KR20170001081A

KR20170001081A - Apparatus and method for controlling roll trim of aircraft

Info

Publication number: KR20170001081A
Application number: KR1020150090524A
Authority: KR
Inventors: 고기옥
Original assignee: 한국항공우주산업 주식회사
Priority date: 2015-06-25
Filing date: 2015-06-25
Publication date: 2017-01-04
Also published as: KR101746794B1

Abstract

The present invention relates to an apparatus for controlling a roll trim of an aircraft and a control method thereof and, more specifically, to an apparatus for controlling a roll trim of an aircraft capable of maintaining a roll attitude angle of an aircraft without an operation of a pilot by automatically controlling the roll trim of the aircraft, and a control method thereof. The apparatus for controlling a roll trim of an aircraft according to the present invention is applied to an apparatus for controlling a roll trim of an aircraft with a roll axis controller and includes a roll attitude angle reducer and a control command generation unit. The roll attitude reducer receives a present roll attitude angle of an aircraft and a roll attitude angle command applied to the aircraft and outputs a difference value between the two values. Also, the control command generation unit receives the present roll change rage of the aircraft and the difference value output from the attitude angle reducer, multiplies the difference value output from the reducer by a predetermined roll command gain and the roll change rate by a predetermined stabilization gain, and generates an automatic roll trim command based on the multiplication.

Description

TECHNICAL FIELD [0001] The present invention relates to a roll trim control apparatus and a control method for an aircraft,

The present invention relates to an apparatus and method for controlling a roll trim of an aircraft, and more particularly, to an apparatus and method for controlling a roll trim of an aircraft which automatically maintains a roll posture angle of an aircraft without manipulating a pilot by automatically controlling the roll trim of the aircraft &Lt; / RTI >

Three axes are formed at right angles to each other, including the axis passing through the fuselage, and the aircraft moves around the three axes. It is common to use rudder, flaperon, elevator, etc. to control the movement of an aircraft about three axes.

1 is a conceptual diagram showing three axes of an aircraft and rudder, flaperon, and elevator for steering the three axes. Referring to FIG. 1, the rotation of the aircraft in the direction of the A axis (referred to as yaw axis) is controlled by the rudder 10, and the rotation of the B axis (referred to as a 'roll axis' The directional rotation is controlled by the flapper 20 and the rotation in the C-axis (pitch axis) direction is controlled by the elevator 30.

Generally, the maneuvering of the ruder 10, the flapper 20 and the elevator 30 is manually performed by the pilot. In the case of a fighter that is operated asymmetrically for a long period of time , The use of a weapon mounted on one wing during flight), there is a problem in that pilots are continuously required to maintain the roll attitude angle, thereby increasing the fatigue of the pilot.

In implementing an automatic control device capable of solving such a problem, a method of adaptively operating in consideration of the operational state of an aircraft needs to be adopted, which increases the complexity of implementation.

A prior art document disclosing a method for controlling an axis passing through a fuselage of an aircraft in consideration of the flight altitude and speed of the aircraft is disclosed in Korean Patent No. 10-1379092.

However, this method does not solve the problem of stabilizing the roll attitude angle in an asymmetric shaped aircraft.

1. Registration No. 10-1379092 (March 31, 2014)

SUMMARY OF THE INVENTION The present invention has been made in order to solve such conventional problems, and it is an object of the present invention to provide an apparatus and method for controlling a roll trim of an aircraft that automatically controls a roll trim of an aircraft, .

Another object of the present invention is to provide an apparatus for controlling a roll trim of an aircraft that solves problems in implementation by providing a database storing a roll command gain and a stabilization gain according to the flight altitude and speed of an aircraft.

Other objects of the present invention will become readily apparent from the following description of the embodiments.

According to another aspect of the present invention, there is provided an apparatus for controlling a roll trim of an aircraft including a roll axis controller, the apparatus comprising: A roll posture angle subtracter for inputting a current roll posture angle of the aircraft and outputting a difference value between the roll posture angle command and the current roll posture angle; Generating a control command for generating an automatic roll trim command based on a product of the difference value and a current roll change rate of the aircraft and a product of the difference value and a preset roll command gain and a product of the roll change rate and a predetermined stabilization gain, And the automatic roll trim command may be a signal input to the roll axis controller to control the roll axis of the aircraft.

