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Lynn1970尾桨设计 结构
Lynn1970尾桨设计 结构
Lynn1970尾桨设计 结构
p = air density
In this Part I1 of Tail Rotor Design, the structural dynamics aR = rotor tip speed
of stiff inplane tail rotor configurations are considered. First, the
placement of blade natural frequencies, the method of calcula-
a,, = main rotor rpm
tion and the interaction between the natural frequencies and the a,, = tail rotor rpm
forcing functions are discussed in detail. Specific design guide- = fixed system excitation frequency
w,
lines are presented for two, three, and four blade rotors. = natural frequency in the rotating system
w,
Second, the theoretical structural loading of a tail rotor is = fundamental drive system natural frequency
w,
treated and comparisons of theory and test results are given.
Finally, several aeroelastic phenomena associated with tail woo = static feathering natural frequency
rotors are discussed, including "tail wagging," flutter and di-
vergence, and blade motion stability. Throughout the text, spe-
cific problems which have been encountered are noted. NATURAL FREQUENCIES
0
b) OUT O F PLANE AT 0 . 2 2 R ; LEFT TURN ENTERED FROM 1 0 8 KNOTS: a,, = 2 7 . 1 HZ
n=3
120
1 S T OUT OF PLANE SYMMETRIC
2ND OUT OF PLANE SYMMETRIC
60 1 S T BEAM ASYMMETRIC 7
40
0 0
FREQUENCY - HZ
320
n=3
240 !
1 n=3
160 ,I 1=1 v
1 T&7 n=1 n-2
m
v
-& 0 20 40 60 80 100
FREQUENCY - HZ
120 140 160 180 200
t:
8 d) IN PLANE AT 0 . 0 5 ~ : LEFT TURN ENTERED FROM 1 0 8 KNOTS; ntr = 27.1 HZ
C1
n 240 i .=I
v n.2
v
-
z
' 300
2!
8 200
5
:
m
100
"
0 25 50 75 100
% N O W OPEPATIffi SPEED
oat amenable to precise analysis. For this reason, a rotor he1icol)ters. Due to the high rotatiolial speeds
very useful design technique is to incorporate pro- common to most designs, tlie number of loading cycles
visions for varying the effective stiffness across the accumulates rapidly on a tail rotor. This can lead to
huh region (e.g., bearing spacing). These same factors short service life if the system stresses are not below
often negate the value of nonrotating frequency re- the component's endurance limit. Efficient and effective
sponse tests or measured whirl stand rlata. Blade fre- design practice requires analytical techniques capable
qucncics should be dcterrnined by slolv rpm sweeps of predicting accurately the structural loading.
with the helicopter on the ground, noting bending Anall~ticalApproach and iltethods
moment response to determine the crossover points
where the blade frequency is coincident with ~.otorex- The primary objective of this alialytical effort a t
citation frequencies. Bell is to develop a time-variant aeroelastic-rotor-
response program capable of predicting the structural
STRUCTURAL LOADING loading and behavior of a tail rotor during steady-
Excessive structural loading of tlie tail rotor has state and accelerated flight conditions. Although the
been a problem during tlie developmcnt of many single program is in its early stages of development ant1
24 BALKE, BENNETT, GAFFEY AND LYNN JOURNAL OF THE AhlERlCAN HELICOPTER SOCIETY
7
u
Z
- 41 1 STEADY
A CALCULATED
- MEASURED
1
and a review of the test data presented herein, it is be-
lieved that the tail rotor is adequately represented by
considering only the first four modes. This numhcr is
used in the analytical results presented herein.
Aero~lyna~~aics, The aerodynamic behavior is simu-
lated by use of classical techniques with the local
blade segment aerodynamic coefficients defined as a
function of Mach number and angle of attack, and
the inclusion of such effects as main rotor wake, rigid-
body fuselage yaw motions, fin interference, induced
flo~v, and elastic feedback velocities. Time varying
lift ancl drag forces are calculated for each of 40
blade segments (tip to tip) for the two-bladed rotors
studied. These forces are used in conjunction with
the input normal mode shape to define the time
dependent forcing functions.
The cffects of blade segment aerodynamic pitching
moments and velocities associated with elastic mo-
TRUE AIRSPEED, KN tion of the fuselage are not included in the aero-
dynamic simulation. Recent work by PaulT has indi-
F~ounc8. Comparison of calculated and test UH-1 tail rotor cated that nonlinear destabilizing aerodynamic pitch-
bending moments.
ing moments ran produce a self-excited tip path planc
oscilla.tion a t advancing tip Mach numbers greater
there are many improvclncnts yet to he made, the than 0.92 for certain blade configurations. Recent
results obtained and the ease with wl~ichthey may be modifications of the Bell program have included the
interpreted portend an extremely useful computer rou- effects of the aerodynamic pitching moment. The
tine for design and research purposes. I n the following effects of the elastic fuselage lnotions are expected to
paragral~hs,the dynamic and aerodynamic aspects of be small from the aerodynamics standpoint; however,
this simulation technique are discussed in general terms
to acquaint tlle reader with the items considcrcd and in
somc cases, to state n ~ h y certain apl)roaches were
adopted.
