JPS5929480B2 - Aircraft flight direction control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an aircraft attitude and flight direction (nose) control system.

Such control and/or display relies on the correct operation of so-called gyroscopes or inertial devices.

Under normal conditions, these inertial devices are subordinated to further devices, such as magnetic compasses, which are considered primary or fixed reference devices; Because of their dependent status, these are in a sense secondary criteria.

During aircraft turns or turns, especially turns at high turn speeds, the continuous subjection of some inertial devices tends to cause dynamic errors in their operation.

The present invention seeks to provide a device for interrupting dependence under such circumstances.

More particularly, the apparatus of the invention is configured to interrupt the subordination of the flight direction gyro (gyroscope) to the magnetic compass and the attitude gyro to the gravity sensing device under high turn speed conditions. .

In order to facilitate an understanding of the purpose and operation of the apparatus described in the following parts of the introductory part of the present specification, reference is made in advance to FIGS. 1 and 3 of the accompanying drawings, which have the following correspondence:
It may be advisable to refer to the following: both with respect to those previously proposed and with respect to the device of the present invention.

The flight direction and attitude of mobile aircraft, such as airplanes, spacecraft, etc., is generally controlled through the use of gyroscope sensors and displayed on displays.

Two-axis gyros are widely used for gyros, while gyroscopes used to indicate the attitude of an aircraft with respect to the longitudinal and transverse axes are commonly referred to as vertical gyros or horizontal gyros.

Both directional and vertical gyro types of gyroscopes rely on the fact that a freely mounted rotating gyro rotor tends to maintain the orientation of its spin axis defined in space.

However, due to a variety of causes, such gyroscopes tend to gradually deviate from their initial settings with respect to time, acceleration, etc., and are therefore subject to correction or to a fixed reference that does not vary in this manner. I have to let it happen.

Therefore, in one configuration, it is common practice to subordinate the directional gyro to a magnetic compass that senses the earth's magnetic axis.

Similarly, the vertical gyro is subject to a gravity-sensing suspension system to maintain proper alignment of the gyro's vertical spin axis.

A directional gyro device in which a gyro is subordinated to a compass by applying a precession torque to the gyro to return the gyro to an initial orientation in response to a deviation of the gyro's spin axis from a predetermined initial orientation.

Controls the direction gyro.

That is, if the orientation of the directional gyro does not correspond to the force orientation indicated by the magnetic compass, an error or control signal is generated that is applied to the torque motor (device 56 of FIG. 3) in combination with the gyro. be done.

This torque motor then applies a precessing torque about the minor axis of the gyro rotor support.

until the position of the gyro's spin axis realigns with the correct force orientation sensed by the magnetic compass.

Move the rotor around its long axis.

Similarly, if the spin axis of the vertical gyro deviates from the true vertical, this deviation is sensed by a gravity sensor, e.g. a suspension system combined with the vertical gyro, and a control signal (error signal) is generated to The signal is used to apply a precession torque to return the spin axis to its correct orientation.

Under steady-state conditions, the compass and gravity-sensing suspension devices provide a precise fixed reference for correcting the directional or vertical gyroscopes if the gyroscopes or inertial devices deviate from their correct settings. .

However, both compasses and suspension systems are sensitive to certain acceleration forces, and as a result, they cannot provide an accurate reference when a loaded vehicle is subjected to certain types of acceleration. is common sense.

Therefore, during turns of aircraft carrying such flight direction and attitude devices, various torques are applied to a fixed reference, which often results in erroneous corrective torques or forces being applied to negative devices. is well known.

For example, centripetal acceleration during a turn causes the sensing element of the magnetic compass to no longer be horizontal, so
Non-horizontal components of the earth's magnetic field are sensed.

This erroneous orientation information causes the direction gyro to be misoriented by the action of the slave channel between the magnetic sensor and the direction gyro.

Similarly, a gravity sensing device such as a roll pendulum will become aligned with the vector force direction as a result of gravity and centripetal acceleration forces, rather than true vertical, during rotational acceleration.

Thus, the roll pendulum applies a roll upright signal to the vertical gyro's pitch axis torque motor (device 13 of FIG. 3), which will tend to align the vertical gyro's spin axis with the roll pendulum). the result.

This creates a vertical error because it tends to align the spin axis not with the gravitational vector, but with the ``apparent vertical'' affected by acceleration.

Thus, both the directional and attitude sensing vertical gyros perform erroneously as fixed reference elements such as magnetic compasses and suspended gravity sensors are subject to errors caused by rotational acceleration.

Traditionally, the subordination of a directional gyro to a magnetic compass (hereinafter sometimes simply referred to as "subordination") during turns above certain predetermined speeds has been used to eliminate the occurrence of these undesirable errors.

Note that "subordination 7" of the attitude gyro to the gravity sensor is sometimes simply referred to as "upright (or roll upright) of the attitude gyro"//
It is called.

] as well as providing some arrangement for interrupting the upright position of an attitude-sensing vertical gyro.

Fundamentally, the configuration to eliminate errors due to excessive swing speeds is achieved by interrupting the circuit between the sensing and control signal generation device and the force or torque application device in combination with the gyroscope, resulting in dependent and roll upright This includes suspending or blocking.

At one time in the past, this was accomplished by manual means of simply disabling the slave and/or roll upright channels by actuating a swing control knob or switch that cut off the input to the torque motor in conjunction with the gyroscope. It was carried out by

When initiating a turn, the pilot would simply actuate the turn control knob, which would initiate the directional gyro slave and the vertical gyro roll upright cutoff.

A typical example of such a method is: No. 2,998,727, issued September 5, 1961, which U.S. patent shows such a structure in FIG. This manual means is disclosed in line 75 and column 6, lines 1-5.

Obviously, such manual shutoff arrangements are highly atomic and come with various drawbacks, the existence of which makes the need for more sophisticated automatic shutoff means urgent.

One conventional means for automatically interrupting subordination and roll uprighting is to suspend the system with one rotational degree of freedom at an angle perpendicular to its spin axis and force it toward its normal position by a spring. A separate "velocity gyroscope 7" is used.

If the rotation of an object suspending a separate velocity gyro causes the main gimbal of this velocity gyro to tilt against the force of the spring, and if the velocity of the rotation has occurred to a predetermined magnitude, the gimbal of the velocity gyro will tilt. The combined electrical contacts open, deenergizing the directional and vertical gyro torque motors and ceasing the application of corrective forces, thereby automatically interrupting slave or roll upright as the swing speed exceeds a predetermined speed. .

Other spears use a separate speed control to activate a relay or other switching device to interrupt or interrupt follow-up or roll upright, rather than using directly actuated mechanical electrical contacts. can be used to

However, in either case, separate speed gyrations, even in their simplest form, significantly increase the cost and weight of the flight direction and attitude reference devices.

This is because clearly another inertial device is added to the overall device.

A need has therefore arisen for an automatic shut-off system during a turn without such a separate speed gyro, as it increases the weight, complexity and cost of such a separate speed gyro device.

In order to understand the following portion of the introduction to this specification, it may be advisable to refer further to FIG. 3, which has the following correspondence of parts.

Equipment Fig. 3 Medium direction gyro 1 Magnetic compass Torque motor for 2 direction gyro 56 Vertical gyro
5 gravity sensor
Torque motor for 6 vertical gyros
73 Device flight force direction output shaft 34
One improved automatic system that eliminates the use of a separate "speed gyroscope 7" includes: Servo motor 48 in the drive source for the device flight direction output shaft Servo motor to device flight direction output shaft 49 Harold S.

