Helicopter engine control having lateral cyclic pitch anticipation

• US 5,265,826 A
• Filed: 08/26/1992
• Issued: 11/30/1993
• Est. Priority Date: 08/27/1991
• Status: Expired due to Term

• Current Assignee: United Technologies Corporation (Raytheon Technologies Corporation d/b/a RTX)
• Original Assignee: United Technologies Corporation (Raytheon Technologies Corporation d/b/a RTX)
• Inventors: Graham, Byron Jr., Driscoll, Joseph T., Sweet, David H., Ebert, Frederick J.
• Primary Examiner(s): Huppert, Michael S.
• Assistant Examiner(s): MARQUIS, LISSI MOJICA
• Application Number:
  US07/935,764
• Time in Patent Office: 461 Days
• Field of Search: 244/17.13, 244/17.19, 244/17.21, 244/182, 244/184, 244/195, 416/30, 364/431.07, 364/433, 364/434
• US Class Current: 244/17.13
• CPC Class Codes: G05D 1/0055 with safety arrangements
• CPC Class Codes: G05D 1/0858 specially adapted for vertical take-off of aircraft

Abstract

A helicopter engine fuel control anticipates changes in main rotor torque in response to lateral cyclic pitch commands, to thereby minimize engine and main rotor speed droop and overspeed during left and right roll maneuvers. A fuel compensation signal (100,101) is summed with a helicopter fuel control (52) fuel command signal (67) in response both to a lateral cyclic pitch command signal (LCP) (107) from a pilot operated cyclic pitch control exceeding a left or right threshold magnitude (201,210) and a total lateral cyclic pitch command signal (TCP) (108) from a lateral cyclic pitch control system exceeding a left or right threshold magnitude (202,207,215,220). The magnitude of the fuel compensation signal is dependant upon the direction of TCP and LCP, e.g., left or right, and helicopter roll acceleration (115). Alternatively, the magnitude and duration of the fuel compensation signal is dependant upon the rate of change in commanded lateral cyclic pitch (107,400,407). A limiter (120) limits the magnitude of the fuel compensation signal. The fuel compensation signal is overridden (127,125,103) when it is increasing fuel flow ( 303) during rotor overspeed (128,301), and when it is decreasing fuel flow (311) if rotor acceleration (130,133) is negative (310) during rotor droop (128,301).

Claims

1. A helicopter comprising:

a main rotor;

an engine;

rotor drive means including an overrunning clutch for connecting said main rotor to said engine whenever the speed of said main rotor does not exceed the speed of said engine;

pilot operated cyclic pitch control means for changing the cyclic pitch of said main rotor;

engine control means for providing a fuel command signal indicative of fuel flow required for desired engine operation, and for metering fuel flow to said engine in response to said fuel command signal;

helicopter roll acceleration indicating means for providing a roll acceleration signal indicative of helicopter roll acceleration;

lateral cyclic pitch control indicating means for providing a lateral cyclic pitch signal indicative of the amount of lateral cyclic pitch being commanded by said pilot operated cyclic pitch control means; and

said engine control means comprising means for providing said fuel command signal with a lateral cyclic pitch component in response to said lateral cyclic pitch signal for increasing or decreasing fuel flow to said engine, the magnitude of said fuel command signal lateral cyclic pitch component being determined as a function of said roll acceleration signal.

2. A helicopter according to claim 1, further comprising:

a lateral cyclic pitch control system responsive to said lateral cyclic pitch signal for controlling the total lateral cyclic pitch of said main rotor;

total lateral cyclic pitch control indicating means for providing a total lateral cyclic pitch signal indicative of the total lateral cyclic pitch of said main rotor; and

said engine control means comprising means responsive to both said lateral cyclic pitch signal exceeding a right lateral cyclic pitch threshold magnitude or a left lateral cyclic pitch threshold magnitude, and said total lateral cyclic pitch signal exceeding a right total lateral cyclic pitch threshold magnitude or a left total lateral cyclic pitch threshold magnitude for providing said fuel command signal lateral cyclic pitch component.

3. A helicopter according to claim 1 wherein said engine control means further comprises means for providing an override signal for overriding said fuel command signal lateral cyclic pitch component.

