WO2010043734A1

WO2010043734A1 - System for controlling the operation of a convertible aircraft with helicopter, autogyro and plane modes

Info

Publication number: WO2010043734A1
Application number: PCT/ES2009/000498
Authority: WO
Inventors: Heribert Soler Canela; Ramón FERRER RULLÁN
Original assignee: Heribert Soler Canela; Ferrer Rullan Ramon
Priority date: 2008-10-17
Filing date: 2009-10-15
Publication date: 2010-04-22
Also published as: ES2359325B1; ES2359325A1

Abstract

System for controlling the operation of a convertible aircraft (1) with helicopter, autogyro and plane modes. The system has “multimode” active flight control (CAVM) (10), which comprises a configuration control device (14), that receives information from the sensors (26) of each and every one of control surfaces (23) and power (24), and on the position of the control organs (20); a flight mode selector (16) (FMS), to change the flight mode if certain conditions are detected by said sensors (26), which informs the pilot of whether the conditions for a safe change of mode are present; and a processor (15), that receives instructions from the pilot and the data from the control surfaces (23), power (24) and the ADIRU (21), and that send to the PCU (22) the order specifying which control surfaces and which power modules are to be actuated.

Description

D E S C R I P C I Ó N

"System to control the operation of a convertible aircraft between helicopter, autogyro and airplane modes"

Technical sector of the invention

The present invention relates to a system for controlling the operation of a convertible aircraft between helicopter, autogyro and airplane modes, according to the preamble of claim 1.

Background of the invention

EP1731420 describes a method of operation of a convertible aircraft, equipped with a fuselage, conventional fixed wings provided with ailerons, a tail with rudders, propeller engines, a blade rotor, a transmission between the engines and the rotor, equipped with brake and clutch means, and a landing gear. The method comprises a direct and reverse transition from helicopter mode to autogyro mode and a direct and reverse transition from autogyro-helicopter mode to airplane mode.

Patent ES2277476 describes a rotor for convertible aircraft between rotating wing modes to airplane mode that allows the implementation of the method of EP1731420. The rotor is driven by propellant engines of the aircraft itself through a torque transmission, based on cardan joints, provided with rotor clutch and brake means, and with means for controlling the pitching and warping of the rotor rotation shaft.

Typically, aircraft are provided with a flight control system, comprising:

- cockpit control organs, such as joysticks, pedals, power levers, etc., from which command orders are supplied to active flight control; an ADIRU (or Air Data and Inertial Unit), for the acquisition of inertial data (dynamics of the aircraft) and air conditions (dynamic pressure) in which unwrap the aircraft;

- a power control unit (PCU), which receives the signal from the active flight control (CAV), and is responsible for calculating the setpoints decorating for the control surfaces (flaps, rudders, etc.) and the modules power (engines and turbines of propulsion and rotation); a set of actuators, which act according to the output of the PCU on said control surfaces and power modules; and a set of sensors to capture the status of control surfaces and power modules.

In the following, both the previous acronyms and their entire original expressions will be used interchangeably, since acronyms are widely used in the aeronautical and avionics industry, and a person skilled in the art is very used to their use.

The patents cited above do not describe or suggest how these active flight control systems should be adapted to their particular characteristics, in particular derived from describing convertible aircraft between airplane mode, autogyro mode and helicopter mode.

The purpose of the present invention is to provide an active flight control system for convertible aircraft between airplane mode, gyroplane mode and helicopter mode, which allows simplifying and unifying the flight instruments and controls and their distribution in the cockpit so that that allows a simple, ergonomic and, above all, safe operation.

Explanation of the invention

For this purpose, the object of the present invention is a system to control the operation of a convertible aircraft between helicopter, autogyro and airplane modes, of new concept and functionality, characterized, according to the characterizing part of claim 1, because it comprises a "multi-mode" active flight control (CAVM), which in turn includes:

a configuration control device, which receives information from the sensors of each and every one of the control and power surfaces, and on the position of the control organs; a flight mode selector, to modify the flight mode if certain conditions captured by said sensors are verified, which informs the pilot about whether the safe conditions for a mode change are verified; and a computer, which has as inputs the instructions given by the pilot and the data of the control, power and ADIRU surfaces, and which sends to the PCU the order of which control surfaces and which power modules should be operated . Preferred embodiments of the present invention are described in claims 2 and following.