Whitehead (Harold S,%1tehead
No. 2,866,934, issued September 30, 1958 in the name of
stem 5en-sttive to Rates
of Turn)”].

In this patent, a "speed 7 signal generator, such as a speedometer generator, is used to generate a signal proportional to turning speed.

The speedometer generator is driven by a servo motor which directly and via a reduction gear drives the shaft that drives the aircraft's flight direction indicator.

This axis is hereinafter referred to as the "device flight direction output axis" or more simply the "flight direction axis."

In the device of this patent, the flight direction axis rotates at a speed that is proportional to the immediate turn speed of the aircraft carrying the directional gyroscope.

(In the device of the invention, the proportionality constant is l.

therefore. If the turning speed of the aircraft is 3 degrees per minute, then the speed of the flight direction axis is also 3 degrees per minute.

) Therefore, the speedometer generator produces an output signal that is proportional to the turn speed of the aircraft.

This turn speed signal is used to activate a shut-off device when the output from the Speed 7 signal generator exceeds a predetermined magnitude, indicating that the aircraft turn speed has exceeded a predetermined speed. be done.

However, in many aircraft devices, the device flight direction output axis is set at relatively low velocity values, e.g. 3 degrees per minute to 6 degrees per minute.
It is required to cut off the dependence and roll upright when rotating at a value within the range of up to 10°.

For such a speed of 3° per minute, the flight direction axis is 1
It rotates only one complete revolution every 20 minutes, or once every two hours.

Therefore, in order to generate a useful output signal from the tachometer, the speedometer generator must be driven directly by a high-speed servo motor so as to obtain a useful signal from the tachometer generator, and the flight direction axis must be driven directly by a high-speed servo motor. It is necessary to use a gear reduction gear with a high reduction ratio to reduce the speed to the actual rotational speed.

Accordingly, a device of the type disclosed in the above-mentioned Whitehead patent is useful and effective in many situations where turning rate interruption is required, and it can be used without the use of speed gyros or the like. Although the function can be performed efficiently, the need for a high gear ratio between the motor driving the speed signal generator and the flight direction output shaft can present difficulties in some situations.

With the advent of extremely high-performance aircraft, high rotational speed turns have become commonplace, and stringent requirements have been placed on flight axis drive servo systems, since such servo systems are typically , must comply with an aircraft turning speed of 300°/s or as high as 18,000°/min, which is equivalent to 50 flight axis rotations per minute.

Therefore, although the subordination would have been interrupted at a turn speed of 3°/min, the flight direction axis, when required, would be 'unsubordinated' at a speed of 7.300'/s, or 50 revolutions per minute. Must rotate at speed.

The maximum speed of commercially available servo motors with dimensions and weight suitable for flight direction and attitude reference devices is approximately 7500 per minute.
It is rotation.

To reduce the servo motor speed of 7500 revolutions per minute to the flight direction output shaft speed of 50 revolutions per minute, the ratio is 150:1.
gear reduction is required, and a reduction ratio of 150:1 is barely the maximum ratio that can be tolerated for a 7500 revolutions per minute servomotor in a device that must follow slewing speeds as high as 300°/s. It is.

If a higher gear ratio were used, the device would be 300°/
It would be impossible to follow the maximum turn speed in seconds and there would be an error in the device flight direction output axis.

If the gear ratio is limited to 150, the servo motor speed at a swing speed of 3°/min is only 450/min.

The speed signal generator is therefore driven directly at a speed of 1-1/4 revolutions per minute, and at this speed the output from the speed signal generator is the limit for shutoff purposes.

Accordingly, there is a need for an apparatus that derives a turn speed interrupt signal from gyro flight direction information and does not include an electromechanical device such as a speed signal generator.

According to the present invention, a turn rate signal is derived by processing a flight direction signal that is proportional to the output shaft angle of a flight direction (direction) gyro.

Therefore, the main object of the present invention is to provide an inertial flight direction control device with means for interrupting slave and upright torques during turns exceeding a predetermined speed without the use of speed gyros or speed signal generators. It is about providing.

Other objects and advantages of the present invention will become clear from the following description.

Briefly described, in accordance with one aspect of the present invention, the turn velocity interrupt to interrupt the directional gyro subordination and the vertical gyro roll upright is controlled in the direction of flight to generate a signal proportional to the aircraft turn rate. This is done in response to a turning speed (dθ/dt) signal generated by differentiating shaft angular position θ information.

The output of (1) directional gyro or (2) this method is first processed in a turn speed cutoff signal generation channel,
In addition, within this channel, the flight direction axis angle signal, that is, the position θ signal is the axis angle (hereinafter, “axis angle ヮ” is defined as
(used for simplicity to mean the angular position 9 of the flight direction axis of the directional gyro or device output).

These signals, which are proportional to the sine and cosine of the flight direction axis angle, are differentiated to provide signals that are proportional to the rate of change of the sine and cosine of the axis angle.

The two differentiated signals are the speed at which the flight direction axis rotates;
They are then vectorially summed to obtain a single output speed signal that is proportional to the vehicle's turning speed.

This speed signal is then compared to a reference signal to obtain a control or error signal when the swing speed exceeds a predetermined level.

This error signal activates a circuit that interrupts or interrupts the subordination of the directional gyro to the magnetic compass and interrupts the roll-righting of the vertical gyro.

The present invention will be better understood by referring to the following description in conjunction with the accompanying drawings.

The flight direction and attitude system shown in block diagram form in FIG. It includes a position detector 2.

Dependent channel 3, as described in further detail below.
comprises a servo system in which the output from the stable direction system is continuously compared with the output from the magnetic compass in order to drive the direction gyro into corresponding alignment with the magnetic compass.

Also forming part of the apparatus is a stable vertical reference 5, which may be a vertical gyro fitted with a suspended gravity sensor 6.

The gravity sensor 6 is connected to the stable vertical reference via the roll upright control channel 1 and the roll upright isolation channel 8.

The gravity sensor 8 is typically mounted along the roll axis of the vertical gyro so as to indicate the displacement (about the roll axis) between the gravity vector and the spin axis of the vertical gyro.

The deviation between these vector directions generates a control signal that is applied to a torque motor coupled to the inner gimbal of the vertical gyro to precess the vertical gyro and connect it to the suspended gravity sensor 6. This brings us to the consistency relationship.

The slave and roll upright isolation channels 4 and 8 are controlled by a swing speed isolation signal generation channel 9 and a comparator and control circuitry 10.

The turning speed cutoff signal generation channel 9 receives flight direction information from the direction gyroscope 1 in the form of an axis angle θ.
When processing the shaft angle signal, an angular velocity signal is generated which is an indication of the vehicle's turning speed.

This angular velocity is compared with a reference signal in a comparator 10 to generate a control signal indicating that a predetermined turning speed has been exceeded when the angular velocity signal exceeds a predetermined level.

the control signal activates the slave and roll upright shutoffs; and
For this purpose, leads 11 to channels 4 and 8
and 12 to cut off follow and roll upright when the swing speed exceeds a predetermined level, preventing the introduction of unacceptable errors into the directional and vertical gyro elements.

The turning speed cutoff signal generation channel 9 processes the flight direction information signal and converts the signal into a speed signal.
Generates an angular rate signal without the need for a tachometer or speed gyro.

The manner in which flight direction information in the form of axial angles is converted into a signal proportional to angular velocity without the use of tachometers and/or velocity gyros can be understood from the following mathematical considerations.

During a turn, the output axes for the flight direction and attitude reference system and the directional gyro repeat the relative orientation between the aircraft and the directional gyroscope.

