in FIG. 4, in which position the ports in the sleeves are
out of register with the respective outlet holes and no outlet flow
can occur. This valve closing is necessary to prevent undesirable
flow through the outlets due to centrifugal pumping in powered
flight. When piston 78 is driven forward, the sleeve valves are
rotated to the open position shown in FIG. 5 and in broken line in
FIG. 4.
At the inboard end of the blade, the leading edge has an air inlet
82 from which a chordwise duct 84 communicates with both sleeve
valves to provide air thereto. From duct 84 a small bleed tube 86
leads to cylinder 76 behind the piston 78, so that when air
pressure builds up in the duct, the piston is pushed forward and
the sleeve valves are opened, making the valve action automatic.
When air pressure is shut off the valves are automatically closed
by spring 80, the spring being selected according to the actuating
pressure required.
Fixed to the root end of the rotor blade is a support fitting 88
which is mounted on an attachment fork 90 and is rotatable on the
fork about a spanwise axis for blade pitch control. EAch fork 90
has a pair of enlarged bosslike lugs 92 and 94 for strength of
attachment. Projecting from support fitting 88 is a pitch control
arm 96 for connection to conventional control means, hereinafter
described. Thus far the blades are similar, it is in their
attachment to the rotor head that the difference lies.
Rear blade 48 is fixed and is secured to arm 42 by suitable bolts
98 or the like, through lugs 92 and 94 and corresponding lug
elements on the arm. The other two blades are hinged to swing
rearwardly, substantially in the plane of the rotor, to extend in
overlapping parallel relation with blade 48, as in the broken line
positions in FIG. 6.
Left blade 44 is attached to a rear lug 100 on arm 38 by a hinge
pin 102 through lug 92, as in FIG. 10. Right blade 46 is similarly
attached to a rear lug 104 on arm 40 by a hinge pin 106, which
passes through lug 94 of the right blade since the blades are
handed and swing in opposite directions. Lug 94 of left blade 44
fits between lugs 108 and 110 at the front of arm 38 and is held by
a lock pin 112. Lug 92 of right blade 46 similarly fits between
lugs 114 and 116 at the front of arm 40 and is held by a lockpin
118. When lockpins 112 and 118 are partially withdrawn, clear of
the respective attachments fork lugs, the blades can swing about
their hinge pins.
Various means can be used to operate the lockpins, a mechanical
linkage being shown as an example in FIG. 10. A linear actuator 120
has an actuating rod 122 from which a pair of links 124 are
pivotally connected to the inner ends of arms 126, the outer ends
of the arms being pivotally attached to the upper ends of the
lockpins. Adjacent their inner ends the arms 126 are pivotally
attached to support bars 128 which, in turn, are pivotally mounted
on the rotor head 34. When actuating rod 122 is pulled down the
arms 126 hinge on support bars 128 and lockpins 112 and 118 are
pulled up, as in broken line in FIG. 10. The support bars 128 and
links 124 pivot to accommodate the motion and allow parallel action
of the lockpins.
Various means can also be used to swing the rotor blades between
extended and folded positions. FIG. 6 shows a gear mechanism in
which a motor 130 has a worm 132, or similar slow-motion means,
driving a ring gear 134 coaxial with the rotor head axis. Right
blade 46 has a sector gear 136 fixed in relation to attachment fork
90 and coupled to ring gear 134 by an idler gear 138. Left blade 44
has a sector gear 140 flexed to its attachment fork 90 and coupled
to ring gear 134 by double idlers 142 and 144, to obtain opposite
motion to the right blade. Both blades are thus folded and extended
in proper synchronization.
On top of rotor head 34 is a plenum chamber 146, from which a
flexible air hose 148 extends to inlet 82 of the rear blade 48.
From plenum chamber 146 a pair of rigid air ducts 150 extend to
couplings 152 mounted on and coaxial with the hinge pins 102 and
106. Flexible air hoses 154 lead from the couplings 152 to inlets
82 of the left and right blades. The flexible hoses allow for blade
pitch change motions and can accommodate the folding motion, or the
couplings 152 may be mounted to rotate with the blades, as
indicated in FIG. 6. Air is supplied to plenum chamber 146 through
hollow shaft 36, by any suitable connection. Rotor shaft 36 is held
in a drive unit 156 containing a planetary or other gear drive 158
of conventional type and a large bevel gear 160 to which driving
power is applied. To provide for retraction of the rotor unit into
the aircraft, drive unit 156 is pivotally mounted between trunnions
162 and 164 at the upper end of a yoke 166. The lower end of the
yoke 166 is pivotally mounted between trunnions 168 and 170,
secured to fixed aircraft structure 172, in box section 20. The
axes of the two sets of trunnions are parallel to each other and to
the spanwise axis of the aircraft, so that the drive unit and rotor
can swing forward and down into the aircraft.
To connect driving power to gear 160 through the pivotal mounting
of the drive unit, drive shaft 28 has a bevel gear 174 engaging a
similar gear 176 on a shaft 178 coaxially mounted through trunnion
170. Inside the yoke 166, shaft 178 has a bevel gear 180 engaging a
similar gear 182 on a shaft 184 extending into trunnion 164, and
having a further bevel gear 186 thereon. The last-mentioned gear
engages a similar gear 188 on a shaft 190 mounted coaxially in
trunnion 164 having a final gear 192 in driving connection with
gear 160. The arrangement is merely an example and other drive
couplings may be equally suitable.
