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首页> 外文会议>European Rotorcraft Forum >PREPARATION OF INPUT AND VALIDATION DATA FOR PZL SW-4 HELICOPTER DYNAMIC MODEL IN SCOPE OF HELIMARIS PROJECT
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PREPARATION OF INPUT AND VALIDATION DATA FOR PZL SW-4 HELICOPTER DYNAMIC MODEL IN SCOPE OF HELIMARIS PROJECT

机译：PLIMARIS项目范围内PZL SW-4直升机动力模型的输入与验证数据

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HELIMARIS project ("Modification of an optionally piloted helicopter to maritime mission performance") aims in preparation of maritime operation of PZL SW-4 helicopter. Due to operational and economic issues, it is a reasonable approach to simulate the most hazardous flight stages before proceeding to flight test Warsaw University of Technology (WUT) developed PZL SW-4 helicopter dynamic model implemented in FLIGHTLAB environment in scope of HELIMARIS project. The model should represent actual performance and dynamics of helicopter in basic flight states (hover, cruise, climb/descent, turn, etc.). Compliance with this requirement allows to predict PZL SW-4 behavior in harsh maritime environment, especially focused on ship approach, in a reliable manner. Presented effort is complementary with analyses and laboratory tests done simultaneously by the other project subcontractor - Ship Design and Research Centre (CTO), which purpose is to obtain ship air wake and helideck motion data to be integrated in FLIGHTLAB environment. Investigation will result in definition of safe and efficient operational procedure for light maritime helicopter. The purpose of the paper is to present each particular phase of required input data preparation done by PZL-Swidnik (Original Equipment Manufacturer; OEM). Therefore, it provides necessary background for detailed control algorithms description and regulator system adjustment, performed by Warsaw University of Technology. PZL-Swidnik provided definition of mass, inertial and geometrical data set in basic helicopter configuration. This included geometry of main rotor hub, tail rotor hub, stabilizers and landing gear. Position of sensors, indicators and all relevant systems was defined. Main rotor system definition contains also damping characteristics of lag damper. Main rotor and tail rotor blades were defined in terms of necessary properties distribution (mass, inertia, chord). Aerodynamic characteristics of airfoils in entire range of section Mach number were verified and tailored in order to achieve flight test compliance. Static stiffness and strength of landing gear was obtained from stand test results, including also limits for landing conditions. Fuselage was defined in terms of aerodynamics. Due to high predicted angles of attack and sideslip in ship air wake, supplementation of already used characteristics was required. CFD (Computational Fluid Dynamics) ANSYS Fluent solver was employed to obtain missing data. Results were tailored to obtain compliance with existing characteristics in narrow range of inflow angles and with actual power required for flight. Fuselage aerodynamics is to be supplemented by floats once detailed configuration is available. Helicopter control system was defined in terms of kinematic ratio between controls and swashplate position. Kinematics of swashplate was supplemented by