If shaft position signals (ie, signals proportional to the sine and cosine of the shaft angle) can be induced by potentiometers, resolvers, etc., these signals will vary simultaneously as the shaft rotates during a turn.

By processing these signals in the manner described below, it is possible to derive an output signal that is proportional to the rate of change of the shaft angle and therefore to the swing speed.

Therefore, assuming that two signals proportional to the sine and cosine of the gyro axis angle are generated in a suitable manner, E1=EMS1nθ and (i) R2−
EMCO3θ (2) where EM is the maximum output signal and θ is the shaft angle.

These signals are then converted into velocity signals R1 and R2 by differentiating the axis angle (i.e. flight direction information) as follows:
can be converted to .

If we find the vector sum of these two speed signals R1 and R2.

As a result, a total speed signal R is obtained.

C082θ+sin 2θ=1 (
7), so the power level 5) for the total speed signal R can be simplified as follows.

This equation clearly shows that the total velocity signal derived from the axis angle θ, which is flight direction information, is directly proportional to the axis rotation rate and therefore the turning rate of the vehicle carrying the directional gyro.

Furthermore, as is clear from the above, the speed signal is obtained by receiving a signal representing the axis angle from the directional gyro and processing the signal by differentiation and vector sum. It can be implemented completely electronically, without the use of generators or inertial devices such as velocity gyros, which simplifies the device and increases its accuracy.

FIG. 2 schematically shows a signal processing network that mechanizes the equations for obtaining shaft rotational speed signals from shaft angle information.

The axis angle θ is applied to the transducer 20 together with the reference signal EM (directly or as a polyphase synchronization signal).

The output from transducer 20 is two signals proportional to the sine and cosine of the axis angle θ, respectively.

A transducer can be one of a variety of devices to perform this function.

One such device is a resolver, which is an electromechanical device having a stator and rotor assembly, each including two windings connected in quadrature.

one rotor winding such that the two output windings provide an output signal proportional to the input signal multiplied by the sine and cosine, respectively, of the angle between the stator and rotor at any instant in time; Energized by an input signal.

In another embodiment, the converter receives a three-phase synchronous input signal and converts the signal into a two-phase signal having the desired sine and cosine relationships.
) transducer connections (this will be explained further below).

Yet another example of a transducer may be a simple potentiometer that drives a wiper on a shaft to obtain an output that is a sine and cosine function of the shaft angle.

The two signals E1 and R2 from the converter 20 are the speed signal R1
and R2 are differentiated in differentiating networks 21 and 22 to obtain R2.

The outputs of the differentiating network are as follows.

If the input signal to the differentiating network is from a resolver, polyphase synchronization, or Scotto-Tee network, then the input signal is an amplified modulated signal, and such signal is such that the input to each differentiating network is As the varying unidirectional voltage varies as a function of the sine and cosine of , it must be demodulated to remove the carrier prior to differentiation.

If the transducer is simply a sine-cosine potentiometer extended by a DC voltage and driven directly by the shaft, there is no need to demodulate the signal prior to applying it to the differentiating network.

The velocity signals R1 and R2 are applied to a vector summation device 23 to obtain an output signal proportional to the linear velocity signal R.

The vector summation device 23 calculates the square root of the sum of the squares of the two input signals such that the output from the vector summation device 23 as shown by equation (8) is proportional to the shaft rotation dθ speed -, i.e., 1. yields a signal equal to .

Apparatus for performing vector sums are well known and a variety are commercially available.

Some are electromechanical devices that use resold chains, others are logic circuits that calculate the square root of a sum of squares or cubes.

An example of an electromechanical resolver chain type is located in Little Falls, New Jersey, USA.
Kearfott Pr located in E Falls)
odvcts Dinition-General
The publication “Technical Information for Engineers” published by Precision Systems Inc.
nical Information for the
Engineer) J% Volume 1, - Motors, Motor Generators, Synchronizers, Resolvers, Electronics, Servos, 10th Edition (revised May 1967) Volumes 172 and 176 (6th
0-63).

One example of a vector calculation module that uses all solid-state circuitry to perform a vector sum function is 57 Chapel St., Newton, Massachusetts, USA.
Intro
It is a modular unit manufactured by Onic Inc. and sold as a vector calculator VM101 type.

According to this, a solid can obtain the vector sum of two or three variables.

Reference is made to the Introex publication i2/702M which describes the features and functionality of the state, vector sum module.

Vector summation modules of the type described in the IntroEx publication are well known and are cited herein as representative of electronic vector summation devices currently available on the market.

A speed signal R, which varies as a function of the shaft angular rotational speed and is therefore proportional to the turning speed of the vehicle on which the device is mounted, is applied as one input to a comparator 24 in which the speed signal reaches a predetermined level. The magnitude of the speed signal is compared with a reference signal 25 such that an output is generated from the comparator when the speed exceeds the reference signal 25.

Thus, for example, in many modern high-performance aircraft, it is required to disable the directional gyro slave and the vertical gyro roll upright when the turn rate exceeds a range of ±3 degrees per minute.

That is, if the turn rate is less than 3 degrees per minute, the errors introduced into the heading and vertical gyros by the aircraft turn are acceptable and should not interrupt the follow and roll uprights.

However, if the slewing speed exceeds 3° per minute, then the error becomes unacceptable and switching off of dependence and roll uprighting should be initiated.

Therefore, the criterion is to obtain an error or control signal from the comparator to cut off the roll upright of the slave and vertical gyros when the vehicle turn speed, represented by the speed signal from the vector summation device 23, exceeds 3°. set at an appropriate level.

'FIG. 3 shows that the turn speed cutoff signal combines the flight direction information from the directional gyroscope 1 in order to obtain a signal that is proportional to the rotational speed of its own flight direction axis, i.e. its vertical azimuth axis 135, and thus to the turn speed of the aircraft. (Axis angle θ
FIG. 6 shows a direction-attitude reference device embodying a turn rate cut-off device induced by processing (in the form of).

The flight direction, attitude and reference (HAR) device includes a magnetic compass 2, typically a flux gate that governs the force orientation of the direction gyroscope 1 via slave channels as described below. It is a type of valve.

Also provided is a vertical gyro 5 with a suspended gravity sensor 6 rigidly mounted on one of its gimbals.

The suspended gravity sensor may be any one of a variety of devices for this purpose and controls the roll upright of the vertical gyro.

The magnetic compass 2 is coupled to the directional gyro by a slave channel, generally designated 3, and a slave interrupt network 4, which is in the form of a multi-element relay, as will be explained below.

The suspended gravity sensor 6 is coupled to the vertical gyro 5 by a roll upright channel shown generally at 7 and a roll upright disconnect network 8 (also in the form of a multi-point relay).

The subordination of the directional gyro to the magnetic compass and the roll upright of the vertical gyro are interrupted if the output signal from the turn rate interruption signal generation channel 9 coupled to the directional gyro 1 exceeds a predetermined amplitude.

Channel 9 generates a turn rate signal from the gyro's flight direction information by differential and vector summation of the signals that vary as the directional gyro changes its orientation during a turn.

As the device flight direction output axis and the direction gyro rotate during a turn, the trigonometric function of the axis angle θ is transformed by differentiation and vector sum to determine the flight direction axis 135 of the direction gyro.
The change in axis angle is processed in a swing speed cutoff signal generation channel 9 to generate a speed signal representative of the swing speed of the shaft.

This signal generated from the shaft angle is compared with a reference signal in a comparator 10, which generates a control signal when the turning speed exceeds a predetermined value.

The control signal activates the roll upright isolation network 8 and the slave isolation network 4 to isolate the slave and roll upright during turns exceeding a predetermined speed.

