JPS598598A - Steering gear for aircraft - Google Patents

Abstract

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

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an aircraft control system with an artificial sensory device.

For aircraft flying at high speeds with a Matsuha number of approximately 05 or higher,
The aerodynamic force on the control surfaces (the hinge moment increases in proportion to the square of the flight speed, so the control force tends to become excessive. It is normal practice to fly by moving the control surfaces accordingly.

An example of this will be explained with reference to FIG. 1. The control stick 2 is connected to an actuator 4 via a cable 3 etc.
The change in response to the change in is transmitted via the cable 3 to the actuator 4, which transmits an output displacement in response to the input displacement thereto to the elevator 5 with increased force.

In such a control device that moves the control surface with the help of mechanical force, in order to give the pilot an artificial control feeling, a Q-buoy whose spring constant changes in proportion to the flight pressure is used.
A spring 7 is provided.

This Q feel spring 7 is interposed between the control stick 2 and the aircraft fixed part 8, and is compressed when the control stick 2 is pushed (moved to the left in the figure), and when the control stick 2 is pulled (
(moved to the right in the figure), it receives tension and provides resistance to the displacement of the control stick 2. A dynamic pressure signal from a dynamic pressure sensor 10 of a pitot tube 9 that measures flight pressure is constantly sent to the Q feel spring 7, and the spring constant of the Q feel spring 7 changes in proportion to the dynamic pressure. It has become. Therefore, as the speed of the aircraft increases and the dynamic pressure increases, the stiffness of the Q feel spring 7 increases,
The steering force that should be applied to the control stick 2 is the dog.

In addition, in FIG. 1, 11 is the Q feel spring 7.
With a pansy spring installed in parallel with the
It has a constant spring constant regardless of changes in dynamic pressure. This pansy spring 11 is provided to prevent the steering force from becoming too light when the dynamic pressure is low, and it corrects the steering feeling provided only by the Q feel spring 7. Note that the Q feel spring 7 may be replaced with a Q feel actuator having an equivalent function.

A trim actuator 12 is inserted between the fixed part 8 and both springs 7.11, and this actuator 1
2 is operated by the trim switch 13 to expand and contract. The pilot operates the trim actuator 12 using the trim switch 13 so that the elevator 5 balances the aircraft when the steering force is zero.

By the way, speed stability is one of the characteristics that aircraft should basically have. This means that if the aircraft's speed changes from the trim speed due to atmospheric disturbances such as gusts while the aircraft is in steady motion at trim speed, the pilot should keep his hands on the control stick without operating the control stick in order to recover. This means that the speed also tends to return to its original speed. More specifically, this tendency must be such that the relationship between the control force applied to the control stick and the flight speed is positive.

That is, to get to a speed greater than the trim speed and hold it, press the control column (move in the direction of the aircraft's travel).
and it must be necessary to pull the control column (move in the direction opposite to the aircraft's direction of travel) to achieve and maintain a speed less than the trim speed (
airworthiness examination guidelines or MIL standards).

From the point of view of meeting the above-mentioned requirements, the conventional control device shown in FIG. 1 is unsatisfactory.

In other words, with conventional flight control systems, if the aerodynamic characteristics of the aircraft are such that the elevator angle does not change or changes only slightly with changes in speed, it is necessary to move the control stick almost exclusively as the speed changes. Therefore, both the Q feel spring 7 and the pansy spring 11 hardly exert any force on the control stick. Therefore, even if the heading speed changes, the pilot does not feel any change in the operating feel of the control stick, and feels that the stability is in a neutral state.

In this state, the requirements of the aforementioned guidelines or standards cannot be met.

Speed stability is essentially provided by a corresponding change in the amount of steering required to balance the change in the aerodynamic moment about the aircraft's center of gravity with changes in speed and angle of attack of the aircraft. However, during the aircraft development process, speed stability may become neutral or negative due to the effects of atmospheric compressibility, interference between the wings and fuselage, engine power, external payloads, flap air brakes, etc. Occurs often. The causes of these phenomena are not the same, and it usually takes a lot of effort and time to solve them by changing the shape of the aircraft. Furthermore, in a certain speed range, there may be a tendency for stability to become excessive due to the above-mentioned effects or countermeasures thereof, and it is not easy to solve the problem.

