JPH0659878B2 - Heading control device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an orbit flight control device for an aircraft, and more particularly to a heading control device.

Although a heading control device applicable to a helicopter is disclosed here, the disclosed content is also applicable to a fixed-wing aircraft.

The helicopter is steered by operating various control devices such as a periodic pitch control steering rod, a simultaneous pitch control steering rod, and a yaw pedal. The periodic pitch control rod is rotatable about two axes, and by moving it in the front-back direction, the pitch attitude of the helicopter, that is, the nose-up or the nose-down is controlled. The helicopter roll attitude measured from the wing horizontal flight condition is controlled by moving the control pitch for periodic pitch control to the left and right. Control pitch for simultaneous pitch control controls helicopter lift. The pitch attitude, roll attitude and lift of the helicopter are controlled by controlling the periodic and simultaneous pitch of the main rotor blades. By operating the yaw pedal, the simultaneous pitch of the tail rotors is controlled, and the heading of the helicopter is controlled.

The pitch of the main and tail rotors may also be controlled by an automatic flight control system (AFCS). Outer loop A
The FCS (the outer loop is a control loop in which a change in the control amount appears as the movement of the control handle) controls flight characteristics via a flight control device such as the control handle. Therefore outer loop AF
The operation of the CS can be seen by the operator as the movement of the control rod or the pedal. The inner loop AFCS (the outer loop is a control loop in which the change in the control amount does not appear in the movement of the control rod) bypasses the control device by the operator such as the control rod and directly acts on the rotor to control the flight characteristics. . The control signal by the inner loop is mixed with the manual control signal and the outer loop control signal, but the operation of the inner loop is not visible to the pilot, only the pilot knows this by changes in the motion of the aircraft.

The AFCS also controls the nose direction and attitude of the helicopter. Normally, the heading and attitude are achieved by manual control, and then the aircraft is in an automatic flight state. AFCS
The heading or attitude set manually by the operator is memorized and maintained, and the deviation is corrected based on the error signal indicating the deviation therefrom.

It is known to provide a control switch for periodic pitch control with a switch with a buzzer to perform a posture changing operation. The buzzer switch operates in conjunction with the AFCS to allow the operator to assume a new flight attitude without the need for manual flight control operations. For example, if the operator wishes to turn the helicopter to take a new heading, the operator depresses the buzzer switch for a period of time until turning begins. During that time, a signal is generated, which biases the output of the roll gyro. This produces a roll error signal which is provided as an input to the roll automatic control. When a certain new posture is achieved, the error signal becomes zero, so that the roll posture control unit maintains the posture thereafter. Since the actual response of the aircraft is usually delayed with respect to the error signal, to activate the switch with buzzer in order to take a new attitude,
The pilot has to make some prediction. Also, when attempting to return to the original maneuvering attitude, e.g. wing level flight, the operator may operate the buzzer switch in the opposite direction for the same limited amount of time, or disengage the trimming device to initiate the first flight. Maneuver to return to position and then activate the trimming device again. However, both of these methods impose a considerable work burden on the operator. It is known to make an aircraft turn by associating a command signal from a switch with a buzzer for roll attitude correction with a command signal from a heading control unit during cruise. However, when performing this control, the reference signal for wing level flight is lost. Loss of reference signal for wing level flight is not preferable because it causes dizziness to the operator.

In order to give a command for slightly correcting the heading, it is known to provide a synchronous correction device called a yaw trim knob in the heading control system. When this synchronization correction device is turned, a deviation is given to the heading signal and an error signal is generated in the heading control system. However, this is only suitable for small heading changes below cruising speed. This is because at cruise speed, a slight heading change signal causes an out-of-control turn. The synchronization correction device is provided on the control panel of the AFCS. Therefore, when the pilot operates this synchronizer, his attention to the field of view is interrupted.

One object of the present invention is not to lose the reference value of wing level flight and to divert the pilot's attention at all from flight control means and instruments such as manipulators, and thus also to divert the pilot. First, it is an object of the present invention to provide a device for instructing the operator to change the heading.