The directional gyro slave channel 3 and its associated servo arrangement control the directional gyro 1 so as to continuously correct deviations of the spin axis of the directional gyro 1 from the desired orientation and align it with the magnetic compass. Governing orientation alignment.

A compass transmission device (not shown) of well-known construction that generates a second harmonic pattern of signals in response to the strength and direction of the horizontal component of the earth's magnetic field is associated with the magnetic compass.

This signal is connected to the polyphase stator winding 3 of the control transformer synchro 32.
Iterated across 1.

A rotor winding 33 mounted and mechanically positioned on the device flight direction output shaft 34 provides phase and amplitude modulation control induced when the angular orientation of the rotor winding deviates from the orientation of the magnetic compass 2. It has a signal.

Therefore, the azimuthal device (in the horizontal plane, with respect to the azimuth axis 137) of the spin axis 135 of the directional gyro 1 is the same as the spin axis of the gyro (the tilt axis of the directional gyro 1 is
If the device flight direction output shaft 34 and the rotor winding 33 are to be moved angularly by a slow deviation of the rotor winding 33, a voltage will be induced in the rotor winding 33; This is a function of the sign of the angular displacement between these two elements.

However, as long as the rotor winding 33 rotates or otherwise maintains its position relative to the moving magnetic field during the turn, no control signals are induced in the rotor winding 33.

The rotor winding 33 follows the motion of the directional gyroscope 1 by means of a servo loop, described below, and the control signal from the magnetic compass 2 is coupled to a slave channel 3 to slave the directional gyroscope 1 to the orientation of the magnetic compass. .

The directional gyroscope 1 is a position transmitting synchronizer 35 (sometimes also referred to as a control transmitter) mounted on the outer gimbal.
It is equipped with

The transmission device 35 includes a stator and rotor winding (not shown), the rotor winding being excited from the AC power source and rotating about its output axis in azimuthal coordination with the gyro's axis of rotation. It is structured like this.

The stator windings from the position synchronizer transmit three-phase flight direction signals to leads 360 to control differential transmission 37.

The control differential transmission device 37 is the position transmission device 3 of the directional gyro.
5 and a multiphase rotor 39 mounted on a shaft 40 which is externally controlled by a setting knob 41 for positioning the rotor.

The rotor 39 is initially positioned by a setting shaft 40, as shown, or by a servo loop, in order to quickly align the directional gyro's flight direction signal with the desired flight direction.

The output from the rotor 39 of the differential transmission 37 is determined by two angles: the angle of the rotor 39 with respect to the stator 38 and the actual orientation angle of the spin axis of the rotor of the gyro 1 (this angle is determined by the polyphase stator (represented electrically by the input of winding 38).

Signals from the rotor 39 are used to control a servo loop that positions the device flight direction output shaft 34 and the rotor winding 33 of the compass control transformer 32.

One output from rotor winding 39 of differential transmission 37 is applied on lead 42 to polyphase stator winding 43 of relay control transformer 44 .

The relay control transformer 44 has a rotor winding 45 mounted on the device flight direction output shaft 34 such that the signals induced in the rotor winding 45 are connected to the position of the directional gyro and the device flight direction output shaft 34. represents the angular difference between the angular position of

The signal induced in the rotor winding 45 is transmitted to the directional gyro 1
control a servo loop that drives the device flight direction output shaft 34 to follow the orientation of .

The servo loop includes a summing junction 46 coupled to the input of a servo amplifier 47.

Accordingly, the signal induced in the rotor winding 45, representing the deviation of the directional gyro from the desired azimuth orientation, is amplified in the servo amplifier 47 and controls the reversible servo motor 48, which decelerates. Via device 49, device flight direction output shaft 34 and rotor windings 45 and 33 are driven into gyroscopic positional correspondence.

The servo motor 48 has a lead wire 51 to the summing connection point 46.
A speedometer generator 50 is also driven to generate a negative speed feedback signal applied above.

When the device flight direction output shaft 34 is returned to its original position via the servo loop due to movement of the direction gyro due to deviation, etc., the angular position of the rotor winding 33 of the magnetic compass control transformer 32 no longer corresponds to the magnetic compass orientation. Do not correspond.

A signal is induced in the rotor winding 33, which signal is proportional to the difference in angular orientation between the rotor winding 33 and the magnetic compass.

This signal from rotor winding 33 is an amplitude modulated, single sideband, carrier suppressed signal which is demodulated in demodulator 53.

The demodulator 53, which may preferably be a synchronous demodulator, has a carrier reinsertion reference signal applied to obtain a demodulated output which is a DC signal varying with the sign of the angular position difference.

The demodulated signal is amplified in amplifier 31 and applied via slave disconnect relay network 4 and lead 55 to torque motor 561 located on the inner gimbal of the directional gyro.

The torque motor applies torque to the inner gimbal, which returns the gyroscope to its predetermined orientation such that the output of the rotor winding 39 of the differential transmission 37 matches the orientation of the magnetic compass. (This precesses the gyroscope in the appropriate direction.

This return, on the other hand, drives the device flight direction output shaft 34 to the null position via a servo loop to the rotor winding.

The dependent disconnection network 4 includes a pair of normally closed contacts 57 (the ``normal'' position of the relay contacts is the position it assumes when the relay is deenergized) and a pair of torque motor leads 55 connected to each other. normally open contacts 58 and amplifier 54
includes a pair of movable relay contacts 59 and 60 connected to the outputs of.

Relay winding 61 is normally energized and its magnetic effect on armatures 59 and 60 is represented by symbolic connection 62.

Winding 61 connects amplifier 54 to torque motor 56 during normal slave operation and when the swing speed (determined by comparator 10 and swing speed cutoff signal generation channel 9) exceeds a predetermined value. The torque
Acts to disconnect from the motor.

When energizing relay winding 61, armatures 59 and 60 are placed in contact with normally open contacts 58, which
The output of amplifier 54 is connected to leads 55 as well as to a torque motor 56 combined with the inner gimbal of the directional gyro.

When the relay winding 61 is "specially (abnormally)" deenergized, such as when the rotation speed is interrupted, the armatures 59 and 6
0 lies in contact with the normally closed contact 57 and the dependence is interrupted.

Deenergization of the relay winding 61 will be explained later.

Relay winding 61 is selectively controlled by comparator 10 via a portion of relay switching element 8 such that relay winding 61 is energized during normal operation.

When the turning speed exceeds a predetermined value, comparator 1
The output from 0 activates relay switching circuit 8 to deenergize relay winding 61.

When the relay winding is deenergized, contacts 59 and 60 operate into contact with the normally closed contacts 57, thereby disconnecting lead 55 from the output of amplifier 54 and subordinating the directional gyro to the magnetic compass. Cut off.

A servo-driven device flight direction output shaft 34, in addition to positioning the rotor windings 33 and 45, provides device flight direction output and can be used directly to actuate the pointer of the direction indicator mechanism.

However, in the normal case, the axis is used for communicating direction to a remote location or for some desired function related to the direction of flight, such as radar stabilization, some type of display or, for that matter, automatic One or more control or synchronization transmission devices may be provided to accomplish direction indication in pilot maneuvers.

In summary, under normal dependent conditions, no signal is induced in winding 33 if the directional gyro position indicated by device flight direction output shaft 34 coincides with the magnetic compass orientation.

When the directional gyro moves out of alignment with the compass, the device flight direction output shaft 34 is output via a servo loop.
is driven, so that the rotor winding 33 is no longer aligned with the electrical angle of the signal from the compass and the rotor winding 33
A signal is induced within.

