DE2250219C2

DE2250219C2 - Flight controller for regulating the position and the aerodynamic flow state of aircraft

Info

Publication number: DE2250219C2
Application number: DE2250219A
Authority: DE
Inventors: Günther Dipl.-Ing.Dr. 7770 Überlingen Schänzer
Original assignee: Bodenseewerk Geratetechnik GmbH
Current assignee: Bodenseewerk Geratetechnik GmbH
Priority date: 1972-10-13
Filing date: 1972-10-13
Publication date: 1983-02-03
Also published as: DE2250219A1

Description

Erfindung ausgebildeten integrierten Flugreglers.Invention trained integrated flight controller.

Der Flugregler nach der Erfindung enthält einen Ansfellwinkelmeßgebef 10, Beschleunigungsmesser Tür Längsbeschleunigung i) und Verlikalbeschleühigurig /i, welche durch den Block 12 dargestellt sind, einen Wendekreisel 14 zur Messung der Nickwinkelgeschwindigkeit sowie einen Höhenmesser 16. Der gemessene Anstellwinkel wird bei 18 mit einem Sollwert ä_s„„ Von einem Sollwertgeber20 verglichen ündeinRegelabwei- |chüngssignal Aa gebildet. Entsprechend wird das *;Höhehmessersignal Λ mit ethern Sollwert h_soli von einem Sollwertgeber 22 im Punkte 24 verglichen und es wird ein Höhen-Regelabweichungssignal Ah gebildet. Es sind weiterhin drei Stellmotor vorgesehen, nämlich ein Schub-Stellmotor 26. durch welchen eine Ver-Stellung der Gasdrossel erfolgt, ein Höhenruderstellmotor 28 zur Verstellung des Höhenruders und ein Spoilerstellmotor 30, durch welchen ein Spoiler der Tragfläche verstellt wird, der den direkten \uftrieb beeinflußt. Dem Höhenruderstellmotor 28 ist ein Rechner 32 vorgeschaltet, der von einem Staudrucksignal beaufschlagt ist und eine Division durch den Staudruck vornimmt. Hierdurch soll die mit erhöhtem Staudruck (erhöhter Fluggeschwindigkeit) vergrößerte Ruderwirksamkeit des Höhenruder berücksichtigt werden. Dem Spoiler-Stellmotor ist ein Hochpaßfilter 34 vorgeschaltet. Da Spoiler oder Auftriebsklappen nur in einem vorgegebenen Arbeitsbereich arbeiten sollen und nur zwei Führungsgrößen (a„„, h,„_n) vorliegen, muß der stationäre Zustand aller Signale zur direkten Auftriebsregelung über ein Hochpaßfilter 34 eliminiert werden. Der Ausgang des Höhenruderstellmotors 28 ist n. Aus den Meßgrößen Aa, ii, Λ, ω_} und Ah werden eine Reihe Zustandsvariable gebildet. Dies geschieht mittels eines »Pseudobeobachters«, der generell mit 34 bezeichnet ist. Diesem Pseudobeobachter 34 wird an einem Eingang 36 außerdem der Ausgang des Höhenruder-Stellmotors 28 in Gestalt eines Signals η aufgeschaltet. Die von dem Pseudobeobachter 34 gelieferten Zustandsvariablen sind folgende:The flight controller according to the invention contains a Ansfellwinkelmeßgebef 10, accelerometer door longitudinal acceleration i) and Verlikalbeschleühigurig / i, which are represented by the block 12, a rate gyro 14 for measuring the pitch angle speed and an altimeter 16. The measured angle of attack is at 18 with a target value Ä _s "" Compared by a setpoint generator 20 and formed into a control deviation signal Aa. Correspondingly, the *; altitude meter signal Λ is compared with the ethern setpoint h _soli by a setpoint generator 22 at point 24 and an altitude control deviation signal Ah is formed. There are also three servomotors provided, namely a thrust servomotor 26, which adjusts the gas throttle, an elevator servomotor 28 for adjusting the elevator and a spoiler servomotor 30, by which a spoiler of the wing is adjusted, which drives the direct lift influenced. A computer 32 is connected upstream of the elevator servomotor 28, which is acted upon by a dynamic pressure signal and divides by the dynamic pressure. This is intended to take into account the increased rudder effectiveness of the elevator with increased dynamic pressure (increased airspeed). A high-pass filter 34 is connected upstream of the spoiler servomotor. Since spoilers or lift flaps should only work in a given working area and only two reference variables (a "", h, " _n ) are present, the steady state of all signals for direct lift control must be eliminated via a high-pass filter 34. The output of the elevator servomotor 28 is n. A number of state variables are formed from the measured variables Aa, ii, Λ, ω _} and Ah. This is done by means of a “pseudo observer”, generally designated 34. The output of the elevator servomotor 28 in the form of a signal η is also connected to this pseudo-observer 34 at an input 36. The state variables supplied by the pseudo observer 34 are as follows:

