U.S. patent number 3,637,168 [Application Number 05/010,388] was granted by the patent office on 1972-01-25 for flexible blade retractable rotor aircraft.
This patent grant is currently assigned to Ryan Aeronautical Company. Invention is credited to Peter F. Girard, T. Claude Ryan.
United States Patent |
3,637,168 |
Ryan , et al. |
January 25, 1972 |
FLEXIBLE BLADE RETRACTABLE ROTOR AIRCRAFT
Abstract
A compound helicopter-type aircraft with a fixed wing and
forward propulsion means, and incorporating a rotor having flexible
blades which are wound up on reels and enclosed in the aircraft
when not in use. The blades are composed of flexible straps with
segmented leading edge portions of airfoil shape, and flexible rear
filler portions to complete the airfoil, the segmented portions
being designed to prevent the strap from being stretched beyond its
elastic limit. The rotor blades are synchronized in extension and
retraction and controlled in accordance with rotational speed by an
automatic brake means, which also causes retraction of the blades
when power is shut off, unless intentionally overridden.
Inventors: |
Ryan; T. Claude (San Diego,
CA), Girard; Peter F. (La Mesa, CA) |
Assignee: |
Ryan Aeronautical Company (San
Diego, CA)
|
Family
ID: |
21745536 |
Appl.
No.: |
05/010,388 |
Filed: |
February 11, 1970 |
Current U.S.
Class: |
244/7A;
244/123.1; 416/88; 416/132R; 416/240 |
Current CPC
Class: |
B64C
27/46 (20130101) |
Current International
Class: |
B64C
27/32 (20060101); B64C 27/46 (20060101); B64c
027/26 () |
Field of
Search: |
;244/7,123,6
;416/88 |
References Cited
[Referenced By]
U.S. Patent Documents
|
|
|
2172333 |
September 1939 |
Theodorsen et al. |
|
Primary Examiner: Buchler; Milton
Assistant Examiner: Weinrieb; Steven W.
Claims
Having described our invention, we now claim,
1. In an aircraft having an airframe, fixed aerodynamic lifting
surfaces and a source of propulsive power, a flexible blade
retractable rotor, comprising,
a hub mounted in said airframe for rotation about a substantially
vertical axis and having a drive shaft coupled to said source of
power,
a pair of reels coaxially rotatably mounted on said hub, with
coupling means interconnecting said reels to rotate synchronously
in opposite directions,
a longitudinal flexible rotor blade attached to and wound on each
of said reels,
a pair of booms extending from said hub on opposite sides thereof,
with a rotor blade guiding trunnion pivotally mounted on the outer
end of each boom to swing in the direction of pitch change of the
blade,
pitch control means on said hub connected to said trunnions,
and,
rotational speed responsive brake means connected to said coupling
means for selective retarding and release of said reels.
2. An aircraft according to claim 1, wherein said brake means
includes,
a brake shaft concentric within said drive shaft and on which said
pinion is secured,
a brakedrum fixed in said airframe,
a base plate secured to said brake shaft and rotatable in said
brakedrum,
arms pivotally mounted on and extending outwardly from said base
plate, with flyweights on the outer ends thereof,
brakeshoes on the inner ends of said arms,
and pressure spring means biasing said brakeshoes into engagement
with said brake drum.
3. An aircraft according to claim 2, and including override
actuators connected to said arms for selective engagement and
release of said brake means.
4. An aircraft according to claim 3, and including torque-adjusting
means connected to said arms in opposition to said pressure spring
means.
5. An aircraft according to claim 1, wherein each of said trunnions
has substantially horizontal upper and lower blade guiding rollers,
and substantially vertical leading and trailing edge rollers, the
leading and trailing edge rollers having circumferential channels
shaped to conform generally to the leading and trailing edge
configurations of the rotor blade.
6. An aircraft according to claim 1, wherein each of said booms is
pivotally attached to said hub to swing substantially vertically,
said hub having stop means limiting the downward travel of the
boom.
7. An aircraft according to claim 1, wherein said rotor blades each
comprise,
a flexible longitudinal strap member,
a plurality of longitudinal pivotally interconnected leading edge
members secured to one edge of said strap member,
a flexible filler material bonded to said strap member, forming an
airfoil body from said leading edge members to the other edge of
the strap member,
each of said leading edge members having a chordal tongue
projecting from one side, and a chordal slot in the other side to
receive the tongue of the next adjacent leading edge member in a
pivotal connection with a limited range of spanwise angular
displacement.
8. An aircraft according to claim 7, wherein each of said leading
edge members has a spanwise slot in which said strap member is
held, the lower face of each slot having a spanwise curvature with
a radius substantially equal of the radius of the rolled rotor
blades on the respective reel.
9. An aircraft according to claim 7, wherein said strap member has
perforations through which said filler material extends, certain of
said leading edge members having rearwardly extending ribs secured
to and chordally stiffening said strap member.
