• 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:
    - System and method for controlling an aircraft. - The control system (1) comprises a control stick (2) configured to control the aircraft (AC) relative to its three control axes, namely the pitch axis, the roll axis and the a yaw axis, and an auxiliary control device (3) configured to automatically control the aircraft (AC) during one of the following phases: a landing phase and a take-off phase, the auxiliary control device (3) ) then automatically commanding the aircraft (AC) relative to at least one of said control axes, and the other control axes that are not automatically controlled by said auxiliary control device (3) then being able to be manually controlled by a pilot using said control stick (2).
    公开号:FR3032551A1
    申请号:FR1550995
    申请日:2015-02-09
    公开日:2016-08-12
    发明作者:Pierre Scacchi；Matthieu Mayolle
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The present invention relates to a system and a method for controlling an aircraft, in particular a transport aircraft, civil or military.
    [0002] STATE OF THE ART It is known that the manual piloting of an aircraft by a pilot around his three control (or control) axes, namely the pitch axis, the roll axis and the yaw axis, is realized: - for roll and pitch axes, via a control stick, in particular a mini-stick; and - for the yaw axis, mainly via two steering members: a rudder and a steering wheel.
    [0003] The steering wheel ("tiller") which is generally present in the cockpit of large aircraft, allows to direct a steering wheel when the aircraft is on the ground at low speed (during the phase rolling). In addition, the rudder, which the pilot operates with his feet, allows to orient the rudder of the aircraft, in the air and on the ground. It also allows the orientation of the steering wheel on the ground, especially at high speed. The lifter is used, in the usual way, in particular for the following maneuvers: - a precise alignment of the aircraft on the axis of the runway used, during the take-off phase; a control of the aircraft in yaw on the ground at takeoff in the presence of disturbances (for example a motor failure causing an undesired yaw movement, or crosswind tending to push the aircraft towards one of the edges of the track) ; - in flight, a turn compensation; 3032551 2 - in flight, a correction of air skid caused by a thrust asymmetry, especially in case of failure of one of the engines; - at the crosswind landing, if the aircraft arrives at the "crab" runway, that is to say if its heading (the direction pointed by the aircraft) is different from its speed vector ( aligned with the runway centreline), just before the aircraft wheels touch the ground, an alignment maneuver (or "decrabe") which consists in reducing, at least in part, the heading of the aircraft to its speed vector, so as to land the aircraft with a reduced ground skid angle; 10 - a precise alignment of the aircraft on the axis of the runway used, during the taxiing phase on landing. In addition, the rudder may be configured to include both rudder control functionality as aforesaid and braking functionality, with the brake pedals then integrated in this equipment. This usual architecture for controlling the aircraft according to its control axes (or control), which comprises several steering members whose lifter is bulky, overall has a relatively large footprint.
    [0004] SUMMARY OF THE INVENTION The object of the present invention is to overcome this disadvantage. It relates to an aircraft piloting system, comprising at least one control stick configured to be actuated by a pilot in order to control the aircraft with respect to at least some of its piloting axes, which has a small footprint. . According to the invention, said control system is remarkable in that said control stick is configured to be able to control the aircraft 30 with respect to its three control axes, namely the pitch axis, the axis 3032551 3 roll and the yaw axis, and in that said control system further comprises an auxiliary control device configured to automatically control the aircraft during one of the following phases: a landing phase and a landing phase; take-off, the auxiliary control device 5 then automatically controlling the aircraft with respect to at least one of said control axes, and the other control axes that are not automatically controlled by said auxiliary control device then being able to to be manually controlled using said control stick.