The heading control device according to the present invention provides a yaw command signal and a roll command signal to the AFCS in order to change the heading. A yaw command signal is provided during low speed flight, such as below 50 knots. When cruising at 50 knots or more, a yaw command signal is given for a very small heading change, and a roll command signal is given for a larger heading change. The wing level flight reference is not lost when the roll command signal is provided. Therefore, roll return to a preset control attitude such as wing level flight is easily performed. Other objects, features and advantages of the present invention will be apparent from the description of the embodiments below.

Embodiment FIG. 1 is a diagram showing a yaw control system of an AFCS according to a conventional technique. The heading gyro 10 produces a heading signal Y indicating the heading of the helicopter. The synchronization corrector (synchro resolver) 12 produces a heading command signal Yc. The heading signal Yb is biased by the adder 16 by the heading command signal Yc, and the biased heading signal Yb is generated.
Cause When the heading command signal Yc is zero, the biased heading signal Yb is equal to the heading signal Y.

The biased heading signal Yb is tracked by the follow-up accumulation circuit 18 when the switch 20 is closed, that is, when the holding of the heading is interrupted. When the switch 20 is open, that is, when the heading is maintained, the tracking recording circuit 18 is biased at the moment when the heading maintenance is started, that is, when the switch 20 is opened. Then, the heading signal Yb is output as the recorded heading signal Ys. Therefore, the recorded heading signal ys and the deviated heading signal Yb
Azimuth error signal Ye produced by adder 22 as the difference between
r is always zero. This azimuth control system maintains the azimuth in the following manner.

When the helicopter is disturbed, the heading signal Y changes, and the biased heading signal Yb changes. The offset heading signal Yb initially matches the recorded heading signal Ys, but the match is lost here. Therefore, the heading error signal Yer is not zero. The automatic yaw controller (yaw autopilot) 23 includes a trim loop and either acts directly on the tail rotor 24 (in the case of an inner loop) in response to a non-zero heading error signal Yer (in the case of an inner loop) or of the yaw pedal 25. Repositioning, which acts on the tail rotor 24 (for the outer loop).
Since the reference value of the heading is recorded as Ys, the deviated heading signal Yb returns to the original until it matches the recorded heading signal Ys, where the heading error signal Ysr is returned. It becomes zero.

To change the heading, switch 20 is closed to suspend the heading, the yaw pedal 25 is operated to maneuver the helicopter to the desired heading, and then the switch 20 is opened to open the heading. You should work holding again.

The synchronization correction device 12 is operated while maintaining the heading.
You can also change the heading by operating. When the synchronization correction device 12 is operated, the heading command signal Yc changes in the positive or negative direction by several degrees. The synchronization correction device 12 has its precision adjusted so as to command a change in the heading within a limited precision. When the heading command signal Yc is changed, the deviated heading signal Yb deviates from the coincidence with the recorded heading signal Ys. As a result, the heading error signal Yer is not zero, so the yaw automatic control device 2
No. 3 operates to change the heading until the biased heading signal Yb matches the recorded heading signal Ys. Thus a new heading is obtained.

2A, 2B and 3 show parts of the heading control system according to the invention which cooperate with each other. Components common to these figures and FIG. 1 are indicated by corresponding reference numbers.

In FIG. 2A, the low speed part 101 of the heading control device is
Shown with the CS yaw control system. The heading error signal Yer is biased by the yaw command signal Yi. Switch 20 is controlled by signal A. The operation of the low speed portion is such that the operation of the turning switch 28 is approximately time T2 (second unit, which will be described later) even during low speed flight such that the helicopter is 50 knots or less, and during cruise at 50 knots or more.
When the above does not continue, the switch signal A is selectively activated. This yaw control system is similar to the yaw control system of FIG. 1 except for the synchronization correction device 12. In this case, the error signal Yer is obtained directly from the heading signal Y, not from the biased heading signal Yb.

