DE102016114576B4 - Aircraft with a mechanical primary flight control device and an electrical flight stabilization device - Google Patents

Abstract

Airplane (1) with - a main structure (2) comprising a fuselage (3) with a pilot's cabin (9), - an elevator, aileron and / or rudder (6, 7, 8) movably mounted on the main structure (2) - a control (10) in the pilot's cabin (9), which is movably mounted on the main structure (2) and via mechanical elements (11, 12) to the elevator, aileron and / or rudder (6, 7, 8) is coupled, and a flight stabilization device (16) which has an electric motor with a stator (20) mounted on the main structure (2) for adjusting the elevator, aileron and / or rudder (6, 7, 8), - wherein the electric motor has a rotor (21) fastened to one of the mechanical elements (11, 12) or integrated therein, characterized in that one of the mechanical elements (11, 12) has a control rod (14, 15) and the electric motor is a linear motor ( 18, 19) is.

Description

TECHNICAL FIELD OF THE INVENTION

The invention relates to an aircraft with a main structure comprising a fuselage with a pilot's cabin, with an elevator, aileron and / or rudder movably mounted on the main structure, with a control in the pilot's cabin that is movably mounted on the main structure and via mechanical Elements is coupled to the elevator, aileron and / or rudder, and with a flight stabilization device which has an electric motor with a stator mounted on the main structure for adjusting the elevator, aileron and / or rudder, the electric motor having one on one of the mechanical elements attached or integrated in runners.

In particular, the aircraft is a small aircraft, such as a glider or a gyrocopter. In such small aircraft, a purely mechanical coupling of the controls to the elevator, aileron and / or rudder to form a primary flight control of low complexity is common.

STATE OF THE ART

In known small aircraft with a flight stabilization device which have an electric motor for adjusting the elevator, aileron and / or rudder, the flight stabilization device has a high degree of authority, and the electric motor engages in the mechanical primary flight control via a transmission. A failure of the flight stabilization and / or the electric motor has to be compensated by the pilot using high control forces, or the flight stabilization device has to be deactivated by breaking predetermined breaking points. The installation of such a flight stabilization device is therefore complicated and its approval under aviation law is only possible with certified software. This means a considerable effort in the event of any changes to the flight stabilization device.

Known small aircraft such as, for example, non-motorized or only partially motorized gliders, do not have a flight stabilization device with an electric motor that intervenes in the mechanical primary flight control.

A helicopter with the features of the preamble of independent claim 1 is known from US 2009/0 317 252 A1. Here the electric motor has a rotor that is integrated into a lever, which deflects the direction of movement between two control rods, and a stator that is integrated into a pivot bearing of this lever.

From the DE 31 09 780 A1 a control device is known with a stationary part and a movable part carried thereby, which can be adjusted manually or automatically with respect to the stationary part. To carry out the automatic adjustment, a drive motor is provided which consists of two magnetically interacting components, one of which is assigned to the movable part and the other to the stationary part. A specific application of the control device is a thrust demand control device for an aircraft in which the magnetically interacting components of the drive motor enable an automatic movement of a throttle lever, for example under the control of an autopilot, this control being overridden by an operator, for example the pilot can. The drive motor can be a linear motor which has a stator and a rotor, which are each equipped with teeth that define the relative positions of minimal magnetic resistance between the stator and the rotor, a winding moving the rotor step-by-step between these positions.

The U.S. 4,516,063 A1 discloses a control device having an actuator coupled to an electric stepper motor. The stepping motor is controlled in order to exert forces on the actuating element, for example opposing forces which counteract an actuation of the actuating element. The electric stepper motor is a linear stepper motor that acts on a rod coupled to the actuating element. The actuation element is an accelerator pedal or a thrust control lever, the electric stepper motor being controlled by an autopilot.

OBJECT OF THE INVENTION

The invention is based on the object of providing an aircraft with the features of the type described at the outset, in particular a small aircraft, in which the flight stabilization device is associated with the lowest possible requirements for flight approval, for example in order to modify software of the flight stabilization device without renewed certification of the software and to be able to test the aviation law approval of the flight stabilization device based on this.

