JPS5878897A - Controller for flight of short takeoff and landing plane - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention has a high-lift device that utilizes an engine tower, and when deployed upward, the lift force decreases.
at: Flight control device KM for a short-range takeoff and landing aircraft configured to take the upwardly deployed position as the neutral position
It is something to do.

As shown in Fig. 1 and Fig. 1^, in addition to simply exerting high lift using the upper surface blowout flag F, etc., an engine 2 is provided at the front upper part of the main wing W, and the high-speed exhaust flow from the engine is directed to the main wing. Top blowing flag F from the top of W
A short-range takeoff and landing aircraft, ie, a 5TOL aircraft, is equipped with a high-lift device using an engine/9-wheel engine to increase lift by flowing over the top surface of the engine. In addition, S-cho OL@, which is equipped with a high-lift device using this engine/9-war engine, is a type in which the engine is installed as a high-lift device not at the front upper part of the main wing, but at the bottom of the main wing and at various other locations. But that's fine.

This type of 5TOL aircraft differs from other normal aircraft in which the angle of attack α roughly corresponds to the flight speed V, as shown in Figure 1.
The pitch attitude θ has a characteristic that corresponds to the flight speed V. For this reason, in this type of 5TOL aircraft, by taking advantage of this characteristic, the flight speed is mainly controlled by changing the pitch attitude by operating the control stick, and the flight path angle (in the vertical plane) is mainly controlled by changing the engine power by operating the engine. A maneuvering technique that controls r may be employed. In addition, r20−α
It is.

Therefore, in this type of STOL aircraft, the delay in the start-up of the engine power response to the movement of the power lever adversely affects the start-up of the flight path response of the aircraft.
This causes an inability to obtain the required quickness of response during landing approaches, landing flares, etc. In order to solve this problem, a method is known that compensates for the poor response using a spoiler that reduces lift when deployed upward. In other words, the spoiler position signal (or its drive signal) is sent to the spoiler drive device through a differential delay circuit that reduces the output for low frequency input and makes the output zero for steady human power. And,
- When the arm flap position signal settles to a constant value, the signal to the spoiler drive gradually becomes zero and the spoiler returns to its neutral position.

Generally, when the airfoil is deployed upward, the lift and drag characteristics deteriorate, so its neutral position Fi is placed at a position that is on the same plane as the upper surface of the wing. Therefore, as it is, the spoiler movement from the neutral position can only be expanded upward to reduce lift, and the improvement in the rise characteristics of the flight path response is limited only to the descent side. For this reason, it is already known that the neutral position of the spoiler is set to a position that is expanded to a certain extent above the upper surface of the wing, and that the spoiler can be moved from the neutral position in the direction of increasing lift, that is, downward. There is. However, the upward deployment of the spoiler's neutral position has the drawback of worsening the lift and drag characteristics as described above, and correspondingly deteriorating the maximum steady climbing ability obtained by operating the Noyaware Leper to the maximum available degree position. Ras.

Therefore, the present invention aims to provide a flight control device that eliminates this drawback.

That is, according to the present invention, the illumination and lift device using the engine I/I analogue is provided, and the rounding plane is installed on the upper surface of the wing to improve the rising dynamic characteristics of the flight path response due to the rise delay of the engine/I/9 engine response. In short-range take-off and landing aircraft, which are designed to take the position deployed directly above as the neutral position, there is a position detector that detects the position of the engine power level, and a position detector that receives the output of the position detector. As the engine power increases, the amount of upward expansion of the spoiler neutral position is reduced, and the spoiler drive device is adjusted so that the spoiler neutral position is substantially on the same plane as the upper surface of the wing when the spoiler is at the maximum output position. A flight control device is provided that includes a controller for controlling the flight control device.

In this way, in the present invention, the maximum number of power users is /
As the spoiler neutral position approaches the 9-power position, the upward expansion amount of the spoiler neutral position is reduced, and at the maximum power position, the upward expansion amount of the spoiler neutral position is zero or close to zero. Examples will be described with reference to . Figure 1llIj is a diagram showing an embodiment of the flight control device in the case where the armpit lever directly operates the armpit lever. The navigation lever position signal S is input manually to the control unit 30, where the swipe drive amount is calculated and outputted to the spoiler drive device O.

The spoiler drive device f8 moves according to the drive signal.
to drive.

As shown in the figure, the control unit 30 includes a differential delay circuit 2s, a signal conversion circuit 26, a function generator #27, and an adder 28.
It has And/tower lever position detection @1
From #3, the armpit position signal ts is 1 minute point 30
The first signal is input to the differential delay circuit 25, where it is converted into a transient signal, that is, a rate of change that is zea in the steady state, in order to improve the rise characteristic of the flight path response. It is converted into a corresponding signal, and further sent to the signal conversion circuit 26, and is sent to the signal conversion circuit 26 to output the /quantity wareper position K#1J.
The signal corresponding to 5i is converted into a signal corresponding to spoiler position drive, and is sent to an adder 28 as a transient spoiler drive signal.
is output to. On the other hand, the first signal is inputted to the function generator 27 and converted into a signal tK of the amount of upward expansion of the spoiler neutral position which changes depending on the lower lever position signal. It is added to the suiller drive signal by the adder 28 and outputted from the control unit 30 as the suiller drive signal. Intermittent occurrence 1127 was caused by human power.
It has a characteristic that as the armpit position signal approaches the maximum /f position, the output signal becomes smaller, and at the maximum armpit position, the output signal becomes zero or close to the stomach position.