The signal from the rotor winding 33 is demodulated, amplified, and applied via leads 55 to a torque motor 56 mounted on the inner gimbal of the directional gyro to apply torque to the inner gimbal. The gimbal precesses the rotor of the directional gyro until it aligns itself azimuthally with the magnetic compass.

Such subordination of the directional gyro to the magnetic compass continues unless the subordination disconnect network is activated.

When the aircraft begins a turn or turn and the turn speed exceeds a predetermined value, a control signal from the turn speed cutoff signal generation channel 9 activates the slave cutoff circuit 4 and output from the magnetic compass to the torque motor 56. Disabling the control signal terminates the dependence of the directional gyro so that the directional gyro operates in a free gyro mode and is no longer dependent on the magnetic compass.

The upright vertical gyro 5 of the vertical gyro includes a rotating rotor mounted in an inner gimbal 11 having one degree of freedom around a pitch axis 1γ1 and an outer gimbal 72 having one degree of freedom around a roll axis 172. It consists of an element 70 (which rotates about a spin axis 170).

A torque motor 73 is mounted on the inner gimbal to apply a precession torque that precesses the gyro rotor and maintains it in proper alignment.

Mounted on the outer gimbal is a suspended gravity sensor, generally designated 6, which is aligned with the ground vertical and detects roll axis misalignment between the gyro and the ground vertical. used for correction.

The misalignment between the gyro's spin axis and the Earth's vertical is due to gyro deviations, random torques applied around the gimbal, and the Earth's rotation.

Accordingly, the suspended gravity sensor 6, which is aligned with the earth vertical, generates an electrical signal when the spin axis of the gyro deviates from the earth vertical.

The suspended gravity sensor 6 is installed on the roll axis,
Thus, motion about the roll axis is sensed to generate an electrical output signal in response to the deviation of the spin axis from the earth vertical.

This signal is used to control torque motor 73, which applies torque in the proper direction to precess the gyro and return the spin axis to proper vertical alignment.

Suspended gravity sensor 6 may be any one of a number of available gravity sensing devices.

However, this gravity sensor is preferably of a very lightweight type so that it does not apply torque to the outer gimbal.

A typical hanging gravity sensor used is
It is a well-known electrolytic suspension reference element that relies on the electrical resistance of the fluid.

A low resistance fluid permitting current flow is located inside the casing such that in the null position the electrolyte covers an equal area of the pair of contacts within the casing.

The resistances through these contacts to opposite casing surfaces are therefore equal.

However, as the casing is tilted due to the deviation of the spin axis from the true vertical, the position of the fluid shifts, resulting in an increase in the contact area of the force, which increases the resistance to the casing through the contactors. decreases, while the contact area of the other decreases, which increases the resistance.

An electrical signal is therefore generated in response to this deviation and proportional to the amount of angular deviation of the gyro's spin axis from true vertical.

This output signal is applied to an amplifier 74 and coupled on lead 75 to one input of torque motor 73 and applied to the other input of torque motor 73 by lead 76 and roll standoff network 8. be done.

The roll upright interrupt circuit 8 consists of a normally closed contact 77, a normally open contact 78, a relay armature γ9 connected to a lead γ6, and a relay winding 80.

The relay winding 80 is controlled by the output of a comparator 10, and only when the output from the comparator 10 indicates that the swing speed has exceeded a predetermined level and that both roll upright and roll up should be shut off. energized.

Thus, relay winding 80 is ``normally'' and ``normally'' deenergized, and armature 79, which is connected to lead 76 and the output of amplifier 74, is connected to the torque motor via lead 81. In the normal state, it is located in contact with the closed contact 77.

Thus, under normal conditions, the output from the suspended gravity sensor 6 is amplified and applied to the torque motor 73;
A torque is applied to the inner gimbal and precesses the gyro in the proper direction to align the gyro's spin axis with the earth normal.

When the aircraft begins a turn and the turn speed exceeds a predetermined value, the output from comparator 10 energizes relay winding 80 and armature γ9 moves from contact 77 to normally closed contact 78, causing torque - Cut off the application of control signals to motor 73 and terminate roll upright.

Another set of relay contacts controlling the dependent disconnect relay winding 61 is also associated with the roll upright disconnect relay.

Thus, relay winding 80 also controls an armature 84 that contacts normally closed contacts 82 when relay winding 80 is deenergized and the relay winding is energized. Sometimes it is located in contact with the normally open contact 83.

Contact 82 connects to a manual mode selection switch 85 that applies an energizing voltage to slave disconnect relay winding 61 when slave mode is selected for the directional gyro.

Mode selection switch 85 includes a manual armature 86 connected to a source of energizing voltage +■.

Armature 86 may be selectively positioned in contact with first contact 87 when the device is in the free gyro mode or contact 88 when the device is in the slave mode.

The contact 88 is connected to a relay contact 82, which in turn is connected to the dependent interrupt relay winding 61 via a relay armature 84.

Thus, when the device is in the slave mode, the mode selection switch 85 positions the armature 84 in contact with the contact 88 which transmits a positive DC voltage through the contact 82 and the relaxing armature 84 to the slave disconnection relay. A voltage is applied to the winding 61.

Thus, the slave disconnect relay winding 61 is energized and the slave channel is connected to the directional gyro's torque motor 56 through the slave disconnect network.

When the device is in the free mode, mode selection switch 85 positions armature 86 in contact with contact 87, removing the positive voltage and deenergizing dependent interrupt relay winding 61.

The slave disconnect network 4 is activated, disconnecting the slave channel from the gyro's torque motor 56.

In normal operation, if dependent mode is selected,
Dependent interrupt relay winding 61 is energized via contacts 82 and armature 84 as long as rolled upright interrupt relay winding 80 is deenergized.

When relay winding 80 is energized by the control signal from comparator 10, armature 84 leaves contact 82, thereby terminating the application of a positive voltage to slave channel relay winding 61.

When the relay winding 61 is deenergized, the armatures 59 and 60 in the slave channel isolation network operate into contact with the normally open contacts 57, and the directional gyro's torque motor 5
6 and operate the directional gyro in free gyro mode.

Swinging speed cutoff signal channel Swinging speed cutoff signal generation channel 9 is a control differential transformer 3
It is connected to the control transmission device 35 of the direction gyro 1 via γ.

Channel 9 generates a control signal that disables the slave and roll upright channels when the turn rate of the aircraft carrying the flight direction and alignment reference device exceeds a predetermined value, for example 3 degrees per minute.

Channel 9 processes flight direction information in the form of a signal proportional to the angular position of the output shaft of the directional gyro and converts this angular position signal into a suitable trigonometric function of the axial angle of the output shaft.

These signals are then differentiated and vector summed to produce a signal that is proportional to the rotational speed of the device flight direction output shaft, and hence to the turn speed.

As mentioned above, the axial angular position of the directional gyro 1 as measured by the transmission device 35 follows the relative orientation between the aircraft and the directional gyro that occurs as the aircraft's heading changes.

This is because the gyro's casing rotates as the aircraft carrying the gyro turns, or changes direction.

Variations in the angular position of the casing with respect to the axis of the directional gyro can be used to derive a speed signal that is proportional to the speed at which the casing turns (swivels) and thus the turning speed of the vehicle.

Therefore, the output from the rotor winding 39 of the control differential transformer 37 is equal to the directional gyro axis angle θ plus the rotor axis 40
It consists of a three-phase displacement signal that is proportional to a fixed difference angle inserted by, and is actually proportional to the shaft angle θ.

This angular signal is converted in a sine/cosine converter 90 into 2
converted into two signals.

Converter 90 may be a Scot t-Tee transformer connected to output winding 39 of control differential transformer 37.

