SYNCHROPTICAL TWIN-ROTOR HELICOPTERS, WITH VARIABLE POSITION OF THE CENTRAL ENGINE BLOCK.

Abstract

Twin-rotor synchroopter helicopters, for combat and reconnaissance, two-seat, light, medium, or heavy, using the control surface for piloting and also for changing the position of the engine block on the fuselage, between the cabin 1 with vertical scanning radar 2, and the tail assembly with a ducted turboprop engine 5 and an air-to-air or surface-to-air missile launcher 4. The panoramic radar 3 is in flight position. Two motorcycles 8 are suspended below the central engine block when the main landing gear is in the lowered position 6 and the landing gear bay 7 is open.

Description

This addition to patent application N089 03080 relates to synchronized rotor helicopters, with variable position of the central engine block, variation controlled by the pilot or the autopilot PA. The CAG (Generalized Active Control) or RSS (Relax Static Stability) concept was introduced with the F-to aircraft and developed with the FBW (Flight-By-Wire) control system which replaced the classic mechanical controls and also the possibilities of piloting at the arbitrable limits of flight. With the CAG were introduced the notions of primary piloting (by the pilot), and secondary piloting (by the CAG system which performs certain corrections, piloting and control of the servo controls). This system has not only reduced the mechanical part of the controls, but has above all increased the reliability of the controls. This GAG system, now thoroughly proven on series-built combat aircraft, is applicable, with modifications, to twin-rotor synchroopter helicopters. In the case of a single-rotor helicopter, three servomotors are needed to control the rotor swashplate. With a twin-rotors, two rotor swashplates need to be controlled, i.e., six servo controls, and piloting then becomes complicated to perform various flight maneuvers, hence the need for GAG, with primary and secondary piloting. With the variation in the position of the central engine block, mechanical control of the swashplate of the two rotors is impossible, and it is with the FBW that the two swashplates can be controlled. One of the aims of the invention is, above all, the FBT.q on twin-rotor synchrotron helicopters. The number of devices mounted on airplanes and helicopters has become enormous and despite very advanced miniaturization, the length and number of interconnecting cables have become impressive: several kilometers of cables. The best solution was DIGITAL COMPUTING and especially ILB (Time Division Multiplexing), also known as TDMDB (Time Division Multiplexing Data Bus). - The USAAF introduced the system on the F-15 fighter jet and then the MTL-STD-1553 A, entitled "Aircraft Internal Command / Response Time Division Multiplexing Data Bus", was adopted for airplanes and helicopters. One of the aims of the invention is the adoption of this BU3 or MULTI-BUS system. The twin-rotor synchrotrop helicopter consists of two parts: the fuselage and the central twin-rotor engine block. In each of these two parts, the number of devices to be connected to a MULTI-BUS is large enough to justify the use of separate buses. For these two MUXs, additional complementary MUXs specifically designed for the synchronized helicopter and its tandem cockpit are required. For years the number of indicator devices and flight controls in cockpits has increased, eventually becoming impossible to control effectively, hence the evolution towards the use of COMPUTERS, AUTOMATION, and INTELLIGENCE. ARTIFICIAL. 3i In the past, a single pilot could command an aircraft and complete a specific mission; however, two crew members have become essential for the effective piloting of a combat aircraft or helicopter. While a single pilot could previously command a single-rotor helicopter, two pilots are required for a twin-rotor, synchronized combat and reconnaissance helicopter. The pilot and the co-pilot have very different roles and responsibilities to command and control, hence the need for different and complementary dashboards that are also very simple to use: this is one of the goals of instrumentation and control drums. The previous description presented an example of a twin-rotor synchropter helicopter with a ring-shaped central fuselage and a central engine block with turboshaft engines in the center. Another, different form, a central block with the turboshaft engines below the rotors, and especially a vine-like fuselage, is one of the aims of the invention. Figures 23, 24, 25 and 26 are taken from the journal "AIR INTERNATIONAL" of May 1984, which on pages 245 to 261 in an article entitled "FA 223 ...Henrich Fockers Singular Kite" presents an ancestor of twin-rotor helicopters built in 1942-45, whose characteristics are as follows: Rotor diameter = 12 m --- Rotor distance = 12.5 m empty weight = 3,180 kg Maximum speed = 176 km / h. The plan view, the front view and the two cubed views of the FA 223 represent a twin-rotor helicopter whose blades do not mesh, the rotor circles being separated by C.5 m. In 1960 there