Method and a device for optimizing the operation of propulsive propellers disposed on either side of a rotorcraft fuselage
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
G01D-001/00
G01D-001/08
B64C-027/22
출원번호
US-0724453
(2010-03-16)
등록번호
US-8186629
(2012-05-29)
우선권정보
FR-09 01497 (2009-03-27)
발명자
/ 주소
Queiras, Nicolas
Salesse-Lavergne, Marc
Eglin, Paul
출원인 / 주소
Eurocopter
대리인 / 주소
Brooks Kushman P.C.
인용정보
피인용 횟수 :
7인용 특허 :
5
초록▼
A method of optimizing the operation of left and right propellers disposed on either side of the fuselage of a rotorcraft including a main rotor. Left and right aerodynamic surfaces include respective left and right flaps suitable for being deflected, yaw stabilization of the rotorcraft being achiev
A method of optimizing the operation of left and right propellers disposed on either side of the fuselage of a rotorcraft including a main rotor. Left and right aerodynamic surfaces include respective left and right flaps suitable for being deflected, yaw stabilization of the rotorcraft being achieved via first and second pitches respectively of the left and right propellers, and the deflection angles of the left and right flaps are adjusted solely during predetermined stages of flight in order to minimize a differential pitch of the left and right propellers so as to optimize the operation of the left and right propellers, the predetermined stages of flight including stages of flight at low speed performed at an indicated air speed (IAS) of the rotorcraft that is below a predetermined threshold, and stages of yaw-stabilized flight at high speed performed at an indicated air speed of the rotorcraft greater than the predetermined threshold.
대표청구항▼
1. A method of optimizing the operation of a left propeller (21) and a right propeller (22) disposed on either side of the fuselage (2) of a rotorcraft (1) and suitable for generating respective propulsive air streams (21″, 22″), said rotorcraft (1) having a main lift rotor (10) and a power plant (5
1. A method of optimizing the operation of a left propeller (21) and a right propeller (22) disposed on either side of the fuselage (2) of a rotorcraft (1) and suitable for generating respective propulsive air streams (21″, 22″), said rotorcraft (1) having a main lift rotor (10) and a power plant (5) suitable for setting said left and right propellers (21, 22) and also said main rotor (10) into rotation, said rotorcraft (1) having a left aerodynamic surface (40) and a right aerodynamic surface (41) exerting transverse thrust and arranged respectively in line with said left and right propellers (21, 22) on a stabilizer (15) located in the vicinity of a rear end (AR) of said fuselage (2), said left and right aerodynamic surfaces (40, 41) having respective left and right flaps (45, 46) suitable for being deflected to present respective deflection angles (α1, α2) relative to the associated aerodynamic surfaces (40, 41), wherein when the yaw of said rotorcraft (1) is stabilized via first and second pitches of the left and right propellers (21, 22) respectively, regulation of the deflection angles (α1, α2) of the left and right flaps (45, 46) is activated only during predetermined stages of flight in order to minimize a differential pitch between the left and right propellers (21, 22) so as to optimize the operation of said left and right propellers (21, 22), said predetermined flight stages including the stages of low speed flight performed at an indicated air speed (IAS) of the rotorcraft less than a predetermined threshold, and stages of yaw-stabilized flight at high speed performed at an indicated air speed (IAS) of the rotorcraft above said predetermined threshold. 2. A method according to claim 1, wherein when the indicated air speed (IAS) of the rotorcraft is below a predetermined threshold, with the main rotor (10) being driven in rotation by said power plant (5) in a first direction of rotation and generating torque on said fuselage (2) that is opposed in particular by one propeller propelling a stream of air towards the rear of said rotorcraft (1), the deflection angle of the flap receiving said rearwardly-directed air stream is adjusted by causing said flap to pivot in a second direction opposite to said first direction in order to reach a maximum pivot angle relative to the associated aerodynamic surface. 3. A method according to claim 2, wherein when the indicated air speed (IAS) of the rotorcraft (1) is less than a predetermined threshold, with the main rotor (10) being rotated by said power plant (5) in a direction that is clockwise when seen from above, the deflection angle (α1) of the left flap (45) is adjusted by causing the left flap (45) to pivot counterclockwise as seen from above so as to reach a maximum deflection angle (α1) relative to the left aerodynamic surface (40). 4. A method according to claim 2, wherein when the indicated air speed (IAS) of the rotorcraft (1) is less than a predetermined threshold, with the main rotor (10) being rotated by said power plant (5) in a counterclockwise direction as seen from above, the angle of deflection (α2) of the right flap (46) is adjusted by causing the right flap (46) to pivot clockwise as seen from above in order to reach a maximum deflection angle (α2) relative to the right aerodynamic surface (41). 5. A method according to claim 1, wherein when said indicated air speed (IAS) of the rotorcraft (1) is greater than said predetermined threshold, adjustment of the deflection angles of said left and right flaps (45, 46) is activated if the following yaw-stabilized flight conditions are satisfied: |Ny|<0.075 times the acceleration due to gravity;|Phi|<5 degrees;|P|<10 degrees per second; andno pilot is exerting force on a differential pitch control member suitable for ordering differential variation of the first and second pitches of the blades (6′, 6″) of the left and right propellers (21, 22);where |Ny| represents the absolute value of the load factor of the rotorcraft in a transverse direction in the frame of reference of the rotorcraft, |Phi| represents the absolute value of the roll angle of the rotorcraft, and |P| represents the absolute value of the angular speed of roll of the rotorcraft. 