Optimized method of controlling yaw for rotary-wing aircraft, and a system for implementing it

Abstract

The invention relates to a method of controlling the blade propeller pitch of the tail rotor of a rotorcraft. The method comprises the following steps: a) a main control (18) of a blade propeller pitch of the tail rotor is produced as the function of the control element (4b) to control the blade propeller pitch of the tail rotor and operated by the pilot of the aircraft. b) A collective pitch and yaw decoupling control (16) is produced as the function of the rotor collective pitch. c) A deviation control (17) is produced and then is changed as the function of the flight velocity of the aircraft and the function of the position of the control element (4b). The deviation control is added to the decoupling control and the main control by a summing device (111) to get a collective control (10), thereby controlling the blade propeller pitch of the tail rotor.

Description

technical field [0001] The invention relates to an optimization method for yaw control of a rotorcraft and a device for implementing the method. [0002] The technical field of the invention is that of rotorcraft design. [0003] The invention more particularly relates to an optimized method for controlling the yaw of a helicopter having a main rotor and a rear rotor or tail rotor by varying the collective pitch of the tail rotor blades. Background technique [0004] Helicopter lift is provided by the main rotor through its collective pitch position. In this application, unless otherwise specified, the term "collective pitch" refers to the collective pitch of the main rotor blades. [0005] In collective pitch control the collective pitch of the main rotor blades is measured; this control is caused by a command exerted by the pilot on the collective pitch control element, but this command can also be performed by an autopilot type device as a function of other parameters ...

AI Technical Summary

Problems solved by technology

[0025] The trade-offs used in such structures usually do not provide the best optimization for all of the above constraints, and they usually increase the constraints on the operation

If the cruise chart is optimized, it will statically offset when hovering, resulting in an uncomfortable riding position (foot offset), which will limit the crosswind control from the side of the static offset of the foot

If one wishes to gain control margin (able to compensate for crosswinds) by increasing the range of control offered by the pedals, one quickly runs into the problem of driver pump effect associated with too high sensitivity

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