    [0005] Thus, thanks to the invention, a yaw steering functionality of the aircraft is incorporated in the control stick, which is thus of the so-called "three-axis" type. We can do without the rudder, which generates a gain of space in the cockpit, the rudder is a cumbersome equipment. Thus, said piloting system which makes it possible to steer the aircraft around its three driving axes has a smaller footprint compared to a conventional system (with a "two-axis" type control stick and a rudder), and it overcomes the aforementioned drawback. In addition, thanks to said auxiliary control device which automatically controls the aircraft with respect to at least one of its control axes 20 during a landing phase or a take-off phase, that is to say in phases that may require simultaneous control according to the three control axes, the pilot must control, whatever the phase concerned, a maximum of two axes at a time. This makes it possible to overcome the difficulty for a pilot to fly the aircraft simultaneously along the three control axes using one and the same control member (said "three-axis" control stick). In a preferred embodiment, said auxiliary control device comprises at least one control module for automatically determining, using at least one integrated control law, a control command which is applied to control surfaces. the aircraft for controlling the aircraft with respect to at least one corresponding piloting axis. Advantageously, said auxiliary control device comprises, as control modules: a module for controlling the yaw rate of the aircraft, which is configured to automatically maintain the yaw rate at zero to a margin, on the ground , during the take-off phase; a module for automatically maintaining the wings flat on the ground during the take-off phase; An automatic turn compensation module, in flight; and an automatic yaw alignment module (or "decree" module) during the landing phase. In addition, advantageously, said auxiliary control device further comprises: a servo-control module of the aircraft on a given yaw axis, during the take-off phase; and an automatic control module for a rounding, during the landing phase. Furthermore, advantageously, said auxiliary control device 20 comprises: an automatic take-off assembly comprising for the take-off phase: an automatic servocontrol module of the aircraft on a virtual yaw axis; The module for automatically maintaining the flat wings; and - an automatic rotation module; and an automatic landing assembly comprising, for the landing phase: the automatic yaw alignment module; The automatic rounding control module; and 3032551 5 - a module for automatically maintaining a lateral axis in flight and on the ground for rolling. Furthermore, in a preferred embodiment, the control stick comprises a lever provided with a handle, and is configured: - to be able to be pivoted as a whole in a first plane, to control the aircraft according to the pitch axis; and - to be pivotable as a whole in a second plane different from the first plane, for controlling the aircraft according to the roll axis, and the handle is configured to be pivotable relative to the lever 10 to control the aircraft according to the yaw axis. In a particular embodiment, the handle is configured to automatically return to a neutral position when released, after having been previously actuated to control the yaw axis. Furthermore, advantageously, the control stick has a resistance element configured to generate a resistance in the handle when actuated to control the yaw axis. Furthermore, advantageously, since the handle can be pivoted, the maximum angular displacement of the handle for controlling the aircraft along the yaw axis is greater in one direction than in the other, relative to a neutral position. The present invention also relates to a method of piloting an aircraft, said aircraft comprising at least one control stick configured to be actuated by a pilot to control the aircraft with respect to at least some of its steering axes.
    [0006] According to the invention, said piloting method comprises: an automatic piloting step of automatically controlling the aircraft with respect to at least one of said piloting axes, during one of the following phases of the aircraft: a landing phase and a take-off phase; and a manual piloting step of allowing a pilot to manually control, via the control stick, the other control axes which are not automatically controlled by said auxiliary control device during the landing and landing phases. takeoff, said control stick being configured to be able to control the aircraft with respect to its three steering axes, namely the pitch axis, the roll axis and the yaw axis. Advantageously, the automatic piloting step consists in automatically controlling the aircraft with respect to all of its control axes during the landing and take-off phases. The present invention also relates to an aircraft, in particular a transport aircraft, which is provided with a steering system such as that specified above.
    [0007] BRIEF DESCRIPTION OF THE FIGURES The appended figures will make it clear how the invention can be realized. In these figures, identical references designate similar elements.
    [0008] FIG. 1 is the block diagram of a particular embodiment of an aircraft piloting system, shown outside the aircraft for the sake of clarity. FIG. 2 shows an aircraft, namely a transport aircraft provided with such a steering system, on which the three steering axes have been highlighted. Figures 3 to 5 are block diagrams of three different embodiments of an automatic control device of a control system.
    [0009] FIG. 6 schematically illustrates, in perspective, an example of a control handle, of the "three-axis" type, made in the form of a mini-stick.