likalbeschieunigur.g h und zum anderen aus dem im Punkt 24 gebildeten Höhen-Regelabweichungssignal A lh Diese beiden Signale werden über zueinander komplementäre Filter 48 bzw. 50 im Punkt 52 miteinander verknüpft,- und zwar nach folgender Beziehung:likalbeschieunigur.g h and on the other hand from the height control deviation signal A lh formed in point 24. These two signals are linked to one another via mutually complementary filters 48 and 50 at point 52, according to the following relationship:

1 + 751 + 75

Ah + KsAh + Ks

t+Ks*t + Ks *

- A h - A h

I+ Ts
Mit K = T wird I + Ts
With K = T becomes

l+7il + 7i

I+Ks \ + Ts I + Ks \ + Ts

20 (h)20 (h)

■40■ 40

(a) Die Regelabweichung A α des Anstellwinkels, die im Punkte 18 durch Differenzbildung aus dem Sollwert a_s0„ und dem gemessenen Anstellwinkel a gebildet wird.(a) The control deviation A α of the angle of attack, which is formed in point 18 by _{calculating the} difference between the nominal value a s0 " and the measured angle of attack a .

Cb) Das Integral der Anstellwinkel-Regelabweichung \Aadt, welches aus dem im Punkt 18 gebildeten Wert von A α mittels eines reinen Integrators 38 gebildet wird.Cb) The integral of the angle of attack control deviation \ Aadt, which is formed from the value of A α formed in point 18 by means of a pure integrator 38.

Cc) Die Flugzeuggeschwindigkeit u. Diese wird aus so der Längsbeschleunigung ti mittels einer Pseudointegration über ein Hochpaßfilter 40 und ein Tiefpaßfilter 42 mit Elimination des stationären Endwertes gewonnen.Cc) The aircraft velocity u. This is so derived from the longitudinal acceleration ti by means of a pseudo-integration via a high pass filter 40 and a low pass filter 42 with elimination of the stationary final value.

Cd) Die Zeitableitung der Fluggeschwindigkeit Diese wird aus der von dem Beschleunigungsmesser 12 gelieferten Längsbeschleunigung bei Elimination des stationären Endwertes über das Hochpaßfilter 40 gewonnen.Cd) The time derivative of the airspeed. This is derived from that of the accelerometer 12 delivered longitudinal acceleration with elimination of the stationary final value via the high-pass filter 40 won.

Ce) Die Winkelbeschleunigung um die Nickachse 6>_r Diese wird aus dem Winkelgeschwindigkeitssignal (Bj, des Wendekreisels 14 durch Pseudodifferentiation mittels eines Hochpaßfilters 44 gewonnen.Ce) The angular acceleration about the pitch axis 6> _r This is obtained from the angular velocity signal (Bj, of the rate gyro 14 by pseudodifferentiation by means of a high-pass filter 44.

Cf) Der Nickwinkel d. Dieser wird ebenfalls aus dem Winkelgeschwindigkeitssignal m_y durch Pseudointegratioii über ein riiter 46 abgeleitetCf) The pitch angle d. This is also derived from the angular velocity signal m _y by pseudointegration via a riter 46

Cg) Die Vertikalgeschwindigkeit h. Diese wird auf zweifache Weise gewonnen, nämlich aus der Ver- Ii =sAh. Cg) The vertical speed h. This is obtained in two ways, namely from the verse Ii = sAh.

