• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to an aircraft (100), electric flight control systems and controllers. The aircraft (100) includes a flight control surface and an electrical transmission flight control system. The electrical transmission flight control system comprises an input device and a controller. The input device is configured to control the flight control surface. The controller is communicatively coupled to the input device and configured to automatically shift a neutral position of the input device based on a deviation of the aircraft (100) from a reference state when the aircraft (100) is maneuvered in a manual flight mode.
    公开号:FR3024867A1
    申请号:FR1557486
    申请日:2015-08-03
    公开日:2016-02-19
    发明作者:Scott Buethe；Robert Hartley；Francois Hugon；Thomas Landers
    申请人:Gulfstream Aerospace Corp；
    IPC主号:
    专利说明:

    [0001] The invention relates generally to control element control in aeronautical flight control systems, and in the field of control of electrical flight control systems. More particularly, it relates to the adjustment of a neutral control element position of an aeronautical flight control system in manual flight mode. BACKGROUND [0002] Conventional aircraft typically include flight control surfaces that are mechanically coupled to a flight control input device. The flight control surfaces modify the aerodynamic forces on the aircraft to adjust the pitch, roll or yaw angles of the aircraft. The feedback forces from the aerodynamic effect on the flight control surfaces are transferred, via the mechanical linkage, to the flight control input device, which is also known as control". These feedback forces indicate various flight conditions to the pilot of the aircraft. [0003] With the advent of electric flight control technology over the past half-century, the definition of a traditional aircraft is evolving. Electric flight control technology mechanically separates the control member from the flight control surfaces. Instead, the flight control surfaces are adjusted by actuators that are electronically connected to the control member. [0004] Several techniques have been developed for commanding feedback from the control member in such electrical flight control systems. A typical electronic flight control trip device provides a single pilot neutral position, irrespective of the flight states of the aircraft. The neutral position is the position of the control member in the absence of external forces. A coordinate position of zero or zero is generally selected as the neutral position in such systems at a single neutral position. While such systems are tailored to their purpose, the need for improved electrical flight control systems is substantially constant. [0005] Thus, it is desirable to provide an electric flight control system with improved trip device controls. In addition, other desirable features and features will become apparent upon reading the subsequent abstract and detailed description, as well as the appended claims, taken in conjunction with the accompanying drawings and the present technological background. SUMMARY OF EMBODIMENTS [0006] Various non-limiting embodiments of aircraft, powertrain flight control systems and controllers are described herein. [0007] In a first nonlimiting embodiment, an aircraft includes, but is not limited to, a flight control surface and an electrical transmission flight control system. The electrical transmission flight control system comprises an input device and a controller. The input device is configured to control the flight control surface. The controller is communicatively coupled to the input device and configured to automatically shift a neutral position of the input device based on a deviation of the aircraft from a reference state when the The aircraft is maneuvered in manual flight mode.
    [0002] In a second non-limiting embodiment, an electrical transmission flight control system for a vehicle includes, but is not limited to, a primary control input device and a controller. The controller is communicatively coupled to the vehicle and is configured to automatically shift a neutral position of the primary control input device based on a deviation of the vehicle from a reference configuration when the vehicle is maneuvered. in a manual maneuvering mode. In a third nonlimiting embodiment, a controller for use with an electrical transmission flight control system includes, but is not limited to, a processor and a memory unit coupled to the processor. The memory unit stores instructions for the processor. The instructions are configured to cooperate with the processor to electronically communicate with an input device configured to control a flight control surface, and automatically shift a neutral position of the input device based on a deflection. of an airplane compared to a reference state when the airplane is maneuvered in a manual flight mode. BRIEF DESCRIPTION OF THE DRAWINGS [0008] The advantages of the present invention will be readily appreciated, as will be better understood by reference to the following detailed description when taken in conjunction with the accompanying drawings in which: [0009] FIG. 1 is a simplified block diagram of an aircraft according to several embodiments; Figure 2 is a simplified block diagram of an electric flight control system according to a plurality of embodiments; FIGS. 3 and 4 are simplified functional diagrams of a control logic according to several embodiments; and [0012] FIG. 5 is a simplified flow chart of operations of a method according to several embodiments. DETAILED DESCRIPTION [0013] The following detailed description is purely exemplary in nature and is not intended to limit the application and uses. As used herein, the term "exemplary" means "serving as an example or illustration". Thus, any embodiment described herein as "by way of example" need not be construed as being preferred or advantageous over other embodiments. All embodiments described herein are exemplary embodiments provided to enable those skilled in the art to make or use the disclosed embodiments and not to limit the scope of the description which is defined by the claims. Moreover, there is no intention to be bound by any explicit or implicit theory presented in the foregoing technical field, the background technology, the abstract, the following detailed description or for a computer system. any particular. In this document, relational terms such as first and second, and the like may be used only to distinguish an entity or action from another entity or action without necessarily requiring or implying any relationship or any real order. of this type between such entities or actions. Ordinal numerals such as "first", "second", "third", etc. simply designate different individualities out of a plurality and do not involve any order or sequence, unless specifically defined by the language of claim. [0015] Finally, for brevity, the traditional techniques and components associated with computer systems and other functional aspects of a computer system (and with the individual operating components of the system) may not be described in detail. right here. In addition, the connecting lines indicated in the various figures herein are intended to represent exemplary functional relationships and / or physical couplings between the various elements. It should be noted that many functional or alternative or additional physical connections may be present in one embodiment of the description. Referring now to Figure 1, an example of an aircraft 100 with an electrical flight control system 102 is shown in accordance with several embodiments. Although the airplane 100 is described in this description, it should be noted that the electrical flight control system 102 may be any electrical transmission flight control system used in other aircraft, land vehicles, water vehicles, space vehicles or other machines, without departing from the scope of the present invention. For example, the electrical flight control system 102 can be used in submarines, helicopters, airships, spacecraft, cars or machines (for example, to control an arm of a crane).