STEADY OSCILLATORY
D?~710?1aics.The analytical technique used is com- P,
A Calculated A Calculated
P
monly referred to as the modal approach. This method, "
4 -Measured ---Measured
which is derived in Refs. 4 and 5, involves the simnl-
tancous time variant solution of a system of equations
representing the selected normalized modes of vibra-
tion which are treated as input variables. The input
elastic modes and frequencies are obtained by the
Myklestad technique mentioned earlier.
I n a n earlier section the upper frequency limit for
conventional tail rotor design was defined to be 150
Hz for medium size helicopters. This usually requires
the first four lower modes be considered. The effect of TRUE AIRSPEED, KN
varying the number of modes was investigated by F l o u n ~9. Control loads.
OCTOBER 1970
.
TAIL ROTOR DESIGN PART 11: STRUCTURAL DYNAMICS
V LST BM COL
,t n=3
w
LEGEND
-WITH WAKE
VQtr
v 2ND BM CYCL
n=3 - - - - WITHOUT
WITHOTIT w ~rn
WAKF v%r
, V%, + Qtr
VnbQm,
__----
0 20 40 60 80 LOO 120 140
FREQUENCY, HZ
FIGURE
10. C~lclllatedeffect of main rotor make on tail rotor bending moment frequency spectrum.
they are expected to produce major changes in the blade In Fig. 10 the natural frequencies and some of the
loading because of dynamic considerations. forcing function frequencies are apparent. When the
The main rotor wake simulation is based on a main rotor wake effects are included, the main rotor
digital program developed a t the Cornell Aeronautical I-, 2-, and 4-per-rev components are seen. These re-
L a h ~ r a t o r yFor
. ~ this work, the CAL computer routine sult from considering only two vortices from each
was modified to produce the instantaneous in- and blade. A strong nonharmo~iicresulting from main rotor
out-of-plane velocity resulting from the main rotor 3-per-rev being reflected into the tail rotor rotating
a t each of the 40 tail rotor stations. In the calculation, system (3n.,, +
a,, 44 Hz) is also seen to result
one main rotor revolution is divided into 30" incre- from the main rotor wake. A physical explanation of
ments. At cach of the main rotor azimuth positions, the this has not evolved. As noted earlier, that frcquency
location of each tail rotor segment is computed hased appears in the flight test data.
on an assumed "starting" azimuth relationship be- Analytical Effects of St?.uctural Damping. It is
tween the main and tail rotors. Two waks vortices suggested in an earlier section that structural damping
arc taken from each main rotor blade. Knowing the can significantly affect the nonharmonic structural
position of the wake vortices and the tail rotor seg- loading of a tail rotor. This has been investigated
ments, the contribution of each vortex to the total analytically by simulating a left turn a t 108 knots and
-
flow a t a given tail rotor senment is calculated. observina- the freouency
. spectrum
. of the innlane bend-
Analytical and Test Results ing moment. From this study two principal frequencies
are listed in Table I1 below: the first frequency cor-
C o m ~ u t e dand measured tail rotor loading- for a
UH-1D are shown as a function of airspeed by Figs. 8
and 9. For these calculations, the tail rotor thrust was
i established by the measured tail rotor root collective TABLE I1
Effect of Structural Damping'
and zero yaw angle was assumed. The main rotor wake
l does not produce significant changes in the stlvctural Structoral
Structural loading (in.-lb)
I loading on the rotor, however, it does alter the fre- damp ill^ 1st inplane Tail rotor
quency content of that loading. (% critical) cyclic frequency 1-per-rev
The frequency content of the calculated UH-1D
tail rotor inplane bending moment during a left turn a t
n
"."n
0.5
""."
m7fi
2480
9~02
-A"-
2480
108 knots is shown in Fig. 10. Theoretically, the 5.0 1390 2500
transient response must contain the forcing function a I t is seen that as Lhe damping is increased, even b y small
frequencies and the natural frequencies of the rotor. amounts, the transient structural loading is significl~ntlyreduced.