The apparatus further includes a storage unit that stores a database of a roll command gain and a stabilization gain that are designed according to the flight altitude and the speed of the aircraft, and the storage unit stores the current flying height of the aircraft And a roll command gain and a stabilization gain according to the current flying height and the speed may be selected from the database and provided to the control command generator.

Also, the aircraft's roll trim control device may operate when there is no pressure on the roll stick by the pilots of the aircraft.

In addition, the roll trim control device of the aircraft may operate when the current roll change rate of the aircraft is 5 deg / sec or less.

In addition, the roll trim control device of the aircraft may operate when the speed of the aircraft is 150 knots or more.

In addition, the roll trim control device of the aircraft may operate when the navigation device of the aircraft is normal.

In addition, the roll trim control device of the aircraft may operate when the landing equipment of the aircraft is not operating.

In addition, the roll trim control device of the aircraft may not operate when the pilot has lost the steering ability or is set not to operate the trim.

According to another aspect of the present invention, there is provided a method of controlling an aircraft including a roll axis controller, the method comprising the steps of: a) Outputting a difference value of the current roll posture angle of the aircraft; b) generating an automatic roll trim command based on a product of the difference value and a predetermined roll command gain and a product of a current stabilization gain and a current roll change rate of the aircraft; and c) inputting the automatic roll trim command to the roll axis controller to control the roll axis of the aircraft.

The method may further include setting the roll command gain and the stabilization gain according to the flight altitude and the speed of the aircraft before the step a).

As described above, it is possible to provide an apparatus and method for controlling a roll trim of an aircraft, which includes logic for controlling the roll trim of an aircraft, so that the roll posture angle of the aircraft is maintained without the pilot's operation.

Also, it is possible to provide an apparatus and a control method for a roll trim of a highly reliable aircraft by calculating the parameters for controlling the roll trim of the aircraft according to the flight altitude and the speed, and providing it to the database.

The present invention also provides a database for storing control variables according to the flight altitude and speed of an aircraft, thereby providing an apparatus for controlling the roll trim of an aircraft that solves the problems in implementation.

1 is a conceptual diagram showing three axes of the aircraft and rudder, flapper, and elevator.
2 is a block diagram of an aircraft equipped with an apparatus for controlling roll trim of an aircraft according to an embodiment of the present invention.
3 is a block diagram of an aircraft equipped with an apparatus for controlling the roll trim of an aircraft according to another embodiment of the present invention.
4 is a block diagram illustrating a control command generation unit of an aircraft roll trim control apparatus according to an embodiment of the present invention.
5 is a schematic diagram of a MATLAB simulink model for designing a roll command gain and a stabilization gain for an aircraft roll trim control apparatus according to an embodiment of the present invention.
FIG. 6 is a result of a roll command gain and a stabilization gain obtained using a MATLAB simulink model for an aircraft roll trim control apparatus according to an embodiment of the present invention.
7 is a graph showing the results of the roll command gain and the stabilization gain obtained using the MATLAB simulink model prepared according to an embodiment of the present invention.
8 is a flowchart of a method for controlling the roll trim of an aircraft according to an embodiment of the present invention.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail. It is to be understood, however, that the invention is not to be limited to the specific embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.

Like reference numerals are used for like elements in describing each drawing. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

First, terms used in the following will be defined.

Roll trim means that the aircraft is in mechanical equilibrium with the roll axis.

The roll orientation angle indicates the position of the wing of the aircraft in the direction of rotation of the roll axis, and may be the angle between the yaw axis and the wing.

The roll change rate indicates the degree to which the position of the wing of the aircraft varies with time in the direction of rotation of the roll axis, and the unit is equal to the angular velocity deg / sec.

The displacement command means a command for controlling the rudder, the flapper, and the elevator. When the displacement command is inputted to the aircraft, the rudder, the flapper and the elevator are driven.

The roll axis controller is a device for determining the roll attitude angle of the aircraft by receiving a command for the roll attitude angle by a method such as a pressure applied to the roll stick by the pilot, and is a rudder, a flaperon, an elevator elevator and so on.

The automatic roll trim command refers to a command that is generated to control the roll trim in the roll trim control device of the aircraft according to the present invention and is input to the roll axis controller.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

Fighters equipped with armaments in wings are operated asymmetrically for long periods of time, and thus efforts are required to keep the roll angle constant for pilots. The applicant of the present invention has conducted studies to solve such a problem, and as a result, found that a control device considering flight altitude and speed is required, and the present invention has been accomplished.

