JPS587519B2 - I can't wait to see what I can do. - Google Patents

Description

[Detailed Description of the Invention] The present invention is equipped with the center of gravity shifted from the center of gravity in the longitudinal direction of the aircraft.
Regarding vertical takeoff and landing aircraft equipped with one or more lift engines and engines with thrust deflection devices, which are installed symmetrically with respect to the vertical plane including the longitudinal axis, each thrust and thrust deflection angle of the above engines during takeoff and landing. The purpose of this invention is to facilitate the operation of the vehicle by making it possible to control it with one hand.

In a vertical takeoff and landing aircraft equipped with a lift engine and an engine with a thrust deflection device, the thrust of the lift engine, the thrust control of the engine with a thrust deflection device, and the thrust deflection angle control must be performed simultaneously during takeoff and landing. In this case, one hand is holding the control lever, and it is very difficult to perform the above-mentioned multiple controls with the other hand.Therefore, a control device that is easy to operate and safe has been desired.

Although the concept of a vertical take-off and landing aircraft had already been announced before the filing of the present invention, no publication or literature of a practical control device regarding its control means has been found, and none of the known ones have poor practicality. there were.

The present invention provides a device that makes the control operation simple and easy.The present invention provides a device that makes the control operation simple and easy. In a vertical takeoff and landing aircraft equipped with a lift engine and a thrust deflector engine, attitude control during normal flight is performed using the control sticks, but various flight conditions during takeoff and landing (takeoff, hover, acceleration, climb and approach, transition) - Maneuvering to cancel the pitching unbalance moment around the center of gravity that occurs due to changes in the thrust of the lift engine necessary for coasting (hovering - landing), changes in thrust of the engine with a thrust deflection device, and changes in the deflection angle. This paper proposes a control device that can be easily operated with one hand.

The pilot's other hand grips the control stick and performs the above-mentioned auxiliary operations for takeoff and landing, or when necessary, for example, when the attitude of the aircraft is tilted forward, backward, left, or right due to wind gusts, direction winds, sideways wind, etc., as usual. The posture is controlled by operation.

That is, in the present invention, the installed engine is arranged so that the moments around the center of gravity are balanced when the thrust is maximum and the deflection angle is maximum.

This balance is generally satisfied by a design that takes various situations into account, but the above balance can be achieved by making adjustments in accordance with special aircraft load conditions.

On the side wall of the capture chamber, there is a throttle lever that controls the thrust of the engine with a thrust deflection device, a collector lever that simultaneously controls the thrust of both the lift engine and the engine with a thrust deflection device, and a deflection angle of the engine with a thrust deflection device. A trim switch is provided at the top of the deflection angle lever to control thrust, start, and stop of the lift engine, and the thrust of the lift engine is controlled by the correction lever and the trim switch. The thrust of the engine with the thrust deflector is controlled by the lower reading of the throttle lever and the collector lever.

The output control of each engine can be performed according to conventional methods such as adjusting the fuel injection valve opening and adjusting the throttle valve opening in accordance with the output characteristics of each engine.

In addition to connecting the normal control surfaces to the control rod, compressed gas extracted from the onboard engine is guided via a separate pipe to jet nozzles mounted bluntly on the nose, tail, and left and right wing tips. By connecting the opening/closing structure of the nozzle to the control rod, operating the control rod during hovering or low-speed flight increases or decreases the jet thrust, making it possible to control the attitude of the aircraft in the longitudinal and lateral directions. .

As a result, for takeoff-hovering and approach, and transition-hovering-landing operations, first, while the onboard engine is at its lowest rotational speed before takeoff (or before transition during landing), lower the collector lever to the lowest position, adjust the throttle lever, and adjust the deflection angle. If the lever and trim switch are set to the highest position, acceleration and climbing operations can be performed only by raising the collector lever (lowering the collector lever after landing) in combination with the control stick. Since the collector lever and throttle lever are at their highest positions, this is possible by sequentially lowering the deflection angle lever and trim switch while also using the control stick.