Brief description of the drawings

Next, a detailed description will be made of a preferred, although not exclusive, embodiment of the system for controlling the operation of a convertible aircraft between helicopter, autogyro and airplane modes, object of the invention, for which better understanding is accompanied by drawings in which, by way of non-limiting example, embodiments of the present invention are illustrated. In these drawings:

Fig. 1 is a side elevational view of a convertible aircraft that is managed according to the system to control the operation according to the present invention, with the rotor blades deployed for operation in rotating wing modes (autogyro or helicopter); Fig. 2 is a top plan view of the aircraft of Fig. 1

Fig. 3 is a functional block diagram illustrating the operating mode of the system for controlling the operation of the convertible aircraft according to the present invention;

Fig. 4 is a flow chart illustrating an embodiment of the management of transitions between helicopter, autogyro and airplane modes of operation; Y

Fig. 5 is an analogous view of Fig. 2, of the aircraft of Fig. 2, but with the rotor blades rotated and deployed aft, for operation in fixed-wing airplane mode. Detailed description of the drawings

In Figs. 1, 2 and 5 it can be seen that the convertible aircraft 1 to which the flight control system of the invention is applied is a hybrid aircraft between a helicopter, a gyroplane and a fixed-wing aircraft. The convertible aircraft 1 comprises a fuselage 2, conventional fixed wings 3 provided with ailerons, a conventional tail 4 with rudders, propeller motors 5, a rotor 6 of blades 7, 8, a transmission between the propeller engines 5 and the rotor 6, equipped with brake and clutch means of the rotor 6, a landing gear, transition means from helicopter mode to autogyro mode and vice versa, direct and reverse transition means from autogyro-helicopter mode to airplane mode, which are described below. , and pressurization and heating means of the cabin ("cockpif).

In one embodiment, the convertible aircraft 1 illustrated in the drawings is an apparatus with two propeller motors 5 that move two variable pitch propellers 11. The pitch of the propellers 1 1 can become negative. In addition, the drive motors 5 are connected to the rotor 6 by means of a transmission equipped with brake and clutch.

To measure the speed of the aircraft, the node or

The nautical mile, expressed in the International System of Units, the conversion being the following: 1 knot is equal to 1 nautical mile per hour or 1,852.00 m / h (International System of Units).

The lift for a range of "negative" or low speeds (typically between 0 and about 185.2 km / h), is produced by means of rotor 6, whose axis of rotation has been represented with numerical reference 19, and Ia convertible aircraft 1 operates in rotating wings mode, that is to say in helicopter mode or autogyro mode, while for higher speeds the lift is carried out through fixed wings 3, for a flight in airplane mode or fixed wings. The lift can also occur, for a given range of intermediate speeds, by means of wings 3 and rotor 6 in autogyro mode, simultaneously. The convertible aircraft 1 of the invention can take off and land on "rotating wings", that is to say both in autogyro mode and in helicopter mode, with the propellant engines 5 clutched to the rotor 6, and the direct or inverse transition to airplane mode can be carried out both from helicopter mode and from autogyro mode.

For example, the aircraft can take off in helicopter mode, and operate in this mode for VNO speed values (normal operating speed) between 0 and 55.56 km / h. In this mode the speed VNE (speed never exceeding) can be set to VNE = 83.34 km / h. For VNO> 55.56 km / h, the transition to autogiro mode occurs, in which VNO is between 55.56 km / h and 157.42 km / h, and VNE = 203.72 km / h. For VNO> 157.42 km / h it is transitioned to airplane mode, in which VNO is between 157.42 km / h and a higher value that may be the usual fixed-wing avionics. In Fig. 4 a diagram of flight modes and their transitions (with generic definition of VNO and VNE) is illustrated:

In Fig. 1 an example of embodiment of a convertible aircraft 1 according to the present invention is illustrated, with the blades 7 and 8 of the rotor 6 deployed for operation in a gyro or helicopter mode, and with the landing gear 9 deployed and three retractable wheels 10 .. They also indicate the trajectories of the tips of the blades 7 and 8 of the rotor 6.