Es wird auf diese Weise der Einfluß des Rauschens auf das /i-Signal vermindert. Die Höhenrftgelabweichung wird direkt im Punkt 24 aus der vom Höhenmesser 16 gemessenen Höhe h und der vom Sollwertgeber 22 gelieferten Sollhöhe h_s0„ durch Differenzbildung gebildet. Das Zeitintegral der Höhenregelabweichung JAIi dt wird aus dem Signal Ah im Punkte 24 durch reine Integration mittels des Integrators 54 gewonnen.In this way, the influence of the noise on the / i signal is reduced. The altitude deviation is formed directly at point 24 from the altitude h measured by the altimeter 16 and the setpoint altitude h s0 " supplied by the setpoint _{generator 22 by forming the} difference. The time integral of the height control deviation JAIi dt is obtained from the signal Ah at point 24 by pure integration by means of the integrator 54.

Aus dem Ausgangssignal d des Höhenruder-Stellmotors 28, welches dem Pseudobeobachter 34 über den Eingang 36 zugefiihrt wird, werden mittels einer das Verhalten des Höhenruders nachbildenden Modellstrecke 56 der Ruderausschlag d und dessen Zeitableitung S gebildet.From the output signal d of the elevator servomotor 28, which is fed to the pseudo-observer 34 via the input 36, the rudder deflection d and its time derivative S are formed by means of a model section 56 simulating the behavior of the elevator.

Das Höhenrudermodell kann beispielsweise als Schwinger zweiter Ordnung ausgebildet sein, der durch Hintereinanderschaltung zweier Tiefpaßfilter 58 und 60 mit entsprechender Rückführung gebildet wird, wobei das Signal für den Höhenruderausschlag η am Ausgang des Filters 60 und das Signal für die Höhenruder-Laufgeschwindigkeit ή zwischen den Filtern 58 und 60 abgegriffen wird. Es ergibt sich dann folgende Beziehung:The elevator model can, for example, be designed as a second-order transducer, which is formed by connecting two low-pass filters 58 and 60 in series with corresponding feedback, the signal for the elevator deflection η at the output of the filter 60 and the signal for the elevator running speed ή between the filters 58 and 60 is tapped. The following relationship then results:

η = η =

ή = Höhenruderausschlag
η = Ausgang des Höhenruder-Stellmotors D = Dämpfung des Höhenrudersystems ώο= Eigenfrequenz des Höhenrudersystems ή = elevator deflection
η = output of the elevator servomotor D = damping of the elevator system ώο = natural frequency of the elevator system

Die so erhaltenen 12 Zustandsvariablen werden linear auf die Stellmotore mit Verstärkungsfaktoren k_ty zurückgeführt Dabei erfolgt eine Rückführung der Zustandsvariablen η und n, also des Höhenruderausschlages und der Höhenruderlaufgeschwindigkeit, sowie der Anstellwinkel-Regelabweichung Aa und deren Integral unmittelbar auf den Eingang des Höhenruder-Stellmotors 28. Höhenruderausschlag und Höhenruderlaufgeschwindigkeit sind nur auf den Höhenruder-Stellmotor 28 zurückgeführt Die übrigen Zustandsvariablen sind sämtlich auf sämtliche Stellmotore 26,28,30 rückgefuhrtund zwar im Falle des Höhenruder-Stellmotors auf den Eingang des vorgeschalteten Rechners 32 und im Falle des Spoiler-Stellmotors aufThe 12 state variables obtained in this way are fed back linearly to the servomotors with gain factors k _t y . The state variables η and n, i.e. the elevator deflection and the elevator speed, as well as the angle of attack control deviation Aa and its integral, are fed back directly to the input of the elevator servomotor 28. Elevator deflection and elevator travel speed are only traced back to the elevator servomotor 28 The other state variables are all traced back to all servomotors 26,28,30 and in the case of the elevator servomotor to the input of the upstream computer 32 and in the case of the spoiler servomotor to

230 265/52230 265/52

1010

den Eingang des vorgeschalteten Filters 34,the input of the upstream filter 34,

Die Verstärkungsfaktoren für die Aufschaltung der einzelnen regeltechnischen Züstandsvariablen auf die verschiedenen Stellmotore ergibt sich aus der nächste^ henderi Rückführmatrix.The gain factors for the connection of the individual control-related condition variables to the different servomotors results from the next ^ henderi feedback matrix.