longitudinal/lateral feathering coupling and main rotor flap feathering coupling formulation. Dynamic characteristic of hydraulic actuators was also provided. PZL-Swidnik calculated vortex ring conditions envelope. Propulsion system definition was a distinct phase of dynamic model development. It included description of kinematic ratio between collective lever and engine control lever position. PZL-Swidnik provided detailed kinematics of engine controls and nominal engine control characteristics (nominal output power vs engine control lever position). Fuel system mass flow limits and tank capacity were based on PZL SW-4 Rotorcraft Flight Manual. Simultaneously, set of flight test data was prepared. Dedicated flight test program was prepared and performed. It contained measurements of state parameters relevant for dynamic identification in time domain and validation of the model. First of all, sign convention and measurement system characteristics were provided to obtain compliance and integrity with simulation results. Then, controls input signals were defined for dynamic response investigation. There were two types of inputs - long step and fast doublet. Two groups of dynamic response flight states were established: near-ground maneuvers (hover in-ground effect, hover off-ground effect, directional movements) and forward flights (level flight, climbing/descent, turns). Each contained both long step and fast doublet control input in every control channel (collective, longitudinal cyclic, lateral cyclic, pedals). General description of test helicopter configuration and external conditions were provided. Second stage of flight test was equilibrium conditions and control margins investigation. PZL-Swidnik provided detailed controls positon (swashplate pitch and roll), helicopter attitude (fuselage pitch and roll), and rotors collective angles in trimmed level flight. The same data set was prepared for autorotation. Static equilibrium conditions were compared with results obtained from own O50 FORTRAN code. The last group of static tests was in-ground controllability and maneuverability. It contains presentation of controls position vs wind azimuth. Distinct phase was a definition of static performance and dynamic characteristics of propulsion system. Static performance of RR M250-C20R/2 engine was calculated using Rolls-Royce application. Dynamic characteristic includes propulsion system time response in relevant flight states (startup, vertical take-off, landing from high hover, entry into autorotation, recovery from autorotation). Dedicated on-ground propulsion system stability test was used for engine sub-model calibration. Initial validation of entire model was done with support of selected steady flight test data. Flight test data obtained from landings on a moving platform was used for initial definition of ship landing procedure. Approach and take-off profile were established. Data set contained state parameters measurements correlated with video recording of each particular approach. Additionally, influence of control chain dynamic stiffness and slack of the controls was assessed. Swashplate position calibrated from controls was compared with that calculated kinematically from actuator extension. MATLAB script was employed to calculate transfer function between actuators extension