The turning switch 28 is provided in the synchronous pitch control device (steering handle) of the helicopter, and the operator can easily operate the synchronous pitch control device without having to re-grip the synchronous pitch control device. The swivel switch 28 is spring biased to the central off position and provides a swivel command signal BP on line 27. When turning switch 28 is turned to the right, logic "1" (BP
= 1) occurs and is turned counterclockwise, the logical "-1" (BP
= -1) occurs. In the off position, the swing switch 28 produces a logic "0" (BP = 0). The heading command signal BP from this turning switch is introduced to the integrator 30,
By K3 / S (K3 is gain, S is Laplace operator),
A yaw command signal Yi having a gradually increasing characteristic is generated. This integrator is activated when the switch signal A is logic "1", and is deactivated when the switch signal A is logic "0" and the output returns to zero.

As described above, the heading error signal Yer is always zero. However, when the yaw command signal Yi is issued, the heading error signal Yer is biased to a non-zero value. The yaw automatic control device 23 operates so as to direct the helicopter to a new heading so that the heading error signal Yer becomes zero. The sign of the yaw command signal Yi is the turning switch 2
It depends on the rotation direction of 8. When the swivel switch 28 is released, the yaw command signal Yi remains ramped up to the value currently obtained, which is achieved by the signal A being a logic "0". Continue until 30 is erased.

To slightly change the heading, the operator operates the turning switch 28 for time T1 or less during low speed flight and for time T2 or less during cruise. The actual operating time depends on the responsiveness of the aircraft. Therefore, in order to achieve an accurate azimuth, it is necessary to repeatedly operate the opening switch 28 frequently. For a small heading change, the integrator 30 rises like a ramp and stops at the end position.

In order to make a larger heading change during low speed flight, the turning switch 28 is operated for at least approximately the time T1.
This causes the integrator 30 to ramp its output signal in the meantime, producing a larger yaw command signal Yi. This produces a larger heading error signal Yer. Since the actual heading of the aircraft occurs later than the heading error signal Yer, it is not preferable that a large heading error signal Yer remains when the turning switch 28 is released. This is due to an error in the predicted amount in the pilot's control when trying to obtain the desired heading. Therefore, when the turning switch 28 is released after the time T1, the integrator 30 is turned off by setting the signal A to the logic "0". In response to signal A being zero and then being a logical "1", switch 20 is momentarily closed, which causes yaw control system 28 to rotate.
Is maintained in the nose direction when it was released. By turning off the integrator and setting the yaw actuation system to the operating state corresponding to the changed state as described above, the heading direction is maintained at the heading direction state achieved when the turning switch 28 is released. Therefore, in order to change a large heading during low-speed flight, the operator operates the turning switch 28 to the right or left until the desired heading is obtained while looking at the compass. The turning switch 28 may be released. In order to set the helicopter heading more accurately, the operation time of the turning switch 28 may be shortened. Further, the change direction of the heading is determined by the turning direction of the turning switch.

FIG. 2B shows the cruise speed portion 102 of the heading control system together with the roll control system. This cruise speed unit 10
2 is that the turning switch 28 is operated for a time T2 or more by being selectively activated by a signal C = logic "1" issued from the switch section when the aircraft is cruising at a speed of 50 knots or more. Works against.

The six control system operates in a manner similar to the yaw control system of FIG. 2A. The roll gyro 58 generates a roll attitude signal R. The roll posture signal R and the follow-up accumulation circuit 4 are added by the adder 44.
The roll error signal Rer is generated as the difference of the stored roll signal Rs given by 6. When the switch 48 is open, the roll posture holding control is activated and the switch 4
When 8 is closed, the roll posture holding control is interrupted. The roll automatic control device (roll autopilot) 60 responds to the roll error signal Rer and operates so as to become zero to maintain the roll attitude. Roll automatic control device 6
0 acts directly on the main rotor 61 (inner loop) or acts on the control pitch 62 for periodic pitch control (outer loop)
And acts on the main rotor 61 via this. The roll error signal Rer is the roll command signal R from the service speed section 102.
It is biased by c to control the roll attitude, which changes the heading via AFCS.