    [0010] DETAILED DESCRIPTION The system 1 shown diagrammatically in FIG. 1 and making it possible to illustrate the invention, is a control system for an aircraft AC, for example a transport aircraft, civil or military.
    [0011] The control system 1 is able to control the aircraft AC around its three control axes (or control), namely the pitch axis, the roll axis and the yaw axis. Usually, said control system 1 comprises at least one control stick 2 ("side stick" type, "control column", ...) which is configured to be actuated by a pilot to control the AC aircraft relative to at least some of its control axes. According to the invention, said control stick 2 is configured to be able to control the aircraft AC with respect to all of its three control axes, namely the pitch axis Y, the roll axis X and the Z axis, 20 as shown in Figure 2. In Figure 2, the X, Y and Z axes meet at a point G, preferably the center of gravity of the aircraft AC, and the movement of the Aircraft AC around the X, Y and Z axes is highlighted, respectively, by double arrows E1, E2 and E3 (respectively illustrating the variations of the angles of roll, pitch and yaw).
    [0012] Thus, a yaw steering functionality of the aircraft AC is incorporated in the control stick 2, which is thus of the so-called "three-axis" type. We can do without a conventional lifter, which generates a saving of space in the cockpit, the spreader being a cumbersome equipment. The control system 1 which makes it possible to steer the aircraft around its three control axes 30 has a smaller footprint compared to a conventional system (with a "dual-axis" type control stick and a lifter). It also has a reduced cost. In addition, according to the invention, said control system 1 also comprises an auxiliary control device 3 configured to automatically control the aircraft AC during one of the following phases: a landing phase and a take-off phase. The auxiliary control device 3 then automatically controls the aircraft AC with respect to at least one of said steering axes. The other control axes which, if necessary, are not automatically controlled by the auxiliary control device 3 during these phases, can then be controlled, if necessary, manually by means of said control stick 2. by a pilot of the AC aircraft. The auxiliary control device 3 comprises a plurality of control modules for automatically determining, using each time at least one integrated control law, a control command which is applied to the control surfaces of the aircraft for control the aircraft with respect to a corresponding control axis. The control system 1 also comprises: a set 4 of usual measuring means, which are capable of measuring, as illustrated by an arrow 13 in phantom, the amplitude of the deflections of the control stick 2 according to its pivot axes , specified below with reference to Figure 6; and calculating means 5 for determining control commands representative of the deflection or deflections measured by the set 4 of measurement means and received via a link 6. The control commands (roll orders, pitch commands, yaw) generated by the auxiliary control device 3 and those generated by the calculation means 5 are transmitted, respectively, via links 7 and 8 to a set of actuators 9 A1, A2, ..., An usual the aircraft AC, n being an integer.
    [0013] These actuators Al, A2,..., An are capable of actuating, in the usual manner, as illustrated schematically by dashed lines, in particular of the elevators 10, a drift 11 and control surfaces 12 of roll control. usual of the aircraft.
    [0014] Although the control system 1 is shown in FIG. 1 outside the aircraft AC for reasons of clarity and simplification, the control system 1 is of course mounted in the aircraft AC. Thanks to said auxiliary control device 3 which automatically controls the aircraft AC with respect to at least one of its piloting axes during a landing phase or a take-off phase, that is to say say during phases that may require simultaneous control according to the three control axes, the pilot must control the aircraft AC at most in two control axes at a time. This makes it possible to remedy the difficulty for a pilot to pilot the aircraft simultaneously along the three steering axes with the aid of one and the same control member (said control stick 2). Indeed, the main problem with the use of a control stick 2 "three-axis" is that it is difficult (but possible) to fly an aircraft by driving all three axes at once. Indeed, for physiological reasons of the wrist and forearm of the pilot, when the control stick 2 is pivoted simultaneously in the three directions, a movement on one of the control axes will cause, by coupling, parasitic movements on the other control axes, thus making it difficult to control the aircraft on a single control axis.