RückführmatrixFeedback matrix Zustand
Aa ί Aa State
Aa ί Aa Ku
K₂.₂
Kl.2
0 Ku
K ₂ . ₂
Class 2
0 titi MM. OyOy ω_τ ω _τ (9(9 hH AhAh iAhiAh /I/ I titi StellmotorServomotor Ku
K₂A
K₃.,
0 Ku
K ₂ A
K _3. ,
0 Ku
K₁J
0
*u Ku
K ₁ y
0
* u ^M,4
Ku
0
K, s ^ M, 4
Ku
0
K, s K\.s
K₂._s
0 K \ .s
K ₂ . _s
0 Ku
K₂.6
0
A', 6 Ku
K ₂ .6
0
A ', 6 A-,,7
^2.7
0
A-,,A - ,, 7
^ 2.7
0
A- ,, K₁
K₂
0
K, K ₁
K ₂
0
K, .8 ΑΊ,ζ,
.8 -^2.9
0
.8 K₃ ,9.8 ΑΊ, ζ,
.8 - ^ 2.9
0
.8 K ₃ , 9 ΑΊ,ιο
•^2,10
O
^3.IOΑΊ, ιο
• ^ 2.10
O
^ 3.IO O
O
K₃..
OO
O
K ₃ ..
O OO
OO
ι ΑΓ3.12ι ΑΓ3.12
OO Schub
Spoiler
Höhenruder (direkt)
Staudruck angepaßtthrust
spoiler
Elevator (direct)
Adapted back pressure

Die verschiedenen Züstandsvariablen bei der beschriebenen Ausführungsform der Effindurig werden auf verschiedene Weise gewonnen: Einige werdenThe various condition variables in the described embodiment of the Effindurig won in different ways: some will

AttmVt rlirolrt« ΧΛβοοιιηη frpumnnpn rtoc cinH Λ /y λι νί 7) AttmVt rlirolrt «ΧΛβοοιιηη frpumnnpn rtoc cinH Λ / y λι νί 7)

Andere Größen werden durch Filterung aus den gemessenen Größen hergeleitet (Beobachtungsfilter). Das sind beispielsweise die Integrale \Aadt und \Ahdt öder die Nickbeschleunigung oder der Nickwinkel. Andere Zustandsvariable werden durch eine Modell- * dchbildung gewonnen, welche z. B. das Verhalten des löhenruders modellmäßig simuliert.
Im vorliegenden Falle ist die Auswahl der verwendeten Züstandsvariablen so getroffen, daßOther quantities are derived from the measured quantities by filtering (observation filter). These are, for example, the integrals \ Aadt and \ Ahdt or the pitching acceleration or the pitching angle. Other state variables are obtained through a model * dchbildung, which z. B. simulates the behavior of the Löhenruders model.
In the present case, the selection of the condition variables used is made so that

9. eine frequenzmäßige Arbeitsteilung der verschiedenen Stellgrößen9. a frequency-based division of labor for the various manipulated variables

2ü gewährleistet ist. Diese Gesichtspunkte lassen sich mit der vorliegenden Kombination von Züstandsvariablen hinreichend berücksichtigen. Redundanz der Züstandsvariablen bedeutet dabei, daß bestimmte Einflüsse mehrfach berücksichtigt sind, so daß auch bei Störun- 2ü is guaranteed. These aspects can be adequately taken into account with the present combination of condition variables. Redundancy of the condition variables means that certain influences are taken into account more than once, so that even in the event of malfunctions

gen in einem Kanal immer noch eine Berücksichtigung dieses Einflusses in der Regelung erfolgt. Bei hochfrequenten Vorgängen gilt beispielsweiseThis influence is still taken into account in the control in a channel. At high frequency For example, operations

1. eine präzise Führung der Flugbahn,1. precise guidance of the flight path,

2. eine präzise Regelung des aerodynamischen Strömungszustandes, 2. precise regulation of the aerodynamic flow condition,

3. eine gute Stabilität,3. good stability,

4. eine gute Böenunterdrückung (in Flugbahn, Aerodynamik und Schub),4. Good gust suppression (in flight path, aerodynamics and thrust),