Therefore, the pitching unbalance moment around the center of gravity caused by increases and decreases in the thrust of the installed engine and changes in the deflection angle can be eliminated by the pilot's one-handed operation, and the transition between various flight states during takeoff and landing can be smoothly performed. It becomes possible to provide a control device.

Next, the contents of the above explanation will be explained with reference to the accompanying drawings and tables.

In FIG. 1, the lift engine LE is fixedly arranged symmetrically at a position off the center of gravity of the aircraft, and its 100% thrust is represented by AB.

The propulsion engine PE shown by the broken line has a vector nozzle VN whose inclination angle is variable, and the jet stream can be varied from the broken line position (normal flight position) to the solid line position (hovering position).

100% thrust at the hovering position is represented by vector AD.

In FIG. 1, the resultant force of vectors AB and AD is AC, which passes through the center of gravity G, so the airplane is in a balanced state in which it can hover with AC in a vertical position.

In addition, the collective lever CL is configured to be able to control both thrusts at 11% so that the resultant force of both the thrusts of the lift engine LE and the propulsion engine PE is always on a line passing through the center of gravity G of the aircraft at the maximum deflection angle. .

In other words, the thrust force is 1 at each position of the collective lever CL.
In any case, even if it is not 00% (for example, 80%), the resultant force of both engine thrusts (corresponding to the vector AC direction) passes through the center of gravity G.

Therefore, when the deflection angle is at its maximum, the thrust of the lift engine LE and the propulsion engine PE are gradually increased by the collective lever CL, and when the total thrust represented by AC reaches the flight weight, the aircraft enters a hovering state.

By moving each lever in Fig. 2 according to the steps described below, it is possible to go from hovering to transition state to normal wingbone flight, and from transition to hovering to vertical landing.

More specifically, FIG. 2 explains the levers installed in the cockpit, including the collective lever CL on the side of the cockpit S, the throttle lever TL that controls the thrust of the propulsion engine PK, and the levers installed in the cockpit. , shows an example of the arrangement of the deflection angle lever VL that controls the deflection angle of the vector nozzle VN, and the top of the deflection angle lever VL is equipped with a trim switch TS that controls the thrust, starting, and stopping of the lift engine LE.

Further, the thrust of the lift engine LE is controlled by the lower reading of the collective lever CL and the trim switch TS, and the thrust of the propulsion engine PE is controlled by the lower reading of the collective lever CL and the trim switch TS.
It is controlled by the lower reading among the readings of L and throttle lumbar TL.

Devices for switching a plurality of control systems to lower positions according to high or low control readings by operating each leg system have been commonly used in various ways in the past, and the present invention uses any conventionally known device. FIG. 3 shows one example of the arrangement.

That is, in FIG. 3, COMP1 is the collector lever C.
COMP2 is a ratio switching rotation that compares the thrust control indication of the lift engine LE by operating L and the thrust control indication of the lift engine LE by operating the trim switch TS and switches to the lower indication.COMP2 is a collective lever. Comparing the thrust control indication of the propulsion engine PE by operating the CL and the thrust control indication of the propulsion engine PE by operating the throttle number bar TL, and switching to the lower indication, the comparative switching rotation COMP is shown. , and COMP2, the thrust of both the lift engine IE and the propulsion engine PE are controlled by operating the collective lever CL, the trim switch TS, or the throttle lever TL, whichever has the lower reading.

First, set the deflection angle lever VL, throttle lumbar TL, and triangular switch TS to their maximum readings, and then raise the collective lever CL from the low level. The plane is vertical, meaning the nose is slightly tilted. It becomes a hovering state when it is facing upward.

Next, when the collective lever CL is operated to the maximum and the control rod is operated to level the aircraft, a force in the forward direction is generated and the aircraft begins to move forward, entering a transition state.