The turn switch 28 produces a heading command signal BP on line 27. When signal C is a logic "1" switch 34 is closed and carries bearing command signal BP on line 36. The heading command signal BP on the line 36 is converted into a yaw rate by an amplifier 38 having a gain K2, and a yaw rate signal Sr generated by a turning switch is generated. The gain K2 is selected to give the required yaw rate. The heading command signal BP on line 36 has an amplifier 37 with a gain K1.
Is also converted to a roll angle by giving a roll angle signal on line 39. The signal on the control 39 is delayed by the delay circuit 40 in order to suppress the control fluctuation, and the constant signal Rp
Cause This signal is added to the integrated signal Ri by the adder 42 to generate the roll control signal Rc. The integrated signal Ri and the constant signal Rp work together to control a desired heading.

The integrated signal Ri is given by an integrator 55 which is 1 / S (S is a Laplace operator). The integrator 55 is activated when a signal of C = logic "1" is given, and is turned off when a signal of C = logic "0" is given. The integrator 55 is a yaw rate signal S generated by the turning switch.
The difference between r and the yaw rate signal dY / dt given by the yaw rate gyro 10a is integrated. This difference is obtained by the adder 53.

At the cruising speed, the heading control is maintained in the yaw control system for the operation of the turning switch which continues for time T2 seconds or less. At time T2, a certain small yaw rate is obtained, and the heading control is transferred to the roll control system. When the control is transferred to the roll control system, a large heading change is instructed, so that the yaw rate is preferably increased.

For this purpose only, during the first time T2, the slow section 1
01 gives a small yaw rate. A roll angle of 5 degrees provides a favorable yaw rate of about 1 degree per second. However, the actual relationship between roll angle and yaw rate depends on the aircraft load and load balance.

In order to obtain the roll angle of 5 degrees, the roll command signal Rc of 5 degrees causes the roll error signal Rer which is always zero.
Need to be biased. When signal C first goes to logic "1" and switch 34 is closed, the output of integrator 55 is zero. At this time, the constant signal Rp gives a portion of the desired 5 degree roll command signal Rc about 2 degrees. This gives the pilot some early feedback effect, which also gives a yaw rate of around 4/10 degrees per second, while a yaw rate of around 1 degree per second is desired.

The gain K2 is a turning switch rate signal S of 1 degree per second.
It is chosen to give r. Since the yaw rate for the time T2 seconds is very small, the difference between the yaw rate signal dY / dt and the swing switch rate signal Sr is almost one.
As a result, the output of the integrator 55 increases like a ramp to generate the integrated signal Ri, and the roll command signal Rc is enhanced accordingly. This increased roll command signal Rc increases the roll angle, resulting in an increase in yaw rate. When the yaw rate reaches 1 degree per second, the yaw rate signal dY / d
Since t cancels the swing switch yaw rate signal Sr, the output of the integrator 55 stops increasing. After that, the integrated signal Ri
Remains constant and the desired yaw rate is maintained stable. Thus, a stable yaw rate is obtained by the synergistic action of the signals Rp and Ri, and this stable yaw rate is finally determined by the selection of the gain K2. Integrator 55
Clearly, may be gradually reduced to produce an integral signal Ri that reduces the effect of the constant signal Rp on the roll command signal Rc.

When ending the turn started by operating the turn switch 28 for a time T2 or more, the operator releases the turn switch 28. As a result, the switch signal C becomes a logic "0", the switch 34 is opened, and the integrator 55 is turned off and restored. The roll command signal Rc is delayed by the delay circuit 40.
Becomes zero after passing through. Therefore, the wing horizontal flight state is restored as the automatic roll controller 60 controls the roll error signal Rer to approach zero. One of the important features of the present invention is to reduce the work load on the operator by achieving a new heading during cruising in this way.