5. eine Elimination des Schwenvindeinflusses,5. an elimination of the Schwenvind influence,

6. eine einfache Realisierung der Züstandsvariablen, :7. eine weitgehende Redundanz,6. a simple implementation of the condition variables, : 7. extensive redundancy,

.8. eine Parameterunempfindlichkeit über einen weiten Flugbereich und.8th. a parameter insensitivity over a wide area Flight area and

Da sowohl η am Ausgang des Höhenrudermodelles 56 als auch ω_} beobachtet werden, erfolgt auf diese Weise eine redundante Beobachtung von n, was zu einer Erhöhung der Parameter-Unempfindlichkeit führt.Since both η at the output of the elevator model 56 and ω _{} are} observed, a redundant observation of n takes place in this way, which leads to an increase in the parameter insensitivity.

Der Nickwinkel d kann als redundante Zustandsvariable auch gebildet werden aus dem gemessenen Anstellwinkel α und den gewonnenen Zustandsgrößen h und μ nach der BeziehungThe pitch angle d can also be formed as a redundant state variable from the measured angle of attack α and the state variables h and μ obtained according to the relationship

Hierzu 1 Blatt Zeichnungen1 sheet of drawings

Claims

Patent claims:

1. Flight controller for regulating the position and the aerodynamic flow state of an aircraft, containing:

(a) Devices for generating signals in accordance with state variables of the aircraft, namely _IQ

(a,) a position measuring device for generating an aircraft position signal in accordance with the position of the aircraft,

(a ₂ ) a flow condition meter for generating a flow condition signal r. depending on the aerodynamic flow condition of the aircraft,

(a ₃ ) a position setpoint generator for generating a position setpoint signal in accordance with the commanded position of the gear,

(a ₄ ) a flow supplementary zero value transmitter for generating a flow condition setpoint signal in accordance with the commanded aerodynamic flow condition of the aircraft,

(a ₅ ) a position corrector for comparing the aircraft position signal with the position setpoint signal and for generating a position deviation signal.

(a ₆ ) ei: en flow condition comparator for comparing the St'-Smungsstatussignal with the flow condition setpoint signal and for generating a flow condition deviation signal, and

(a ₇ ) at least one measuring device for a flight-mechanical parameter and for generating a signal according to this flight-mechanical parameter,

(b) a thrust actuator with an input through which the aircraft thrust as required of the signal at the input of the thrust actuator can be changed and

(c) a control surface servomotor with an input through which the deflection of a Control surface can be changed according to the signal at the input of the control surface servomotor is,

marked by

(E) a circuit arrangement (35) which with said devices (10,12,14,16) and the Thrust actuator (26) and control surfaces servomotor (28) is connected and through which on each of the inputs (1; 3a, 36) a linear combination of signals from a plurality of Signals can be switched on, each of which represents a state variable of the aircraft, being this plurality of signals

(et) the position deviation signal (A / 1),
(e ₂ ) the flow condition deviation indicator

gnal (A a),
(ej) the time integral of the position deviation

signal (JA h d /) *
(e.,) the time integral of the flow state * deviation signal (JA α dl) and

4040

4545

5050

5555

60 (e ₅ ) a signal in accordance with the vertical speed (Λ) of the aircraft

contains, and

(f) the circuit arrangement (35) contains at least one of each of the following circuit means:

(f |) a direct connection which the direct connection of a measured additional variable as one of the said Multiple numbers of signals are permitted and

(f,) a filter (e.g. 38) to which one of the measured state variables can be switched on and which of them is a different one State variable generated as one of said plurality of signals aul the inputs can be switched on.

2. Flight controller according to claim 1, characterized in that the signal-generating devices Farther

(a ₈ ) contain a model line (56) which is connected to the output of the control surface servomotor and supplies a feedback signal which reproduces the position of the control surface under the influence of the actuation of the control surface servomotor.

3. Flight controller according to claim 1 or 2, characterized in that the signal-generating devices

(a ₉ ) contain a first device (12, 48) for generating a first state variable signal (/;) in accordance with a first state variable, and

(a _I0 ) a first combination of

(a _1O i) a device for the direct measurement of a second state variable and for the generation of a second state variable signal (Ah) in accordance with the same, as well as

(3,02) of a first filter (5 ^) to which the second state variable signal (Ah) can be switched and which supplies a third state variable signal which also reproduces the first state variable (h) and represents a signal from said plurality of signals,

two signals representing said first state variable redundantly from two sources of different types.

