JPS5911480B2 - easy roll aircraft - Google Patents

Description

Detailed Description of the Invention The present invention provides a piloted aircraft with improved roll performance, particularly a mode in which the aircraft maintains a substantially constant altitude even when the aircraft banks, and a mode in which the aircraft maintains substantially constant altitude and substantially constant flight direction even when the aircraft banks. It concerns an aircraft that has two modes: a mode that maintains

In a conventional aircraft, when a pilot banks the aircraft to the right, the vertical forces become unbalanced and the aircraft begins to skid to the right and descend.

Moreover, since the aircraft has directional safety, it points its nose downward and descends in a spiral pattern.

(See Figure 1 →. Therefore, if the pilot wants to maintain the same altitude even after banking, use the rudder to prevent the nose of the aircraft from pointing downward.

Furthermore, since this alone cannot support the aircraft, the lift force is increased to balance the vertical force, but at this time, the horizontal force also increases, so the aircraft enters a horizontal journey.

In this way, in the case of a roll motion, maintaining altitude cannot be achieved unless the pilot delicately controls the balance of the three rudders.

In addition, it is difficult, although not impossible, for conventional airplanes to maintain altitude during a roll motion, without changing flight direction (no turning), and simply using the bank angle.

Therefore, the following problems occurred.

(1) Banking makes linear movement difficult, which limits visual field selection and reduces prime number ability.

(2) Since it is impossible to separate the roll and travel time, the enemy aircraft tracking ability is inferior.

(3) When being tracked by an enemy aircraft, the bank angle of the aircraft and the mode of aircraft movement form a fixed pattern, so the enemy aircraft can predict an escape route, making it that much more difficult to escape.

The present invention attempts to propose an aircraft that eliminates such problems, and its configuration is such that an aircraft equipped with a DSC rudder, a directional control rudder, a transverse control rudder, and a longitudinal control rudder,
A first group that individually outputs steering signals to generate a vertical force that balances the weight of the aircraft by steering the DSC rudder, directional control rudder, and side control rudder in response to commands from the pilot to maintain the altitude during aircraft roll motion. vertical force that balances the weight of the aircraft by steering the DSC rudder, directional control rudder, horizontal control rudder, and longitudinal control rudder according to commands from the pilot to maintain the altitude and flight direction when the aircraft rolls. , and a second group of filters that individually output a steering signal that generates a force to maintain the flight direction, and a cockbit that allows pilot commands to be input to the first group of filters or the second group of filters. and a switch interposed between the controller and the first group and the second group of filters to selectively input commands from the controller to the first group or the second group of filters. Roll-easy aircraft featuring.

Since the present invention is configured as described above, the pilot changes the switch and the controller issues the command (
When the command) is sent to the first group of filters, the first group of filters outputs the output to steer the DSC rudder in one direction and the horizontal control rudder by the required amount, so when the aircraft banks, there is a lack of force in the vertical plane. The DSC rudder (Direct Side Force Control) acts to compensate for this, allowing the aircraft to travel around but maintaining a constant altitude with the aircraft banked. group filter, the second group filter is DSC
It generates the output to steer the rudder, directional control rudder, horizontal control rudder, and longitudinal control rudder by the required amount, so when the aircraft banks, the DSC control surface compensates for the lack of force in the vertical plane, and at the same time compensates for the force in the horizontal plane. In addition, it is capable of maintaining a constant altitude and constant flight direction.

Therefore, in the present invention, the former mode in which the aircraft banks and travels while maintaining a constant altitude is tentatively referred to as A mode, and the latter mode in which the aircraft banks and maintains a constant altitude and constant flight direction is tentatively referred to as B mode. Make it.

Comparing A mode and B mode with the example of a conventional aircraft, in A mode, while the pilot is giving a command, the aircraft banks at a speed proportional to the amount of command, and when the command is stopped, the aircraft banks at that point. The bank is held at the position .

As shown in the force balance diagram in FIG. 4, the weight of the aircraft is supported by the DSC force and lift generated by the DSC rudder and main wings, so it is possible to maintain the banked state with zero sideslip angle.

This allows the aircraft to obtain only turning motion (in the combined direction of lift and momentum) without changing altitude.

In contrast, when conventional aircraft bank to maintain altitude, they create a sideslip angle, creating a lateral force that supports the aircraft.

In B mode, when the pilot commands the aircraft to bank, the DSC rudder compensates for the lack of force in the vertical plane, and at the same time balances the forces in the horizontal plane to maintain the flight direction, so it is possible to maintain the flight direction in any bank state. However, it is easy to fly in a fixed direction without changing the direction of flight.

On the other hand, in conventional aircraft, in order to maintain altitude and not change the flight direction even when banking, it is not impossible for a short period of time, but This is extremely dangerous because it requires delicate manipulation, and it involves pushing the rudder during a roll motion (the pilot pushes the control frame forward and steers so that the rear of the vertical control rudder is downward relative to the aircraft). .

Since the present invention can be maneuvered as described above, it has the following advantages over conventional aircraft.

(b) Since it is possible to move in a straight line while banked, the field of view can be freely selected and prime number ability is significantly improved.

(b) Since roll and travel can be separated, the ability to track enemy aircraft is excellent.

Q: If you are being tracked by an enemy aircraft, you can freely change the aircraft's bank angle and aircraft movement mode, so the enemy aircraft cannot predict your escape route, making it easier to escape.

Next, one embodiment of the present invention will be described with reference to the drawings.