6. A method according to claim 5, wherein with adjustment of the deflection angles (α1, α2) of said left and right flaps (45, 46) being activated, measurements are performed in real time of a first torque (Tq1) generated by the left propeller (21) as a percentage of the maximum torque and of a second torque (Tq2) generated by the right propeller (22) as a percentage of the maximum torque, and then a first difference (ΔTq) is determined in real time representing said second torque (Tq2) minus said first torque (Tq1) and: deflection of said left and right flaps (45, 46) is ordered by causing them to pivot in the clockwise direction when said first difference (ΔTq) is greater than +2.5 percent;deflection of said left and right flaps (45, 46) is ordered by causing them to pivot in the counterclockwise direction when said first difference (ΔTq) is less than −2.5 percent; andthe positions of said left and right flaps (45, 46) are maintained when said first difference (ΔTq) lies in the range −2.5 percent to +2.5 percent. 7. A method according to claim 5, wherein with adjustment of the deflection angles (α1, α2) of said left and right flaps (45, 46) being activated, measurements are performed in real time of a first pitch (β1) of the left propeller (21) and of a second pitch (β2) of the right propeller (22), and then a second difference (Δβ) is determined in real time representing said second pitch (β2) minus said first pitch (β1) and: deflection of said left and right flaps (45, 46) is ordered causing them to pivot in the clockwise direction when said second difference (Δβ) is greater than 0.3 degrees;deflection of said left and right flaps (45, 46) is ordered causing them to pivot in the counterclockwise direction when said second difference (Δβ) is less than −0.3 degrees; andsaid left and right flaps (45, 46) are maintained in position when said second difference (Δβ) lies in the range −0.3 degrees to 0.3 degrees. 8. A method according to claim 5, wherein with adjustment of the deflection angles (α1, α2) of said left and right flaps (45, 46) being activated, there are determined in real time a first power consumed by the left propeller (21) and a second power consumed by the right propeller, and then a third difference is determined in real time representing the second power minus the first power and: deflection of the left and right flaps is ordered causing them to pivot in the clockwise direction when said third difference is greater than +50 kilowatts;deflection of the left and right flaps is ordered causing them to pivot in the counterclockwise direction when said third difference is less than −50 kilowatts; andthe positions of said left and right flaps are maintained when said third difference lies in the range −50 kilowatts to +50 kilowatts. 9. A method according to claim 1, wherein said predetermined threshold is equal to 25.7 m/s. 10. A rotorcraft (1) provided with a main lift rotor (10) and also with a left propeller (21) and a right propeller (22) disposed on either side of a fuselage, said rotorcraft including a power plant suitable for setting said left and right propellers (21, 22) and said main rotor (10) in rotation, said rotorcraft (1) having a left aerodynamic surface (40) and a right aerodynamic surface (41) exerting transverse lift and arranged respectively in line with said left and right propellers (21, 22) on a stabilizer (15) located in the vicinity of a rear end (AR) of said fuselage (2), said left and right aerodynamic surfaces (40, 41) having respective left and right flaps (45, 46), said left and right flaps (45, 46) being suitable for being deflected respectively by first and second control means (61, 62) so as to present deflection angles relative to the associated aerodynamic surfaces (40, 41), the rotorcraft (1) comprising: first speed measurement means (51) for measuring the indicated air speed (IAS) of said rotorcraft (1);second speed measurement means (53) for measuring the angular speed in roll (P) of said rotorcraft (1);a force sensor (56) suitable for determining whether a pilot is exerting a force on a differential pitch control member of the rotorcraft (1);an angle sensor (52) measuring the roll angle (Phi) of the rotorcraft;an acceleration sensor (50) measuring the load factor (Ny) of the rotorcraft in a transverse direction;first and second torque sensors (54, 55) for sensing the respective torques of the left and right propellers (21, 22), or first and second pitch measurement means (57, 58) for measuring the respective pitches of the left and right propellers (21, 22), or first and second torque sensors (54, 55) for sensing the torques of the left and right propellers (21, 22) respectively and first and second rotary speed sensors for sensing the speeds of rotation (Ω1, Ω2) of the left and right propellers (21, 22) respectively; andcontrol means (60) programmed to cause said left and right flaps (45, 46) to be deflected by implementing the method according to claim 1 and with the help of the first and second speed measurement means (51, 53), the force, angle, and acceleration sensors (56, 52, 50), and of the first and second torque sensors (54, 55) or the first and second pitch measurement means (57, 58), or the first and second toque sensors and the first and second rotary speed sensors. 11. A rotorcraft according to claim 10, wherein said rotorcraft (1) is a hybrid helicopter, the speeds of rotation at the outlets from the turbine engines (5), of the left and right propellers (21, 22), of the main rotor (10), and of a mechanical transmission interconnecting said turbine engine(s) (5), said propellers (21, 22), and said rotor (10) are proportional to one another, the proportionality ratios being constant regardless of the flight configuration of the hybrid helicopter under normal conditions of use of the integrated drive system.
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