When the aircraft starts moving forward, the buoyancy force generated by the wings causes the aircraft to ascend while increasing its speed.

Next, release the collective lever CL and turn the deflection angle lever VL.
, and operate the trim switch at the top of the deflection angle lever VL (for example, with your thumb) to adjust the lift engine L.
At the same time as the thrust force is gradually lowered, the lever VL is operated to gradually level the vector nozzle VN by an amount commensurate with the reduction in the thrust force of the lift engine LE, thereby eliminating the unbalanced moment around the center of gravity.

Finally, the vector nozzle VN is horizontal and the lift engine LE is stopped.

During this time, the aircraft increases its speed until it reaches the wingbone's climb speed and enters a normal climb state.

Then, with the vector nozzle VN horizontal and the lift engine LE stopped, use the deflection angle lever VL to throttle the throttle lever T.
After switching to L, normal flight can be performed while controlling the output of the propulsion engine PE by operating the throttle lumbar TL.

In the above operation, the lift engine LE is controlled by either the collective lever CL or the trim switch TS, whichever has the lower reading, and the thrust of the propulsion engine PE is controlled by the collective lever CL or the throttle lever TL, whichever has the lower reading. In each case, the control is performed by the collective lever CL and the deflection angle lever VL.
and trim switch TS. This is achieved by operating one of the throttle levers TL, making the operation very easy.

That is, during takeoff and landing, the objective is achieved by first operating the collective lever CL, then operating the deflection angle lever VL equipped with the trim switch TS, and finally operating the throttle lumber TL, each with one hand.

During the period from normal flight to landing, the landing gear is operated by a series of operating procedures as shown in the table below, which is almost the opposite of the above.

z

[Brief explanation of drawings]

The accompanying drawings are schematic diagrams of embodiments for explaining the principle of the present invention.
FIG. 1 is a side view of the fuselage, FIG. 2 is an example of the arrangement of each control device in the cockpit, and FIG. 3 is a block diagram showing an example of a switching device for the engine thrust control system. PE...propulsion engine, LE...lift engine,
VN...vector nozzle, G...center of gravity, CL...
Collection lever, TL...throttle lever, vL
...Deflection angle lever, TS...trim switch.

Claims (1)

[Scope of Claims] 1. The center of gravity of the aircraft is shifted in the longitudinal direction, and one or more lift engines and engines with thrust deflection devices are installed symmetrically, and the installed engines are at their maximum thrust and maximum deflection angle. It is arranged so that the moment around the center of gravity of the aircraft is balanced, and in the cockpit there is a throttle lever that controls the thrust of the engine with a thrust deflection device, and a control lever that controls the thrust of both the lift engine and the engine with a thrust deflection device at the same time. A tip lever and a deflection angle lever that controls the deflection angle of the engine with a thrust deflection device are provided, and the deflection angle lever is equipped with a trim switch that controls the thrust, start, and stop of the lift engine, so that the thrust deflection device can be attached with one hand. It is configured to control the deflection angle of the engine and the thrust of the lift engine, and the thrust of the lift engine is controlled by the lower reading of the collector lever and the trim C switch, and the thrust deflection is controlled by the lower reading of the collector lever and the trim C switch. The thrust of the engine with the device is controlled by the lower reading of the throttle lever and the collector lever, and when the deflection angle is at its maximum, both the lift engine and the engine with the thrust deflector are controlled by operating the collector lever. By controlling the thrust % the same, the deflection angle lever is used when the deflection angle is in the middle. Simultaneous operation of the trim switch installed on the unit balances the moments around the center of gravity of both thrust forces, and eliminates pitching unbalance around the center of gravity caused by increases and decreases in the thrust of the installed engine and changes in the deflection angle, with one-handed operation by the pilot. 1. A control device for a vertical take-off and landing aircraft, characterized in that it is capable of performing vertical take-off and landing.