As a result, when trying to obtain the maximum climbing ability by setting the armpit lifter position to the maximum armpit position, the switch is located above the neutral position as shown by the dotted line indicated by reference number @-9' in Figure 3. The amount of deployment becomes zero or close to it, and the amount of upward deployment at the conventional neutral position Ii! The disadvantages of the Iguchi are eliminated, and Enshin and 417- can be used to the fullest as climbing power. On the other hand, the variation in the rise of the engine/f power response associated with the i-lever operation changes depending on the operation of the d power lever 1. K
Good work will be compensated as before.

That is, in the flight control device according to the present invention.

As shown in Figure 1114, Noguwarenogu Ichiichizo is the maximum /
As it approaches the lower position, the neutral position approaches the *W position with the main wing, preventing deterioration of the steady climb ability due to upward deployment of the neutral position.

Note that the flight control device according to the present invention described above is as follows.

It can also be combined with a flight control system that prevents a sudden decrease in the stall angle of attack during descent of this type of STOL aircraft.

That is, Kono species 08TOL IIIKTh 1'cp, m
As shown in the diagram s, when the engine power decreases and the dimensionless thrust coefficient (c3) falls below a certain value, the stall angle of attack generally decreases rapidly.

Therefore.

Conventionally, in a 5TOL aircraft having such a stall angle of attack characteristic, when all of the above-mentioned maneuvering methods were employed, the flight path was controlled by the I4I directly holding the armpit.

In this case, in order to obtain a large descending flight angle, there is a possibility that the pilot may mistakenly operate the lower arm in the direction of decreasing the lower power more than necessary. This maneuver causes the aircraft to descend into a deep dive, increasing the angle of attack, and further reduces the stall angle of attack due to the above-mentioned characteristics.

For this reason, there is a risk that the angle of attack ◆ for a stall may become smaller than the Kll value that secures flight funds, or in some cases, a stall IIK may occur due to direct gusts or the like.

Therefore, in order to minimize such danger, a short-range separation system with a high-lift device using an engine and a suit that can be deployed upward to reduce the lift force has been developed. A position detector detects the position of the engine power lever on the landing aircraft.

A drive unit that drives the engine power lever, a flight path control lever, a position detector that detects the position of the flight path control lever, a t-drive device that drives the suit, and operation of the flight path control lever during descent. In response to engine I
In response to the output of the f-warp position detector and the output of the flight path control lever position detector, move the engine/middle warp in the direction of lowering the engine I arm pipe until a predetermined lower limit is reached, and then switch to 4. × to expand upwards
The flight control system is configured to include a controller that operates the nine-frame exciter to compensate for the lack of descent ability.

In such a flight control system, if a predetermined value is determined to be the minimum value that can secure the necessary stall angle of attack, the engine ΔW will not be below the predetermined value, so the stall angle of attack will be It does not decrease too much, and the angle of attack margin against stalling is maintained sufficiently. On the other hand, the lack of descending capability is compensated for by the fact that the skier, which generally has the characteristic of not causing a large change in the stall angle of attack, deploys upward and reduces lift, so the required descent flight angle is can get.

The 6th cabinet is an example of a nine-engine flight control system in combination with such a flight control system that ensures the necessary stall angle of attack.

Engine / 4 wares / side engine and 2 engines combined with Fi machine 11 purpose S? IIJII of Quantity Ware Lever-1
The engine power of engine 2 also changes depending on IK. Separately from the 9/f Wareper and the pilot, A pilot will install a manually operable flight path control lever, or FPC lever 4. /f7-The position of the lever l and the rpcv par 4 is detected by the position detector 3 and the lever lever position signal 8. and FPC and Δ-position 1i1sF are sent to the control unit 6.

In this control unit 6, the power lever 〇 position JTH0 at which the system can be switched from the ∆ power lever 1 to the FPC lever 4 when the power output is operated is stored and held in the storage device 11.

Further, a predetermined lower limit value ("%tn?, -") of the predetermined/warreper position corresponding to the engine power capable of producing a thrust coefficient that can secure the necessary stall angle of attack is stored in the storage device 1.

Part * FPC and z4-position detection mss to lt l S
In the signal conversion circuit 18, F is converted into a signal (ΔJTHc) corresponding to the engine power lever position based on the position JTH0 of the engine power lever.

This signal is divided into a first signal and a signal 112 at a branch point 15. The first signal is J
JTH from the subtractor 24 which receives THo and "Hmlh,
, 1, JTH (sent to switch 16 along with the 1 signal.

23 switch controllers, JTHo, ΔJTHc and "'
5nir+, JTHo+ΔJTH,≧”
When the condition of 'mln is satisfied #i, this switch 1
6 takes the 10th position so that #11 signal is selected.

If this is not the case, the switch 16 is set to position 2, and the signal "%In-"'O is selected, and is output from the control unit to the engine arm lever drive device 7 as the main warp lever drive signal Dp. . Then, the engine / 4 wares / snacks - drive load 7 digits are subtracted by subtraction tjk22, ΔJTH, -JTHff, 1 n+ JT
H.

After the signal and summer, switch 18 interlocks with switch 16.
Through, JTH0+ΔaTHc<JT)4FnIn
When the condition is satisfied, the KO signal is output to the first round of conversion. And & JTH0+ΔJTH, ≧−THIn
In the case of In, a zero signal is output from the edge compensation generator 21 to the signal conversion circuit 19.

The signal selected by this switch 18 is a signal corresponding to the engine power output drive signal, so it is sign-converted in the f-code conversion circuit 19, and further, the change in engine power K[i Spoiler drive signal Ds K that compensates for the upward development amount of the Swiss book that can exert the effect
converted and sent from the control unit 6 via the adder 39 to the stream 4.
It is output to the roller drive device 8.

By such control unit 6, jJ, by operation of FPC lever 4), the quantity of blue command r is 7 in ml.
#If the value is so high as to make /htl larger than the lower value -■-sum, that is, JTHo+AJTH@
<JTl(men), the driving amount of the OA machine from the JTH0 position is 'THmln -'TH
OK system @1re.

As a result), the amount of ``-THmIn'' will not be linearly moved due to the -THmIn position.On the other hand, the amount of command Δ-THC is limited by 1-'m1n---H0, and the amount of personnel THCTH □.A signal to drive the spoiler is output according to the size of TH0, and the spoiler moves upward ai.
related.

Next, the amount of /f power lever command due to FPCvIf operation results in a power lever parable.
If there is no need to lower n, that is, JTH0+Δ−THo
In the case of 〉I, the command amount Δ'THc becomes the same as that THnl 1 (H), and the spoiler drive signal line becomes zero.

In other words, as shown in Figure 1g7, even if the amount of FPC is reduced, the angle of attack of the armpit will not decrease too much at a predetermined point.

On the other hand, the output of the switch 16, that is, the engine power level/paddle position electric signal at s, is input to the differential delay circuit 2□5 of the control unit 30, which is the same as the control unit shown in the TGS diagram, and the function is generated. 1 position detector 3 is connected to the input device 270.
The output of the adder 2$ is inputted to the switch driving device 8 via the adder 29.

In this way, if you control the flight by switching to FPC and Do-4, the engine power during descent will not be reduced too much and the stall angle of attack will not be reduced too much, and by deploying the Su-4 plane upward, you will be able to control the flight. On the other hand, if the climb engine is maximized, the control engine 80 will work to bring the neutral position of the plane closer to the wing surface. You can make full use of the engine power's capabilities.

[Brief explanation of the drawing]

Figure 1 is a schematic perspective view of the 5TOLIC (5TOLIC), which has a high-lift device using the engine-arm arm, and a schematic cross-sectional view of its main wing. Figures 3 and 3 show the relationship between the attitude angle and the angle of attack α, respectively. Figures 3 and 3 show the schematic configuration of the flight control system for the 5TOL aircraft according to Akira. Figure 5 is a graph showing changes in the power lever and switch. Figure 6 shows the relationship between the lift coefficient CL of the thrust coefficient and the angle of attack α, and Figure 6 is a block diagram of nine embodiments of combinations with flight control devices that ensure the necessary stall angle of attack, and Figure 7. a is a graph showing changes in FPC lever, mother warp, and J/ira. 1. River Engine/Yawa Leper, 2. Engine, 3.
・・Engine・Dimension・Position detector, 4・Flight path 11161111 (Fpc) lever, 5・F
PC Reno-Dou - Position inspection tB@, 6, 30-・Control unit, 7...Engine A4 W~Lever drive device, 8・
...Swift drive device, 9...Main wing for Sfira 1w,
F...Franc f% 11°14...Storage device, 13
．． 19...Signal conversion circuit. 16.18-... Switch, 21... Edge signal generator, 23... Switch controller, 22.24... Subtractor, 25... Differential delay (b) path, 26... Signal conversion circuit, 27...Function generator, 28.29...Adder Patent applicant Science and Technology Agency Aerospace Technology Research Institute Nagaoka
Kawasaki Heavy Industries Co., Ltd.

Claims (1)

[Claims] (1) Equipped with a high-lift device that utilizes an engine/propeller, and in order to improve the rise characteristics of the flight path response due to the rise delay K of the engine/producer response, the flywheel is deployed upwards to the extent that it covers the upper surface of the wing. In short-range takeoff and landing aircraft that are designed to take the 9th position as the neutral position, there is a position detector that detects the position of the engine power lever, and a position detector that detects the position of the engine power lever. and a controller for controlling the Suiller drive device so that the Suiller neutral position is substantially flush with the upper surface of the wing when the ΔWareper is at the maximum output position by reducing the amount of upward expansion of the Suiller neutral position. My flight control device.