Retraction and extension of the rotor assembly is accomplished by
means of a stowage motor 194, mounted in the aircraft, with a worm
196 engaging a worm gear sector 198 fixed on yoke 166 coaxial with
trunnion 170, as in FIG. 8. In order to hold the rotor shaft in a
near upright position during retraction, a stabilizing link 200 is
pivotally connected between a bracket 202 on drive unit 156 and a
bracket 204 on fixed structure 172. In actual practice, with the
rigid-type rotor shown, a slight rearward inclination of the rotor
axis might be necessary in the stowed position, so that the rotor
blades can be conveniently enclosed.
Fixed at a convenient position on rotor shaft 36 is a braking disc
206 which is retarded by a brake unit 208 having one or more
pressure pads 210, in the manner of the well-known disc brake
apparatus, to facilitate stopping of the rotor. To ensure proper
indexing of the rotor blades for stowing, the braking disc 206 has
an indexing notch 212 in its periphery. An actuator 214 mounted on
brake unit 208 has an indexing roller 216 which is biased against
the edge of braking disc 206 and drops into notch 212 to lock the
rotor in place, with rear blade 48 along or parallel to the
longitudinal axis of the aircraft.
The rotor is controlled by conventional means, such as a swashplate
218 concentric with shaft 36 and having link rods 220 coupled to
the pitch control arms 96. The arrangement suitable for a folding
rotor is well known and has not been shown in detail. To
accommodate the stowage action of the rotor, the controls must be
adapted in a suitable manner, as in FIG. 7. Yoke 166 has a bracket
222 carrying a pivoted arm 224 whose ends are substantially in
axial alignment with trunnions 162 and 168. A connecting rod 226
from the pilot's controls is connected to the lower end of arm 224
by a rotatable coupling 228. From the upper end of arm 224, a link
230 extends substantially parallel to the axis of trunnion 162 to a
bellcrank 232, pivotally mounted on a bracket 234 on drive unit
156. Link 230 also has rotatable ends to allow out of plane notion
between arm 224 and bellcrank 232. In actual practice several arms
224 and several bellcranks 232 would be grouped together as closely
as possible to the respective trunnion axes, for the various cyclic
and collective pitch controls. From the bellcrank shown, motion is
transferred to swashplate 218 through a rocker arm 236 and 238 and
240. A further link 242 is coupled to the swashplate from a
concealed bellcrank, as examples of typical connections. The
specific arrangement will depend on the particular aircraft and the
rotor controls required.
FIG. 12 shows the order in which the various actions occur and is
intended to indicate only the related functions, not a control
system. A control lever 244 is movable to four basic positions
indicating the condition of the rotor and is shown as having an arm
246 which actuates switches 248, 250 and 252, the switches being
assumed to reverse certain actions as they are moved from one
position to the other.
For a vertical takeoff the rotor is driven and operated in the
manner of a helicopter. The aircraft is then driven forward until
sufficient speed is built up for the fixed wing 12 to develop lift
to support the aircraft, the rotor being gradually unloaded as its
lift becomes unnecessary. With the aircraft in sustained forward
flight the control lever 244 is moved from ROTATING to STOPPED
position, which action disengages clutch 32, begins to operate
braking unit 208 and starts the air-blowing action. A compressor
254 driven by any suitable means supplies the compressed air for
the system, and is provided with a conventional type of shutoff
valve 256. As air pressure builds up the valves 60 and 66 open and
air is ejected from outlets 64 and 70. The controlled circulation
of air prevents the rotor blades from developing lift and the rotor
can be brought smoothly to a stop. Wind tunnel tests have shown
that a very moderate airflow in the manner shown has a pronounced
effect on lift, the virtual elimination of lift being quite
feasible. In the event that indexing does not occur, a clutch 32
can be momentarily engaged by an override control 258 to rotate the
rotor to indexed position.
With the rotor stopped in proper alignment the control lever is
moved to FOLDED position, which causes operation of actuator 120 to
withdraw lock pins 112 and 118 and then starts motor 130 to fold
the blades. In the folded position the blades overlap at a positive
pitch angle, in the manner shown in FIG. 11. Control lever 244 is
then moved to STOWED position, which causes operation of stowage
motor 194 to retract the rotor assembly. At the same time the air
blowing is shut off and, when the rotor is fully retracted, doors
26 are closed. In the stowed position the rotor pitch control
system is disconnected from the flight controls, suitable means
being well known.
To return to vertical flight mode for landing, the sequence of
operations is reversed, the doors being opened and the rotor
assembly raised by moving the control lever to FOLDED position,
which reverses switch 248. Air blowing is also started at this time
prior to extending the rotor. The control lever is then moved to
STOPPED position, which opens the hinged blades and inserts the
lock pins. Moving the central lever from STOPPED to ROTATING
POSITION releases the indexing and brake means and engages the
clutch to apply power to the rotor. Air blowing is maintained as
the rotor builds up speed and is shut off when the rotor reaches a
predetermined rotational speed at which the blades develop stable
lift.
The various switching and sequencing functions are all controlled
by conventional means, the nature of which will depend on the types
of motors and actuators and the services available in the aircraft.
Due to the stability afforded by the lift spoiling during
transition, the pilot can maintain stable flight without the need
for control compensations. The system is adaptable to manual
control through all stages or fully automatic sequenced
operation.
* * * * *