Helicopter Attitude Regulator Torque Decoupling
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Solution Overview
Problem
Conventional rotary wing aircraft control systems face challenges in achieving precise automatic attitude control due to complex and costly mechanisms, as well as cross-coupling issues between rotor and fuselage, leading to oscillating responses and reduced stability margins.
Innovation Solution
A flight control device and method that derive actuator steering commands from angular velocity and acceleration inputs, using aerodynamic functions and torque calculations to decouple roll and pitch movements, allowing independent control of each axis and simplifying controller design.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If a swash plate with spinning and non-spinning parts connected by large ball bearing is used to control blade pitch, then the helicopter can be controlled in vertical and horizontal directions, but the control mechanism becomes complicated, expensive, and adds weight to the helicopter
Solution Approach 1:
The patent extracts and eliminates the complex swash plate mechanism with its spinning and non-spinning parts connected by ball bearings. Instead, it uses a simplified pitch control system where individual pitch links are directly actuated by motors mounted on the rotor hub, removing the intermediate complex mechanical transmission components while retaining the essential pitch control function.
Solution Approach 2:
The patent replaces the traditional mechanical swash plate system with an electrical actuation system. Motors mounted on the rotor hub directly actuate pitch links through electrical signals, substituting the complex mechanical ball bearing connection and swash plate geometry with a more straightforward electromechanical system that reduces complexity and weight.
2Stability of the object's composition
If the rotor is fixed to the fuselage and traditional constant angle (45 degrees) is used for torque application, then the system appears robust, but cross-coupling occurs causing multiple feedback paths and oscillating approach to desired attitude
Solution Approach 1:
The patent transitions from a static, fixed 45-degree torque application angle to a dynamic, adaptive angle. The torque application angle is continuously adjusted based on real-time rotor state (angular velocity, acceleration, and position) to optimize control response. This dynamic adaptation eliminates cross-coupling and oscillations by ensuring torque is always applied at the optimal angle relative to the rotor's instantaneous state.
Solution Approach 2:
The patent implements a feedback mechanism where the controller continuously monitors rotor angular velocity, acceleration, and position, then adjusts the torque application angle accordingly. This closed-loop feedback system replaces the open-loop fixed angle approach, enabling the system to adapt to changing conditions and eliminate the cross-coupling that causes oscillating behavior in traditional systems.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution achieves inherent decoupling of roll and pitch movements, enabling easier and more effective controller design, reducing oscillations and improving stability margins, particularly beneficial for rotary wing aircraft with strict control demands.
Implementation Method 1
The rapidly spinning rotor behaves as a gyroscope and introduces precession
Implementation Method 2
The rapidly spinning rotor behaves as a gyroscope and introduces precession. When a torque is applied perpendicular to the axis of rotation of a gyroscope, the resulting motion is perpendicular to both the axis of spinning and the applied force
Implementation Method 3
rotary wing aircrafts like helicopters are sustained by a rotor, spinning about a vertical rotor shaft, generating lift or upward thrust
Implementation Method 4
the thrust from the rotor can be controlled by changing the pitch angle (or in short; the blade pitch) of the rotor blades
Data Source
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AI summary
The invention describes a method and device for precise control of and controller design for aircrafts consisting of at least one spinning part and at least one non spinning part. Typically, but without loss of generality, the spinning part is a rotor, whereas the non-spinning part is a fuselage. The principle described can be extended to any number of spinning and non-spinning parts, making the invention applicable to traditional single rotor helicopter design as well as multi rotor designs. The method and device is particularly suitable for UAVs, where the operator does not see the aircraft during all flight, and thus is unable to correct the attitude. However, the method is applicable also for model aircrafts and full size aircrafts. The inventions principle is to continuously and individually calculate the required torques for control of the spinning parts and for the non-spinning parts, and combine all torques to get the correct torque for the complete aircraft. Doing this, it's possible to continuously apply the correct torque, both correctly distributed among the roll and pitch axes (correct angle), and correct magnitude. The result is a decoupling of the roll and pitch axes, simplifying controller design to a design of two single input single output controllers, one for each axe.