FIG. 2 is a block diagram of an aircraft equipped with an apparatus for controlling a roll trim of an aircraft according to an embodiment of the present invention, FIG. 3 is a block diagram of an aircraft equipped with an apparatus for controlling roll trim of an aircraft according to another embodiment of the present invention to be.

Referring to FIGS. 2 and 3, the aircraft roll trim control apparatus 100 may include a roll attitude angle subtractor 110, a control command generating unit 120, and a storage unit 130.

The roll attitude angle subtractor 110 receives the roll attitude angle command applied to the aircraft and the roll attitude angle of the aircraft, and outputs the difference value between the roll attitude angle command and the current roll attitude angle.

The control command generator 120 receives the difference value and the current roll change rate of the aircraft, and calculates a product of the difference value and a predetermined roll command gain multiplied by the roll change rate and a predetermined stabilization gain. Based on the two values that are then computed, an automatic roll trim command can be generated.

The storage unit 130 may include a database for the roll command gain and the stabilization gain designed according to the flight altitude and speed of the aircraft. Also, the storage unit 130 receives the current flight altitude and the speed of the aircraft, and provides the roll command gain and the stabilization gain according to the current flight altitude and speed to the control command generation unit in the database .

The process of generating the automatic roll trim command by the control command generator 120 and the process of designing the roll command gain and the stabilization gain stored in the database of the storage unit 130 will be described later for convenience of explanation.

The roll trim controller 100 of the aircraft inputs the automatic roll trim command generated in the roll axis controller 100 and the roll axis controller 100 controls the rudder, the flapper and the elevator according to the inputted automatic roll trim command It is possible to input a displacement command to the aircraft 300 for control.

The aircraft 300 that receives the displacement command drives the ruder, the flapper and the elevator provided in the airframe, and the aircraft 300 can gradually reach the steady state. The gas of the aircraft 300 which has finally reached the steady state can be automatically controlled in the roll trim at the roll orientation angle applied to the aircraft.

The roll trim control device 100 of the aircraft has a function of automatically maintaining the horizontal roll of the aircraft or the roll roll angle desired by the pilot, and may be suitably operated according to the state of the aircraft or the intention of the pilot. When the function of the roll trim control device 100 is operated in an inappropriate state, an undesired flying state may be caused, so that a situation in which the function of the roll trim control device 100 is to be operated needs to be defined in advance.

The operation of the roll trim controller 100 of the aircraft should be stopped when the pilot of the aircraft intends to change the roll posture angle directly. Therefore, it should be operated only when there is no pressure applied to the roll stick. However, even if the pilot does not apply pressure to the roll stick, the pressure on the roll stick can be sensed by the movement of the airplane due to the weight of the roll stick itself. Accordingly, it may be desirable that the aircraft's roll trim control apparatus 100 is operated even if a pressure of about 0.1 pounds or less is detected on the roll stick.

Also, it is desirable that the aircraft roll trim control apparatus 100 operates when the current roll change rate is 5 deg / sec or less because rate sensor noise should be considered. Here, the rate sensor noise means that noise due to disturbance of the electrical noise of the sensor itself, structural vibration noise, and air generated during operation is transmitted to the control device.

If the speed of the aircraft is greater than 150 knots, the difference between the roll command gain and the stabilization gain becomes too large when the speed of the aircraft is less than 140 knots, This is because there is a possibility that the rate of change becomes excessively sensitive.

In addition, it is preferable that the apparatus for controlling the roll trim of the aircraft 100 operates when the navigation apparatus of the aircraft is normal and the landing equipment of the aircraft is not operating. In the case where the navigation apparatus is abnormal, 300 is inaccurate because the roll change rate or the roll attitude angle inputted from the player 300 is inaccurate.

It is desirable that the aircraft's roll trim control device 100 does not operate when the pilot has lost control or set the trim to not operate, because there is a risk that the operation of the emergency escape device would be hindered.

Hereinafter, a description will be given of a process of generating an automatic roll trim command in the control command generator 120 and a design of the roll command gains and the stabilization gains stored in the database of the storage unit 130. [

4 is a block diagram of a control command generator in the apparatus for controlling roll trim of an aircraft according to an embodiment of the present invention. Referring to FIG. 4, the control command generator 120 may include a roll command gain multiplier 121, a stabilization gain multiplier 122, and an integrator 123.