The AFCS typically includes a logic circuit that associates heading hold control with a turn that operates to release the heading hold control and generate a yaw control command signal based on the roll angle. When returning the heading maintenance control, this normal logic circuit delays the return until the roll angle approaches the wing level flight condition and a certain small roll rate is achieved. Also in the case of implementing the present invention, it is preferable that, in combination with such a logic circuit, the return of the heading holding control is delayed from the time when the turning switch is released to end the turning. In that case, some pilot prediction is needed to complete the turn and achieve the new heading. In the case of making a large heading change by this method, in order to improve the accuracy, the turning switch may be frequently operated to make a correction. The necessity of the above-mentioned prediction by the operator can be solved by shortening the delay in returning the heading holding control. However, if this delay is eliminated, there is a risk that an overshift will occur in the heading holding control.

FIG. 3 shows a switch portion of the heading control device. As described above, the switch section generates the signal A for selectively activating the low speed section 101 and the signal C for re-adjusting the heading keeping control and the signal C for selectively activating the cruise section 102. Airspeed sensor 73 provides a logic "1" signal on line 78 indicating a low flight speed of 50 knots or less and a logic "1" indicating cruise airspeed of 50 knots or more.
Signal on line 90. Absolute value circuit 70 provides a logic "1" signal on line 71 when the turn switch (FIGS. 2A and 2B) is operated in response to heading turn command signal BP on line 27. A timer 72 provides a time signal Z to comparators 74 and 92 in response to a logic "1" signal on line 71 indicating the operation of the swing switch. When the turning switch 28 is released, the delay circuit 94 resets the timer 72 after a short time of about 50 msec. When the turning switch 28 is operated, the inverter 79 is connected to the line 80.
A logic "0" signal is provided above, and a logic "1" signal is provided when the swing switch 28 is released. Thus, the output of the AND circuit 77 is maintained at logic "0" with respect to the operation of the turning switch.

Next, consider the case of low speed flight. Airspeed sensor 7
3 provides a logic "1" signal on line 78. When the value of the time signal Z reaches or exceeds the time T1 given by the reference 75, the comparator 74 responds to the time signal Z, producing a signal of logical "1" on the line 76, which signal is an AND circuit. It is supplied to 77.

a. The output of comparator 74 on line 76 to AND circuit 77 is a logic "0" when swing switch 28 has not been operated or has been operated for less than time T1. Therefore, the output of the AND circuit 77 is a logical "0".

b. When the swing switch 28 is operated for a time T1 or longer, the comparator 74 gives the AND circuit 77 a signal of logic "1". The comparator 77 is also provided with a signal of logic "1" from the airspeed sensor 73. But turning switch 2
During the operation of 8, the inverter 79 gives a signal of logic "0" to the AND circuit 77. Therefore, the output of the AND circuit 77 is a logical "0" during the operation of the turning switch 28.

c. Turn switch 2 after operation for at least time T1
When 8 is released, the output of the AND circuit 77 becomes logic "1" as follows. The inverter 79 has a logic "1"
, The air sensor 73 gives a logic "1", and since 50 msec has not elapsed since the turning switch 28 was released, the comparator 74 gives a logic "1". Swivel switch 28
When 50 msec elapses after the release of, the output of the timer 72 is inverted to the logic "0", and the output of the AND circuit 77 is the logic "0".
Flip to. Therefore, when the swing switch 28 is operated for at least the time T1 and then released, a pulse (logic "1") of 50 msec is given to the line 81. During low-speed flight, this 50 msec pulse is inverted by the inverter 82, and when the turning switch is activated, the switch signal A
Becomes a logical "1", and the output signal A of the AND circuit 84 is determined so as to become a logical "0" at least when the turning switch is released after the lapse of time T1. As described above, the signal A of logic "0" turns off the integrator (30 in FIG. 2A) in the low-speed flight section to restore it, and releases the heading holding control. When the signal A becomes a logical "1", the heading control is activated again. No 50 msec pulse is provided on line 81 because there is a logical "0" signal on line 78 during cruise.