was a KARAN HH-43 twin-rotor, two-bladed helicopter whose rotors were 1.20 m apart and which was the first synchropter, nicknamed "SGGBEATER". The twin-rotor synchrotron helicopter, shown in the first figures of this description, is entirely new and can have two very different forms: - Fig. 27 shows a twin-rotor synchrotron helicopter with a ring-shaped central fuselage, with a fuselage on upper and lower fuselage connecting the pilot's cabin to the tail assembly. - Fig. 28 shows a twin-rotor synchrotroscopic helicopter of different shape, with a single fuselage connecting the tail to a front pilot assembly, the central engine block being almost identical for both helicopters. These two figures show that the architecture of the twin-rotor synchropter helicopter can evolve from two types, to one fuselage and to two fuselages. In Fig. 27, behind the cockpit 1, a radar 2 is visible, directed vertically to scan a 60° angle upwards, as the panoramic radar 3 only scans an angle of 600 + 15 = 750°. At the top of the tail assembly (< r), two rows of 4 to 6 air-to-air missiles of the Singer AI14-92A or Matra Mistral type can be installed. At the bottom of the tail assembly (5), a ducted turboshaft engine and propeller assembly can be seen. This assembly not only increases the helicopter's speed but also serves as an auxiliary engine for the fuselage. The engine block is in the extreme forward position, and the left turboshaft engine is located in the left rotor nacelle. On Fig.28 behind the pilot cabin 1 we see a radar 2 but there is no longer an upper fuselage and in the tail we see the panoramic radar ), the air-to-air missile launcher 4, and at the bottom the 1st turbo-engine ducted propeller assembly 5. The central engine block is in the extreme forward position, with the main landing gear in the lower locked position 6 and under the landing gear bay panel 7 is suspended a motorcycle 8, securely fixed by a hooking system. The motorcycles now have aerodynamic fairings made of composite materials that facilitate attachment at two points at the front under the landing gear housing, and at one point at the rear on the landing gear leg. The motorcyclist can even ride on their motorcycle for short distances, as there is free space when the landing gear wheel is in the lowered position. Fig.29 represents the rear part of the synchro-helicopter, with the radar-ion sight assembly in the lower position and we can distinguish the central mast 10 for the ion sight 9 the front masts 11 and rear for the panoramic radar 3. Base 13 of this assembly contains the erection mechanism and in 14 can be housed the heavy component elements and part of the Bus according to MIS STD 1553 A. The horizontal tail assembly 15 comprises two end tails and its position between the upper vertical rudder 16 and the lower vertical rudder 17 should constitute an effective assembly in flight, at speeds from 0.0 11 km / h up to 45 km / h. Fuel tanks and the central fuselage pump and valve system are housed in positions 18 and 19, the least vulnerable location in air-to-ground combat. The propulsion assembly 5 at the rear of the synchro-roter helicopter includes an air inlet 20 of the turbo-engine 21 with two lateral exhausts 22, a cylindrical fairing 23 surrounding the variable-pitch propeller 24. Fig.30 represents the front part of the helicopter, with the pilot at the front of the cabin 1 controlling the radar 25 and the fixed high-rate-of-fire cannon 26, a vision and firing equipment 27 dependent on him. The co-pilot at the rear of the cabin has a vertical scanning radar 2 and controls the firing of a turret-mounted medium caliber 28 weapon, in order to fight against targets at a wide angle off-axis from the helicopter. The pilot has good visibility not only to the front of cabin 1 but also downwards, through windows 30. Helicopter cockpits were long similar to those of airplanes, with a huge number of instruments and controls, warning lights, and alarms. The complexity became such that a true revolution was introduced on the F-18, as shown in Fig. 32. The L1 HUD (Head-Up Display) presents the pilot with the essential elements for flying the aircraft, with the multifunction L4, L5, and L17 displays replacing a large number of dial instruments. Nevertheless, a reduced number of instruments and flight controls have been retained, with a significant number of various control buttons on the pilot's footwell (L17) and the turbojet control lever (L15). Figure 32 schematically represents the front dashboard (Y1 to Y17) with a width D = 700 to 800 mm, and the two side control panels, left (xi to xis) and right (Z1 to Z14), with a width F = 200 to 300 mm and a length G = 60C to 750 mm, with a space between the panels. E = 700 to 800 mm, the front console having a width K = 200 to 250 mm. One of the aims of the invention is the disappearance of the two lateral X and Z consoles of the forward pilot station, and their replacement by a rotating drum of instruments and controls. For the rear cc-pilot station, side consoles are still needed, as a large number of controls remain duplicated