Amortizartory helicopter chassis
Amortizartory helicopter chassis

Amortizartory helicopter chassis


The strength of hitting the ground is perceived Pneumatics quantitatively converted and transmitted through the shock to the structure of the helicopter, where is balanced by the weight and inertia.

A work attributable to the shock is determined by the normalized difference about work and absorbed pneumatics for a given overload:

The proportion of the impact energy absorbed by pneumatics, should not exceed 25-40% of the kinetic energy of the helicopter landing. On heavy helicopters, designed for small overload when landing (about 2), you can prevent the absorption of pneumatics half normalized work.

The direction of travel is determined by the wheel axle kinematics compression landing gear.

Shock absorbers should be placed so that the angle (3 in all possible directions normal strike (ua landing three points on the main wheels, etc.) as small as possible (for beam racks to 25 °, for lever (3 = 30-40 °).

During the compression strut lever ratio should not increase by more than 35-50%. When fully crimped damper lever rack should be in a horizontal position. It is recommended to use the starting angle of the lever to the horizontal and = 35-45 °.

Avoid taking wheels off the ground when reversing the shock absorber rod. For this, the parking shrinkage of shock absorbers Yogi main chassis to be as much as possible (up to 2 / 3 calculated speed). Work hysteresis for forward and reverse strokes should be about 80% of the absorbed energy absorber.

Pneumatic friction on the ground, the force of inertia wheel spin when landing with mileage, elastic deformation under load rack cause the appearance on the wheel of alternating horizontal force. When calculating the depreciation is usually considered a vertical impact of the helicopter on the ground without the horizontal forces; a lot of moving parts strut ignore.

With pneumatic compression curve and summarizing the movement of the wheel axle, you can get a general diagram of pneumatic compression and shock absorber.


In practice movement of the main axis and the front wheels in a vertical plane depending on the mass of the helicopter and its operating conditions it is in the following range:

  • - main racks - 200-600 mm;

  • - front pillars - 200-400 mm;

  • - tail supports - 200-400 mm.


This stroke damper depends on the gear ratio t. For a given compression height of the chassis and shock absorbers and wheels to the maximum values ​​must be provided gaps between the structural elements and the surface of the helicopter landing pad.

The geometrical dimensions of the cross section of the cylinder rod and the shock absorber should be determined on the basis of their calculation for strength to solicit the greatest value of the diameter, the size of which is limited only by the terms of local buckling. In this case, the wall thickness of the cylinder and the rod sections will be minimal and, accordingly, their mass - the smallest. The outer diameter of the rod is chosen by minimizing the friction forces at the bottom of the journal box damper.


Adjusting the parameters and characteristics CHASSIS


The stability of the screw on the elastic base can be obtained by increasing the damping of the oscillations of the blade or fuselage, i. E. Increasing the damping ability of the chassis. However, such opportunities are practically limited. Vane and chassis dampers perform a number of other functions that are not related to "terrestrial" resonance. The damper of the blade works with the translational flight of the helicopter and loads the end part of the blade with an alternating bending moment, depending on the degree of its damping. Strength of the root part of the blade and bushing and their mass are determined precisely by the presence of a damper.

For normal single-rotor helicopters circuit track chassis should be selected so that the natural frequency of the transverse oscillations of the helicopter on the run with broken columns (work only pneumatics) was approximately 20% higher operating speed of the screw:

Wheels with high-pressure pneumatics little crimped (have a greater stiffness), and therefore it is advisable to apply to the helicopter deck.

If the size of the holes, through which the slurry during the suspension, choose from the condition of a lack of "earthly" resonance, as a rule, the work of the shock absorber during landing is unsatisfactory (there excessive force when hitting the ground). When selecting them from landing conditions get too: small damping for transverse vibrations of the helicopter, it is insufficient to eliminate the "earthly" Resonance (damping in pneumatics is virtually absent).

Stiffness characteristics of the shock absorbers are determined by the initial pressure and volume r0 Fq airbags. The damping characteristics are determined by the law chosen in the shock absorbers changes of sections traversed by the liquid.

When designing the shock absorber struts of the main landing gear (and with four legs - and the front struts), special attention is paid to the issue of a significant increase in the damping created by the shock absorber struts when vibrations of the "earth" resonance occur on the helicopter. For this purpose, shock-absorbing struts with a long stroke of the rod and a maximum reduction in efforts are used, which ensure that the shock absorber is activated and damping appears almost at the moment the wheels touch the ground. An increase in damping is also facilitated by a decrease in dry friction in the shock absorber struts due to the use of axle boxes instead of bronze ones.

To cushion the chassis tonnage helicopter initial force (pre-tightening) p in 0 5-6 times less than the land the helicopter landing gear shock absorber.

An effective means of incorporating a shock absorber in the work is the introduction of rezinoftoroplastovyh packing seals with low friction, reducing the diameter of the damper shaft, use the links in the kinematic nodes instead of the chassis bearing bronze bushings.

Deviation from the self-oscillation "shimmy"

As a result of the interaction of inertial and elastic forces, transverse self-oscillations may occur on the front landing gear. 

Depreciation chassis

Deviation from the self-oscillation of the "shimmy" by a corresponding removal would lead to a substantial increase in weight and dimensions of the nose landing gear. Therefore, this problem is solved comprehensively. Helicopter maneuvering at the airport by samoorientirovaniya wheels pillar. On the chassis beam scheme this requirement by reaching the wheels back on the amount of I. At the front lever value of I is selected by konstruktivno- kinematic reasons. For the purpose of damping oscillations

about the axis of the front axle wheel amortstoyki established two parallel pneumatic arch type. If these measures do not lead to the elimination of self-oscillation, then on the front rack mounted damper "shimmy."

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