    [0003] In some embodiments, the electrical flight control system 102 is located remote from the aircraft 100, such as for an unmanned aerial vehicle. The aircraft 100 is shown in flight with a trim e relative to a horizontal plane, as will be appreciated by those skilled in the art. Referring now to FIG. 2, an example of an electrical flight control system 102 is shown according to several embodiments. As used herein, the term "electrical flight control" encompasses all systems in which an input device is mechanically and operably disconnected from a machine or parts of a machine that are controlled by the device. Entrance. For example, the term "electrical flight control" as used herein encompasses terms used for the specific technology used to communicate commands between the input device and an electronic controller, such as control commands. optical flight or wireless flight controls. As used herein, "electrical transmission flight control" is a term that encompasses electrical flight controls, as well as systems used to control vehicles or machines other than for flight. In the example given, the electrical flight control system 102 is configured to control flight control surfaces of the aircraft 100, such as a elevator 106 and a horizontal stabilizer 108. The elevator 106 adjusts the attitude of the aircraft 100. The horizontal stabilizer 108 is a compensation device that releases a portion of the force required to maintain the elevator 106 at the present position, such as the note the skilled person. It will be appreciated that the electrical flight control system 102 may utilize depth control and compensation configuration variants without departing from the scope of this specification. The electrical flight control system 102 includes a controller 110, a controller control module 112, and a flight control computer (FCC) 114. In the given example, the flight control system 102 Electric flight control 102 controls the elevator 106 and the horizontal stabilizer using a horizontal stabilizer compensation actuator (HSTA) 116, a remote electronic unit (REU) 118, and a hydraulic cylinder 120. Note that the electric flight control system 102 may have other configurations and may be coupled to additional or alternative components without departing from the scope of this specification. The controller 110 is a driver input device that is in electronic communication with the FCC 114 to manipulate control surfaces of the aircraft 100. In the example given, the controller 110 is a primary control input device 15 which, in cooperation with the trigger controller module 112 and the flight control computer 114, allows a pilot to manipulate the elevator 106 to adjust pitch axis of the aircraft 100, and may be a control stick, a side stick or other suitable device. It should be noted that multiple control members 110 may be used to allow two pilots or operators to control the vehicle, either individually or in concert. A primary command refers to commands whose input is generally used to directly control a system. Primary control systems in aircraft typically include ailerons, elevator (or stabilizer) and rudder. In an automobile, for example, a steering wheel or control member, accelerator pedals and brake pedals are primary control input devices. The controller 110 includes a compensation control 130 and a control rod 132. The compensation control 130 is a secondary control input device 3024867 8 configured to set a compensation state of the aircraft 100, and may take the form of a switch, button or other suitable input device. For example, the compensation control 130 may manipulate the horizontal stabilizer 108, as will be appreciated by those skilled in the art. A secondary command refers to commands whose input is not generally used by directly controlling the system. The secondary control systems in an aircraft may include the high lift flaps, leading edge devices, spoilers, compensation systems and other systems for improving the performance characteristics of the aircraft or to be avoided at the aircraft. Pilot excessive maneuvering forces. Secondary control in automobiles, for example, may include parking brakes, cruise control or similar systems. The control rod 132 extends outwardly from a lower portion of a handle portion of the controller 110. [0022] The controller control module 112 receives the control rod 132 and is coupled for electronic communication with the FCC 114. The control controller module 112 includes a controller sensor 136 and an actuator 138. The sensor The controller 136 may be any sensor capable of generating a signal for the FCC 114 that indicates the position of the