In Fig. 2 a top plan view of the aircraft of Fig. 1 is observed. Circle 13 indicates that the rotor 6 is rotating in one of these two flight modes (flight modes in rotating wings)

Fig. 5 shows the convertible aircraft 1 with the blades 7, 8 of the rotor

6 rotated and partially deployed aft, for operation in fixed-wing airplane mode. The blades 7, 8 may be either fully retracted or retracted. In this flight mode the rotor 6 is stopped, as shown by the absence of circles. Propellers 11 continue to spin. The example of rotor 6 of the convertible aircraft 1 that is illustrated by way of non-limiting example has two blades 7 and 8 of the collapsible type, both on land and in flight, of symmetric aerodynamic profile with respect to the rope of the aerodynamic profile of Ia blade and variable rope, the rope being greater in the root than in the tip of the blades. Advantageously, the ratio between the thickness and the chord of the aerodynamic profile of the blades is comprised between 0.1 and 0.2. More specifically, the profile of the blades is advantageously of the NACA 0012 type or another of the symmetrical type. The rotor 6 is hinged, in the conventional manner, and on the longitudinal axis of the blades, to change its pitch both cyclically and collectively.

The blades 7 and 8 of the rotor 6 can rotate on vertical shafts equipped with first motors 19, for example servo-motors, controlled by electric command piloting (known as "x-by-wire" in English), which is described later. The longitudinal axes of the blades are equipped with a few second motors, for example servo motors, also driven by the system itself "by electric control". This type of folding blades 7, 8 on the ground allows the blades to be folded and to obtain minimum dimensions of the aircraft 1, and, thus, have a place in the elevators of aircraft carriers or in small hangars.

The mode of operation of the drive elements of the rotor motors and their blades (rotation and collective pitch), for the transition from one mode to another is described in patents ES2275370 and ES2277476, to which we refer as reference. The active control of these motors and rotor, as well as the control surfaces (flaps, rudders, air brakes, slats, compensator, landing gear, etc.) is carried out by means of the control system of the present invention, whose diagram of blocks are illustrated in Fig. 3.

The system for controlling the operation of a convertible aircraft 1 comprises, in a manner known per se, an active flight controller 10 (CAV); cockpit control organs 20, such as joysticks, pedals, power levers, etc., from which command orders are supplied to the active flight control; an ADIRU 21 (or Air Data and Inertial Unif), for the acquisition of inertial data (dynamics of the aircraft) and air conditions (dynamic pressure) in which the aircraft operates; a power control unit 22 (PCU), which receives Ia signal from the CAV 10, which is responsible for calculating the command setpoints for the control surfaces 23 (flaps, rudders, air brakes, slats, compensator, landing gear, etc.) and for the power modules 24 (engines, rotor , collective step of the blades); a set of actuators 25, which act according to the output of the PCU on said control surfaces and power modules; and a set of sensors 26 to capture the state of the control surfaces and the power modules.

According to the invention, and as can be seen in Fig. 3, the active control is an "multimodd 'active flight control (CAVM, 10), comprising:

a configuration control device 14, feedback to the CAVM 10, and that receives information from the sensors 26 of each and every one of the control and power surfaces, and about the position of the control elements; a flight mode selector 16 (FMS), to modify the flight mode if certain conditions captured by said sensors are verified, which informs the pilot about whether the safe conditions for a mode change are verified; and - a computer 15, which has as inputs the instructions given by the pilot and the data of the control, power and ADI-RU 21 surfaces, and which sends to the PCU 22 the order of which control surfaces and which Power modules must be powered.