A Scotto-Tee transformer is a well-known device for converting a two-phase input to a three-phase output, or vice versa, as shown, from a three-phase input to a two-phase output.

When the conversion is three-phase to two-phase, the two-phase outputs are signals proportional to the sine and cosine of the input signal, respectively.

The Scotto-Tee transformer is a well-known device for performing such transformations, and is described here by LV Beley, Macmillan, New York, USA.
Wley.

The textbook “Alternating Cu” published in 1949 by MacMillan Co.
Reference is made to pages 89-91 of the same book, in particular explaining the basic characteristics of the so-called Scotto-Tee connection.

The output from the Scotto-Tee transformer 90 is a pair of signals proportional to the sine and cosine of the shaft angle θ.

That is, EI=EM S+n wt Cos θE2=EMS
in wt Sin θ where: EM double peak voltage θ Biaxial angle EM Sxn wt = excitation voltage for the gyro position transmission device 35.

The sine and cosine signals must be demodulated to remove the carrier and generate a direct current that varies with the sine and cosine of the axis angle.

Accordingly, the signal from Scotto-Tee transformer 90 is applied to a pair of demodulators 93 and 94, each coupled to a common reference signal source 95.

Preferably, the demodulator is a synchronous demodulator. The reason is,
This is because the signals from the gyro pickoff and control differential transformer are typically single sideband, suppressed carrier signals since the carrier must be reinserted for demodulation purposes.

The demodulated signal, which is proportional to the sine and cosine of the axis angle, is
The signals are converted to angular rate signals R4 and R2 by differentiating them in differentiating networks 96 and 97 coupled to the outputs of demodulators 93 and 94, respectively.

Differentiator networks are well known circuits for producing an output that is the first derivative of an input signal, and networks 86 and 97 can have a variety of forms, including the form of simple R-C circuits. .

The differential signal is applied to low pass filters 98 and 99, which have a cutoff frequency to reject high frequency components and pass only low frequency components.

A low pass filter is provided to eliminate activation of the slave and upright shut-offs in response to normal yaw vibrations of the aircraft.

This is because vibrations about the yaw axis do not create acceleration induced errors in the directional and vertical gyros that occur during turns.

Therefore, some device must be provided to prevent these high frequency components, which are typical of yaw angle vibrations, from influencing the swing speed cutoff signal generation channel.

Low pass filters 98 and 99 attenuate high frequency signal components due to yaw angle vibrations while passing low frequency signals representing shaft rotation due to turns of the aircraft.

The differential signal as well as the filtered signal are applied to vector summation network 100, where the signals are vector-combined to produce an output signal that is proportional to the rate of change of the shaft angle.

Vector sum dθ of these two signals? This results in an output signal that is directly proportional to the linear velocity signal, ie, R-EMat.

Since this signal is proportional to the rate of change of the angular position of the shaft, the voltage at the output of the vector summing network can be used to initiate a turn rate cut-off when the rate of angular change during a turn exceeds a predetermined value.

For this purpose, the velocity signal from the vector summing network 100 is applied to the comparator 10 as one human force input, and the other force input is a reference signal representing a predetermined turning speed, for example 3 degrees per minute.

If the input voltage from the vector sum network to the comparator exceeds the reference voltage, indicating that the rotation rate has exceeded, for example, 3 degrees per minute, the comparator (which may be of any suitable configuration) outputs the control signal. , and this control signal is applied to the circuitry 8 to initiate the slave and roll upright interruptions.

The vector summing network may be of any suitable configuration, either electromechanical or purely electronic.

Many devices are available for vector summation of either two or three variables.

As mentioned above, resolvers and resolver chains are examples of electromechanical devices that can be used for vector summation.

Alternatively, a logic circuit that calculates the square root of a sum of squares or cubes can be used.

As mentioned above, the apparatus shown in FIG. 3 operates in the normal slave and roll upright mode as long as the angular rotation rate is less than a predetermined rate, such as 3 degrees per minute.

Therefore, in normal operation, the directional gyro 1 (
The deviation between the aircraft flight direction indicated thereby and that indicated by the magnetic compass 2 produces an output signal from the control transformer 32 which is coupled to the gyro torque motor 56 to drive the gyro. Precess and bring it back into alignment with the magnetic compass.

Similarly, an output signal is generated from the suspended gravity sensor 6 when the spin axis of the vertical gyro 5 deviates from the Earth's gravity vector.

This signal is amplified and applied to the torque motor 73;
The torque motor precesses the gyro 5 into vertical alignment with the spin axis.

At the same time, the output from the directional gyro 1 is supplied to the turning speed cutoff signal generation channel 9 via the synchronizer 37.

Although channel 9 does not receive an input signal that is capable of following the rotational speed of the flight direction axis 34, it produces an output signal that is proportional to the rotational speed of the axis (if present) and therefore the turning speed of the aircraft. do.

If there is no output from the swing speed cut-off signal generation channel 9 or if such output is smaller than a predetermined thickness, the slave relay winding 61 in combination with the slave channel cut-off network 4 is energized; Armatures 59 and 60 are located in contact with normally open contacts 58, thereby applying the output from amplifier 54 to torque motor 56 and subjecting directional gyro 1 to magnetic compass 2.

Similarly, relay winding 80 in combination with roll standoff network 8 is in a de-energized state such that armature 79 is positioned in contact with normally closed contacts 77 and leads from roll standoff amplifier 74 Line 76 is in contact with the torque motor.

The vertical gyro 5 thus precesses in response to the output from the suspended gravity sensor 6 mounted on the outer gimbal.

When the angular rotation speed of the directional gyro transmission device output exceeds a predetermined speed, it will be displayed that the turning speed has exceeded 3 degrees per minute, and a control signal will be generated from the comparator 10 to control the relay winding. Wire 80 is energized.

When relay winding 80 is energized, relay armature 79 moves from normally closed contacts 77 and breaks the connection from amplifier 74 to torque motor 73, thereby causing
The roll upright of the vertical gyro 5 is terminated in response to the output signal from the vertical gravity sensor 6.

With the energization of relay winding 80, its armature 84 also operates and moves from normally closed contacts 82 to normally open contacts 83.

The positive supply voltage from mode control (selection) switch 85 is disconnected from slave relay winding 61, deenergizing it.

When the relay winding 61 is deenergized, the armatures 59 and 60 in the dependent disconnection network 4 operate from the normally open contacts 58 to the normally closed contacts 57, thereby causing the amplifier 54
is disconnected from the torque motor 56 so that the directional gyro 1 operates in free gyro mode and is no longer dependent on the output of the magnetic compass 2.

The servo circuitry controlled by the control differential transformer 37 and the relay control transformer 44 continues to operate to align the device flight direction output shaft 34 to follow the direction gyro 1 during turns.

Therefore, although follow-up and roll upright are blocked, flight direction axis servo devices 48, etc. are capable of controlling the direction of flight during a turn, even though the required tracking speed during a turn results in very high angular turn speeds of up to 300 degrees per second. Continues to follow the position of Gyro 1.

At the end of a high speed turn, the device flight direction output shaft 34 closely follows the aircraft turn with no acceleration induced differences in heading and roll.

In the apparatus shown in FIG. The Scott-Tee transformer 90 converts the three-phase signal from the differential transformer 37 into the desired sine and cosine functions.

In FIG. 4, a so-called trans resolver is used.
Another arrangement is used to provide the sine and cosine functions for processing within the swing speed cutoff signal generation channel 9.

In FIGS. 4, 5, and 6, (1) parts similar to corresponding parts in FIG. 3 are given the same reference numerals as in FIG. 3;

(2) Parts similar to, but not identical to, parts in FIG. 3 are designated by the same reference numerals as in FIG. 3 with a suffix.

