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1、AIAA-82-1078DevelopmentofaHelicopterRotor/PropulsionSystemDynamicsAnalysisW.Warmbrodt,NASAAmesResearchCenter,MoffettField,CA;andR.Hull,SystemsControlTechnology,PaloAlto,CAAIAA/SAE/ASME18thJointPropulsionConferenceJune21-23,1982/Cleveland,OhioForpermissiontocopyorrepub
2、lish,contacttheAmericanInstituteofAeronauticsandAstronautics1290AvenueoftheAmericas,NewYork,NY101041~1~VEI.OI'Ml~YT01;AIIILI(:OPTEKKOI'OKPKOPIJI.SIOISYSlEMDYNAMICSANALI'SISWilliamWarmbrodt*NASAAmesResearchCenter,MoffettField,CA94035andRussellHuUtSystemsControlTechnol
3、ogy,PaloAlto,CA94304__AbstractNp=enginepowerturbinespeedAtimedomainanalysisofcoupledengineidrivetrain/rotorPSI=enginofirstturbinestageinletpressuredynamicsofatwin-engine,singlemainrotorhelicoptermodelhasbeenperformed.Theanalysisincorporatesanexistingheli-Q'I=enginepow
4、erturbineinletpressurecoptermodelwithnonlinearsimulationsofahelicopterturbo-shaftengineanditsfuelcontroller.SystemdynamicbehaviorisQ=engineoutputtorquestudiedusingtheresultingsimulationwhichincludedrepresenta-tionsforthetwoenginesandtheirfuelcontrollers,drivesystem,QL
5、D=torqueloadactingonenginemainrotor,tailrotor,andaircraftrigidbodymotions.TimehistoriesofengineandrotorRPMresponsetopilotcontrolQR=mainrotortorqueinputsarestudiedforabaselinerotorandpropulsionsystemmodel.SensitivityofrotorRPMdrooptofuelcontrollergainr=transmissiongear
6、ratiochangesandcollectiveinputfeed-forwardgainchangesarestudied.Torque-load-sharingbetweenthetwoenginesisinvesR=rotorradiustigatedbymakingchangesinthefuelcontrollerfeedbackpathsAlinearenginemodelisderivedfromthenonlinearengineS=rotorreferencearea,bcRsimulationandusedi
7、nthecoupledsystemanalysisThisfour-statelinearenginemodelisthenreducedtoathree-statemodeLTE=enginepowerturbineinlettemperatureTheeffectofthissimplificationoncoupledsystembehaviorisshown.ZO=mainrotorcollectivelead-laginplanemode8,=mainrotorcollectivepitchsettingNomencla
8、hreBTR=tailrotorpitchsetting,deg=lateralcyclicpitch,degQMR=mainrotorrotationrate,rpm=longitudinalcyclicpitch,degSLp=powertur