26 RALKE, BENNETT, GAFFEY AND LYNN JOURNAL O F THE AbIERICAN HELICOPTER SOCIETY
Y
AEROELASTICITY
Stability
Main rotor flapping instability has been of concern
recently because of the increase in helicopter speed and
the concept of slowing the rotor on compound lielicop-
ters. Since the tail rotor generally operates a t about
the same advance ratio as the main rotor, i.t is also sub-
ject to flapping instability. Pure flapping instability is
less of a problem for the tail rotor because of its lower
Lock number; however, additional considerations arise
because of its mounting on the tail hoom. There are
strong aerodynamic and inestia couplings between
the tail rotor flapping and tail boom modes which can
TAIL B W H
cause instability. Tail rotor aeroelastic phenomena BENTIN VELOCITY
u~hich have been encountered a t Bell and their ex-
planations are given in this section.
Tail Wagging. During the flight tests of several (b) swnce 01
THRUST DAMPI*
DESTABILIZ~G
Bealing Dan~ping. It was pointed out earlier that 17. Effcct of pitch-flap eaupliag on UH-1 tnil rulor
FIOURE
the centrifugal force on most present Bell tail rotors is flutter characteristics.
carried by a thrust hearing which also acts as a pitch
change hearing. Considerable mechanical pitch damp-
ing is generated by this arrangement. Figure 16 shows blade flaps up) has an adverse effect on flutter. Posi-
the calculated effect of pitch-change bearing damping tive pitch-flap coupling, however, does decrease the
on the flutter and divergence boundaries. It is seen possibility of flapping divergence. Unconventionnl
that control system frequency requirements are re- pitch-flap coupling, or negative S3, has a stabilizing in-
duced significantly as t l ~ edamping is incrensctl. CRU- fluence on hlade flutter. With negative Sa, some loss of
tion must be exercised, hon~ever,for bearing damping static stability (divergence) is incurred but this is not a
cannot he relied on to prevent flutter problems if there problem on most rotors. Figure 17 shows the effect of
is a large amount of bncklash in the control system. pitch-flap coupling on the UW-1 tail rotor's flutter and
Pitch-Flap Coupling and Divergence. Bell tail divergence boundaries. Thc cffect is much less than it
rotors normally employ pitch-Hap coupling ratios of nrould he on a main rotor because of the lrigher re1a t'ive
-0.7 to -1.0 (a3 = 35' to 45") to rcducc tail rotor illass of the tail rotor.
flapping. As noted, the aerodynamic effects of 8%are dis- Solne atlditional discussion of the effect of unconven-
cussed in Part I. It is well known that conventional tional pitch-flap coupling is in ortler, especially in view
pitch-flap coupling (hlade pitch is reduced when the of comments by several authors that it cannot be used
because of the divergence problems.1° This is probably
true in the case of fully articulated main rotors where
the hlade Lock number is very high. For semirigid
rotors, divergence is not a problem because of the lower
Lock numbers. Assumii~ga rigid control system, the
pitch-flap coupling ratio that causes flapping diver-
gence can be determined by setting the flapping natural
frequency equal to zero. The pitch-flap coupling for
flapping divergence is given as
AB/APai y.rr.c,,,p. = tan Sn = Wy.
Even though this divergence boundary must be re-
duced somewhat to provide for secondary effects, this
simple approach shows that relatively large values of
unconventional pitch-Hap coupling may be used on
tail rotors where the Lock number is less than 4.0.
REFERENCES
2. Myklestad, N. O., Vibration Analysis, McCram-Hill Book High Subsonic Mach Numbers," 14, (1) J . American
Co., Inc., Nem I'ork, 1944. Helicopter Society (January 1969).
3. Bla~~keuship, B. L., and Harvcy, I<.\I1.,"A Digital An- 8. Crimi, P., Theoretical Prediction of the Flow in the
alysis for Helicopter Performal~ccand Rotor Blade Bend- Wake of a Helicopter Rotor, CAL No. BB-1994-S-1,
ing Rton~ents," 7, (4) J. America>&Helicopter Society Cornell Aeronautical Laboratory, Inc., Buffalo, N.Y.,
(Oetobcr 1962). September 1965.
4. Etkin, Bernard, Dynanlics of Flight, John Wiley aud 9. Gatiey, T. M., "The Etieot of Positive Pitch-Flap
Sons, Inc., New York, 1959. Coupling (Negative S3) on Rotor Blade Motion Sta-
5. Timosheuko, S., Vibration Problems in Engineering, D. bility and Flapping," J. Amelican Helicopter Society,
\'a.~~NostrandCompany, Inc., Prinecton, N.J., 1955. 14, (2) (April 1969).
6. Gessoxx., I\. and Myers, G. C., Jr., Aerodynanzics of the 10. Mil, M. L. et al, Helicopte1.s-Calculation and Design
Helicopter, The, The AlacMilliam Co., Nexv I'ork, 1952. Volume I, Aerodynamics, NASA Technical Translation,
i . Paul, 11'. F., "A Self-Excited Rotor Blade Oscillation a t NASA T T F494, September 1967.