For example, the transsolver 3γa of FIG. 4 is similar to the synchro (differential transformer) 377 of FIG.

Thus, in FIG. 4, a signal 26 representative of the directional gyro axis angle from the directional gyro pickoff 35 of FIG. 3 is applied to the input terminal of the transsolver 37a.

Transsolver 37a includes a multiphase stator winding 38a and a pair of right angle rotor windings 39a1 and 39a2.

The two pairs of output signals 109, 110 from the rotor winding pairs 39a1, 39a2 each represent the sum of the same two angles as in FIG. 3, namely the spin axis angle of the directional gyro 1 and the three rotor windings. It is proportional to the sine and cosine of the sum of the angles of the attached shafts 40.

Therefore, as in FIG. 3, the sum of the angles represents the desired device flight axis angle.

Signal pair 109, 110 is applied to output terminal 108 coupled to demodulators 93 and 94 of FIG.

Signal pair 109, 110 also controls resolver 44, which controls a servo loop for positioning device flight axis 34.
It is also applied to a.

Resolver 44a connects right angle stator windings 43a1 and 43a21, respectively, to generate a voltage in rotor winding 45a representing the vector sum of two input signals 109, 110.
It has applied signals 109, 110 (proportional to sine and cosine).

A voltage is induced in the rotor winding 45a only if there is a difference between the angular outputs of the transfluver 44aL device flight axis 34.

This signal is applied via summing junction 46 to the input of servo amplifier 47.

After the amplifier 47, the apparatus of FIG. 4 is similar to the apparatus of FIG. 3.

Explanation of FIG. 4 Q) et al. The mechanization shown in FIG.
It will be clear that the tee configuration serves the same function.

Depending on the application and its environment, one or the other is preferred.

However, it is understood that these are only alternative schemes for providing sine and cosine functions which are subsequently processed to generate a signal proportional to the axis rotation speed and hence the aircraft turning speed. Should.

In the flight direction, attitude, and reference device shown in FIG.
7a, these sin θ and cos θ signals serve two purposes: first, to drive the servo motor 48 and hence the device flight direction output shaft 34, and second, to provide an input signal to the turn speed cutoff signal generation channel 9. used for the purpose of

In order for the differentiators 96 and 97 to perform their functions better, ζ
This means that under certain circumstances channel 9 can
7 or 37a may require an input signal that varies more rapidly in time than the signal available from 7 or 37a.

For example, when the device flight direction output shaft 34 is rotating at a cut-out rotation speed of about 3 degrees per second, the signal 36 from the position transmitting device 35 to the resolver 37 or transresolver 37a will change relatively slowly and the device 3γ and 3γa
are essentially stationary, so they do not themselves contribute to the rate of change of the output signal to be applied to channel 9.

The apparatus of FIG. 5 provides an input signal for channel 9 that changes over time more quickly than the signal obtained from resolver 37.

Referring to FIG. 5, resolver 37 is still used, but only for the purpose of providing one drive signal for servo motor 48 (via repeater 44, summing junction 46 and amplifier 47). It is noteworthy that it is only used in

For the purpose of providing sin θ and cos θ input signals to channel 9, the final signal source is directional gyro 1
The azimuth axis (FIG. 3) and its position transmitting device (synchronizer) 35, but the device flight direction output axis 34,
The output shaft 34 generates these sin θ and cos θ signals via a reduction gear train 49 and a resolver 146.

[The resolver 146 is substantially similar to the transsolver, ie, the device 37a of FIG.

As in the case of Fig. 4, the transsolver (resolver) 14
The output signal of 6 is sent to the Scotto-Tee converter (90 in Fig. 3).
), but may be applied directly to the demodulators 93 and 94 (of FIG. 3).

Of note is the fact that the rotor 149 of the resolver 146 is driven at a speed intermediate between the high speed of the shaft 141 within the servomorph 48 and the relatively low speed of the device flight direction output shaft 34.

For this purpose, the reduction gear train 49 is arranged in several stages, the first stage 142 being driven by the shaft 141 and the last stage 144 driving the shaft 34.

The intermediate stage 139 drives a medium speed shaft 143, which
3 drives the rotor 149 of the resolver 146.

By using the medium speed shaft 143, sin θ to channel 9
and cos θ input signal (1) changes more quickly in time (2) increases the signal level, yet (3) accurately reflects the aircraft turn speed, and (4) directional gyro 1 turn. It is ensured that the desired relationship and proportionality with the speed and the turning speed of the aircraft is maintained.

Referring to FIG. 5 in more detail, the rotor winding 149 of the resolver 146 is mounted on the medium speed shaft 143 and excited from a suitable AC voltage source applied to the rotor input terminal 145.

A pair of right angle stator windings 147 and 148 have voltages induced therein that are proportional to the rotor voltage generator and the cosine and sine of the rotation axis angle, respectively.

FIG. 5 shows further units bearing the same reference numerals as the corresponding units of FIG. I will not explain this further.

Furthermore, the units not shown in FIG. 5 may be considered to be functionally and structurally similar to those shown in FIG. 3.

In the apparatus shown in Figures 3 or 4, the final source of the sin theta and cos theta signals was the azimuth axis and combined position transmitter of the directional gyro.

This azimuth axis signal is first processed in the resolver 37 or transsolver 37a, and then further processed in the Scotto-Tee transformer 9.
Processed in channel 9 with or without 0, then in demodulators 93 and 94 and differentiators 96 and 97.

In the device of FIG. 5, the source of the sin theta and cos theta signals is the device flight direction output shaft 34, whose axis position is processed in one other resolver, resolver 146, and then in channel 9 in the manner described above. further processed.

The azimuth signal from the position transmitting device 35 was also used in the device of FIG. 5 for the purpose of providing a drive signal for the servo motor 48.

The position transmitting device 35 (or its repeater 37) is a three-phase device (known in the industry as a "three-wire synchro").
, and if the vector sum network 100 calculates the vector sum of three input signals instead of just two input signals (as in the case of FIG. 3), then sin θ
and for applying the cos θ signal to channel 9,
It is possible to obtain it directly from the position transmission device 35 or its simple repeater 37 without the use of intermediate resolvers, transsolvers or Scotto-Tee transformers.

FIG. 6 uses such a configuration.

(Following the explanation of FIG. 6, a mathematical analysis will be performed.

) In Fig. 6, even though the vector sum is based on three signals, in Fig. 3, it is simply 2
In this case, only one differentiator is provided, but three differentiators are not provided.

When conceiving the present invention, the three-wire synchronized signal was directly (
(without going through a resolver and a Scotto-Tee converter), the 120° phase relationship between the three signals means that any one of the three signals is the negative of the sum of the other two. It has therefore been found that it is sufficient to differentiate only two of the three signals (rather than all three).

Furthermore, since polarity is arbitrary in the vector sum-square process, no polarity correction is necessary.

Therefore, once we have differentiated two of the three signals derived from the transmission device or synchro 35 (or its repeater 31), we can algebraically sum the two differentiated signals to create a third signal, and A vector sum is calculated for these three signals, that is, two differential signals and an algebraic sum signal of these two differential signals, and the output signal is proportional to the shaft rotation speed.

In the various configurations shown in the accompanying drawings and described above,
Signals proportional to the sine and cosine of the shaft angle are signals from synchronizers and their equivalents and must be demodulated to produce DC signals representing the sine and cosine of the shaft angle.