and there are no side windows 30. One of the aims of the invention is the selective presentation of controls and piloting information, depending on the particular phase of flight, phases which can be divided into: - Ground station phase, - Takeoff phase, Off-ground effect or With ground effect, - Altitude climb phase, - Skimming phase - Horizontal or oblique flight phase, - Aerobatics or air combat phase, - Rapid descent or autorotation phase, - Night flight phase, at low altitude, - Landing phase, - Ground-Wir combat phase. For both the pilot and the co-pilot, the controls and information needed to successfully complete a mission are different; only in front of the pilots, under the HUD, can a rotating drum display these specific instruments for each phase of the flight. Fig.33 represents the classic instrumentation: a detection element 1 provides a signal to the measuring element 2 which, via a transmission, gives the indicator 4 a digital presentation; this will be, for example, an anemometer, and the elements 2, 3 and 4 are often in the same housing. Fig. 34 shows that the detection element 1 and measurement element 2 remain the same, with miniaturization and electronics an encoder 5, a conductor 6, a decoder 7, a display 8 are better, especially with the use of MUTTBU3, according to Mil STD 1553 A. Fig. 35 schematically represents how to move from the design of the type instrument panels Fig. 31, 32 to a new panel for twin-rotor synchrotrot helicopters. It consists of a tablet 9, two horizontal drums 10, a vertical drum 10, three instrumentation and control drums mounted in the reduced front instrument panel 16 surmounted by an EG3 17. The canopy frame 11 includes minor alarms and three rearview mirrors 18. Fig.36 schematically represents the cross-section of the windscreen arch 49, clamped in an external and internal profile 50 11 under which between 50 and 100 alarm boxes 55 or control buttons fixed to a rear MUX 46,47,48 can be mounted. Fig. 38 is the plan view of the tablet shown in elevation in Fig. 37, tablet 9, the central part of which rests on the co-pilot's lap. This tablet 9 is replaced for the pilot by a large rotating instrument drum, with a diameter of 0.9 to 1.0 m and a width of 200 mm, capable of displaying up to 30 different and specific control panels and display screens on 9 to 11 segments of its periphery. Fig. 38 shows the tablet 9 with a large screen 37 of the panoramic radar 2 and vertical radar 2 of Fig. 27 and 28, a small microcomputer screen 38 with keyboard keys in 39, buttons 40, 44 being examples of practical presentation, the tablet being able to be tilted according to the conditions of service. Fig.39 shows in cross-section how with a roller 35 one can control the cyclic rotation of the drum 10 whose mechanism shown in Fig.41 consists of a motor 33, a reduced gearbox 34 controlling the roller 35 rolling in a guide 27, 36 being a circular bearing. Fig.40 is a cross-section of a drum 10 with numerous compartments between partitions 27 for installing equipment boxes 28 with connection by J1TlBU. Fig.42 shows in cross-section how a large 30- display screen can fit in one of the compartments of the drum 10-, the barrel of the cathode ray tube being very long. Fig. 43 schematically shows how the drum can be divided into many instrument compartments 28 and display screens 70, for example that of a weather radar, very useful for a synchrotrotter helicopter. Part 32 is fixed, while part 27 is mobile, by means of control buttons 56, 57, cables 29 entering from one side, cooling ventilation taking place in the center of the fixed part 31. Fig. 44 is an example of a synchro-roter helicopter instrument panel with an alarm arch 11, a HUD 17, two rearview mirrors 18, and on the instrument panel 16 two vertical drums 10 above the shelf 9. On the free surface of the panel 16 are placed essential instruments and controls, as well as levers 19 and 20 controlling the variation of the position of the central engine block and that of the erection of the rear telescopic mast. Fig.45 is similar to Fig.44 but with the two drums 10 in a more practical oblique position sometimes. Fig.46 is another variant with a single drum 10 with a vertical axis of rotation, whereas in Fig.47 the drum 10 has a horizontal axis of rotation. In summary, one can guess how many diverse solutions can be created with rotating drum equipment. Pilots often have both hands occupied on the control stick and on the autothrottle, 16 and 17 of Fig. 31, the rotation and selective presentation of one of the drum panels can be by voice pilot command, a process now being tested on prototypes of modern fighter aircraft. The twin-rotor synchropter helicopter with variable center engine block position is partly a new combination of existing elements, sometimes with a special adaptation of these elements, especially MULTIBUS following MIS STD 1553 A, or FBW of the CAG system. Figure 48 is an excerpt from the NAT0's "AGARD" (Advisory Group for Aerospace Research and Development) journal, from an article entitled "F-16 Multi-National Fighter" by Charles