Matthew L. Wilbur

VIBRATORY LOADS REDUCTION TESTING OF THE NASA/ARMY/MIT ACTIVE TWIST ROTOR

Recent studies have indicated that controlled strain-induced blade twisting can be attained using piezoelectric active fiber composite technology, and that such advancement may provide a mechanism for reduced rotorcraft vibrations and increased rotor performance. In order to validate these findings experimentally, a cooperative effort between the NASA Langley Research Center, the Army Research Laboratory, and the MIT Active Materials and Structures Laboratory has been developed. As a result of this collaboration a four-bladed, aeroelastically-scaled, active-twist model rotor has been designed and fabricated for testing in the heavy gas test medium of the NASA Langley Transonic Dynamics Tunnel. Initial wind tunnel testing has been conducted to assess the impact of active blade twist on both fixed- and rotating-system vibratory loads in forward flight. The active twist control was found to have a pronounced effect on all system loads and was shown to generally offer reductions in fixedsystem loads of 60% to 95%, depending upon flight condition, with 1.1o to 1.4o of dynamic blade twist observed. A summary of the systems developed and the vibratory loads reduction results obtained are presented in this paper.

Dynamic response of active twist rotor blades

Dynamic characteristics of active twist rotor (ATR) blades are investigated analytically and experimentally in this paper. The ATR system is intended for vibration and potentially for noise reductions in helicopters through individual blade control. An aeroelastic model is developed to identify frequency response characteristics of the ATR blade with integral, generally anisotropic, strain actuators embedded in its composite construction. An ATR prototype blade was designed and manufactured to experimentally study the vibration reduction capabilities of such systems. Several bench and hover tests were conducted and those results are presented and discussed here. Selected results on sensitivity of the ATR system to collective setting (i.e. blade loading), blade rpm (i.e. centrifugal force and blade station velocity), and media density (i.e. altitude) are presented. They indicated that the twist actuation authority of the ATR blade is independent of the collective setting up to approximately 10P, and dependent on rotational speed and altitude near the torsional resonance frequency due to its dependency on the aerodynamic damping. The proposed model captures very well the physics and sensitivities to selected test parameters of the ATR system. The numerical result of the blade torsional loads show an average error of 20% in magnitude and virtually no difference in phase for the blade frequency response. Overall, the active blade model is in very good agreement with the experiments and can be used to analyze and design future active helicopter blade systems.

Design and Manufacturing of a Model-scale Active Twist Rotor Prototype Blade

The design and manufacturing of an active twist rotor blade for vibration reduction in helicopters are presented. The rotor blade is integrally twisted by direct strain actuation through embedded piezoelectric fiber composite actuators distributed along the span of the blade. Highlights of the analysis formulation used to design this type of active blade are presented. The requirements for the prototype blade, along with the final design results are also presented. Detailed aspects of its manufacturing are described. Experimental structural characteristics of the prototype blade compare well with design goals, and bench actuation tests characterize its basic actuation performance. The design and manufacturing processes permit the realization of an active blade that satisfies a given set of design requirements. This is used to later develop a fully active rotor blade system.

Rotorcraft Aeroelastic Testing in the Langley Transonic Dynamics Tunnel

Wind-tunnel testing of a properly scaled aeroelastic model helicopter rotor is considered a necessary phase in the design and development of new rotor systems. For this reason, extensive testing of aeroelastically scaled model rotors is done in the Transonic Dynamics Tunnel (TDT) located at the Langley Research Center. A unique capability of this facility, which enables proper dynamic scaling, is the use of diflourodichloromethane, or Refrigerant-12 (R-12) as a test medium. The paper presents a description of the TDT and a discussion of the benefits of using R-12 as a test medium. A description of the system used to conduct model tests is provided and examples of recent rotor tests are cited to illustrate the types of aeroelastic model rotor tests conducted in the TDT.

Technical Notes: Reduction of Blade-Vortex Interaction Noise Through Higher Harmonic Pitch Control

An acoustics test using an aeroelastically scaled rotor was conducted to examine the effectiveness of higher harmonic blade pitch control for the reduction of impulsive blade-vortex interaction (BVI) noise. A four-bladed, 110 in. diameter, articulated rotor model was tested in a heavy gas (Freon-12) medium in Langleys Transonic Dynamics Tunnel. Noise and vibration measurements were made for a range of matched flight conditions, where prescribed (open-loop) higher harmonic pitch was superimposed on the normal (baseline) collective and cyclic trim pitch. For the inflow-microphone noise measurements, advantage was taken of the reverberance in the hard walled tunnel by using a sound power determination approach. Initial findings from on-line data processing for three of the test microphones are reported for a 4/rev (4P) collective pitch control for a range of input amplitudes and phases. By comparing these results to corresponding baseline (no control) conditions, significant noise reductions (4 to 5 dB) were found for low-speed descent conditions, where helicopter BVI noise is most intense. For other rotor flight conditions, the overall noise was found to increase. All cases show increased vibration levels.

