Professional Documents
Culture Documents
Abstract: This paper analyzes the response of a helicopter survivability of shipboard helicopters and improve the safety
blade-sailing under effect of a Magnetorheological Damper of military operations in the hostile maritime environment.
(MRD) in the presence of unsteady flow effects. The The application of Magnetorheological dampers (MRD)
aeroelastic analysis focuses on the performance of a semi in this type of problem can mean a great incentive to study
active control device with respect to the reduction of blade the applications of intelligent materials with respect to the
flapping vibrations in hingelles rotors during engagement elimination and control of aeroelastic phenomena, in
shipboard operations. The effect of the MRD in the system helicopters and on aircraft. These studies may also signify a
is to increase the structural damping to improve the blade great advance in the study of these materials, because its
behavior under the conditions that will be presented. The application in helicopters and aircraft require the
simulation results show that the inclusion of the MRD in the development of these devices and materials quickly and
aeroelastic model proposed can yield tunnel-strike results effectively important.
suppression and significant reduction in upward blade tip It is this kind of situation we want to present here; the
deflections at the unsteady wind-over-deck conditions. application of these materials, trying to solve aeroelastics
problems.
Keywords: Helicopter Blade Sailing, Magnetorheological-
hysteretic Damper, Unsteady Flow. 2. MRD MODELING
⎜ d −c cy − d y
prescribing a low-vibration behavior for shipboard rotors in ⎝ y y ⎠
the DI by using smart-materials controllers, can enhance the c post ( i=
c) a po + bpo tanh ( c poic )
1
Proceedings of the 9th Brazilian Conference on Dynamics Control and their Applications
Serra Negra, SP - ISSN 2178-3667 1074
AEROELASTIC ANALYSIS OF THE BLADE SAILING PHENOMENON IN HELICOPTER UNDER MAGNETORHEOLOGICAL-HYSTERETIC EFFECTS
Kleber A. L. Castão, Luiz Carlos Sandoval Goes, Roberto Luiz da Cunha Barroso Ramos
.
Where Fd is the force generated by the damper and The simplified diagram of forces at a planar blade
element, see [4], illustrates the main factors that govern the
k pre , c pre , χ ( x1 , ic ) , Fy , c post , α are values that control blade-sailing behavior. The resulting moments about the
the hysteresis loop of the model and are related to the flapping hinge in conjunction with the droop/flap stop
characteristics of the fluid and to the characteristics of the effects, modeled as a nonlinear rotational spring
(representing the stiffness), determine the blade tip
device. Note that the parameters k pre , Fy and c post are deflections related to the angle β. Ship motion effects are not
dependent of the applied current in the damper. Below Fig.1 included.
shows the hysteresis loops obtained by simulations of the Fig. 3 shows the flow velocity components in the plane
model. of the rotor for the proposed blade-sailing model,
considering the WOD conditions. VWOD and ΨWOD are,
the magnitude and direction, respectively, of the incoming
wind velocity with respect to the ship centerline
Vy Helicopter Blade
Starboard
Ψ Blade Azimuth
Ship Centerline Angle Vx
ΨWOD
Port
Vz
Fig. 1. Hysteresis loops of the MRD model. VWOD
To summarize, we have a model of the MR damper that Figure 3: Flow velocity components for the WOD conditions.
enables one to predict the damper force as a function of
piston displacement and velocity (relative to the damper
body displacement and velocity) and of the current in the The blade-sailing modeling is based on a proposed
damper coil. rotary-wing aeroelastic scheme applied to articulated
shipboard rotor blades, according to the Figs. 1 and 2, taking
3. AEROELASTIC MODELING into account some simplifying assumptions [5]-[7].
Inertial Force where IB is the blade moment of inertia about the center of
rotation and β is the blade flapping angle.
Weight The total moment due to the centrifugal forces at each
β x blade element with mass dm at station r is given by:
R
M c = ∫ r sin β Ω 2 r cos β dm =
I B Ω 2 sin β cos β ≈ I B Ω 2 β
0
Fig. 2: Forces at a flapping planar blade element for the proposed
blade-sailing model (rotating frame) (4)
2
Proceedings of the 9th Brazilian Conference on Dynamics Control and their Applications
Serra Negra, SP - ISSN 2178-3667 1075
where R is the rotor radius and Ω, the rotor rotational speed, In Eq. 8, k is a constant related to the cantilevered,
is time-dependent during the engagement or disengagement elastic blade behavior. Therefore, the nonlinear spring
rotor operations. The approximation for small flapping moment due to the stops, can be modeled as:
angles is applied.