The power module 24 responds to the order that arrives from the Unit of

Multimode Active Flight Control 10 (CAVM), for the control of the rotation speed of the motors the rotating organs (motors 5, rotor 6), of the pairs and of the passages of the propellers 11 and of the collective of the blades 7 , 8, which integrates a collective passage control system, a power control system with electronic fuel and air adjustment, an automatic propeller passage control system 1 1, and an automatic control system of the so-called torque (Revolutions per minute (RPM) engine - RPM rotor-Collective) and a yaw control system.

The CAVM 10 comprises at least one memory with a database that It contains the envelopes and flight configurations and their corresponding transitions. The memory contains a database with the particular parametric flight laws for each flight mode ("sub-envelopes") helicopter, gyroplane and airplane. The data of the parametric laws shall consist of the attack angles, the VNE and VNO speeds, the safety margins, L _m0 , the particular flight conditions, the vector accelerations, etc., for each flight mode.

The main difference with the existing systems is that the CAVM 10 Multimode Active Flight Control of the present invention allows for flight envelopes and laws for each flight mode and its transition, this makes it an optimal system for convertiplanes and VTOL aircraft (Takeoff and Vertical Landing), preventing the aircraft 1 from entering unsafe situations. The system consists of the Multimode Active Flight Control Computer 15, the Flight Mode Selector (FMS, 16) and the Configuration Control 14, mentioned above. The system works with multiple databases of envelopes and flight configurations and their corresponding transitions such as:

The functions of the CAVM 10 Active Control System are basically two, the first one, the filtering of the command order according to the configuration of the aircraft 1 applying the envelope and flight laws for each case, the second, managing the configuration changes.

The Computer 15 of the CAVM 10 has two basic functions, on the one hand it filters the command command of the pilot according to the envelope and flight laws of the current configuration of the aircraft 1, and on the other hand it sends the PCU 22 (" Power Control Unif), the order that control surfaces must be acted upon to achieve the pilot's order, determined according to the current configuration of the aircraft.

The Configuration Control 14 controls and manages the configuration of the aircraft 1. To this end, it receives information through the sensors 26, of each and every one of the control and power surfaces. And on the position secondary controls (flaps, air brakes, slats, compensator, landing gear, etc.). Share information with the CAVM 10 Computer 15 to know if it is possible or not to change the Mode, if the condition is "yes", send a signal to the Flight Mode Selector FMS 16, so that it can warn the pilot of the possibility of changing modes. It also receives information from the Flight Mode Selector 16, if the mode change order is given, the Configuration Control starts the sequence to configure the aircraft 1 according to mode.

The Flight Mode Selector 16 is constituted by a console arranged in the cockpit position of the cabin, which by means of illuminated pushbuttons indicates to the pilot the current Flight Mode and if the conditions of "safe transition" of a flight mode occur to another. The decision to transition from one flight mode to another is of the pilot of the aircraft 1, when the light button indicates that the transition is possible, the pilot can start it by pressing on said light. This unit acts as a security element since it will not allow the transition if the pilot does not give the order. It receives information from the Configuration Control 14 which indicates the status of the configuration of the aircraft 1 at all times.

Fig. 3 shows a functional block diagram illustrating the operating mode of the system to control the operation of the convertible aircraft 1, showing the inclusion and interrelation of the CAVM 10 according to the present invention. It can be seen that the system receives the command, controls and sends the appropriate signal according to the control surfaces, mode change actuators, power module.

The Power Module 24 controls the 5-propeller 11-rotor 6 motor assembly, regulating the ratio of RPM, propeller pitch, collective, and "torque" (understood as differential rotation speed). Basically it is an integrated system in which, as already said, there is a collective control, a power control with electronic fuel and air adjustment, an automatic propeller passage control system, and an automatic control system "torque" (motor RPM - rotor RPM-Collective) and a yaw control system. It responds to the order that arrives from the CAVM 10 Multimode Active Flight Control Unit.

The PCU 22 ("Power Control Unif) distributes the signal from the CAVM 10 to the actuators of the control, warping, pitching, yaw, collective surfaces, also to those that modify the configuration of the aircraft. This PCU 22 unit controls the operation of the actuators, are based on an electrical or hydraulic system.