As will be understood by those skilled in the art, the use of the gyro flight direction axis or the device flight direction output axis directly provides a DC signal representing the sine and cosine of the axis angle, thereby eliminating the need for demodulation of the signal. The full benefits of the present invention can also be obtained by eliminating gender.

As is clear from the description of the various configurations shown and described, the subordination of the directional gyro to the magnetic compass and the vertical gyro when the turning speed of the aircraft carrying the flight direction and attitude reference device exceeds a predetermined speed. The above apparatus is specifically disclosed which includes a pivot speed cut-off channel for cut-off roll uprighting of a roll.

In this way, a device is provided in which dynamic errors introduced by turning can be eliminated, while at the same time having a very quick response and being able to follow extremely rapid turning speeds.

Therefore, the servo device for the device flight direction output axis is highly sensitive and capable of rotating (tracking or following) at high angular velocities as high as 300° per second.

Furthermore, the use of electromechanical differentials, such as speedometer generators, which lack sensitivity at very low angular turn speeds, and the use of large, bulky and expensive speed gyros, for the purpose of generating turn speed cutoff signals. can also be avoided.

This highly desirable result is achieved by obtaining a flight direction axis angular position signal (of a direction gyro or device output).
This is then accomplished by electronic differentiation and vector summation to generate a signal that is proportional to the rotational speed of the flight direction axis and thus to the turning speed of the aircraft.

Additionally, the components of the swing speed cutoff signal generation circuitry lend themselves advantageously to the use of solid-state integrator circuits, thereby reducing size compared to electromechanical devices such as tachometers, generators, etc. and offers yet another advantage in compactness.

Therefore, it is small in size, extremely accurate and capable of shutting off at low slewing speeds (has a good response time to scrape, and at the same time the device flight direction output for very rapid slewing speeds). A turn rate isolation device is provided for flight direction, attitude, and reference equipment that allows for rapid and accurate response of the axes.

Embodiments of the present invention are shown below.

(1) Has a stable orientation in the air and is equipped with a flight direction axis,
an inertial direction reference device, the angular position of the flight direction axis being indicative of the azimuth orientation of the aircraft; a rotatable device flight direction exit axis; a servo loop responsive to a relative azimuth orientation between the directional reference device and a slave control device for correcting the orientation of the directional reference device when the directional reference device deviates from a predetermined azimuth orientation; , a signal processing device for receiving a position type signal proportional to the flight direction axis angular position information from one of the flight direction axis and the device flight direction output axis and generating an angular position change rate signal; a device for providing signals proportional to the sine and cosine of the axis angular position; a differentiating device for differentiating the signals proportional to the sine and cosine of the flight direction axis angular position; and a device for squaring the differential signals. , and a vector summation device for extracting the square root of the sum of the squares of these squared differential signals; and a device responsive to an angular velocity signal to interrupt the angular rate of change.

(2) Is it the method described in item `` above? An aircraft flight direction control system comprising: a sine/cosine converter for converting a position type signal into a signal representing the sine and cosine of a flight direction angle.

(3) An aircraft flight direction control device according to item 2 above, characterized in that the converter for producing signals proportional to the sine and cosine of the angle is a Scotto-Tee converter or a transsolver.

(4) An aircraft flight direction III control system according to item 2 or 3 above, characterized in that the input position type signal to the transducer is proportional to the azimuth position of the inertial direction reference device.

(5) In the device according to paragraph 2 or 3 above, the sine/cosine converter includes a rotor coupled to the device flight direction output shaft and a stator winding that produces signals proportional to the sine and cosine of the flight direction angle. 1. An aircraft flight direction control device, characterized in that it includes an angle resolving device having a line.

(6) In the device according to item 1 above, the position-type signal is supplied as a set of three-phase signals from an inertial direction reference device,
A differentiator differentiates two signals derived from a set of three-phase signals and includes an algebraic summation device for algebraically summing the two differential signals to produce an algebraic sum signal; An aircraft flight direction control system characterized in that a differential signal and an algebraic sum signal are vectorially summed in a weighted relationship with respect to each other to produce an angular velocity signal as described in item 1 above.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of the present invention showing the relationship between a magnetic compass, a dependent directional gyro, a vertical gyro, and a cutoff signal generation channel; FIG. FIG. 3 is a block diagram of a shutoff signal generation channel showing the signal processing sequence for generating a speed signal proportional to speed; FIG. FIG. 4 is a schematic representation of another embodiment of a device for generating signals representing the sine and cosine of the shaft angle for processing in a cut-off signal generation channel; FIG. FIG. 6 shows yet another embodiment of the apparatus for generating signals proportional to sine and cosine; FIG. 6 shows yet another embodiment of the apparatus for generating signals representing axial angles It is a diagram. 1... Direction gyroscope, 2...
Magnetic compass, 3...Subordinate channel, 4...
... Dependent breaking circuit network, 5 ... Vertical gyroscope, 6 ... Gravity sensor, 7 ...
Roll upright control channel, 8... Roll upright cutoff circuit network, 9... Turning speed cutoff signal generation channel, 10... Comparator, 20...
...Converter, 2L22...Differential circuit network, 23.
... Vector summation device, 32 ... Control transformer, 33 ... Rotor winding, 34 ... Flight direction output shaft, 35 ...・Position transmission device, 37・
...Control differential transmission device (resolver), 37a...
...Transsolver, 38.38a...Stator winding, 39,39a...Rotor winding, 40.
...Shaft, 43...Stator winding, 44...
... Relay control transformer, 44a ... Resolver (transsolver), 45.45a ... Rotor winding, 47 ... Servo amplifier, 48 ...・・・
Servo motor, 49... Reduction device, 53...
...Demodulator, 54...Amplifier, 56...
...Torque motor, 61...Relay winding, 7
1...Inner gimbal, 72...Outer gimbal, 73...Torque motor, 80...
... Relay winding, 85 ... Mode selection switch, 90 ... Sine/cosine transformer, 93.
94...Demodulator, 96.97...Differential circuit network, 98,99...Low pass filter, 10
0...Vector sum network, 143...
Medium speed axis, 146... Resolver, 147, 148
...Stator winding, 149...Rotor winding, 161...Algebraic sum circuit network.

Claims (1)

Claims: 1 a) an inertial orientation reference device having a stable orientation in air and equipped with a flight direction axis, the angular position of which flight direction axis represents the force orientation of the aircraft; and b) rotatable. a device flight direction output shaft; and C) a servo loop responsive to relative force orientation between the aircraft and the direction reference device to drive the device flight direction output shaft in response to turns of the aircraft. d) a slave control device for correcting the orientation of said directional reference device when said directional reference device deviates from a predetermined force orientation; and e) from said flight direction axis and a device flight direction output axis; A signal processing device for receiving a position type signal proportional to flight direction axis angular position information and generating an angular position change rate signal/signal, the signal processing device providing a signal proportional to the sine and cosine of the flight direction axis angular position. a differentiating device for differentiating signals proportional to the sine and cosine of the angular position of the flight direction axis, a device for squaring these differential signals, and a device for calculating the square root of the sum of the squares of these squared differential signals. f) a vector summation device for extracting the angular position change rate signal; 1. A flight direction control device for an aircraft, comprising a responsive device. 2. an inertial vertical reference device having a stable orientation in the air, and a slave control device for correcting the orientation of said vertical reference device when it deviates from its true vertical orientation, together with the turning rate of the aeronautical air; a signal processing device responsive to a flight direction axis angular position signal from a force on the flight direction axis and the device flight direction output shaft to generate a variable angular position change rate signal and when the turn speed of the aircraft exceeds a predetermined level; and a device responsive to said angular position change rate signal to interrupt operation of said slave control device for said vertical reference device. Control device.