The AND circuit 84 and the OR circuit 87 serve to add a signal from the logic circuit 93 that associates the heading control control and the turning control. Logic circuit 93 provides a signal H / H on line 85 which activates heading control and a signal T / C on line 88 which correlates the turn. These two command signals are special signals for the above purposes.
During low speed flight, the above heading control command signal H / H
Is overridden by (logic "0") with a 50 msec pulse on line 83 which causes signal A to be logic "0".

When the heading holding command signal H / H is flying at a low speed in the state of the logic "1", the command signal T / C which associates the above-mentioned turning is the logic "0". Airspeed sensor is line 90
A logical "1" signal is given to the above, and this signal is AND circuit 8
The output of 9 (signal C) is maintained at logic "0". Therefore, the OR circuit 87 provides a signal "B" of logic "0", whereby the state in which the swing is not associated is maintained, and this signal of logic "0" is inverted by the inverter 95 to be a logic "1" on the line 86. Give a signal. The logic "1" signal on line 86 cooperates with the logic "1" azimuth hold control command signal H / H to maintain signal A responsive to the inverted 50 msec pulse on line 83. As will be described later, it is preferable that the heading maintenance control command signal H / H is also held by this during cruise.

Next, let's think about cruising. Air sensor 73 provides a logical "1" signal on line 90, which is provided to AND circuit 89. When the value of the time signal Z reaches a value that is at least the time T2 set by the reference 80, the comparator 92 responds to the time signal Z by providing a logical "1" signal on the line 91, which signal is fed to the AND circuit 89. Given.

d. When the swivel switch 28 is not operated or is operated for a time less than the time T2, the output of the comparator 92 supplied to the AND circuit 89 is logic "0". Therefore, the output of the AND circuit 89 is a logical "0". The output of the AND circuit 89 is a signal C which activates the cruising speed section (102 in FIG. 2B) when it is a logical "1".
Is. Therefore, when the turning switch is operated for a time period of T2 or less, the cruising speed section is not activated. This is when it is preferable to keep the yaw control unchanged.
The value of time T2 is chosen to allow yaw control to accurately control heading changes to very small values, but for large heading changes it is no longer associated with turning. There must be. Time T
Below 2 the yaw control is maintained, so line 88
The logic "0" signal from the logic circuit 93 is maintained above. This signal keeps the output (signal B) of the OR circuit 87 at logic "0" together with the signal C of logic "0" corresponding to the operation of the turning switch being T2 or less. Therefore, the heading holding control is maintained in the activated state for the operation of the turning switch below T2 at the cruising speed (signal A is logic "1"), and the yaw control signal (Yi in FIG. 2A) is maintained. It is kept integrated.

e. When the swivel switch 28 is operated for a time T2 or longer, the comparator 92 provides a logical "1" on the line 91, which is supplied to the AND circuit 89. Therefore, the AND circuit 89 provides the signal C of logic "1" because the signal of logic "1" is also present on the line 90. As a result, the cruising speed section is operated and the control of the roll control system is maintained. When the signal C has the logic "1", the OR circuit 87 outputs the signal B having the logic "1".
give. When the signal B is the logic "1", the inverter 95 supplies the signal of the logic "0" to the input line 86 of the AND circuit 84 and maintains the signal A at the logic "0". As a result, the heading holding control is released, and the integrator (FIG. 2A, FIG. 30) in the low speed portion is reset.

When 50 msec elapses after the turning switch 28 is released, the output of the comparator 92 is inverted to logic "0", whereby the output of the AND circuit 89 is maintained at logic "0".
The signal C becomes a logic "0", and the roll posture returns to its reference posture. The command signal T / C that associates a turn is a logic "1" during a turn and is a logic "0" only when the aircraft approaches wing level flight conditions and the roll rate approaches zero.

The above description is based on a simplified block diagram. Many of the above-described functions may be performed by inverting the logic in an actual device, or may be performed by a smaller number of inverters. In many cases, the positive logic value described above may be converted to a negative logic value to fit the hardware chip. Therefore, it will be apparent to those skilled in the art that various modifications and replacements of functions equivalent to those described above may be made for the description of the functions.