Description
BACKGROUND OF THE INVENTION
Compound helicopters have been designed with a variety of foldable
and retractable rotors, which are stowed to reduce drag in
high-speed flight. Flexible blade types include simple straplike
members which have inefficient airfoils, fabric covered folding
frames, and hinged multiple segment members which tend to be heavy.
Extension is usually by centrifugal force and retraction by power
or spring means. Power retraction means is heavy and complex,
especially if operated in accordance with rotor speed. Springs have
fixed response entirely dependent on centrifugal force and do not
allow for rotor operation independently of speed, the starting and
stopping action being somewhat abrupt.
SUMMARY OF THE INVENTION
The rotor assembly described herein has blades with flexible straps
which are built into efficient airfoils by segmented leading edge
portions and flexible after fairings, the blades being wound on
large reels in the rotor hub when retracted. The leading edge
portions have interfitting portions forming hinges and are designed
to prevent stretching of the straps beyond the elastic limit of the
material in the rolled position. A novel brake assembly is coupled
to the blade reels to cause retraction of the blades by inertia of
rotation below a predetermined speed, unless intentionally
overridden to allow autorotation. The braking action controls the
extension and retraction of the blades smoothly and in
synchronization, the mechanism being automatic in operation and
adjustable to suit specific requirements. Conventional cyclic and
collective pitch controls are used and the retracted rotor is
compact and easily enclosed by simple covers or fairings.
It is therefore an object of this invention to provide a flexible
blade retractable rotor which is substantially automatic in
operation and requires a minimum of attention by the pilot.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a side elevation view of a portion of a typical aircraft
incorporating the rotor.
FIG. 2 is a sectional view taken on line 2--2 of FIG. 1.
FIG. 3 is an enlarged front elevation view of the rotor hub
assembly.
FIG. 4 is a sectional view taken on line 4--4 of FIG. 3.
FIG. 5 is an underside view of the rotor brake taken on line 5--5
of FIG. 4, with the lower cover removed to show the mechanism.
FIG. 6 is a top plan view of the hub assembly.
FIG. 7 is an enlarged sectional view taken on line 7--7 of FIG.
6.
FIG. 8 is a sectional view taken on line 8--8 of FIG. 7.
FIG. 9 is an enlarged top plan view of a portion of rotor
blade.
FIG. 10 is a sectional view taken on line 10--10 of FIG. 9.
FIG. 11 is a sectional view taken on line 11--11 of FIG. 9.
FIG. 12 is a sectional view taken on line 12--12 of FIG. 9.
FIG. 13 is a sectional view similar to FIG. 12, with the blade
curved as in the retracted position.
FIG. 14 is a sectional view similar to FIG. 12, showing an
alternative blade construction.
DESCRIPTION OF THE PREFERRED EMBODIMENT
In FIG. 1, the rotor is shown installed in a compound
helicopter-type aircraft having a fuselage 10 with a fixed wing 12.
A power unit 14 is coupled to a gearbox 16 to drive a forward
propeller 18 and a substantially vertical drive shaft 20 on which
is mounted the rotor hub 22. A shaft 24 extends rearwardly from
gearbox 16 to drive an antitorque rotor at the tail, not shown, the
arrangement being well known. The specific propulsion system will
vary to suit the particular aircraft and the power unit may be a
reciprocating engine, a shaft turbine, or a turbojet driving the
rotor by exhaust gas diversion through a power turbine. The rotor
drive as shown comprises a pinion 26 driven by power unit 14
through a clutch 28 driving a bull gear 30, which is coupled to the
rotor drive shaft 20 through a clutch 32. A clutch 34 may be
incorporated in the shaft 36 to propeller 18 if necessary. Rotor
hub 22 projects through an opening 38 in the top of fuselage 10
and, when not in use, is enclosed by fairing doors 40 hinged to the
fuselage and actuated by any suitable means.
The hub 22 comprises a generally U-shaped yoke 42 having a base
portion 46 and upwardly extending sides 44, which are connected at
their upper ends by a top plate 48. Drive shaft 20 is secured in
the center of base portion 46 and a central post 50 extends from
just above the base portion to the top plate 48. Mounted in the
yoke 42 on opposite sides of post 50 are two similar reels 52,
which are rotatable on a shaft 54 secured between sides 44. The
inner face of each reel 52 has a peripheral toothed rack 56, which
can be integral with or attached to the reel structure. Between the
reels and engaging both racks 56 is a synchronizing pinion 58,
carried on a brake shaft 60 which extends coaxially through rotor
drive shaft 20. The upper end of brake shaft 60 is journalled in a
suitable bearing in the lower end of post 50.