    [0015] 25 However, there are mainly two dynamic flight phases during which the pilot must potentially drive the three control axes simultaneously, namely: - takeoff, crosswind or with an engine failure. For example, in the event of an engine failure, after the characteristic speed V1 (the pilot then having to continue the take-off), the pilot must both counter the asymmetry of thrust by a yaw command, carry out the rotation of the aircraft by pitching order, and keeping the wings flat by a roll order; and - the crosswind landing. Indeed, just before touching the ground by the wheels of the aircraft, the pilot must simultaneously maintain the wings flat by a roll order, the rounding on landing by a pitch order, and the 'decrabe' type alignment by a yaw command. During other flight phases, simultaneous control of the three control axes is not necessary. Indeed: - during a rolling phase on the ground, only the yaw axis is used; 10 - on the runway, before the take-off rotation and after touchdown on landing, the yaw axis is mainly used (the pilot may, if necessary, act on the roll axis to maintain the wings of the aircraft lying flat during taxiing); - In flight, thanks to the trim on the rudder, only roll and pitch axes are used. As specified below, the auxiliary control device 3 comprises a set of control laws for automating the control of one or more control axes during phases where it is potentially necessary to control the three axes simultaneously (take-off and landing).
    [0016] Thus, by taking charge of controlling one or more control axes, the auxiliary control device 3 allows the pilot of the aircraft to have to control at most two axes, which corresponds to the usual situation and therefore does not require new piloting skills. The control system 1 thus makes it possible to use a control stick 2 "with three axes", while ensuring that the pilot will not have to fly the three control axes simultaneously during the flight. The control system 1, as described above, has the following advantages in particular, due to the removal of the functionality of the rudder (and possibly the steering wheel), only 30 remaining brake pedals: 3032551 11 - a simplification of the design of the steering bodies. We get cheaper equipment; - a reduced mass; - a small footprint; and 5 - easier maintenance. On large aircraft, part of the rudder is usually located under the cockpit floor, while with simplified brake pedals, a design only above the floor is easier to achieve. In addition, the autopilot implemented by the auxiliary control device 3, during flight phases very dynamic and stressful for the pilot that are the take-off and landing, especially in case of strong disturbances (eg a failure engine, or a strong crosswind), facilitates manual control during these phases, and reduces the workload of the pilot.
    [0017] The auxiliary control device 3 can be made according to several variants. These variants correspond to different sets of driving laws that make it possible for the pilot to avoid piloting the three control axes at the same time, and this only during the take-off and landing phases, which are the only ones involving piloting. simultaneously the three axes of the aircraft. In a first variant embodiment shown in FIG. 3, the auxiliary control device 3 comprises a set 14A of control modules. The assembly 14A comprises: a servo speed control module M1 of the aircraft, which is configured to automatically maintain the yaw rate at zero to a margin on the ground during the take-off phase; an M2 module for automatically maintaining the wings flat on the ground during the take-off phase; - An M3 module for automatic corner compensation, in flight. This module 30 M3 uses a usual law of automatic curve compensation; and 3032551 12 - a module M4 automatic alignment in lace (or "décrabe"), during the landing phase. This module M4 uses a law of "decrabe" usual. The module M1 comprises a usual law for controlling the yaw rate of the aircraft, as described in particular in the documents FR-2 842 337 (or US-7 139 645) or FR-2 857 468 (or US -7,014,146). The yaw command controls a yaw rate command of the aircraft on the ground. Thus, when the yaw control axis of the control stick is in neutral position, the law enslaves the yaw rate of the aircraft to zero. This allows, in case of lateral disruption of the aircraft (for example, in case of strong crosswind and / or engine failure at takeoff), to maintain a yaw rate close to zero and thus to automatically compensate for disturbances. . The pilot thus has little or no correction to make using the yaw control of the control stick 2 to maintain the aircraft on the axis of the runway used during the take-off run. In addition, the module M2 comprises a usual law for automatically