Regarding the ADIRU 21 Air Data and References unit, it is basically a Static / Pitot system together with an inertial unit that provides acceleration data in the three spatial axes.

At this point, a mention must be made of the system protections, which, in addition to the regulatory requirements for its certification, will have the following protection systems:

1. The CAVM 10, Multimode Active Control Unit, will have an autochecking system that the pilot must activate before each flight.

2. When required for certification issues, the system will be completed with one or more CAVM 10, which will be in passive mode and will check the main CAVM, in the event that the active CAVM fails the notice will be given to the crew and the will report that another CAVM has passed active mode.

3. "Degradation" of the system, when the aircraft 1 is in emergency or emergency conditions, the system may be degraded depending on the severity of the anomalies so that the pilot has more control over the aircraft.

4. The Flight Mode Selector 16 will have a "test", check function to check the correct operation of the buttons and the light series.

5. No transition action will be carried out without the pilot of the order in Flight Mode Selector 16.

In flight mode, whatever is stable, the system responses are based on "feedbactí" (feedback) control mode from the signals and data of the aircraft's sensors. Always active, the CAVM 10 also has a control system for (anticipation) feed forward to identify when transition conditions approach. This system advises the pilot, by means of a light signal and a synthetic voice, that one can proceed to the transition from one flight mode to another.

The design of the instrument panel and flight controls for convertible aircraft 1 in multi-flight mode (helicopter, autogyro and airplane, their configurations and transitions between flight modes), to operate according to the active flight control system of The present invention. The purpose of this panel is to simplify and unify the instruments and flight controls and their distribution in the cabin in a way that allows a simple, safe and ergonomic operation.

The central panel and the pedestal group; flight instrumentation, navigation, communications, and status and flight selector. This can be complemented with existing systems such as an angle of attack indicator, a Head Up

Display (HUD), inertial and a Global Navigation Satellite System (GPS) among others.

1. Electronic Instruments System. EIS The complexity of the aircraft and the large amount of information that needs to be assimilated makes it necessary for the avionics to be based on a system of electronic instruments. This system must also provide information on the characteristics of the aircraft such as configuration, trend vector, speed protections and attitude among others. The system will be composed of screens that can be presented in combination:

to. An electronic flight instrument system (EFIS), which displays a display of the primary flight instruments Primary Flight Screen

Display - PFD) and other navigation instruments Navigation Screen (NAVD), this last display is multifunctional and can be compatible with the radio system, transponder, weather radar, radio meter and GPS among others. b. A centralized system of engine instruments, systems and crew alerts (ECAM; Electronic Centralized Aircraft Monitor) that presents its data through a display with engine data and warnings and another with information on aircraft systems, this will also show a graph in three views of the aircraft that will show the status and movement of the primary and secondary control surfaces and other moving parts of the aircraft.

2. Basic or auxiliary instruments are the minimum flight instruments, compass, altimeter, anemometer, artificial horizon with slip indicator, and clock / stopwatch.

3. Flight Mode Selector FMS 16 (Fligth Mode Selector): it has three possible modes; helicopter (HC), autogyro (AG) and airplane (ACFT). The selection of a certain flight mode Ia makes the pilot, within the appropriate conditions (envelope and flight configuration). If these are not given, the mode selector, in communication with the Multimode Active Flight Control unit 10, will not allow it to:

to. Solid orange light: Flight modes not possible - away from transition conditions. b. Flashing orange light: Flight conditions close to a possible transition - flight mode available for transition. At this time you can click on the flashing amber light, with this action the system is indicated that we want to start the transition from the active mode to the selected one. C. Flashing green light: transit mode. Mark the configuration that the aircraft will have when the transition is finished. d. Solid green light: flight mode set - flight mode and current settings.