The control command generation unit 120 generates an automatic roll trim command based on the difference between the applied roll orientation angle command and the roll orientation angle of the aircraft and the rate of roll change of the aircraft. From the viewpoint of controlling the roll attitude angle, the difference value is an element to be proportionally amplified in relation to the roll command gain, and since the roll change rate is an element to be fed back in relation to the stabilization gain, The control command generation unit 120 of FIG.

Here, the roll command gain multiplier 121 generates a value obtained by multiplying the difference between the roll posture angle command and the roll posture angle of the aircraft by the roll command gain, and the stabilization gain multiplier 122 multiplies the roll change rate by the stabilization gain . The integrator 123 integrates the value obtained by subtracting the stabilization gain multiplier 122 from the value generated by the roll command gain multiplier 121 to generate an automatic roll trim command. The integrator 123 is connected to the control command generator 120 The reason for this is to eliminate the residual deviations to produce a sophisticated roll trim command.

In order to design the roll command gain and the stabilization gain, the aircraft 300 and the roll axis controller 200 are modeled so that the roll trim control device 100, the roll trim control device 200, The transfer function should be derived first. The input of the transfer function may be an applied roll attitude angle, and the output may be a roll change rate of the aircraft.

According to a conventionally known technique, the roll mode of the aircraft 300 including the roll axis controller 200 can be modeled as shown in Equation (1).

[Equation 1]

here

Is a constant value determined according to the flight altitude and speed of the aircraft 300.

5 is a schematic diagram of a MATLAB simulink model for designing a roll command gain and a stabilization gain for an aircraft roll trim control apparatus according to an embodiment of the present invention.

The roll trim control device 100, the roll trim control device 200, and the airplane 300 of the aircraft by applying the result of modeling the airplane 300 according to Equation 1 and the control command generation unit 120 embodied in FIG. ) Is the same as the MATLAB Simulink model shown in FIG.

. Referring to FIG. 5, the input is the applied roll attitude angle and the output is the transfer function, which is the roll change rate of the aircraft, as shown in Equation (2).

&Quot; (2) "

here,

Is a roll command gain,

Is the stabilization gain.

Equation (2) is expressed as a third-order linear system and damping, which is a factor for controller design,

) And frequency (Frequency,

) Is expressed by Equation (3).

&Quot; (3) "

Equation (3) and a new primary system factor

To introduce

,

Can be expressed as Equations (4), (5) and (6).

&Quot; (4) "

&Quot; (5) "

&Quot; (6) "

here,

Must have a positive value. If it has a negative value, the characteristics of the overall roll trim control may fall into an unstable state.

As above

Depending on the

,

Can be obtained. The process of designing the roll command gain and the stabilization gain as described above is not limited to the control command generator 120 specified in FIG. 4. The control command generator 120 specified in another control method such as PID and PD It can be applied.

In addition,

Wow

Which is to be considered when designing the control gain of the motor,

To

It can not be brought to a certain level or more. The reason is that

Is a feedback sensor, it uses a rate sensor value because the sensor value can have a null bias or error of up to 1 deg / sec due to hardware characteristics. In other words, if the pilot wants to maintain the desired roll position due to null bias or error,

The error is caused by the ratio of

To

It can not be brought to a certain level or more. As a result of experimentation on the ground, the null bias value (obtained from the three rate sensor values) measured by the rate sensor was about 0.3 deg / sec. When the measured value was this level

The roll position error of about 1 deg can be obtained.

FIG. 6 is a result of a roll command gain and a stabilization gain obtained using a MATLAB simulink model for an aircraft roll trim control apparatus according to an embodiment of the present invention. In Equation (1)

Is a constant value determined according to the flight altitude and speed of the aircraft 300, the data pair consisting of the two elements of the roll command gain and the stabilization gain is the flight altitude (denoted ALT in Fig. 6) and the speed (Denoted by Mach or VCAS)

,

) Is designed as shown in FIG. here

Were chosen with reasonable values for design convenience.

As described above, the roll command gain and the stabilization gain designed according to the flight altitude and the speed of the aircraft can be stored in the storage unit 130 as a database. The database stored in the storage unit 130 can be used when the aircraft is in operation. Since the roll command gain and the stabilization gain are provided in a database, the aircraft does not have to process complicated calculations during operation, There is an advantage of simplification. Maintenance, repair, and upgrading of the roll trim control apparatus 100 of an aircraft can also be facilitated.