controller 110. For example, the controller sensor 136 may be a force sensor that detects a force applied to the controller 110 by a pilot, as will be described below with reference to FIG. 3. In some embodiments, the controller sensor 136 can directly measure the deviation of the control member rod 132. For example, the figure e 2 35 represents the control member 110 in a neutral position where the control member rod 132 is parallel with a zero pitch axis 139. The neutral position is the position in which the control member 110 is when there is no external force exerted on the control member 110 by a pilot or the actuator 138. Conversely, a neutral position or zero is a position in which the control member 110 is after the application of forces by the actuator 138 in the absence of forces exerted by the pilot. The actuator 138 exerts forces on the control member rod 132 to provide a return to the pilot of the aircraft 100 and push the control member 110 to the neutral position of the control member 110. The actuator 138 receives signals generated by the FCC 114 to determine the amount of forces to be applied to the control rod 132 based on the method described below. The actuator 138 may be an electric motor or other suitable device capable of providing a force to the control rod 132. The FCC 114 is coupled for electronic communication with the control module. 112, the HSTA 116, the REU 118 and various other sensors and components of the aircraft 100. The FCC 114 includes the control logic shown in Figure 3 below which implements the described method. below. The FCC 114 generates signals to control the actuator 138, HSTA 116 and REU 118 to perform various operations. For example, when a pilot bypasses the controller 110, the FCC 114 instructs the REU 118 to control the hydraulic cylinder 120 and to pivot the elevator 106 on the basis of the signal generated by the sensor. 136. [0025] Referring now to FIG. 3, a control logic 200 is shown in accordance with a plurality of embodiments. In the embodiment provided, the control logic 200 is implemented in the FCC 114. In some embodiments, the various operations performed by the control logic 200 may be split into multiple controllers or computers, or can be an autonomous controller. The control logic 200 may include any combination of software and hardware. For example, the control logic 200 may include a specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group), and a memory that execute one or more software or firmware programs, a driver circuit. combinational logic and / or other suitable components that provide the described functionality. In some embodiments, the control logic 200 is stored as instructions on a computer-readable non-transitory medium. The instructions can be executed to cause one or more processors to perform the operations described below. The control logic 200 receives input signals from the controller 110, the compensation control 130, the aerodynamic data sensor 210 and an inertial reference module 212. In the As an example, the control logic 200 receives a controller signal 220 generated by the controller 110, a compensation status signal 222 generated by the compensation command 130, and a signal of the actual state 224 generated by the aerodynamic data sensors 210 and the merit reference module 212. For example, the controller signal 220 may indicate a position of the controller 110 or an input force of this, a compensation state signal 222 may indicate a compensation state (e.g., a compensated airspeed) and a real state signal 224 may indicate a real state (e.g. actual airspeed). ). The control logic 200 calculates a compensation error 226 on the basis of the compensation status signal 222 and the actual status signal 224. Based on the controller signal 220 and the error 226, the control logic 200 generates a surface control signal 228 for controlling the flight surfaces of the aircraft 100. In an exemplary reference controller, the control logic 200 is a control system. command G 10 with a speed stabilization, where the displacement of the control member 110 controls a normal acceleration response and the deviation from the compensation state (the airspeed in this example) creates an additional command G which increases the pilot's input by the path "A" or the trajectory "B". Other embodiments may use different parameters for control and compensation, such as (but not limited to) flight path angle, angle of attack, or pitch speed. Referring now to FIG. 4, a control logic 200 'is shown according to several embodiments. The control logic 200 'is similar to the control logic 200, where like numbers designate like components.