The present invention aims to provide an aircraft control system that satisfies regulations such as airworthiness examination guidelines and can resolve deterioration of stability or excessive stability without changing the shape of the aircraft body.

Hereinafter, the present invention will be described in detail with reference to the drawings.

In FIG. 2 and FIG. 3, which is an enlarged view of the main part thereof, the control frame (or control wheel, the same shall apply hereinafter) 2 is connected to the elevator actuator 4 via a cable 3 etc., and the elevator 5 is connected to the control frame 2. It is adapted to be displaced by the output σ) from the actuator 4 upon operation. Further, a Q feel spring 7 is provided so that the spring constant changes in proportion to the dynamic pressure signal from the dynamic pressure sensor 10 of the pitot tube 9,
Furthermore, a configuration in which a pansy spring (or pansy actuator) 11 having a constant spring constant and a trim actuator 12 that is extended and contracted by a trim switch 13 are provided between the control frame 2 and the fuselage fixing part 8 is shown in FIG. Although it is similar to the known example shown in 1, the Q feel spring 7 is provided on a different side of the control frame 2 from the pansy spring 11. That is, the Q feel spring 7 is interposed between the control frame 2 and the fuselage fixing part 15 together with the speed stabilization adjustment actuator 14 on the side opposite to the pansy spring 11. The adjustment actuator 14 is extended or retracted by an adjustment device 16 that can be operated from the pilot's seat. In addition, the operating lever of the 1cm'i scale circumferential device is shown.

According to the present invention, the pilot can freely change the speed stability of the aircraft from the cockpit. To increase speed stability, the pilot must press the lever 17 of the speed stability adjustment device 16.
is displaced by the required amount in the increasing direction.

The actuator 14 contracts in accordance with the amount of displacement of the lever 17, and the Q feel spring 7 applies a pulling force to the control frame 2, causing it to move in the "pull" direction.

The pilot also operates the trim switch 13 to adjust the trim actuator 12 so that the elevator surface 50 is in a position that aerodynamically balances the aircraft when the control force is zero, and the pansy spring 11 is used to control the aircraft. A force in the "push" direction is applied to the frame 2.

As a result, an equilibrium is obtained with Pansy Spring 1 always trying to move the control frame in the ``push'' direction and Q Feel Spring 7 always trying to move the control frame in the ``pull'' direction. .

At the trim position, these two forces are balanced, but as the flight speed decreases and the dynamic pressure decreases, the "pull" force of the Q feel spring 7 weakens, causing the balance to be lost and the force of the pansy spring 11 to decrease. Control frame 2 is forward (push direction)
The pilot will have to apply a "pull" force to the control frame to support it. In addition, when the flight speed increases, the control frame tends to tilt backward (in the pull direction) due to the force of the Q feel spring 7, causing a "push".
It becomes necessary to apply force to the control frame.

If speed stability is a neutral aircraft characteristic, the position of the elevator surface will not change even if the speed changes, and the position of the control frame will not change. In order to achieve speed stability that requires the application of a "pull" force to the control frame when decreasing, that is, speed stability that satisfies the regulation that the relationship between control force and flight speed must be positive as mentioned above. , the neutral aircraft characteristics can be changed, and the degree of change can also be arbitrarily designated by the position of the lever 17.

FIG. 4 shows another embodiment of the invention. In Figure 4,
Parts equivalent to those shown in FIG. 7a is used, and the dynamic pressure from the dynamic pressure sensor 10 of the pitot tube 9 is supplied to one side of the piston 19. The value of this dynamic pressure provides a resistance proportional to the dynamic pressure to the sliding displacement of the piston 19 within the cylinder, providing a function equivalent to that of a Q feel spring. In this embodiment, the actuator 14 of the speed stability adjustment device 16 is connected to the control frame 2 and a link 21 whose one end is pivotally connected to the base end with a pin 20.
, 23. One end of another link 26 is pivotally connected to the tip of the link 21 by a pin 24, and the tip of the rod of the piston 19 is connected to the other end by a pin 25. Therefore, when adjusting the Q-feel actuator 7a, the bending angle of the link mechanism consisting of the links 21 and 26 changes. On the other hand, as the actuator 14 expands and contracts, a force is applied to the control stick 2 to rotate it back and forth. The pansy spring 11 and the trim actuator 12 are the Q feel actuator 7a.
and is provided on the same side as the actuator 14.