Considering a uniform distribution of the blade mass µ, M s = I Bσ1 (β) , (9)
the total moment due to the acceleration of gravity g is:
R
R2 3 3 where the function σ1 (β) is given by:
=Mg ∫ μ=
0
g cos β rdr μ=
g cos β I B
2 2R
g cos β ≈ I B
2R
g
3
Proceedings of the 9th Brazilian Conference on Dynamics Control and their Applications
Serra Negra, SP - ISSN 2178-3667 1076
AEROELASTIC ANALYSIS OF THE BLADE SAILING PHENOMENON IN HELICOPTER UNDER MAGNETORHEOLOGICAL-HYSTERETIC EFFECTS
Kleber A. L. Castão, Luiz Carlos Sandoval Goes, Roberto Luiz da Cunha Barroso Ramos
.
The mean flow vertical velocity related to the interaction The lift force dL and the aerodynamic moment dMas for
between the lateral undisturbed wind flow and a typical a blade element can be obtained from the following
frigate-like structure can be approximated by a linear equations:
distribution along the flight deck and the helicopter rotor
[9]-[10]. Therefore, for a rotor blade element at radial θ 0 = θ.75 − (3 / 4)θtw
station r and azimuth , and constant WOD horizontal
velocity component Vy, the WOD mean vertical velocity, θ = θ 0 + θ1s sin Ψ + θ1c cos Ψ + θtw (r / R)
according to the linear distribution approximation (“linear
gust model”), is given by:
α= θ − (U P / U T ) (16)
dL = (1/ 2) ρU T2 caα dr
r
=Vz K vVy sin Ψ (13) dM as = r dL
R
Eq. 16 yields the following aerodynamic moment at a
Unsteady flow effects can be modeled by considering a
blade element on the radial position r:
sinusoidal gust across the rotor disk for the WOD
fluctuating vertical velocity component, representing the
θ 0= θ 0.75 − ( 3 4 ) θtw , θ= θ 0 + θ1s sin Ψ + θ1c cos Ψ + θtw ( r R ) (17)
effects of the dominant frequency ωf of the ship air wake on
the helicopter rotor, as follows: α= θ − (U P U T ) , dL = (1 2 ) ρU T2 caα dr , dM as = rdL
Vz′ = K f Vy sin ω f t (14) Substituting the expressions for the blade-element flow
velocities given by Eq. 16 into Eq. 17 and integrating along
the blade, yields:
The gust amplitude parameters Kv and Kf, and the
sinusoidal gust frequency ωf govern the flow-induced
unsteady loads associated with the WOD vertical velocity
⎪ ( )−
R ⎧θ Ωr − V cos Ψ + V sin Ψ ⎫
2
1 ⎪
component, which characterizes a flow field over the flight M as = ρ ac ∫ ⎨
y x
⎬ rdr
0 ⎪ − ( Ωr − V y cos Ψ + Vx sin Ψ ) ⎡ r β + (Vy sin Ψ + Vx cos Ψ ) β − Vz ⎤ ⎪
2
deck that varies with space and time according to Eqs. 13 ⎩ ⎣ ⎦⎭
and 14. (18)
The aerodynamic components affecting a shipboard rotor
blade can be calculated according to the blade-element Considering that:
theory, as follows [8]:
μ R3 3ρ acR Vx V
Vx = VWOD cos ΨWOD , Vy = VWOD sin ΨWOD , =IB ;γ ≡ ; μx ≡ ; μy ≡ y (19)
3 μ ΩR ΩR
U T = Ωr - Vy cos Ψ + Vx sin Ψ, (15)
where γ is the Lock number and μx, μy are advance ratio
U = rβ + (V sin Ψ + V cos Ψ)β - V
P y x z parameters, Eq. 18 yields for the blade aerodynamic
moment:
In particular, ΨWOD is equal to 90° for lateral port side