    [0004] The control logic 200 'is, however, adjusted to allow the compensation error 226 to shift the zero force position of the controller 110. For example, the control logic 200' can generate a control signal of neutral point 230 for use in generating a force on the controller 110. The overall behavior of the system is unchanged because the control logic 200 'still seeks the compensation state, but the behavior of the controller can be directly noticed by the pilot via the changing forces or positions of the controller 110. [0029] Referring now to FIG. 5, a method 300 is shown in flowchart form in accordance with several FIGS. embodiments. In the example given, process operations 300 are performed by FCC 114 and control logic 200. Process operations 300 are performed during manual control of aircraft 100 to provide status information of the aircraft. plane to a pilot. An operation 310 determines a reference state 10 of a system. The reference state is a state associated with the secondary commands of the system. In some embodiments, the reference state is independent of the input from the system's primary commands. For example, a compensation state signal 222 may be determined based on an input from the compensation control 130 independent of a position of the controller 110. It should be noted that many other types read without leaving 20 tion. For example, the base of an aircraft axis 100, as reference states may be within the scope of this description process 300 may be run on roll or a yaw axis of the man will note of career. In some embodiments, the reference state is a reference angle of attack of the aircraft 100. The angle of attack is the angle between the wing line of the wing and the vector. representing the relative movement between the aircraft and the atmosphere, as will be appreciated by those skilled in the art. An operation 312 determines a real state of a system. The actual state is of the same type as the reference state. For example, when the reference state is indicated by the compensation state signal 222, the actual state may be an airspeed of the aircraft 100 which is indicated by the actual state signal 224 based on Aerodynamic data generated by aerodynamic data sensors 210. When the reference state is the reference angle of attack, for example, the actual state is the actual angle of attack. An operation 314 calculates a deviation of the actual state from the reference state. For example, the control logic 200 'can calculate a difference between the compensation state signal 222 and the actual state signal 224 to determine the compensation error 226. An operation 316 computes a neutral position of an input device based on the deviation from the reference state. For example, the control logic 200 'may generate a neutral point setting signal 230 as the neutral position, as described above. An operation 318 determines a difference between an actual position of the input device and the neutral position of the input device. [0033] An operation 320 generates a force on the input device based on the deviation of the actual position of the input device from the neutral position of the input device. For example, the actuator 138 may apply a force to the controller 110 based on the neutral point setting signal 230. When the pilot does not withstand the force on the controller 110, the applied force by the actuator 138 will move the control member 110 to the neutral position. In some embodiments, a second actuator generates the force on a second input device for a co-pilot of the aircraft. [0034] The embodiments described herein have a speed stabilization. Speed stabilization describes a tendency for an aircraft to return to a speed com- pensated without pilot intervention after a disruption of the aircraft relative to the compensated speed. Maintaining the control member at the zero position produces a 1G control, so that speed changes to 1G can be easily achieved by holding the controller in a fixed position when the force applied by the actuator 138 varied. The compensation of the aircraft after or during a gear change is accomplished by maintaining the controller at the position which provides the desired flight path angle and adjusting the pitch compensation control until the force required to maintain the stick becomes zero. For example, an increase in engine thrust alone will result in an increase in the flight path angle of the aircraft. In order to maintain a straight and horizontal flight path while increasing engine thrust, the pilot must apply forward force on the control member. To compensate for the aircraft in order to maintain this horizontal flight path, the pilot should make dive compensation control inputs until the front force applied to the controller becomes zero. At this point, the pilot will have increased the speed of the aircraft without changing the flight path of the aircraft. The gradient of the handle varies with the speed of the aircraft to give the speed information to the pilot on the basis of the force / displacement gradient. As a result, the system provides a return to the pilot of the aircraft's G-capacity without the need for the pilot to wait for the aircraft to perform a maneuver in response to the input. Although at least one embodiment given as an example has been presented in the preceding detailed description of the invention, it should be noted that there is a very large number of variants. It should also be noted that the exemplary embodiment or the exemplary embodiments are only examples, and are not intended to limit the scope, applicability or configuration of the invention. in any way. Instead, the foregoing detailed description will provide a person skilled in the art with a practical roadmap for carrying out an exemplary embodiment of the invention. It is understood that various modifications may be made in the function and arrangement of the elements described in an exemplary embodiment without departing from the scope of the invention as set forth in the appended claims.
    权利要求:
    Claims (20)
    [0001]
    REVENDICATIONS1. An electric transmission flight control system for a vehicle, the electrical transmission flight control system comprising: a primary control input device, and a controller communicatively coupled to the vehicle and configured to automatically shift a neutral position of the primary control input device based on a deviation of the vehicle from a reference configuration when the vehicle is operated in a manual maneuvering mode.
    [0002]
    The electrical transmission flight control system of claim 1, further comprising an actuator (138) coupled to the primary control input device and communicatively coupled to the controller, wherein the actuator (138) is configured for providing a force to the primary control input device in response to receiving a signal from the controller.
    [0003]
    The electric transmission flight control system of claim 2, wherein the controller is further configured to instruct the actuator (138) to vary the force based on a difference between a current position of the device Primary Control Input and Neutral Position of the Primary Control Input Device.
    [0004]
    The electrical transmission flight control system of claim 1, the electrical transmission flight control system further comprising a secondary control input device, and wherein the controller is further configured to determine the state reference based on a state of the secondary control input device independent of a state of the primary control input device. 3024867 17
    [0005]
    An electric transmission flight control system according to claim 4, wherein the secondary control input device indicates a vehicle compensation state, and wherein the controller is further configured to determine the reference state for that it is the state of compensation.