4. flight controller according to claim 3, characterized in that the device for generating the first state variable signal contains a second combination of

(a ₉ |) a device (12) for direct measurement of a fourth state variable and for generating a fourth state variable signal (h) in accordance with the same and

(a ₉₂ ) of a second filter (48), to which the fourth state variable signal (h) can be switched and which generates the first Züsfands-variable signal (//) therefrom.

5. flight controller according to claim 4, characterized in that

(a) the device for direct measurement of the two th state variables an acceleration

knife (12) for measuring the Ycrtikaiba acceleration and for generating a vertical acceleration signal (Λ),
the first filter (48) for pseudo integration

1 + TjS

of the vertical acceleration signal (Λ) set up i «t, ίο the device for direct measurement of the fourth state variable is an altimeter (16) for measuring the aircraft altitude and for generating an altitude signal and
the second filter (50) for pseudodifferentiation

f_5U

2020th

the altitude signal (Λ) is set up,

wherein said first state variable is vertical speed is.

6. flight controller according to claim 3, characterized in that ₂ _

(a) the means for generating the first state variable signal

Ca ₁ ) contains a device (10) for measuring the angle of attack of the aircraft and for generating an angle of attack signal (a) and

(a ₂ ) a device (12,16,48,50) for generating a signal in accordance with the vertical speed (Λ) of the aircraft and

(a;) a device for linearly combining the signals at least approximately according to the relationship

3030th

3535

4040

where u is the airspeed.

(b) the device for direct measurement of the second state variable is a rate gyro (14) for measuring the pitching speed indigency and for generating a pitch rate signal (<5) is, and

(c) the first filter (46) is set up for pseudo-integration of the pitch rate signal,

whereby two pitch angle signals are generated redundantly.

7. flight controller according to claim 1, characterized in that

(a) the means for generating the state variable signals

(a,) an accelerometer (12) for generating an accelerometer signal and

(A ₂ ) contain a rate gyro (14) for generating an angular velocity signal and

the circuit arrangement (35) on the one hand with the accelerometer (12) and the Turning gyro (14) and on the other hand both with

6060

65 the thrust plate (26) as well as with the control surface servomotor (28) for controlling all servomotors depending on all signals the accelerometer (12) and the rate gyro (14) is connected

8. flight controller according to claim 2 and 6, characterized in that

(A) with the circuit arrangement (35) the input (36) of an angular velocity control device (32) is connected, which is an output signal for the control surface servomotor (28) delivers,

(b) a dynamic pressure meter (33) is connected to the angular velocity control device (32), from which a dynamic pressure signal can be switched to the angular velocity control device (32) so that the signals received at the input (3b) with a transfer function ( - J which takes account of the increased rudder effectiveness with increasing dynamic pressure, and

(c) the feedback signals (n, h) from the model route (56), as well as the flow state deviation signal (A a) and the Zeiu'ntegral K <Δα at) of the same are connected directly to the control surface servomotor (28), while all other signals are switched to the control surface servomotor via the angular velocity control device (32).

9. flight controller according to claim 7 or 8, characterized in that the circuit arrangement (35) The pseudo observer (34) contains the following signals from the signals from the measuring transducers (10, 12, 14, 16) for use in controlling the thrust actuator and the control surface servomotor generates:

Deviation (A a) of the aerodynamic flow condition (angle of attack a) through direct measurement and difference formation with a nominal value,

Integral (. ' A α dt) of the deviation of the aerodynamic flow state through strict integration (- j of the deviation (Aa).