4. A helicopter according to claim 1 further comprising limiting means for providing a first limit for limiting the magnitude of said fuel command signal lateral cyclic pitch component when it is increasing fuel flow to said engine, and for providing a second limit for limiting the magnitude of said fuel command signal lateral cyclic pitch component when it is decreasing the fuel flow to said engine.

5. A helicopter according to claim 1 further comprising limiting means for providing a first limit for limiting the magnitude of said fuel command signal lateral cyclic pitch component when it is increasing fuel flow to said engine, and for providing a second limit for limiting the magnitude of said fuel command signal lateral cyclic pitch component when it is decreasing the fuel flow to said engine.

6. A helicopter according to claim 3 further comprising:

rotor speed means for providing a rotor speed signal indicative of the rotary speed of said rotor; and

said engine control means comprising means for providing said override signal in response to said rotor speed signal being in excess of a rotor speed threshold magnitude and said fuel command signal lateral cyclic pitch component increasing fuel flow to said engine.

7. A helicopter according to claim 6 further comprising:

rotor acceleration means for providing a rotor acceleration signal indicative of the positive or negative acceleration of said rotor; and

said engine control means comprising means for providing said override signal in response to said rotor speed signal being below said rotor speed threshold magnitude, said rotor acceleration signal being indicative of negative acceleration and said fuel command signal lateral cyclic pitch component decreasing fuel flow to said engine.

8. A helicopter comprising:

a main rotor;

an engine;

rotor drive means including an overrunning clutch for connecting said main rotor to said engine whenever the speed of said main rotor does not exceed the speed of said engine;

pilot operated cyclic pitch control means for changing the cyclic pitch of said main rotor;

engine control means for providing a fuel command signal indicative of fuel flow required for desired engine operation, and for metering fuel flow to said engine in response to said fuel command signal;

means for providing a lateral cyclic pitch signal indicative of the amount of lateral cyclic pitch being commanded by said pilot operated cyclic pitch control means;

means responsive to said lateral cyclic pitch signal for providing a lateral cyclic pitch rate signal indicative of the rate of change of said lateral cyclic pitch signal;

means for providing a fuel compensation signal the magnitude and duration of which are dependent upon said lateral cyclic pitch rate signal; and

said engine control means comprising means for combining said fuel compensation signal with said fuel command signal.

9. A helicopter according to claim 8 further comprising:

means for providing a rotor speed signal indicative of the rotary speed of said rotor;

means for providing an engine reference speed signal indicative of rated engine speed;

means for providing a rotor speed error multiple as a function of the difference between said rotor speed signal and said engine reference speed signal; and

means for multiplying said fuel compensation signal by said rotor speed error multiple prior to combining said fuel compensation signal with said fuel command signal.

10. A helicopter according to claim 8 further comprising:

means for providing an air speed multiple as a function of helicopter; and

means for multiplying said fuel compensation signal by said air speed multiple prior to combining said fuel compensation signal with said fuel command signal.

11. A helicopter according to claim 10 wherein said air speed multiple is set equal to zero when the airspeed of said helicopter is below a threshold magnitude.

12. A helicopter according to claim 8 wherein said engine control means further comprises means for providing an override signal for preventing the combination of said fuel compensation signal with said fuel command signal.

13. A helicopter according to claim 12 further comprising:

means for providing an engine speed signal indicative of the speed of said engine;

means for providing an engine acceleration signal indicative of the rate of change of said engine speed signal; and

said override signal being provided in response to said engine speed signal being indicative of engine speed above a threshold magnitude, said engine acceleration signal being indicative of engine acceleration above a threshold magnitude, and said fuel compensation signal adding fuel;

in response to said engine speed signal being indicative of engine speed above a threshold magnitude and said engine acceleration signal being indicative of engine deceleration;

or in response to said engine speed signal being indicative of engine speed below a threshold magnitude and said fuel compensation signal removing fuel.

14. A helicopter according to claim 8 further comprising limiting means for providing a first limit for limiting the magnitude of said fuel compensation signal when it is increasing fuel flow to said engine, and for providing a second limit for limiting the magnitude of said fuel compensation signal when it is decreasing the fuel flow to said engine.

15. A helicopter according to claim 14 further comprising:

means for providing an engine speed signal indicative of the rate of change in engine speed; and

said limiting means second limit being determined as a function of said engine speed signal.