maintaining the wings flat, as described in particular in the document FR-2 909 463 (or US-7 908 043). This control law makes it possible, when the roll control of the control stick is in neutral, to maintain the roll of the aircraft in a reduced rolling range (typically +/- 2 ° of roll) during the take-off run. . Thus, in the event of a strong crosswind generating roll on the ground, the aircraft AC is automatically maintained with its wings flat by the auxiliary control device 3. Thus, thanks to the modules M1 and M2, the pilot does not have need to simultaneously use the three axes of the control stick 2, because during takeoff, it only has to make small corrections in yaw and to perform the rotation of the aircraft, that is to say a piloting on two axes only. Furthermore, thanks to the module M4, the pilot does not have to manage the yaw of the aircraft during the landing, and can therefore concentrate on the maneuvers 3032551 13 of roll and flare on landing, as with a standard control stick. Furthermore, in a second embodiment shown in Figure 4, the auxiliary control device comprises an assembly 14B of 5 control modules. This assembly 14B comprises, in addition to the modules M1 and M4 of the first variant embodiment: a module M5 for servocontrolling the aircraft on a given axis, during the take-off phase; and a module M6 for automatic control of a rounding, during the landing phase. The module M5 makes it possible, on the yaw axis, to enslave the aircraft on a virtual axis defined by the pilot or on an axis defined by an ILS type airport equipment ("Instrument Landing System"). He uses a usual law which is based on the yaw servo law used in the module M1. With respect to this yaw servo law, the law of the M5 module to maintain the aircraft on an axis, exempts the pilot from having to slightly correct its trajectory along the track in case of lateral disturbances. Thanks to this additional level of automation (compared with the first variant embodiment), the pilot no longer has to manage, either the yaw or the roll, during take-off, but only the rotation of the aircraft, which facilitates the piloting of the aircraft and further reduces the workload of the pilot during this dynamic phase. Moreover, associated with the automatic "decarb" law of the module M4, the module M6 uses a usual flare law on landing, which is automatic. Thanks to this law, the pilot does not have to manage the pitch of the aircraft during the landing, and can therefore concentrate on the roll maneuver. Furthermore, in a third embodiment shown in Figure 5, the auxiliary control device 3 comprises a set 14C 30 of control modules. This set 14 C comprises: an automatic take-off assembly 15 comprising, for the take-off phase: the module M2 for automatically maintaining the flat wings; a module M7 for automatic servocontrol of the aircraft on a virtual yaw axis, using a usual servo law; and an automatic rotation module M8; and an automatic landing assembly 16 comprising, for the landing phase: the automatic decarbon module M4; 10 - the module M6 automatic control of the rounding; and a module M9 for automatically maintaining a lateral axis in flight and on the ground. The module M8 comprises a usual law of automatic rotation, as described in particular in document FR-2 909 461 (or US Pat. No. 7,835,829), for pitching. This law makes it possible to automatically rotate the aircraft at the characteristic speed VR (rotational speed). In addition, the module M9 comprises a usual law for maintaining an automatic lateral axis in flight and on the ground for roll, with servo-control of the aircraft on a signal LOC of the ILS system.
    [0018] This third embodiment of FIG. 5 generates fully automated take-off and landing phases, for which the pilot does not need to fly the aircraft manually. The use of the yaw axis of the "three-axis" control stick is therefore essentially limited to the taxi phase (replacement of the steering wheel) and during the 25 taxiing and landing taxiing phases. ("roll-out") during which the pilot can use the yaw control of the control stick to perform exceptional maneuvers that could not achieve the auxiliary control device, such as for example the avoidance of an obstacle on the track .
    [0019] Furthermore, in a preferred embodiment, shown in FIG. 6, the control stick 2 comprises a lever 17 provided at its free end with a handle 18. This control stick 2 is configured: rotated as a whole (lever 17 and handle 18) in a first plane P1, forwards and backwards as illustrated by a double arrow F1, for controlling the aircraft along the pitch axis; and - to be pivoted as a whole (lever 17 and handle 18) in a second plane P2, to the right and left as shown by a double arrow F2, to control the aircraft along the roll axis.