FIG. 4 is a simplified flowchart showing an embodiment for implementing the heading control device according to the present invention in a digital routine. This routine has an entrance port of 100
Enter more Steps 101 to 106 are the yaw control section of this digital routine. At step 101, it is determined whether the operator has turned the turning switch to the right. If so, a right direction command is issued at step 103. If the operator has not operated the turning switch to the right, it is determined in step 102 whether the operator has operated the turning switch to the left. If so,
In step 104, a left azimuth command is generated. If the operator has not operated the turn switch, no yaw change is commanded. In either of these cases, the control process proceeds to step 106, where roll trim control is temporarily released. Next, at step 107, it is judged if the automatic turning logic circuit has instructed to associate the turning. If not, the yaw controller of the heading control is actuated in step 108 (similar to A = 1 in the above hardware embodiment) and the heading command for yaw control is issued. Maintained. When the above determination result is affirmative, the heading holding control is not performed until a state suitable for the automatic turning logic circuit is obtained.

Next, at step 109, it is judged if the heading change is instructed by operating the turning switch. If so, the timer count is incremented in step 110. Next, at step 111, it is judged if the count value of the timer has reached the time T2. If not, the control process leaves the routine at exit port 112 and yaw control is maintained. When the count value of the timer reaches time T2, the flight speed becomes 5 at step 113.
It is determined whether it is 0 knots or more. If the flight speed is below 50 knots, the control process leaves the routine and yaw control is maintained. If the flight speed is at least 50 knots, the roll control system is activated in step 114 and the heading control command signal is transferred to the roll control system. Next, at step 115, the heading holding control is canceled, and at step 115a, control for associating turning is started. The control process then exits the routine.

As a result of the determination in step 109, when the heading change is not instructed, it is determined in step 116 whether or not the flight speed is 50 knots or more. When it is determined in step 116 that the flight speed is 50 knots or more, this indicates that the turning switch is operated in the cruise state, and at this time, it is not necessary to adjust the yaw control system. When the turning switch has been operated for a time period of T2 or more, the yaw adjustment is continuously performed in step 115, so that it is not necessary to perform the yaw adjustment.

If the flight speed is less than 50 knots, step 118
At, it is determined whether or not the count value of the timer has reached T1 (for example, during operation of the turning switch). When T1 is reached, this indicates that a large heading change has been made at a constant speed, and therefore it is desirable to release the heading holding in step 119. Since the timer is reset in step 117, the determination result in step 118 becomes YES in the control process below, and the automatic turning control logic circuit restarts the heading control. This is equivalent to readjusting the heading control, after which the new heading is maintained. When the operation of the turning switch is T1 or less, it is not necessary to readjust the yaw control system.

The digital functions described herein are part of the overall digital embodiment of the present invention. Many of the functions and operating elements described in the hardware instructions above may be performed digitally in well-known fashion. It includes adders, amplifiers, feedback loop integrators and the like. Further, the reference value, the gain, the delay, etc. may be variously modified according to the type of aircraft and the load state thereof.

The simplified routine described above is implemented by a well-known program means by a simple digital computer having various structures.

In the above, the present invention has been described in detail with reference to specific embodiments, but the present invention is not limited to this, and it is apparent that various embodiments are possible within the scope of the present invention. It will be obvious to the trader.

[Brief description of drawings]