Speed (u) by measuring the longitudinal acceleration (ti) of the aircraft by means of a longitudinal accelerometer (12) and by pseudo-integration of the same with elimination of the stationary end value by means of a high-pass filter (40)

ZLZL

where the longitudinal acceleration (ti) is by a

. (42) ürid integrates that

( I high pass filter
(40) eliminated the stationary Ehdwerl,

(d)

(e)(e)

(0

(G)

(H)

(i)(i)

Ü)Ü)

the time derivative of the speed (//) from the longitudinal acceleration (//) in the case of elimination the stationary end value by means of a high-pass filter (40),

the angular acceleration (ώ ,.) around the pitch axis (y) by measuring the angular velocity (ω _τ ) by means of a rate gyro (14) and pseudodifferentiation by a high-pass filter (44)

ok

1 + W "

the angular velocity (ω _ν ) around the pitch axis by direct measurement using a rate gyro (14),
the pitch angle (d) through pseudointegration

\ I + UsJ

the angular velocity,
the vertical speed (/ i) through complementary filters (48, 50)

2525th

on the one hand by measuring the vertical acceleration (Ä) by means of a vertical base accelerometer (12) and pseudointegration of the same and on the other hand from the height deviation (Ah) by pseudodiiTerentiation by means of a high-pass filter (50), the height deviation (Ah) by direct height measurement by means of an altimeter (16) and difference formation with a setpoint, as well
Time integral of the height deviation (A h) through

strict integration! - J of the latter determined will.

4545

The invention relates to a flight controller according to the preamble of claim 1.

In conventional flight controllers there are separate control systems for the aerodynamic flow state, see above z. B. the airspeed in relation to the surrounding air, and intended for uie flight path. The airspeed is z. B. measured via the dynamic pressure and compared with a reference variable. The control deviation signal acts on an actuator for the gas throttle in a propulsion regulator and thus causes one Change in engine thrust in one of the airspeed control deviation counteracting senses. The control system for the flight path control works completely independently of this. This contains ω a measuring device for the position of the aircraft, e.g. B. an altimeter. The signal thus obtained becomes compared with a reference variable and the resulting rain error signal is applied to an autopilot, via a servomotor z. B. acts on the elevator then the elevator is actuated, so that the aircraft goes into climb or descent and thus the control deviation corrected.

It is also known to the propulsion regulator and add additional condition variables to the autopilot, to improve the control behavior. For example, in a known propulsion regulator, ler the system deviation signal the signal from one Longitudinal accelerometer switched to to improve the calmness of the eyes. If the aircraft experiences a gust from the front, so that it is temporarily the relative speed between the aircraft and the surrounding air increases, the aircraft decelerates against the ground, so that a negative acceleration signal is generated. One can coordinate these signals in such a way that they compensate each other and the controller reacts to such gusts - similarly like the human pilot - does not react with a throttle adjustment (GB-PS 11 90 199).

There are also longitudinal acceleration signals with other propulsion regulators switched on in order to obtain a damping of the regulation, the longitudinal acceleration signal replaces the time derivative of the speed signal, which is otherwise difficult to form (US-PS 35 94 553). An autopilot or the servomotor for the elevator is used for damping, for example a signal proportional to the pitch angle speed, picked up by a rate gyro, is applied (U.S. Patent 3,618,878).

These known flight controllers or propulsion controllers Autopilots have the disadvantage that the apparatus-wise separate control systems for airspeed or the like and trajectory are linked to one another via the behavior of the aircraft. An intervention in that one control system causes a disturbance in the other and vice versa.

It is known from modern control theory that optimum control is obtained when all for the behavior of the controlled system relevant status variables on all existing actuators are connected in a suitable linear combination. In practice, however, this theoretical requirement is mostly not feasible, because in complex control systems the number of state variables to be taken into account becomes too large and some of these state variables cannot be measured without further ado.

The invention is based on the object of a flight controller for the precise control of flight path and aerodynamic flow condition (e.g. flight path speed, angle of attack or lift coefficient) to accomplish.

According to the invention, this object is achieved by the measures listed in the characterizing part of claim 1 solved

The invention is based on the knowledge that the relevant for the control of flight path and aerodynamic flow condition in an aircraft control state variables in a selection sufficient for precise control either Measure directly or have it obtained from the measured parameters and thus an integrated flight controller can be created, the trajectory and aerodynamic flow state simultaneously in one desired way to regulate allowed.

Refinements of the invention are the subject matter of the subclaims.

The invention is explained in more detail below using an exemplary embodiment with reference to the accompanying drawing:
The drawing shows a signal flow diagram one after the other