and swashplate position and to compare with flight measurements of actuator forces. Static slack of the controls was defined from stand tests. PZL provided also qualitative and quantitative criteria for dynamic model similarity assessment for both dynamic response and static equilibrium part. These were defined in terms of simulation results as follows: response vector signs compliance, attitude deviation from measurement at certain time from input signal beginning, controls position difference in trimmed steady flight. A vital phase of the project is PZL SW-4 autopilot sub-model development. It required detailed definition of sub-system functionality, general architecture, emergency scenarios, requirements and limitations. Autopilot sub-model should allow to perform basic flight states in whole PZL SW-4 operational envelope with Stability Augmentation System (SAS) functionality. Additional automatic flight modes will be tailored to support wide spectrum of maritime missions in both manned and unmanned configuration. The most critical phase is automatic vertical take-off and landing with sea state up to 5. Manual landing procedure will be extensively examined during simulation campaign.
机译：Helimaris Project（“修改了一个可选的推动直升机到海上任务绩效”）旨在准备PZL SW-4直升机的海洋操作。由于运营和经济问题，在开始飞行试验华沙理工大学（WUT）之前，它是一种合理的方法来模拟最危险的飞行阶段（WUT）在Helimaris项目范围内开发了在飞行环境中实施的PZL SW-4直升机动态模型。该模型应代表直升机在基本飞行状态（悬停，巡航，攀爬/下降，转弯等）的实际性能和动态。遵守此要求允许以可靠的方式预测苛刻的海事环境中的PZL SW-4行为，特别是船舶方法。由于其他项目分包商 - 船舶设计和研究中心（CTO）同时进行的分析和实验室测试是互补的，其目的是获得船舶空气唤醒和Helideck运动数据，以集成在FlightLab环境中。调查将导致光海直升机安全有效的运营程序的定义。本文的目的是以PZL-SWIDNIK（原始设备制造商; OEM）为所需输入数据准备的每个特定阶段。因此，它为详细控制算法和调节系统调整提供了必要的背景，由华沙理工大学执行。 PZL-Swidnik提供了基本直升机配置中的质量，惯性和几何数据的定义。这包括主转子轮毂，尾部转子毂，稳定器和着陆齿轮的几何形状。定义了传感器，指示器和所有相关系统的位置。主要转子系统定义还包含滞后阻尼器的阻尼特性。主转子和尾桨转子叶片是根据必要的特性分布（质量，惯性，和弦）定义的。验证和量身定制各部分Mach数范围内翼型的空气动力学特性，以实现飞行试验合规性。从支架测试结果获得静态刚度和起落架的强度，包括降落条件的限制。机身在空气动力学方面定义。由于船舶空气苏醒中的高预测角度和侧滑，因此需要补充已经使用的特性。 CFD（计算流体动力学）ANSYS流畅的求解器被用来获得缺失的数据。结果量身定制，以符合窄流入角度的现有特性以及飞行所需的实际电力。一旦提供了详细的配置，FuseLage空气动力学将由浮子补充。直升机控制系统在控制和斜盘位置之间的运动比率方面定义。通过纵向/横向羽化耦合和主转子瓣羽化耦合配方补充了斜盘的运动学。还提供了液压执行器的动态特性。 PZL-SWIDNIK计算涡旋环条件包络。推进系统定义是动态模型开发的明显相位。它包括集体杠杆和发动机控制杆位置之间的运动比例的描述。 PZL-SWIDNIK提供了发动机控制和标称发动机控制特性的详细运动学（标称输出功率VS发动机控制杆位置）。燃料系统质量流量限制和罐容量基于PZL SW-4旋翼飞行手册。同时，准备了一组飞行测试数据。专用飞行测试计划进行准备并进行。它包含了对时间域中动态标识相关的状态参数的测量和模型的验证。首先，提供符号约定和测量系统特征，以获得仿真结果的合规性和完整性。然后，对动态响应调查定义了控制输入信号。有两种类型的输入 - 长时间和快速双倍。建立了两组动态响应飞行国家：近地机动（悬停在地面效果，悬停离地效果，定向运动）和前进的航班（水平飞行，攀爬/下降，转弯）。每个控制信道（集体，纵向循环，横向循环，踏板）中的每次包含长时间和快速双倍控制输入。提供了测试直升机配置和外部条件的一般描述。第二阶段的飞行试验是平衡条件和控制边缘调查。 PZL-Swidnik提供了详细的控制系统，直升机态度（机身间距和卷）和转子在修剪水平飞行中的集体角度。为自动制备了相同的数据集。将静态平衡条件与从自己的O50 Fortran代码获得的结果进行比较。最后一组静态测试是接地的可控性和机动性。它包含控制位置与风方位角的呈现。明显的相位是推进系统的静态性能和动态特性的定义。使用Rolls-Royce应用程序计算RR M250-C20R / 2发动机的静态性能。动态特性包括相关飞行状态的推进系统时间响应（启动，垂直起飞，从高悬停中的降落，进入自身，从自动恢复）。专用的地面推进系统稳定性试验用于发动机子模型校准。通过支持所选择的稳定飞行测试数据来完成整个模型的初始验证。从移动平台上的着陆获得的飞行测试数据用于船舶着陆程序的初始定义。建立了方法和起飞简介。数据集包含状态参数测量与每个特定方法的视频记录相关联。另外，评估控制链动态刚度和对照的松弛的影响。将斜纹板位置与控制校准的旋转斜率与致动器延伸部中的运动学进行比较。采用MATLAB脚本来计算执行器延伸和斜盘位置之间的传递函数，并与致动器力的飞行测量比较。控制的静态松弛是由支架测试定义的。 PZL还为动态响应和静态平衡部件提供了动态模型相似性评估的定性和定量标准。这些在模拟结果方面定义如下：响应矢量符合符合性，姿态偏离测量从输入信号开始，控制调整稳定飞行中的位置差异。该项目的重要阶段是PZL SW-4自动驾驶仪子模型开发。它要求子系统功能，常规架构，紧急情况，要求和限制的详细定义。自动驾驶仪子模型应允许在整个PZL SW-4运行信封中执行基本飞行状态，具有稳定增强系统（SAS）功能。将量身定制额外的自动飞行模式，以支持有载人和无人配置的广泛的海洋任务。最关键的阶段是自动垂直起飞和带海态降落到5.手动着陆程序将在模拟运动期间广泛检查。

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