Wound in opposite directions on reels 52 are flexible rotor blades
62, described hereinafter in more detail. Near the upper end of
each side 44 is a bracket 64 on which is mounted a generally
horizontally extending boom 66, pivotal on a flapping hinge pin 68
to swing vertically. Downward travel of boom 66 is limited to a
substantially horizontal position by a fixed stop 70 on the side
44. At the outer end of each boom 66 is an inwardly turned arm 72
carrying a pitch pivot pin 74 having its axis generally spanwise of
the rotor hub, and mounted on pin 74 is a blade guide trunnion 76
through which the rotor blade passes. Projecting outwardly from
each boom 66 adjacent the bracket 64 is a lug 78, to which is
pivotally attached a pitch control arm 80, movable in a plane
generally parallel to trunnion 76. Fixed between arm 80 and an
extension 82 on trunnion 76 is a tie bar 84, so that the arm and
trunnion move together. Below yoke 42 is a swash plate 86 slidable
and universally pivotal on drive shaft 20, the structure and
control system being well known in the helicopter art. Swash plate
86 has opposed forks 88 from which link rods 90 extend to the outer
ends of pitch control arms 80, the link rods having ball-type ends
to accommodate the necessary compound motions, Cyclic and
collective pitch actions applied to swash plate 86 will thus cause
corresponding pitch changes of trunnions 76. With the pitch control
applied near the inboard end and due to the flexible nature of the
blades, the blade tips will tend to track at a lower angle of
attack than the root ends, resulting in a desirable tip washout in
the blades.
Each trunnion 76 comprises a generally rectangular frame containing
a pair of horizontal rollers 92, which are vertically spaced to
accept a rotor blade in smooth rolling contact between the rollers.
At opposite ends are two vertical rollers 94 and 96, the roller 94
having an annular groove 98 shaped to receive the leading edge of
the rotor blade, and roller 96 having an annular groove 100 shaped
to receive the trailing edge of the blade, which is shown in broken
line in FIG. 7 and 8. The rotor blade is thus restrained vertically
and in the plane of rotation, but can roll smoothly in a radial
direction.
The rotor blade structure comprises a flat metal strap 102
extending the full length of the blade and almost the full chord,
the inner end of the strap being secured to reel 52 in any suitable
manner. A leading edge of suitable airfoil configuration is formed
by rigid nose pieces 104 in a longitudinally interfitting row along
the forward edge of strap 102, each nose piece being secured by a
rivet 106 through the strap, or similar means. Each nose piece 104
has a spanwise slot 108 in which the strap is a close fit, a solid
leading edge portion 110 extending forward of the strap. At one
side of each nose piece is a chordal channel 112 to receive the
chordal tongue 114 on the opposite side of the next adjacent nose
piece in a close interfitting assembly. The tongue 114 has
chordally cylindrical upper and lower faces 116 to permit a limited
angular displacement in a spanwise direction between the nose
pieces, as in FIG. 13, allowing the blade to be rolled on a reel
52. To control the rolled curvature and prevent the strap 102 from
being stretched beyond its elastic limit, the lower face 118 of
each slot 108 is arcuate in a spanwise direction, with a radius
substantially equal to the radius of curvature when rolled. The
upper face 120 of slot 108 may be flat to add support to the
extended blade.
The trailing edge portion of the blade is formed to airfoil section
by a resilient plastic filler material 122. Strap 102 has
lightening holes 124 through which the plastic material extends to
form a secure bond, as in FIG. 11. The rear edge of each nose piece
is undercut, as at 126, so that the filler material interlocks
securely with the nose pieces. Certain of the nose pieces have
rearwardly extending ribs 128 on one or both sides of strap 102 to
stiffen the blade chordally and maintain the airfoil. A streamlined
tip weight 130 with stabilizing fins 132 is shown attached to the
outer end of the blade, but may not be essential in all
installations.
An alternative blade structure is shown in FIG. 14, in which each
nose piece 134 has separate upper and lower inserts 136 and 138,
between which the strap 102 is secured. Lower insert 138 has a
spanwise arcuate upper face 140, comparable to face 118, and upper
insert 136 has a flat lower face 142 comparable to face 120. At one
side the inserts project with tongue portions 144 and 146, similar
to tongue 114, to interfit with the channel 148 of the next
adjacent nose piece. The resultant structure and its action are
similar to that described above, but the use of separate inserts
may simplify manufacture.
Extension and retraction of the rotor blades 62 is controlled by a
brake unit 150 coupled to brake shaft 60 and shown in FIG. 1 as
positioned below gearbox 16. Brake unit 150, shown in detail in
FIG. 5, has a cylindrical brake drum 152 with lugs 154 for fixed
attachment to gearbox 16, or adjacent structure. Inside brake drum
152 is a base plate 156 with a central boss 158, into which a brake
shaft 60 securely fixed, as by a splined end 160. Pivotally mounted
on base plate 156 on hinge pins 162 are symmetrically opposed arms
164 carrying flyweights 166 at their outer ends and swinging in the
plane of the base plate. On the inner end of each arm 164 is a
brakeshoe 168, pivotally attached to the arm and shaped to ride on
the inner surface of brakedrum 152. The brakeshoes 168 are urged
into contact with the brakedrum by pressure springs 170 between
arms 164 and the boss 158. In normal position the arms 164 are
substantially parallel on opposite sides of the axis of rotation.