The flight controls and their function are described below. The complexity of handling a convertible aircraft 1 makes it necessary to find the lowest common denominator, that is, the pilot transmits to the active flight control that he needs to achieve, altitude, speed, warping, yaw, and the system responds by acting on the controls of the aircraft, aileron power, cyclic, collective, and rudder depth, depending on the mode in which the aircraft is located, Airplane Mode, Autogyro Mode, Helicopter Mode.

The system consists of Joystick, Pedals and Power Lever. Each one has the peculiarity that acts on different parts of the aircraft 1 according to its configuration. The signal is interpreted by the Multimode Active Flight Control unit, which sends the command to the control surfaces determined according to the current configuration of the aircraft. If the pilot does not give any orders, the system is responsible for operating the control surfaces to maintain the flight characteristics.

1. Joystick: There are two, one for each pilot position.

The Joystick can be equipped with different buttons, such as the Push-to-talk

PTT communications, the autopilot disconnection, the trim

(shooting) electric, etc. Its effects, (forward, backward, right or left) are different, depending on the flight mode.

to. Airplane Mode (ACFT): Controls the speed and attitude of the aircraft 1. For example when moving the Joystick, forward or backward, the system, in airplane mode, would act on the rudder to get the order given by the pilot, if it moves to the left or right, the system will act on the warping surfaces of each wing 3 that can be the ailerons, or flaps, or spoilers according to the design of the aircraft 1.

b. Helicopter (HC) mode: Forward or backward control the system acts on the cyclic of the blades 7, 8 to achieve the desired pitching moment. Command to the right or left the system acts on the cyclic to achieve the desired warping. C. Autogyro (AG) mode: Forward or backward control the system acts on the cyclic to achieve the desired pitching moment. Command to the right or left the system acts on the cyclic to achieve the desired warping. In addition, depending on the level of aerodynamic forces and loads, it can act on the typical control surfaces in the airplane configuration.

2. Pedals: There are two pairs a pair for each pilot position. The pedals have a double function, in addition to allowing and controlling the yaw, by pressing on the upper end of the pedal, it swings by actuating the brakes of the main train, this allows that on the ground the direction of the aircraft 1 is modified by applying differential braking .

to. Airplane Mode (ACFT): The system acts on the steering wheel. Maintains a neutral yaw at all times, until the pilot does not act on the pedals, at that time the system acts on the steering wheel to allow the yaw ordered by the pilot.

b. Helicopter Mode (HC): The system acts, according to the design of the aircraft, on the tail rotor (if any) or the power plants (engine assembly 5, propellers 11), to create the necessary asymmetry to compensate for the Rotating torque of rotor 6, maintaining a neutral yaw until the pilot does not act on the pedals, at that time the system acts on the power plants or tail rotor (if any) to allow the yaw ordered by the pilot.

C. Autogyro Mode (AG): The system acts, according to the design of the aircraft, on the tail rotor, or the rudder, or the power plants (engine assembly 5, propellers 11), to create the necessary asymmetry to compensate for the Rotating torque of rotor 6, maintaining a neutral yaw until the pilot does not act on the pedals, at that time the system acts on the power plants or tail rotor (if any) to allow the yaw ordered by the pilot. 3. Power lever: It is located on the power pedestal, it has the characteristic of controlling the 5-propeller 11-rotor 6 motor assembly, regulating the ratio of RPM, propeller, collective, and torqυe. Basically it is an integrated system in which there is a control of the collective of the blades 7, 8, a power control with electronic adjustment of fuel and air, an automatic propeller passage control system 11, and an automatic control system of the torqυe (RPM motor - RPM rotor-Collective).

to. Airplane Mode (ACFT): When moving the power lever forward the system increases the engine power, if the lever moves back the system decreases the power of the engine 5, in both cases the system also adjusts the pitch of The propeller 11 to give the best performance according to the aerodynamic speed of the aircraft 1.

b. Helicopter (HC) Mode: By moving the power lever, the system acts on the collective, and on the power of the motor applied to the rotor shaft to maintain the torque and rpm of the motor 5 and the rotor 6. By moving the lever towards forward, the collective of the blades 7, 8, and the power applied to the axis 19 of the rotor 6 (Fig. 2) increases, and keeps the torque (rpm motor - rpm rotor) within limits. When moving the power lever towards the rear, the collective decreases, and the power applied to the axis 19 of the rotor 9, and keeps the torque (rpm engine - rpm rotor) within limits

C. Autogyro (AG) Mode: By moving the power lever forward the system acts on the bus and increases the engine power, if the lever moves backwards the system acts on the bus and the engine power decreases, in both cases The system also adjusts the pitch of the propeller to give the best performance according to the aerodynamic speed of the aircraft.