7 is a graph showing the results of the roll command gain and the stabilization gain obtained using the MATLAB simulink model prepared according to an embodiment of the present invention. It can be seen that the roll command gain and stabilization gain do not change when the aircraft's flight altitude and speed are above a certain value. Accordingly, if the aircraft's roll-trim control device 100 is set to operate only when the flight altitude and speed of the aircraft is greater than a predetermined value, the roll trim controller 100 of the aircraft, .

8 is a flowchart of a method for controlling the roll trim of an aircraft according to an embodiment of the present invention.

Referring to FIG. 8, a method for controlling a roll trim of an aircraft according to an exemplary embodiment of the present invention includes setting a roll command gain and a stabilization gain according to the flight altitude and speed of an aircraft (S10) (S20) of outputting a difference value between the current roll attitude angle of the aircraft and the current roll attitude angle of the aircraft, generating an automatic roll trim command based on the product of the difference value and the preset roll command gain and the product of the current roll change rate of the aircraft and the predetermined stabilization gain (S30), and inputting the automatic roll trim command to the roll axis controller to control the roll axis of the aircraft (S40).

At this time, the step of setting the roll command gain and the stabilization gain according to the flight altitude and the speed of the aircraft may be performed using the database of the roll command gain and the stabilization gain of the storage unit 130. [

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but on the contrary, Various modifications may be made by those skilled in the art without departing from the scope of the present invention.

10: Rudder
20: Flapper Ron
30: Elevator
100: Roll trim control device of aircraft
110: roll attitude subtractor
120: Control command generation unit
121: Roll command gain multiplier
122: Stabilization gain multiplier
123: integrator
130:
200: Roll axis controller
300: aircraft

Claims

An apparatus for controlling a roll trim of an aircraft equipped with a roll axis controller,
A roll posture angle subtracter for inputting a roll posture angle command applied to the aircraft and a current roll posture angle of the aircraft, and outputting a difference value between the roll posture angle command and the current roll posture angle; And
Generating a control command for generating an automatic roll trim command based on a product of the difference value and a current roll change rate of the aircraft and a product of the difference value and a preset roll command gain and a product of the roll change rate and a predetermined stabilization gain, Boo
Including,
Wherein the automatic roll trim command is input to the roll axis controller to control the roll axis of the aircraft.

The method according to claim 1,
The roll trim control device of the aircraft
A storage unit for storing roll commands and stabilization gains designed according to flight altitude and speed of the aircraft;
Further included,
Wherein the storage unit receives the current flight altitude and speed of the aircraft and selects a roll command gain and a stabilization gain corresponding to the current flight altitude and speed from the database and provides the roll command gain and the stabilization gain to the control command generation unit. Roll trim control device.

3. The method according to claim 1 or 2,
The apparatus of claim 1,
Characterized in that it operates when there is no pressure applied by the pilot of the aircraft to the roll stick.

3. The method according to claim 1 or 2,
The apparatus of claim 1,
And when the current roll change rate of the aircraft is 5 deg / sec or less.

3. The method according to claim 1 or 2,
The apparatus of claim 1,
Wherein the operation is performed when the speed of the aircraft is 150 knots or more.

3. The method according to claim 1 or 2,
The apparatus of claim 1,
Wherein the control unit operates when the navigation apparatus of the aircraft is normal.

3. The method according to claim 1 or 2,
The apparatus of claim 1,
And when the landing equipment of the aircraft is not operating.

3. The method according to claim 1 or 2,
The apparatus of claim 1,
And the pilot does not operate when the pilot loses the steering force or the trim is set not to operate.
.

A control method for an aircraft having a roll axis controller,
a) outputting a difference between a roll attitude angle command applied to the aircraft and a current roll attitude angle of the aircraft;
b) generating an automatic roll trim command based on a product of the difference value and a predetermined roll command gain and a product of a current stabilization gain and a current roll change rate of the aircraft;
c) inputting the automatic roll trim command to the roll axis controller to control the roll axis of the aircraft;
And controlling the roll trim of the aircraft.

10. The method of claim 9,
Prior to step a)
Setting the roll command gain and the stabilization gain according to the flight height and speed of the aircraft;
Further comprising the step of: