Anti-torque control using fixed blade pitch motors

Patent metadata

Field	Value
Publication number	US-2022073197-A1
Application number	US-202117511724-A
Country	US
Kind code	A1
Filing date	Oct 27, 2021
Priority date	Jun 3, 2016
Publication date	Mar 10, 2022
Grant date	—

Abstract

The present invention includes an a plurality of first variable speed motors mounted on a tail boom of the helicopter; one or more fixed pitch blades attached to each of the plurality of first variable speed motors; and wherein a speed of one or more of the plurality of first variable speed motors is varied to provide an anti-torque thrust.

First claim

What is claimed is:

1 . An aircraft comprising:
a tail boom; a plurality of first variable-speed motors mounted on the tail boom; and a control logic configured to:
measure a rotation of the aircraft in response to a baseline speed of the plurality of first variable-speed motors;
change a speed of one or more of the plurality of first variable-speed motors;
measure a change in the rotation of the aircraft in response to the change in the speed of the one or more of the plurality of first variable-speed motors;
determine an estimated change in the rotation of the aircraft based on the change in the speed of the one or more of the plurality of first variable-speed motors;
compare the measured change in the rotation of the aircraft to the estimated change in the rotation of the aircraft; and
modify the speed of one or more of the plurality of first variable-speed motors based on the comparison.

2 . The aircraft of claim 1 , wherein the control logic is further configured to obtain an airspeed of the aircraft from an airspeed sensing system disposed at a forward portion of an airframe of the aircraft and reduce or increasing the speed of one or more of the plurality of first fixed blade pitch variable-speed motors to control a yaw or a response to transients on the aircraft during flight.

3 . The aircraft of claim 1 , wherein the control logic is further configured to:
filter a noise from a data reflective of the change in the rotation of the aircraft; iteratively correct the data reflective of the change in rotation of the aircraft between the estimated change in rotation and the measured change in rotation; or provide a directional thrust using at least one of the plurality of first variable-speed motors, and the directional thrust comprises a starboard thrust, a port thrust, or both the starboard thrust and the port thrust concurrently.

4 . The method of claim 1 , wherein the control logic compares the measured change to the estimated change by correcting data reflective of the change in rotation of the aircraft by reference to speed data for the one or more of the plurality of first variable-speed motors versus the change in rotation of the aircraft.

5 . The aircraft of claim 1 , wherein the estimated change in the rotation of the aircraft comprises no change in rotation of the aircraft, or an adjustment in a torque, a roll, or a yaw of the aircraft.

6 . The aircraft of claim 1 , wherein the control logic is further configured to calculate an overall torque generated by the plurality of first variable-speed motors, reduce or eliminate a torque, reduce or eliminate transients, maximize a thrust, reduce an overall tail rotor noise, manage wear on each of the plurality of first variable-speed motors, monitor a vortex ring state at a tail rotor, pulse the plurality of first variable-speed motors to reduce or eliminate the vortex ring state, control at least one of a position or a speed of one or more of the plurality of first variable-speed motors mounted on individual pivots, or control at least one of the position or the speed of the plurality of first variable-speed motors if the plurality of first variable-speed motors rotate around a longitudinal axis of the tail boom.

7 . The aircraft of claim 1 , further comprising a plurality of second variable-speed motors mounted on the tail boom of the aircraft that are substantially parallel and planar with the plurality of first variable-speed motors.

8 . The aircraft of claim 7 , wherein the plurality of first variable-speed motors are coaxially aligned with the plurality of second variable-speed motors.

9 . The aircraft of claim 1 , wherein:
the plurality of first variable-speed motors are at least one of electric or hydraulic motors; one or more of the plurality of first variable-speed motors are a different size; the plurality of first variable-speed motors are arranged in a round, oval, crescent-shaped, J-shaped, diagonal, square, rectangular, triangular, pentagonal, hexagonal, polygonal, rhomboid, trapezoid, X-shaped, Y-shaped, or kite-shaped pattern; the plurality of first variable-speed motors can be turned on or off independently, turned on or off as a group, turned one or off in pairs, or each of the plurality of first variable-speed motors can operate independently to direct thrust in a same or a different direction; the plurality of first variable-speed motors are rotatable about a longitudinal axis of the tail boom; or each of the plurality of first variable-speed motors is on a pivot that allows for rotation of the first variable-speed motor.

10 . The aircraft of claim 1 , further comprising:
one or more fixed pitch blades attached to each of the plurality of first variable-speed motors; and wherein:
the one or more of the one or more fixed pitch blades are a different size;
a torque of each of the plurality of first variable-speed motors and the respective fixed pitch blade is based on a size, power and position of the first variable-speed motor and the respective fixed pitch blade;
the plurality of first variable-speed motors and the respective fixed pitch blades are individually ducted; or
a ring or cowling surrounds one or more of the plurality of first variable-speed motors and the respective fixed pitch blades.

11 . An aircraft comprising:
a tail boom; three or more variable-speed motors mounted on the tail boom; and a control logic configured to:
measure a rotation of the aircraft in response to a speed of the three or more variable-speed motors;
change a speed of one or more of the three or more variable-speed motors to achieve an estimated rotation of the aircraft;
measure an actual rotation of the aircraft;
compare the estimated rotation of the aircraft to the actual rotation of the aircraft; and
adjust the speed of one or more of the three or more variable-speed motors based on the comparison.

12 . The aircraft of claim 11 , wherein the estimated rotation of the aircraft comprises no change in rotation of the aircraft, or an adjustment in a torque, a roll, or a yaw of the aircraft.

13 . The aircraft of claim 11 , wherein the control logic is further configured to:
look up an estimated or measured effect on a torque for each of the three or more variable-speed motor or pairs of the three or more variable-speed motors; and determine the estimated rotation of the aircraft based on the estimated or measured effect on the torque.

14 . The aircraft of claim 11 , wherein the control logic is further configured to calculate an overall torque generated by the plurality of first variable-speed motors, reduce or eliminate a torque, reduce or eliminate transients, maximize a thrust, reduce an overall tail rotor noise, manage wear on each of the plurality of first variable-speed motors, monitor a vortex ring state at a tail rotor, pulse the plurality of first variable-speed motors to reduce or eliminate the vortex ring state, control at least one of a position or a speed of one or more of the plurality of first variable-speed motors mounted on individual pivots, or control at least one of the position or the speed of the plurality of first variable-speed motors if the plurality of first variable-speed motors rotate around a longitudinal axis of the tail boom.

15 . The aircraft of claim 11 , wherein the three or more variable-speed motors comprise:
three or more first variable-speed motors; and three or more second variable-speed motors that are substantially parallel and planar with the three or more first variable-speed motors.

16 . The aircraft of claim 15 ,

Assignees

• Bell Textron Inc

Inventors

• Fenny Carlos
• Parsons Thomas Dewey
• Oltheten Erik John

Classifications

• B64C2027/8209

  Electrically driven tail rotors · CPC title

• B64C2220/00

  Active noise reduction systems · CPC title

• G05D1/0858

  specially adapted for vertical take-off of aircraft · CPC title

• B64C27/12

  Rotor drives · CPC title

• B64C2027/8227

  comprising more than one rotor · CPC title