In driven rotation the centrifugal action of flyweights 166 tends
to move the arms 164 toward radial positions, which pulls the
brakeshoes away from the brakedrum against the pressure of springs
170.
To adjust the torque or the actual braking pressure applied, a
torque adjuster 172 is mounted on base plate 156 outboard of each
hinge pin 162, with a plunger 174 bearing against the respective
arm 164. The plunger 174 is loaded by a spring 176 adjusted by
means of a setscrew 178. Override of braking action is provided by
a double-acting linear actuator 180 connected between each arm 164,
outboard of hinge pin 162, and an adjacent bracket 182 on base
plate 156. The actuator is spring biased to neutral position to
avoid interference with normal automatic brake action. Various
types of fluid-operated actuators with self-centering or neutral
positioning, are readily available, and pilots controls for such
are conventional.
To limit relative rotational speed between the brake shaft 60 and
rotor drive shaft 20, a rotational damper 184 is coupled between
the two shafts at any convenient location. The damper may
incorporate mechanical friction, fluid drag, or a combination of
both types, the action being well known. The damper prevents rotor
blade extension at low rotational speed during rotor spinup with
the brake disengaged, and ensures smooth extension and retraction
of the blades without undesirable shock loadings at the extremes of
travel.
In a typical flight operation, the doors 40 are opened, rotor
clutch 32 is disengaged and, if necessary, propeller clutch 34 is
disengaged to permit starting of the power unit 14. With override
actuators 180 in operation to hold the brakeshoes 168 disengaged,
rotor clutch 32 is engaged to start the rotor. When rotor
rotational speed reaches about 25 percent of normal operating
speed, the override actuators can be released, since the brake
torque will be relatively low at this speed, due to centrifugal
force acting on flyweights 166 and beginning to overcome springs
176. As rotor speed increases, the centrifugal force on flyweights
166 will cause brakeshoes 168 to be pulled clear of brakedrum 152,
so releasing the brake shaft 60 and allowing the rotor blades 62 to
extend by centrifugal action. The blade extension is synchronized
by pinion 58 and full extension is reached at about 50 percent of
normal operating speed. Takeoff can be accomplished in the manner
of a helicopter, or with a forward roll assisted by propeller 18,
depending on load and operating conditions.
Transition to cruising flight can be made as soon as forward speed
is sufficient for the fixed wing 12 to sustain the aircraft. The
rotor angle of attack and the collective blade pitch are reduced to
approximately zero, so that the rotor is essentially unloaded.
Rotor clutch 32 is then disengaged and the rotor allowed to slow
down. As centrifugal force on flyweights 166 decreases, the
brakeshoes 168 will engage drum 152, retarding and stopping
rotation of brake shaft 60. At low speeds the braking action is
substantially inversely proportional to rotational speed, until the
torque limit set by adjusters 172 is reached. Continued rotation of
hub 22 about pinion 58 will cause the reels 52 to rotate in
opposite directions and retract the rotor blades, using the inertia
of rotor rotation to overcome centrifugal force on the blades. As
the blades become fully retracted, the brakeshoes slip due to the
limitation of brake pressure by the adjusters 172, allowing the
rotor to stop without overstressing the structure. When stopped the
rotor can be aligned fore and aft by momentary engagement of clutch
32, or stopped by suitable indexing means, to allow doors 40 to be
closed.
For transition from cruising to vertical flight mode, the aircraft
is slowed to a suitable transition speed and the power unit
throttled back. The rotor starting sequence is similar to that
described for takeoff. With doors 40 open and the override control
operated to disengage the brake, rotor clutch 32 is engaged and
power increased to bring the rotor up to about 25 percent of normal
speed. The override control is then released and rotor speed
increased to extend the blades. Landing is then accomplished in the
manner of a helicopter.
Due to the automatic braking action which controls the extension
and retraction of the rotor blades, transition between vertical
flight and cruise modes requires a minimum of effort by the pilot.
The brake action also makes the rotor fail-safe on the ground,
since the blades will be retracted automatically when power is shut
off, thus avoiding collision damage to the blades and airframe
structure.
Pitch control of the blades is effective during extension and
retraction, providing added control when required during
transition. With the rotors extended and rotating at high enough
speed, the rotor clutch can be disengaged and the aircraft flown as
a gyroplane, with the rotor in autorotation.
* * * * *