    [0020] This embodiment corresponds to that of a "two-axis" control stick. In addition, the handle 18 is configured to be pivotable relative to the lever 17 as illustrated by a double arrow F3 about an axis L of the lever 17 to control the aircraft along the yaw axis.
    [0021] In order to be able to effectively replace both the rudder bar (and possibly the steering wheel), the axis controlling the yaw of the aircraft has ergonomic and physical characteristics adapted to the lateral control task of the aircraft to be flown. all speeds of travel, both during the taxi phase and at high speed on the runway or landing. In a particular embodiment, the handle 18 comprises a return element (not shown) which is configured to automatically return the handle 18 to a neutral position, when released after having been previously actuated by a pilot to control the transmission. yaw axis (arrow F3). This return element has the characteristics of a return torque proportional to the angular displacement (with an acceptable order of magnitude of 1Nm). The neutral position of the handle 18 is not necessarily the central position with respect to the total range of movement (of the handle 18), as illustrated by the double arrow F3. Indeed, the deflections on both sides of the neutral position may not be symmetrical, especially for physiological reasons wrist movement in flexion and extension. Thus, in a particular embodiment, the handle 18 is configured so that its maximum angular displacement to control the aircraft along the yaw axis is greater in one direction than in the other, relative to the neutral position. For physiological reasons of the wrist of the pilot, acceptable maximum angular deflections are of the order of 20 ° in flexion and 30 ° in extension. In addition, the control stick 2 has an integrated resistor element (not shown), which is configured to generate a resistor in the handle 18 when actuated to control the yaw axis. This resistance element has a damping (by developing a torque which opposes the movements of the handle 18 relative to the arrow F3 about the axis L), in order to reproduce the behavior of the steering wheel, for which the depreciation is very important. This makes it possible to limit the phase shift between the angular position of the control stick and the angular position of the steering wheel during the driving phase. Thus, the "three-axis" control handle with the highly damped yaw axis makes it possible to limit the risks of controlled oscillations during the low-speed driving phase. An order of magnitude of 0.1 Nms / ° can be provided for damping. The handle 18 may optionally have a torque threshold around the neutral position, in order to mechanically mark this neutral position.
    [0022] The operation of the control system 1, as described above, is as follows. During one of the following phases of the aircraft: a landing phase and a take-off phase, the auxiliary control device 3 automatically controls the aircraft with respect to at least one of its 30 control axes in function modules M1 to M9 it includes. In addition, the pilot 3032551 manually controls via the control stick 2, the other control axes that are not controlled automatically by said auxiliary control device 3 during these landing and takeoff phases.
    [0023] In the third aforementioned alternative embodiment, the auxiliary control device 3 automatically controls the aircraft with respect to all of its control axes during the landing and take-off phases so that no manual steering is required. asked the pilot. Moreover, in the other phases, such as the landing phase and the take-off phase, the pilot can maneuver the aircraft manually using the control stick 2, without the auxiliary control device 3 intervene.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. An aircraft control system, said steering system (1) comprising at least one control stick (2) configured to be actuated by a pilot to control the aircraft (AC) with respect to at least some of its control axes (X, Y, Z), characterized in that said control stick (2) is configured to be able to control the aircraft (AC) with respect to its three control axes (X, Y, Z), namely the pitch axis, the roll axis and the yaw axis, and in that said control system (1) further comprises an auxiliary control device (3) configured to automatically control the aircraft (AC) during one of the following phases: a landing phase and a take-off phase, the auxiliary control device (3) then automatically controlling the aircraft (AC) with respect to at least one of said axes of steering (X, Y, Z), and the other control axes which are not controlled automatically by said control device the auxiliary (3) being then capable of being controlled manually by means of said control stick (2).
    [0002]
    2. System according to claim 1, characterized in that said auxiliary control device (3) comprises at least one control module (M1 to M9) for automatically determining, using at least one integrated control law, a control command which is applied to control surfaces (Al to An) of the aircraft (AC) for controlling the aircraft (AC) relative to at least one corresponding steering axis (X, Y, Z).