Active-Twist Rotor Control Applications for UAVs

Abstract : The current state-of-the-art in active-twist rotor control is discussed using representative examples from analytical and experimental studies, and the application to rotary-wing UAVs is considered. Topics include vibration and noise reduction, rotor performance improvement, active blade tracking, stability augmentation, and rotor blade de-icing. A review of the current status of piezoelectric fiber composite actuator technology, the class of piezoelectric actuators implemented in active-twist rotor systems, is included.

Acoustic Aspects of Active-Twist Rotor Control

The use of an Active Twist Rotor system to provide both vibration reduction and performance enhancement has been explored in recent analytical and experimental studies. Effects of activetwist control on rotor noise, however, had not been determined. During a recent wind tunnel test of an active-twist rotor system, a set of acoustic measurements were obtained to assess the effects of active-twist control on noise produced by the rotor, especially blade-vortex interaction (BVI) noise. It was found that for rotor operating conditions where BVI noise is dominant, active-twist control provided a reduction in BVI noise level. This BVI noise reduction was almost, but not quite, as large as that obtained in a similar test using HHC. However, vibration levels were usually adversely affected at operating conditions favoring minimum BVI noise. Conversely, operating conditions favoring minimum vibration levels affected BVI noise levels, but not always adversely.

Analysis of a Multi-Flap Control System for a Swashplateless Rotor

An analytical study was conducted examining the feasibility of a swashplateless rotor controlled through two trailing edge flaps (TEF), where the cyclic and collective controls were provided by separate TEFs. This analysis included a parametric study examining the impact of various design parameters on TEF deflections. Blade pitch bearing stiffness; blade pitch index; and flap chord, span, location, and control function of the inboard and outboard flaps were systematically varied on a utility-class rotorcraft trimmed in steady level flight. Gradient-based optimizations minimizing flap deflections were performed to identify singleand two-TEF swashplateless rotor designs. Steady, forward and turning flight analyses suggest that a two-TEF swashplateless rotor where the outboard flap provides cyclic control and inboard flap provides collective control can reduce TEF deflection requirements without a significant impact on power, compared to a single-TEF swashplateless rotor design.

Optimization of an Active Twist Rotor Blade Planform for Improved Active Response and Forward Flight Performance

Abstract A study was conducted to identify the optimum blade tip planform for a model-scale active twist rotor. The analysis identified blade tip design traits which simultaneously reduce rotor power of an unactuated rotor while leveraging aeromechanical couplings to tailor the active response of the blade. Optimizing the blade tip planform for minimum rotor power in forward flight provided a 5 percent improvement in performance compared to a rectangular blade tip, but reduced the vibration control authority of active twist actuation by 75 percent. Optimizing for maximum blade twist response increased the vibration control authority by 50 percent compared to the rectangular blade tip, with little effect on performance. Combined response and power optimization resulted in a blade tip design which provided similar vibration control authority to the rectangular blade tip, but with a 3.4 percent improvement in rotor performance in forward flight. Background Active rotors have been studied as a potential solution to a diverse range of problems plaguing rotary-wing vehicles. Numerous analytical and experimental studies have provided encouraging results indicating that vibration, noise, performance, as well as other issues may be successfully addressed through the use of trailing edge flaps, gurney flaps, active twist, and other active control concepts [1-11]. Some of these studies have also exposed potential limitations of active concepts – the inability of current state-of-the-art actuators to meet the control requirements necessary to fully achieve the potential benefits [11]. Volumetric constraints and the challenges of operating in a rotating environment have led to a considerable effort being dedicated to maximizing actuator control authority through mechanical amplification and optimization of actuators, control surfaces, and structures [12-16]. The current approach to address the aforementioned control authority problem begins with viewing the problem from a different perspective. Instead of redesigning an actuator, control surface, etc., to improve its deflections or its application force to provide more control authority over a problem (vibration, noise, etc.), this study examines how a rotor blade tip can be designed to improve the blade response to an actuator input and thereby achieve the required control authority without more stringent actuator requirements. Previous work on active-twist rotor designs have examined the effect of various structural parameters on blade response and rotor power [17, 18]. Optimization of the blade structure and actuator positioning has also been performed [12, 13]. Finally, a limited, but more pertinent, parametric study examining the effect of blade tip sweep, taper, and anhedral on rotor vibration, performance, and response has been conducted previously [19]. The present work will expand on these results by performing an optimization study of a more complex blade tip planform than considered previously. While there have been multiple blade planform optimization studies conducted previously, they have examined the aerodynamic design in an effort to improve performance, reduce noise, reduce vibration, or some combination of these goals [20-23]. None have specifically dealt with active control improvements. The ultimate goal of this study is to develop a proof of concept for employing the blade tip design to improve the control authority of an active rotor – in this case study, an active twist rotor – and with this proof of concept identify limitations of the general approach and areas for further research and development.