In Fig. 6, 1 is an elevator (vertical control rudder), 2 is a rudder (directional control rudder), 3 is a flap, 4 is an aileron (lateral control rudder), 5 is a vertical canard (DSC rudder), and 6 is an elm
an elevator actuator for steering the rudder 1, a rudder actuator 7 for steering the rudder 2, a flap actuator 8 for steering the flap 3,
9 is an aileron actuator for steering the aileron 4; 10 is a vertical canard actuator for steering the vertical canard 5; 11 is a control circuit (shown in FIG.
, aileron 4 and vertical canard 5.

Next, a control circuit that is interposed between each rudder on the aircraft side and the controller 11 and transmits a command from the pilot to each rudder as a required input will be described.

In FIG. 1, F1 to F3 are the first group of filters that can individually input maneuvers to the vertical canard 5, rudder 2, and aileron 4, and Fl converts the command δ from the controller 11 into input δvc. a filter that inputs to the vertical canard actuator unique 10 and steers the vertical canard 5;
F2 is a filter that similarly converts input δr and inputs it to rudder actuator 7 to steer rudder 2; F3 is a filter that similarly converts input δS and inputs it to aileron actuator 9 to steer aileron 4; f1 ~f
4 is a second group of filters that allows steering input to the vertical canard 5, rudder 2, aileron 4, and elevator 1 individually;
fl inputs the command δ from the controller 11 δvc
and input it to the vertical canard actuator 10,
A filter for steering the vertical canard 5, F2 is also converted into an input δr and inputted to the rudder actuator 7, and a filter for steering the rudder 2. F3 is also converted to an input δS and inputted to the aileron actuator 9, and is inputted to the aileron 4.
The filter F4, which steers the
It is a filter that steers the

Here, filters F1 to F3 are connected to switches S as described later.
The filters f1 to f4 are also used for the B mode, and the filters F1 to F3 and the filters f1 to f4 correspond to the amount of commands from the controller. The transfer function with the control surface is constructed using electrical circuits, etc.

In addition, the gain etc. in it depends on the flight conditions (altitude, number of Matsuba)
and updated according to changes in the aircraft's motion status (angle of attack, bank, etc.).

Next, S is filters F1 to F3 and filters f1 to f.
4 and the controller) 11, the path of the command δ issued by the controller 11 is filtered through filters F1 to F3.
The A contact in the diagram selects A mode, and the B contact selects B mode.
Mode selection.

Next, the effects of the above embodiment will be explained.

First, to give an overview of aircraft motion and control in general, in the six-degree-of-freedom equation that defines the aircraft motion, in A mode, solve the force balance equation in the vertical plane, and calculate the balance between vertical canard 5, rudder 2, and aileron 4. Find the relational expression.

In addition, in B mode, the balance equations for forces in the vertical plane and in the horizontal plane are simultaneously solved to set the relational expressions among the vertical canard 5, rudder 2, aileron 4, and elevator 1, and the control system to satisfy these relational expressions. do it.

The above embodiment is also set in this way.

Next, we will explain the practical aspects of control.

First, in the case of A mode control, the pilot presses switch S.
is switched to contact A, and the controller 11 is operated to issue the command δ.

The command δ is transmitted to the filters F1 to F3 and converted into a required output. From the filter F1, the command δvc is inputted to the vertical canard actuator unique 10 to steer the vertical card 5.

The command δr from the filter F2 is input to the rudder actuator unique 7, and the rudder 2 is steered.

The command δS from the filter F3 is input to the aileron actuator 9, and the aileron 4 is steered.

In this way constant altitude maintenance is achieved while banking.

Next, in B mode, the pilot switches switch S to contact B, operates controller 11, and issues command δ.

The command δ is transmitted to the filters f1 to f4 and converted into a required output, and from the filter f1, the command δvc is inputted to the vertical canard actuator 10 to steer the vertical canard 5.

A command δr is input from the filter f2 to the rudder actuator 7, and the rudder 2 is steered.

The command δS is inputted from the filter f3 to the aileron actuator 9, and the aileron 4 is steered.

The command is is input from the filter f4 to the elevator actuator 6, and the elevator 1 is steered.

In this way maintenance of constant altitude and constant flight direction while banking is achieved.

[Brief explanation of the drawing]

Figures 1 to 5 are reference views explaining the motion modes of aircraft according to the present invention and conventional examples, and Figure 6 is a view of the fuselage side of an embodiment of the present invention, where a is a right side view and b 7 is a plan view of a, and FIG. 7 is a block diagram of a control circuit for controlling each rudder shown in the configuration of FIG. 6. 1... Elevator (vertical control rudder), 2...
・Rudder (directional control ability), 4... Aileron (before side control), 5... Vertical canard (DSC rudder),
6... Elevator actuator, 7...
... Rudder actuator, 9 ... Aileron actuator, 10 ... Vertical canard actuator, 11 ... Song controller, F1 to F3.
. . . (first group) filter, f1 to f4 (second group) filter, S . . . switch.

Claims (1)

[Claims] I In an aircraft equipped with a DSC rudder, a directional control rudder, a transverse control rudder, and a longitudinal control rudder, the DSC rudder, directional control rudder, and transverse control rudder are steered by a command from the pilot in order to maintain the altitude during roll motion of the aircraft. The first group of filters individually outputs steering signals that generate a vertical force that balances the weight of the aircraft, and the DSC rudder and directional control in response to commands from the pilot to maintain the altitude and flight direction during aircraft roll motion. A second group of filters individually outputs steering signals that steer the rudder, horizontal control rudder, and longitudinal control rudder to generate vertical force that balances the weight of the aircraft and force that maintains the flight direction; A control provided in the cockpit that allows input to the group filter or the second group filter is interposed between the controller and the first group filter and the second group filter, and a control that allows input from the controller to the first group filter or the second group filter. Second
and a switch for selectively inputting a group filter.