    [0003]
    3. System according to claim 2, characterized in that said auxiliary control device (3) comprises, as control modules: a module (M1) for controlling the yaw rate of the aircraft (AC); , which is configured to automatically maintain the yaw rate at zero to a margin on the ground during the take-off phase; a module (M2) for automatically maintaining the wings flat on the ground during the take-off phase; a module (M3) for automatic corner compensation, in flight; and a module (M4) for automatic alignment in yaw, during the landing phase.
    [0004]
    4. System according to claim 3, characterized in that said auxiliary control device (3) furthermore comprises: a module (M5) for servocontrolling the aircraft (AC) on a given yaw axis, during the takeoff phase; and a module (M6) for automatic control of a flare, during the landing phase.
    [0005]
    5. System according to claim 4, characterized in that said auxiliary control device (3) comprises: an assembly (15) of automatic takeoff comprising for the take-off phase: a module (M7) for automatic servocontrol of the aircraft on a virtual yaw axis; the module (M2) for automatically maintaining the flat wings; and - a module (M8) for automatic rotation; and an automatic landing assembly (16) comprising, for the landing phase: the automatic yaw alignment module (M4); - the automatic rounding control module (M6); and a module (M9) for automatically maintaining a lateral axis in flight and on the ground for rolling.
    [0006]
    6. System according to any one of the preceding claims, characterized in that the control handle (3) comprises a lever (17) provided with a handle (18), and it is configured: - to be pivotable as a whole in a first plane (P1), for controlling the aircraft (AC) along the pitch axis; and 5 - to be pivotable as a whole in a second plane (P2) different from said first plane (P1), for controlling the aircraft (AC) along the roll axis, and in that the handle (18) is configured to be pivotable relative to the lever (17) to control the aircraft (AC) along the yaw axis. 10
    [0007]
    7. System according to claim 6, characterized in that the handle (18) is configured to automatically return to a neutral position, when released after being previously actuated to control the yaw axis.
    [0008]
    8. System according to one of claims 6 and 7, characterized in that the control sleeve (2) comprises a resistance element configured to generate a resistance in the handle when actuated to control the axis of lace.
    [0009]
    9. System according to one of claims 6 to 8, characterized in that the maximum angular displacement of the handle (18) 20 to control the aircraft (AC) along the yaw axis is greater in one direction than in the other, relative to a neutral position.
    [0010]
    10. A method of piloting an aircraft, said aircraft (AC) comprising at least one control stick (2) configured to be actuated by a pilot to control the aircraft (AC) with respect to at least some of its control axes (X, Y, Z), characterized in that it comprises: an automatic piloting step of automatically controlling the aircraft (AC) with respect to at least one of said control axes (X, Y, Z), during one of the following phases of the aircraft (AC): a landing phase and a take-off phase; and 3032551 21 - a manual control step of allowing a pilot to manually control, with the aid of the control stick (2), the other control axes which are not automatically controlled by said auxiliary control device (3). ) during the landing and take-off phases, said control stick (2) being configured to be able to control the aircraft (AC) with respect to its three steering axes (X, Y, Z), namely the pitch axis, roll axis and yaw axis. A method according to claim 10, characterized in that the automatic piloting step consists in automatically controlling the aircraft (AC) with respect to all of its control axes (X, Y, Z) during landing and takeoff phases. 1 2. Aircraft, characterized in that it comprises a control system (1) according to any one of claims 1 to 9.