SOLUTION

The object of the invention is achieved by an aircraft with the features of claim 1; preferred embodiments of the aircraft according to the invention are defined in the dependent claims.

DESCRIPTION OF THE INVENTION

In an aircraft according to the invention with a main structure comprising a fuselage with a pilot's cabin, with an elevator, aileron and / or rudder movably mounted on the main structure, with a control in the pilot's cabin that is movably mounted on the main structure and via mechanical elements to the Elevator, aileron and / or rudder is coupled, and with a flight stabilization device which has an electric motor with a stator mounted on the main structure for adjusting the elevator, aileron and / or rudder, the electric motor has one on one of the mechanical elements attached or integrated runners. This means that the rotor of the electric motor is fixed to one of the mechanical elements that mechanically couple the rudder to the elevator, aileron and / or rudder. One of the mechanical elements to which the runner is attached or into which the runner is integrated is a control rod, and the electric motor is a linear motor that can be controlled by the flight stabilization device for linear displacement of the control rod.

In the new aircraft, failure of the flight stabilization device, because, for example, an accumulator provided to supply it no longer supplies sufficient voltage, does not impair the primary flight control. Rather, only the intervention of the flight stabilization device in the primary flight control is omitted. This applies in particular if the electric motor is designed to be brushless and free of cogging torque, so that the currentless (and not short-circuited) electric motor does not oppose any forces to the movement of one of the mechanical elements and thus to the actuation of the primary flight control via the control.

In the event of malfunctions of the flight stabilization device, it can be easily operated by a pilot of the aircraft if the electric motor is sensibly designed. H. can be overridden without overcoming greater forces. A sensible design of the electric motor means that it can move the mechanical element to which its rotor is attached or into which its rotor is integrated when the aircraft is in operation. To do this, the electric motor only needs to be able to generate as high forces as the pilot can apply and the pilot can overcome accordingly.

Overall, in the aircraft according to the invention, the flight stabilization device supplements the primary flight control without, however, changing its basic structure and function. This means that only limited requirements have to be met for licensing under the aviation law.

It goes without saying that the flight stabilization device of the aircraft according to the invention typically not only has a single electric motor, but rather one or more electric motors for each rudder, which is controlled independently by the flight stabilization device, whose rotor is attached to a mechanical element or in the mechanical element is / are integrated, which mechanically couples the rudder to the respective rudder. However, the invention will continue to be described with reference to only one electric motor.

The electric motor can be a stepping motor, so that the stabilization device can move the rotor of the electric motor into a specific position relative to its stator and thus the respective rudder into a specific position. As an alternative or in addition, for this purpose the electric motor can have a position sensor for a current position of its rotor in relation to its stator. Such a sensor can for example comprise a Hall probe or a light source and a photo sensor.

With the help of the position sensor for the current position of the rotor relative to the stator of the electric motor, control inputs from the pilot of the aircraft can also be recorded and monitored and / or logged in the sense of a flight recorder without the electric motor having to introduce forces.

A guide for the electric motor between the rotor and the stator can be provided as a necessary guide for one of the mechanical elements relative to the main structure. This means that the linear motor replaces a linear guide for the control rod. This is completely uncritical for the primary flight control in the event of failure of the flight stabilization device, because the mechanical guidance of the electric motor between its rotor and its stator is independent of its energization.

It has proven to be a particular advantage of the aircraft according to the invention that the electric motor can easily be arranged in a cavity of the main structure which is located outside the pilot's cabin in the fuselage and in which the mechanical element to which its rotor is attached or into which its rotor is integrated is arranged, d. H. through which, for example, the corresponding control rod runs. Suitable cavities for this purpose are free in many small aircraft and accordingly available for the arrangement of the electric motor.