In modes HC and AG ₁ when moving the power lever backwards, it must also serve as a brake. The system can also operate in automatic mode, similar to the combined "Autopilot / Autothrotel / Yaw Dampeí" systems that currently exist, but with one more mode of operation, an assisted mode in which the pilot can act on a command without that the rest of the parameters are modified, for example in the assisted mode in helicopter configuration, if the pilot only acts on the Joystick to increase the speed the system in addition to acting on the cyclic Io will do on the power command to compensate for the increase / decrease in lift caused by the pitching moment.

The difference is that in the current automatic flight systems if the pilot acts on the controls this is disconnected, the assisted mode maintains all the flight conditions except those that the pilot wants to modify acting on the joystick. The assisted mode will be of great help especially in maneuvers close to the ground as it will simplify many maneuvers that might otherwise require a very high workload.

Finally, indicate that the instrumentation is the following:

1. EFIS (Electronic Flight Instrument System) Integrates the following information screens a. PFD - Primary Flight Display b. NAVD - Navigation Display

2. PFD - Displays basic flight information, (speed, altitude, attitude.). It is an industry standard.

3. NAVD - Displays navigation information, it is also a multi-function screen and can present meteorological radar data, traffic information, terrain information.

4. MFD - Multi Function Display: Shows navigation and weather information that you receive from other information systems. It is an industry standard. 5. ECAM: - Centralized Electronic Monitor of the Aircraft. (Electronic Centralized Aircraft Monitoή: Displays information on engine operating parameters, temperature, pressure, rpm, etc. As well as system indications and warnings to the crew.

6. HUD: Transparent display on the windshield of the cabin that presents flight information without obstructing the view of the pilot and without having to take the view away from the flight path. It is a pond of the industry.

7. FMS: Flight Mode Selector Flight It is not an industry standard. It is a specific development for the purpose described in this document.

8. CAVM: Ultimate Flight Active Control. It is not an industrial standard. It is a specific development whose purpose, functionality and mode of operation as described herein.

Fig. 4 is a flow chart illustrating an embodiment of the management of transitions between the helicopter (Flight = HC) 27, autogyro (Flight = AG) 28 and airplane (Flight = ACFT) 29 modes of operation. Depending on the activated mode, the behavior is as follows:

1. Flight Mode Selector = HC 27, perform orders 30: 1. Rest: ready

2. Start.

3. Boot: Wings and spoilers

4. In an upright position.

5. Take off in HC mode. 6. Change of variable pitch from negative to positive of the propellers

7. Activate thrusters.

2. Flight Mode Selector = AG 28, perform orders 31:

1. Transition from HC to AG 2. Wings and wings in flight position 3. Collection of the landing gear.

3. Flight Mode Selector = AV performs orders 32

1. Transition from AG to AV: 2. Folding of the rotor blades, one of them rotates on itself

Following this flow chart, the aircraft can take off in helicopter mode, and operate in this mode for VNO speed values (normal operating speed) between 0 and 55.56 km / h. In this mode the VNE speed (speed never exceeding) can be set to VNE = 83.34 KmVh. For VNO> 55.56 km / h, the transition to autogiro mode occurs, in which VNO is between 55.56 km / h and 157.42 kmTh ₁ and VNE = 203.72 km / h. For VNO ≥ 157.42 km / h it is transitioned to airplane mode 35, in which VNO is between 157.42 km / h and a higher value that may be the usual ones in a fixed-wing aircraft.