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    FR3060528A1|2018-06-22|DEVICE FOR CONTROLLING MOBILE SURFACES AND A WHEEL DIRECTOR OF AN AIRCRAFT
    FR3030448A1|2016-06-24|METHOD FOR MANAGING DISCONTINUITIES IN A VEHICLE CONTROL AFTER A CONTROL TRANSITION, AND VEHICLE
    同族专利:
    公开号 | 公开日
    FR3032551B1|2020-11-06|
    US20160229523A1|2016-08-11|
    US9718537B2|2017-08-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3011739A|1960-04-06|1961-12-05|Chance Vought Corp|Three axes side controller|
    US4420808A|1980-04-01|1983-12-13|United Technologies Corporation|Multi-axis force stick, self-trimmed aircraft flight control system|
    US5826834A|1994-10-19|1998-10-27|Honeywell Inc.|Self adaptive limiter for automatic control of approach and landing|
    WO2008065664A2|2006-11-30|2008-06-05|Urban Aeronautics Ltd.|Flight control cockpit modes in ducted fan vtol vehicles|
    US3771037A|1973-03-15|1973-11-06|Nasa|Solid state controller three-axes controller|
    CA1050633A|1974-12-19|1979-03-13|Ronald J. Miller|Semi-automatic flight control system utilizing limited authority stabilization system|
    US4642774A|1982-07-01|1987-02-10|Rockwell International Corporation|Automatic flight control with pilot fly-through|
    US4584510A|1982-09-08|1986-04-22|The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration|Thumb-actuated two-axis controller|
    US5001646A|1988-12-19|1991-03-19|Mcdonnell Douglas Corporation|Automated helicopter flight control system|
    FR2842337B1|2002-07-10|2005-09-30|Airbus France|METHOD AND DEVICE FOR AIDING THE DRIVING OF A ROLLING VEHICLE ON THE GROUND|
    US6885917B2|2002-11-07|2005-04-26|The Boeing Company|Enhanced flight control systems and methods for a jet powered tri-mode aircraft|
    FR2857468B1|2003-07-08|2005-09-30|Airbus France|SYSTEM FOR AIDING THE CONTROL OF THE DECELERATION OF AN AIRCRAFT RUNNING ON THE GROUND|
    FR2899562B1|2006-04-05|2009-01-09|Eurocopter France|DEVICE FOR CONTROLLING FLIGHT OF A GIRAVION|
    FR2909461B1|2006-12-05|2014-08-22|Airbus France|METHOD AND DEVICE FOR AUTOMATICALLY REMOVING AN AIRCRAFT.|
    FR2909463B1|2006-12-05|2014-07-18|Airbus France|METHOD AND DEVICE FOR ACTIVE CONTROL OF THE ROLL OF AN AIRCRAFT|
    US20130293362A1|2012-05-03|2013-11-07|The Methodist Hospital Research Institute|Multi-degrees-of-freedom hand controller|USD844514S1|2017-07-26|2019-04-02|Deere & Company|Multi-functional joystick for an agricultural vehicle|
    RU189484U1|2018-12-10|2019-05-23|Федеральное государственное бюджетное образовательное учреждение высшего образования "Волгоградский государственный технический университет" |Handle intuitive control of the aircraft|
    RU2711770C1|2018-12-10|2020-01-22|Федеральное государственное бюджетное образовательное учреждение высшего образования "Волгоградский государственный технический университет" |Method for intuitive control of aircraft|
    法律状态:
    2016-02-18| PLFP| Fee payment|Year of fee payment: 2 |
    2016-08-12| PLSC| Publication of the preliminary search report|Effective date: 20160812 |
    2017-02-17| PLFP| Fee payment|Year of fee payment: 3 |
    2018-02-23| PLFP| Fee payment|Year of fee payment: 4 |
    2019-02-19| PLFP| Fee payment|Year of fee payment: 5 |
    2020-02-19| PLFP| Fee payment|Year of fee payment: 6 |
    2021-02-24| PLFP| Fee payment|Year of fee payment: 7 |
    2022-02-16| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1550995A|FR3032551B1|2015-02-09|2015-02-09|SYSTEM AND METHOD OF PILOTING AN AIRCRAFT.|FR1550995A| FR3032551B1|2015-02-09|2015-02-09|SYSTEM AND METHOD OF PILOTING AN AIRCRAFT.|
    US15/012,192| US9718537B2|2015-02-09|2016-02-01|System and method for piloting an aircraft|
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