FIG. 1 is a simplified block diagram of a known yaw control device. FIG. 2A is a simplified block diagram of the low speed portion of the present invention in combination with a yaw controller. FIG. 2B is a simplified block diagram of the cruise speed portion of the present invention in combination with a roll controller. FIG. 3 is a simplified block diagram of the switching portion of the present invention for deactivating the low speed portion of FIG. 2A and the cruise speed portion of FIG. 2B. FIG. 4 is a flow chart of the heading control process for use with the digital automatic flight controller. 10 ... Heading gyro, 12 ... Cycle correction device (synchro resolver), 16 ... Adder, 18 ... Follow-up storage circuit, 2
0 ... Switch, 22 ... Adder, 23 ... Automatic yaw control device (yaw autopilot), 24 ... Tail rotor, 25
… Yaw pedal, 28… Turning switch, 30… Integrator,
34 ... Switch, 37, 38 ... Amplifier, 40 ... Delay circuit, 42, 44 ... Adder, 46 ... Follow-up storage circuit, 48 ...
Switch, 58 ... Roll gyro, 60 ... Roll automatic control device (roll autopilot), 61 ... Main rotor, 62 ... Control pitch for periodic pitch control, 70 ... Absolute value circuit, 72 ... Timer, 73 ... Air Speed sensor, 74 ... Comparator, 77 ... AND circuit, 79, 82 ... Inverter, 8
4, 89 ... AND circuit, 87 ... OR circuit, 93 ... Logic circuit for associating heading control holding and turning control, 95 ... Inverter, 101 ... Low speed part, 102 ... Cruise speed part

Claims (4)

[Claims] 1. An automatic aircraft flight controller in combination with a yaw command operable to modify the heading of an aircraft and a roll command operable to modify the roll attitude of an aircraft. In the heading control device configured to be used together, a switch that generates a heading turning command to the right or left, and the heading turning command in response to the operation of the switch. A yaw command is given to the aircraft automatic flight control device in response to the heading turning command when the heading turning command exists for less than a predetermined time, and the heading when the heading turning command exists for the predetermined time or more. Signal processing means for giving a roll command to the aircraft automatic flight control device in response to a turn command, and a heading control device. 2. An aircraft automatic flight controller in combination responsive to a yaw command to modify the heading of the aircraft and responsive to a roll command to modify the roll attitude of the aircraft. A heading control configured to be used in conjunction with a switch for generating a heading command to the right or left and a low indicating an airspeed below a certain threshold speed. An airspeed detecting means for generating a speed signal and a cruising speed signal indicating an airspeed above the threshold speed; and, when the low speed signal is present in response to the switch and the airspeed detecting means, A yaw command is given to the aircraft automatic flight control device in response to a heading turning command, and a roll signal is given to the aircraft automatic flight control device in response to the heading turning command when the cruise speed signal is present. Heading control apparatus characterized by and a No. processor. 3. An automatic flight controller for an aircraft operable in response to a yaw command to modify a heading of an aircraft and in response to a roll command to modify a roll attitude of an aircraft. A heading control configured to be used in conjunction with a switch for generating a heading command to the right or left and a low indicating an airspeed below a certain threshold speed. An airspeed detecting means for generating a speed signal and a cruising speed signal indicating an airspeed above the threshold speed; and, when the low speed signal is present in response to the switch and the airspeed detecting means, A yaw command is given to the aircraft automatic flight control device in response to a heading turning command, and the aircraft automatic flight control device responds to the heading turning command when the cruise speed signal is present for less than a predetermined time. To -Signal processing means for giving a command and for providing a roll command to the aircraft automatic flight control device in response to the heading turning command when the cruising speed signal is present for the predetermined time or longer. A characteristic heading control device. 4. A yaw control means responsive to the yaw command to actuate to initiate at a heading in response to an activation signal to modify the heading of the aircraft. A heading controller configured to be used in combination with an aircraft automatic flight controller that is operable to modify the aircraft roll attitude in response to a roll command to the right or left. A switch for generating a heading command of the heading, an airspeed for generating a low speed signal indicating an airspeed below a certain threshold speed, and a cruise speed signal indicating an airspeed above the threshold speed. When the low speed signal is responsive to the speed detecting means, the switch and the airspeed detecting means, a yaw command is given to the yaw control means in response to a heading turning command, and the low speed signal is When it exists for more than one hour Gives the operation start signal to the yaw control means in response to the heading turning command, and responds to the heading turning command when the cruise speed signal is present for less than a second time. A signal processing means for giving a yaw command to the control means and for giving a roll command to the aircraft automatic flight control device in response to the heading turning command when the cruising speed signal exists for the second time or longer. A heading control device characterized by being included.