    [0006]
    The electrical transmission flight control system according to claim 5, wherein the controller is further configured to shift the neutral position of the primary control input device based on a deviation from a current state relative to in the state of compensation.
    [0007]
    The electrical transmission flight control system according to claim 1, wherein the primary control input device is a control member (110) for controlling a elevator (106) of an aircraft ( 100), and wherein the secondary control input device is a trim control (130) for controlling a horizontal stabilizer (108) of the aircraft (100).
    [0008]
    A controller for use with an electrical transmission flight control system as claimed in any one of claims 1 to 7, the controller comprising: a processor, and a memory unit coupled to the processor, the storage unit storing instructions for the processor, the instructions being with the processor to: communicate electronically configured to control one and configured to cooperate with a flight control surface input device, automatically shift a neutral position of the input device to the base of a deflection of an airplane (100) by reference to a reference state when the airplane is maneuvered in manual flight mode.
    [0009]
    The controller of claim 8, wherein the instructions are further configured to cooperate with the processor to generate a signal for an actuator (138) that is coupled to the input device, and wherein the signal controls the actuator ( 138) for providing a force to the input device in a direction of the neutral position.
    [0010]
    The controller of claim 9, wherein the instructions are further configured to cooperate with the processor to instruct the actuator (138) to vary the force based on a difference between a current position of the device. input and the neutral position of the input device.
    [0011]
    The controller of claim 8, wherein the instructions are further configured to cooperate with the processor to determine the reference state based on a state of secondary commands of the state independent aircraft (100). of the input device.
    [0012]
    The controller of claim 11, wherein the instructions are further configured to cooperate with the processor to determine the reference state based on a compensation state of the aircraft (100) or on the basis of a reference angle of attack of the aircraft (100).
    [0013]
    The controller of claim 12, wherein the instructions are further configured to cooperate with the processor to determine the deviation from the reference state based on a current speed of the aircraft (100) or on the base of a current angle of attack of the aircraft (100).
    [0014]
    An aircraft (100) comprising: a flight control surface, and an electric flight control system according to any one of claims 1 to 7 wherein: the input device is configured to control the flight control surface, and the controller is communicatively coupled to the input device and configured to automatically shift a neutral position of the input device based on a deflection of the aircraft (100) relative to a state of reference when the aircraft (100) is maneuvered in manual flight mode.
    [0015]
    The aircraft (100) of claim 14, the electrical transmission flight control system further comprising an actuator (138) coupled to the input device and communicatively coupled to the controller, wherein the actuator (138) is configured to provide a force to the input device in response to receiving a signal from the controller.
    [0016]
    The aircraft (100) of claim 15, wherein the controller is further configured to instruct the actuator (138) to vary the force based on a difference between a current position of the input device and the neutral position of the input device.
    [0017]
    The aircraft (100) of claim 14, the electrical transmission flight control system further comprising secondary commands, and wherein the controller is also configured to determine the reference state based on a state of the secondary commands independent of a state of the input device.
    [0018]
    The aircraft (100) of claim 17, wherein the secondary commands comprise a compensation command (130) and wherein the controller is further configured to determine the reference state based on a compensation state of the plane (100). 3024867 20
    [0019]
    The aircraft (100) of claim 18, wherein the controller is further configured to determine the deviation of the aircraft (100) from the reference state based on signals received from associated sensors (136). to the plane (100).
    [0020]
    The aircraft (100) of claim 14, the electrical transmission flight control system further comprising a trim control (130) and said at least one flight control surface further including a elevator (106). and a horizontal stabilizer (108), and wherein the controller is further configured to control the elevator (106) based on a position of the input device and to control the horizontal stabilizer (108) on the base an input from the compensation control (130).
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    同族专利:
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    CN105366036A|2016-03-02|
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    法律状态:
    2016-08-25| PLFP| Fee payment|Year of fee payment: 2 |
    2017-08-25| PLFP| Fee payment|Year of fee payment: 3 |
    2018-08-27| PLFP| Fee payment|Year of fee payment: 4 |
    2019-08-26| PLFP| Fee payment|Year of fee payment: 5 |
    2020-08-07| PLSC| Search report ready|Effective date: 20200807 |
    2020-08-25| PLFP| Fee payment|Year of fee payment: 6 |
    2021-08-25| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    US14/459,566|US9446838B2|2014-08-14|2014-08-14|Systems for inceptor control in fly-by-wire aircraft systems|
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