A. ANDERSON, who presents in detail the RSS (Relaxed Static) Stability) concept using FBW (Flight By TVire), in French more commonly known as CAG (Commande Active Go'e ralisé). According to Fig. 9 of this article, the AD (Airplane) data Data) are entered into the Computer to then be used in the Inertial Assembly. Four 3 rows A, B, C, and D use this information to control the rudder servomotor. This hardware and software assembly controls a single servomotor on the Fig.48 becomes more complex with Fig.49 and 50 with the control of two servomotors of the CAG, in roll and pitch. Fig. 51 schematically represents the GAG ​​with four servo controls, two on the left (SAG) and two on the right (S43), with a CCS Central Stabilization Computer Fig.52 schematically represents the CAG of a synchroter oi-rotors helicopter, left rotor RG and right rotor IJ, i.e. 2 times 3 swashplate servo controls, a very complex set of CAGs, with manual piloting and automatic PA piloting. Fig. 53 represents the control by three servomotors 'l00' of a four-bladed rotor said to be "integrated'l in the main reduction box, patent application MMB mentioned above, very compact construction principle of the rotor assembly for flexible blades in composite materials, the blade roots being fixed on part 64 not in a horizontal plane, but at a certain oblique angle "CC" and not "BB" as in the description of MBB, a relatively easy modification, as is the interconnection of the two transmission boxes of the left and right rotors, not provided for in MBB, the idea being for a classic single rotor. Fig.54 represents a central engine block with left TBM-G and right TMB-D turbo-engines in two wing end nacelles of the engine block. Fig.55 schematically represents the arrangement of the RC1 and RC2 fuel tanks in the rear fuselage, connected by a flexible hose F to the fuel circuit of the central engine block, where a central distribution computer CDC distributes the fuel between the RG and RD tanks, RTBM-G and RTM-D.

Claims

DEMANDS 1 / Hêi twin-rotor combat and recon synchropters birth, single-seater, two-seater or three-seater, lightweight, medium or heavy, single-engine, twin-engine or tri-engine, using the AGC to pilot and also control the varla- position adjustment of the central engine block, to correct the position of the center of gravity CG and the center of pressure e CP of the two rotors, according to claims 1 / to 10 / See patent application No. 89 03080 of March 9, 1989, characterized by the assembly of two parts, a fuselage one in the shape of a ring, and a second part forged by a Central engine block with twin rotors, including XRSI.G turbomotors and TBM.D are directly coupled to the trans boxes power missions 60 and 61 interconnected with each other. 2 / Helicopters according to claim 1 / characterized by a single lower fuselage, having a cabin at the front pilot 1 followed by a vertically scanning radar 2, and at the rear section a turboprop unit with square propeller- born 5 and in the upper part of the tail assembly a system vertical launch system for air-to-air or surface-to-air missiles 4. 3 / Helicopters according to claims 1 / and 2 / character separated by a unique fuselage and a central engine block with the turbo engines in the central part of the engine block and two other turbo-engines under the rotors, making 4 turbo- motors in each engine block, with interconnection of power transmission boxes. 4 / Helicopters according to claims 1 / to 3 / characterized by pilot and co-pilot dashboards composed of a horizontal tablet 9, of one, two or three drums instrumentation 10. 5 / Helicopters according to claims 1 / to 4 / character secured by canopy arches for the pilot and co-pilot with illuminated alarm elements. It includes rearview mirrors. 18, the pilot and co-pilot having the same alarms. 6 / Helicopters according to claims 1 / to 5 / the pilot having only one large central instrumentation drum 10 leaving him free to observe the ground through portholes 50. 7 / Helicopters according to claims 1 / to 6 / with the possibility of attaching two motorcycles under the right and left sides of the central engine block when the Landing gear 6 is in the down position and locked. E Helicopters according to claims 1 to 7, character controlled by a CAG system with primary pilot control or autopilot PA and secondary horn piloting control by the AGC with FBW or FBL command, not only for the flaps and rudders, but also for the control of the cyclic pitch and the collective pitch of the blades of the two rotors, 9 / Helicopters according to claims 1 / to 8 / with a dual fuel circuits, one in the fuselage and the other in the central engine block, the two circuits being inter connected and a CDC fuel calculator doing auto- matically, the corrections to the tank filling levels for good lateral balance. X Helicopters according to claims 1 to 9, characterized seized by the possibility of grouping two or three helicopters tères, ltun above 1'- other to together lift a the sling a weight double or triple of what could to lift a single twin-rotor synchrotropological helicopter.