M as = M ai + M atw + M aβ + M aβ + M az (20)
winds and to 270° for lateral starboard side winds. UP and
UT are, respectively, the normal and tangential flow velocity where:
components at the blade element at radial station r, azimuth
γΩ 2 ⎡ 8
1 + (μ x sin Ψ − μ y cos Ψ ) + 2(μ x sin Ψ − μ y cos Ψ ) ⎥ θ i
2⎤
and flapping angle β. These flow velocity components are M ai = I B
8 ⎢⎣ 3 ⎦
illustrated in Fig. 6, according to the blade-element theory γΩ 2 ⎡ 1 1 1
+ (μ x sin Ψ − μ y cos Ψ ) + (μ x sin Ψ − μ y cos Ψ ) ⎥ θ tw
2⎤
[11]. is the WOD vertical velocity at a blade element and M atw = IB
2 ⎣⎢ 5 2 3 ⎦
is the time-varying rotational speed during shipboard γΩ ⎡ 4
− 1 − (μ x sin Ψ − μ y cos Ψ )⎥ β
⎤
M aβ = I B
engagement or disengagement operations. 8 ⎢⎣ 3 ⎦
γΩ 2 ⎡ 4
zB M aβ = IB ( ) ⎤
− (μ x cos Ψ + μ y sin Ψ ) + μ y2 − μ x2 sin 2Ψ + 2 μ x μ y cos 2Ψ ⎥ β
8 ⎣⎢ 3 ⎦
dL γΩ ⎧⎡ 4 ⎡4 ⎤ ⎫
⎨ 1 + (μ x sin Ψ − μ y cos Ψ )⎥ Vzg + ⎢ + 2(μ x sin Ψ − μ y cos Ψ )⎥ Vzu ⎬
⎤
M az = I B
8R ⎩⎢⎣ 3 ⎦ ⎣3 ⎦ ⎭
Rotor Blade
4
Proceedings of the 9th Brazilian Conference on Dynamics Control and their Applications
Serra Negra, SP - ISSN 2178-3667 1077
Table 1: Parameters used in the simulations.
2 ⎢⎣ 5 2 3 ⎦
0.25
0.2
γΩ ⎧ ⎡ 4 ⎤ ⎡4 ⎤ ⎫
+ ⎨ 1 + ( μ x sin Ψ − μ y cos Ψ ) ⎥ Vzg + ⎢ + 2 ( μ x sin Ψ − μ y cos Ψ ) ⎥ Vzu ⎬
8 R ⎩ ⎢⎣ 3
0.15
⎦ ⎣3 ⎦ ⎭
Flapping Response (rad)
0.1
3
− g 0.05
2R
(23) 0
-0.05
-0.15
equation. Put this equation in state variable form, becomes -0.2
possible to obtain the behavior of our system under MRD -0.25
effects and in unsteady flow effects. 0 0.5 1 1.5 2
Time
2.5 3 3.5 4
5
Proceedings of the 9th Brazilian Conference on Dynamics Control and their Applications
Serra Negra, SP - ISSN 2178-3667 1078
AEROELASTIC ANALYSIS OF THE BLADE SAILING PHENOMENON IN HELICOPTER UNDER MAGNETORHEOLOGICAL-HYSTERETIC EFFECTS
Kleber A. L. Castão, Luiz Carlos Sandoval Goes, Roberto Luiz da Cunha Barroso Ramos
.
0.25
and Structures, Newport Beach, California, 2000.
Without MRD i = 0A i = 0.5A i = 1.0A Tunnel Strikes
0.1
0.05
National des Arts et Métiers, ONERA, French, 2006.
0 [4] Johnson, W. Helicopter Theory. [S.l.]: Dover, p. 1-767,
-0.05 1994
-0.1
[5] Ramos, R. L. C. B., “Aeroservoelastic Analysis of the
-0.15 Blade-Sailing Phenomenon in the Helicopter-Ship
-0.2
0 0.5 1 1.5 2 2.5 3 3.5 4
Dynamic Interface”. Thesis (D.Sc.) – Technological
Time Institute of Aeronautics, Brazil, 2007.
Figure 8: Flapping response to first condition [6]Ramos, R.L.C.B., de Andrade, D., Goes, L.C.S.,
“Individual Blade Root Control of Helicopter Blade
Without MRD i = 0A i = 0.5A i = 1.0A Tunnel Strikes Sailing for Articulated Shipboard Rotors”, 65th
American Helicopter Society Annual Forum, 2009a.
0.3
0.2
[7]Ramos, R.L.C.B., de Andrade, D., Goes, L.C.S.,
Flapping Response (rad)
REFERENCES
6
Proceedings of the 9th Brazilian Conference on Dynamics Control and their Applications
Serra Negra, SP - ISSN 2178-3667 1079