Note that 28 is a bob weight provided on the control stick 2, and is used to make the control stick become heavier in accordance with acceleration.

FIG. 5 shows yet another embodiment. In this example,
The speed stability regulating actuator 14 is adapted to be regulated by input from an instability event detector 30 instead of being regulated by a manual regulating device 16 as in the previously described embodiments. The detector 30 includes a flight Matsuha number detection device, a high lift device and/or a resistance increase device opening degree detector, an externally loaded item designation/indicator, an externally loaded item air drop lever position detector, and a power lever position detector. aerodynamic instability phenomena detected by these detectors can be input into the flight control system so that the unstable condition can be resolved by the flight control system.

The embodiments described above are for an aircraft body having an elevator 5, but the present invention can also be applied to an aircraft body having a device having the same function as an elevator. Furthermore, the present invention is not limited to the case where the exemplified weak stability or stable neutral state is changed to strong stability, but can be applied in exactly the same way to the case where the stable state becomes too strong or stable.

According to the present invention described in the embodiments above, the following effects can be obtained.

(1) An aircraft with weak speed stability characteristics (in which case it is possible to improve the aerodynamic characteristics without changing the external shape of the aircraft and achieve strong stability characteristics at will).

(2) Consideration in advance of application of the present invention (τ
Therefore, it is possible to make the fuselage into a less stable shape (specifically, by reducing the tail surface area), thereby realizing a fuselage with less resistance.

(3) The centers of gravity of the aircraft to be shipped differ slightly even in the empty weight state, and therefore the speed stability differs depending on the aircraft, but by applying the present invention, it is possible to ship aircraft with uniform quality and stability. It becomes possible.

(4) Generally, if you want to sufficiently strengthen speed stability in the high-speed range,
At low speeds, stability becomes excessive and a large amount of steering power is required. Therefore, it takes a great deal of time and effort to develop an appropriate flight control system for an aircraft with a wide operating speed (or dynamic pressure) range, but the present invention solves this problem.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram showing a conventional aircraft control device, FIG. 2 is an explanatory diagram showing an embodiment of the aircraft control device according to the present invention,
3 is an enlarged view of the main part of FIG. 2, FIG. 4 is an explanatory diagram showing another embodiment of the invention, and FIG. 5 is an explanatory diagram showing still another embodiment of the invention. 2... Control stick, 4... Elevator actuator, 5...
...Elevator, 7...Q feel spring, 7a-Q
Feel actuator, 9... Pitot tube, ]0...
・Dynamic pressure sensor, 11...Banun spring, 12・
・Trim actuator, 13...trim switch,
DESCRIPTION OF SYMBOLS 14... Adjustment actuator, 16... Adjustment device, 17... Lever of adjustment device, 21, 26... Link, 30... Unstable phenomenon detector. Applicant's agent Kiyoshi Inomata

Claims (1)

[Scope of Claims] 1. A pansy spring or actuator that applies a force to a control stick or control wheel that is proportional to the amount of operation regardless of flight speed, and a spring constant that changes the amount of operation while changing in proportion to the flight pressure. An aircraft control system comprising a Q feel spring or actuator connected to the pansy spring or actuator, and a trim actuator that is operated by the pilot to affect the force of the pansy spring or actuator. In the above, a speed stability adjustment actuator is interposed together with the Q feel spring or actuator between the control stick or the control wheel and the fuselage fixing part, and means for applying human power for adjustment to the speed stability adjustment actuator is provided. Characteristic control device. 2. The aircraft control system according to claim 1, wherein the means for applying an adjustment input to the speed stability adjustment actuator is a manual adjustment device operable from the pilot's seat. 3. The aircraft control system according to claim 1, wherein the means for applying an adjustment input to the speed stability adjustment actuator is constituted by an aircraft instability phenomenon detector.