RU2586741C1 - Electrical remote control of "duck" - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to aircraft control systems, made according to “regressive weathercock duck” diagram. System of front horizontal “duck” fins control comprises a rudder indexing mechanism, a rudder position sensor, a sensor of vertical sliding an amplifier with three inputs, a rudders' actuator, connected in a certain manner.

EFFECT: higher reliability and simpler design of aircraft.

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Description

The invention relates to airplanes of all types and especially to drones with remote control aerodynamic schemes "regressive weathervane duck".

Known aircraft with control "duck", see, for example, US Pat. No. 2410286. For the formation of a regressive control law with an electric-remote control design, an active or reactive resistor with a midpoint is used in it.

The objective and technical result of the invention is to expand the arsenal of technical means, simplify the design, increase reliability.

To do this, this remote control system has a front horizontal steering wheel and contains a rudder positioner, a rudder position sensor and a vertical slip sensor, the inputs of which are connected to an amplifier with three inputs, and the amplifier output is connected to the rudder actuator, and at the initial stage of increasing vertical sliding, when the deviation directions of the vertical slip sensor and the horizontal rudder are multidirectional, the signals from the sensors are opposite in sign to the setpoint signal (i.e., of the pitch, the adjuster signal is positive, counting from the previous level, and the signals of both sensors with a pitch increase are negative, but when the deviation of the vertical slip sensor exceeds the level of the adjuster signal, the sensor signals become opposite in sign, and the sign of the rudder position sensor coincides with the sign of the adjuster )

This control is especially suitable for drones, where control is carried out using radio waves and the signal from the master naturally looks like a changing voltage.

In FIG. 1 shows this control system, and in FIG. 2, 3 - her work. The system contains a Z-1 adjuster, a US-2 power amplifier, an IM-3 steering actuator, a DR-4 steering wheel position sensor, and a DS-5 vertical slip sensor.

Management works as follows. For simplicity, we assume that the initial conditions are zero (the master and all sensors show 0). Let’s say a pilot or a drone operator sets the Z-1 steering wheel position to +5 degrees, expressed in scale: 1 volt corresponds to 1 degree (hereinafter 1 V / deg) That is, the control unit generates +5 volt voltage to the US-2 amplifier, see fig. . 2 - upper solid line. The sensitivity of the DR-4 rudder position sensor must be coordinated with the dial, i.e. equal to the scale of the dial, i.e. also 1 V / degree (otherwise, having received a command of 5 degrees, the actuator will turn the steering wheel until the steering wheel position sensor shows 5 volts, and the steering angle may be completely different).

The actuator IM - 3 through the amplifier US - 2 immediately begins to process the signal from the master З - 1 until the signal from the DR - 4 sensor rises to -5 volts (the lower point of the dashed line in Fig. 2), i.e., the steering wheel turned +5 degrees. Then the further work of the IM - 3 is terminated.

But then the plane begins to react to the deviation of the horizontal rudder, and its pitch and vertical glide increase (dash-dot line on the V-T graph, that is, “voltage-time”). Suppose the sensitivity of the DS-5 slip sensor is 1.5 V / deg. Then, as the negative signal of the slip sensor increases, a negative signal appears at the lower input of the amplifier US - 2, and the amplifier gives a signal to the actuator IM - 3 to reduce the angle of attack of the rudders. Since the signal from the steering wheel sensor DR - 4 decreases, and the signal from the vertical sliding sensor ДС - 5 increases (both are negative to the sign of the setter signal), equilibrium soon sets in - the sum of the signals from the sensors becomes equal and opposite in sign to the signal with setter (Fig. 2, point "A"). The exact position of the equilibrium point cannot be determined — it depends on the longitudinal stability properties of the aircraft. But let’s say, the signal from the steering wheel sensor accounts for -2 volts, that is, its deviation is +2 degrees, and the slip sensor gives out -3 volts, that is, the vertical slip is 2 degrees. In this case, the aircraft flies in the steady state with an angle of attack of +2 degrees, while the rudders are in the position of +2 degrees to the glider of the aircraft, which in turn has an angle of attack of +2 degrees. Total angle of attack of the horizontal rudder relative to the flow decreased to +4 degrees, instead of the initial +5 degrees. This is the regressiveness of the “duck” control - when the angle of attack of the horizontal rudder relative to the flow automatically decreases with increasing vertical slip.

By adjusting the ratio of the sensitivities of the DR and DS sensors and the sensitivities themselves, the control intensity can be adjusted. The desired control sharpness is selected based on the offset of the center of mass of the aircraft relative to its aerodynamic focus (longitudinal stability should be positive).

It is more interesting to consider the Vd-Ad diagram (voltage is the angle of deviation of the sensors) in FIG. 3. The diagram is two graphs that correspond to each other when the conditions Vdr + Vdc = -Vdat. Are fulfilled, where: Vdr is the voltage at the rudder position sensor, Vdd is the voltage at the vertical slip sensor, and Vadd. - setpoint voltage.

We begin to consider the diagram from the starting point “steering deviation by +5 degrees” (point 5, -5 in the diagram at the bottom right). The aircraft begins to respond to this deviation of the steering wheel, and a vertical glide appears - a dash-dotted arrow at the bottom left. As the negative voltage increases on the slip sensor, the steering wheel returns closer to the neutral position, this is a dashed arrow from point 5, -5. At the same time, the sum of the voltages mentioned above is stored all the time with the help of an amplifier and an actuator. But equilibrium sets in at the same point as in FIG. 2, namely: steering deviation +2 degrees (voltage -2 V), vertical sliding also +2 degrees (voltage -3 V). This position is shown in the diagram.

An interesting analysis of the diagram in FIG. 3. If the sensitivity of the slip sensor is equal to 0 (a horizontal line coinciding with the abscissa axis), then when the vertical slip changes, the horizontal steering wheel will not move from point 5, -5, and this will be the “classic duck” mode. If the sensitivity of the slip sensor (a thin dash-dotted line at the bottom left) is equal to the sensitivity of the steering wheel sensor (a thin dashed line at the top left, which is a continuation with a different sign when crossing the zero dashed arrow from point 5, -5), this will be the “weathervane duck” control ", That is, with any slip (at least up to +120 degrees with the" cobra "), the steering wheel will always be at a constant angle to the flow. And if the sensitivity of the vertical slip sensor is greater than the sensitivity of the rudder position sensor (in this example, 1.5 V / deg), then this will be a “regressive weathervane duck”.

By the way, the rudder sensor and the vertical slip sensor can be the same sensor design, just the supply voltage to the slip sensor is supplied more.

Claims (3)

1. The duck’s front horizontal tail control system includes a rudder positioner, a rudder position sensor and a vertical slip sensor, the inputs of which are connected to an amplifier with three inputs, and the amplifier output is connected to the rudder actuator, and at the initial stage of increasing vertical slip, when the deviation directions of the vertical slip sensor and the horizontal rudder are multidirectional, the signals from the sensors are opposite in sign to the setpoint signal. 2. The control system according to claim 1, characterized in that the sensitivity of the steering wheel position sensor is equal to the scale of the setter. 3. The control system according to claim 1, characterized in that the sensitivity of the vertical slip sensor is greater than the sensitivity of the steering wheel position sensor.

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