The flight stabilization device can, for example, have an autopilot operating mode in which it completely takes over the primary flight control of the aircraft, provided the pilot of the aircraft does not deflect the control differently. With of the flight stabilization device, settings of the primary flight control selected by the pilot can also be fixed, ie the control for the selected setting of the primary flight control device can be made force-free. It is also possible to use the flight stabilization device to give the pilot recommendations for changing the setting of the primary flight control.

In the autopilot operating mode of the flight stabilization device, the flight stabilization device can also be provided, for example, to fly the aircraft to a specific point with a minimum amount of electrical energy that is still available. This applies in particular to small aircraft with an electric auxiliary engine.

Furthermore, the flight stabilization device can be connected to an anti-collision warning system of the aircraft and control the electric motor in the event of an impending collision in order to avoid the collision and / or to warn of the collision. In this way, the pilot can be given haptic signals that indicate the impending collision. The haptic signals can indicate how the pilot should adjust the primary flight control in order to avoid the collision.

Furthermore, with the aid of the flight stabilization device, certain flight conditions of the aircraft can be set in a defined manner for its technical flight testing.

Advantageous further developments of the invention emerge from the patent claims, the description and the drawings. The advantages of features and of combinations of several features mentioned in the description are merely exemplary and can come into effect alternatively or cumulatively without the advantages necessarily having to be achieved by embodiments according to the invention. Without changing the subject matter of the appended claims, the following applies with regard to the disclosure content of the original application documents and the patent: Further features can be found in the drawings - in particular the illustrated geometries and the relative dimensions of several components to one another as well as their relative arrangement and operative connection. The combination of features of different embodiments of the invention or of features of different patent claims is also possible, deviating from the selected back-references of the patent claims, and is hereby suggested. This also applies to features that are shown in separate drawings or mentioned in their description. These features can also be combined with features of different patent claims. Features listed in the patent claims for further embodiments of the invention can also be omitted.

The number of features mentioned in the claims and the description are to be understood in such a way that precisely this number or a greater number than the number mentioned is present without the need for an explicit use of the adverb “at least”. So when we talk about an electric motor, for example, this is to be understood in such a way that there is exactly one electric motor, two electric motors or more electric motors. These characteristics can be supplemented by other characteristics or be the only characteristics that make up the product in question.

The reference signs contained in the claims do not restrict the scope of the subject matter protected by the claims. They only serve the purpose of making the claims easier to understand.

Figure list

• 1 zeigt ein erfindungsgemäßes Segelflugzeug in einer Seitenansicht.
• 2 zeigt Teile einer primären Flugsteuerung des erfindungsgemäßen Segelflugzeugs gemäß 1.
• 3 zeigt ein Detail einer alternativen Ausführungsform der primären Flugsteuerung gemäß 2.

In the following, the invention is further explained and described with reference to preferred exemplary embodiments shown in the figures.

• 1 shows a glider according to the invention in a side view.
• 2 shows parts of a primary flight control of the glider according to the invention according to FIG 1 .
• 3 FIG. 13 shows a detail of an alternative embodiment of the primary flight controller according to FIG 2 .

FIGURE DESCRIPTION

This in 1 depicted glider 1 has a main structure 2 with a fuselage 3 , Hydrofoils 4th and a tail unit 5 on. On the wings 4th are ailerons 6th movably mounted. At the tail unit 5 are elevators 7th and is a rudder 8th movably mounted. In the trunk 3 is a pilot's cabin 9 arranged. In the pilot's cabin 9 there is a tax 10 to operate the oars 6th to 8th . The steering 10 is at the main structure 2 movably mounted and attached to the rudder via mechanical elements 6th to 8th coupled. So shows the glider 1 like other small aircraft, a purely mechanical primary flight control.

2 shows the mechanical elements 11 who are taking the wheel 10 to the aileron 6th couple, and the mechanical elements 12th who are taking the wheel 10 to the elevator 7th according to 1 couple. Mechanical elements are also shown 13th to control additional flaps on the wings 4th according to 1 . The mechanical elements for controlling the rudder are not shown 8th according to 1 . These mechanical elements may differ from those in 2 mechanical elements shown, which exclusively include control rods and pivot levers, also include pull cables.

On individual mechanical elements 11 and 12th , specifically two control rods 14th and 15th a flight stabilization device engages 16 by controlling linear motors 18th and 19th with control signals 17th at. The linear motor 18th shows one rigidly at the main structure 2 mounted stator 20th on. On the other hand, his runner is 21 on the control rod 14th fixed in linear guides 22nd opposite the main structure 2 is led. The stator 20th of the linear motor 19th is around a transverse axis 23 movable on the main structure 2 stored. His runner 21 is on the control rod 15th attached, which here is not directly linear to the main structure 2 and one on the main structure 2 stored trimming device 24 attacks. The trim device 24 but can also be done by the linear motor 19th and its control by the flight stabilization device 16 be replaced.

If the stabilization device fails 16 with the linear motors 18th and 19th the primary flight controller behaves as if the stabilization device 16 would not exist. With a functioning stabilization device 16 can this the aileron 6th and the elevator 7th to adjust. However, these settings can be made by the pilot via the steering wheel 10 can easily be overdriven.

3 illustrates an embodiment of the aircraft according to the invention in which the runner 21 of the linear motor 18th into the control rod 14th is integrated. The inherent linear guide of the linear motor takes over 18th the function of one of the linear guides 22nd opposite the main structure 2 . Furthermore, in 3 the formation of cooling fins 25th on the stator 20th shown.

List of reference symbols

1

Glider

2

Main structure

3

hull

4th

Hydrofoil

5

Tail unit

6th

Ailerons

7th

Elevator

8th

Rudder

9

Pilot cabin

10

tax

11

Mechanical elements

12th

Mechanical elements

13th

Mechanical elements

14th

Control rod

15th

Control rod

16

Stabilizing device

17th

Control signal

18th

Linear motor

19th

Linear motor

20th

stator

21

runner

22nd

Linear guide

23

Transverse axis

24

Trim device

25th

Cooling fin

Claims (9)

Airplane (1) with - a main structure (2) comprising a fuselage (3) with a pilot's cabin (9), - an elevator, aileron and / or rudder (6, 7, 8) movably mounted on the main structure (2) - A control (10) in the pilot's cabin (9), which is movably mounted on the main structure (2) and via mechanical elements (11, 12) to the elevator, aileron and / or rudder (6, 7, 8) is coupled, and - a flight stabilization device (16) which has an electric motor with a stator (20) mounted on the main structure (2) for adjusting the elevator, aileron and / or rudder (6, 7, 8), - wherein the electric motor has a rotor (21) fastened to one of the mechanical elements (11, 12) or integrated therein, characterized in that one of the mechanical elements (11, 12) has a control rod (14, 15) and the electric motor is a linear motor ( 18, 19) is. Airplane (1) after Claim 1 , characterized in that the electric motor is brushless and / or free of cogging torque. Airplane (1) after Claim 1 or 2 , characterized in that the electric motor is a stepper motor. Aircraft (1) according to one of the preceding claims, characterized in that the electric motor has a position sensor for a current Has position of the rotor (21) relative to the stator (20). Aircraft (1) according to one of the preceding claims, characterized in that a guide for the electric motor between the rotor (21) and the stator (20) is provided as a necessary guide for one of the mechanical elements (11, 12) relative to the main structure (2) is. Aircraft (1) according to one of the preceding claims, characterized in that the stator (20) of the electric motor is attached to the main structure (2). Aircraft (1) according to one of the preceding claims, characterized in that the electric motor is arranged outside the pilot's cabin (9) in a cavity in the main structure (2). Aircraft (1) according to one of the preceding claims, characterized in that the flight stabilization device (16) has an autopilot operating mode. Aircraft (1) according to one of the preceding claims, characterized in that the flight stabilization device (16) is connected to an anti-collision warning system of the aircraft (1) and controls the electric motor in the event of an impending collision in order to avoid the collision and / or to warn of the collision .

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