Claims

1.- System to control the operation of a convertible aircraft (1) between helicopter, autogyro and airplane modes, comprising:

cockpit control organs, such as joysticks, pedals, power levers, etc., from which command orders are supplied to active flight control; an ADIRU (Air Data and Inertial Uniή (21), for the acquisition of dynamic inertial data of the aircraft (1) and air conditions (dynamic pressure) in which the aircraft operates; a power control unit (PCU ) (22), which receives the signal from the CAVM

(10), which is responsible for calculating the command setpoints for the control surfaces (flaps, rudders, air brakes, slats, compensator, landing gear, etc.) and for the power modules (engines (5), rotor (6), collective step of the blades (7,

8)); a set of actuators, which act according to the output of the PCU (22) on said control surfaces (23) and power modules (24); and a set of sensors (26) to capture the state of the control surfaces and the power modules;

characterized in that the system is provided with a "multi-modd 'active flight control (CAVM) (10), comprising:

- a configuration control device (14), which receives information from the sensors (26) of each and every one of the control surfaces (23) and power (24), and about the position of the control elements (20 ); a flight mode selector (16) (FMS), to modify the flight mode if certain conditions captured by said sensors (26) are verified, which informs the pilot about whether the safe conditions for a mode change are verified; and a computer (15), which has as inputs the instructions given by the pilot and the data of the control surfaces (23), power (24) and the ADIRU (21), and that sends to the PCU (22) The order of which control surfaces and which power modules must be operated.

2. System for controlling the operation of a convertible aircraft, according to claim 1, characterized in that it comprises a power module (24), which responds to the order that arrives from the CAVM Multimode Active Flight Control Unit (10) , for the control of the speed of rotation of the rotating organs (5, 6, 11), of the pairs and of the passages of the propellers (1 1) and collective of the rotor (6), which integrates one or several systems of Selected control group:

system of control of the collective passage of the rotor (6), power control system with electronic adjustment of fuel and air, automatic control system of propeller passage (11), automatic system of torque control (motor RPM - RPM rotor- Collective), and yaw control system.

3. System for controlling the operation of a convertible aircraft, according to claim 1, characterized in that the CAVM (10) comprises at least one memory with a database containing the envelopes and flight configurations and their corresponding transitions.

4. System for controlling the operation of a convertible aircraft, according to claim 1, characterized in that the FMS flight mode selector (16) comprises means for informing the pilot if the transition conditions between the modes, helicopter, Autogyro or plane, and to allow the transition only when the pilot gives the order.

5. System for controlling the operation of a convertible aircraft, according to claim 4, characterized in that said means for informing comprise a console arranged in the pilot position which, by means of light buttons, indicates the flight mode present to the pilot and if give the conditions of "safe transition" from one flight mode to another

6. System for controlling the operation of a convertible aircraft, according to claim 1, characterized in that it comprises a panel with a mode selector three-position flight (helicopter, autogyro or airplane), and at least one joystick to pass command instructions to the control surfaces (23) and to the control systems of the power modules (24) depending on the mode selected.

7. System for controlling the operation of a convertible aircraft, according to claim 1, characterized in that said cockpit control elements comprise at least one joystick, at least two pedals, and at least one power lever, whose controls on the actuators of the control surfaces and the power module through the CAVM (10) differ according to the present mode of the aircraft (1).

8. System for controlling the operation of a convertible aircraft, according to claim 7, characterized in that the joystick is adapted to control, in airplane mode, the speed and attitude of the aircraft (1), through the action of the aircraft Món depth and warping surfaces (spoilers, flaps, spoilers, etc.).

9. System for controlling the operation of a convertible aircraft, according to claim 7, characterized in that the joystick is adapted to control, in helicopter mode and in autogyro mode, the cyclic passage of the rotor (6) to achieve the desired pitching moment , and the cyclic step to achieve the desired warping.

10. System for controlling the operation of a convertible aircraft, according to claim 9, characterized in that the joystick is adapted to control, in autogiro mode, also the control surfaces corresponding to fixed wings.

11. System to control the operation of a convertible aircraft, according to claim 7, characterized in that said pedals, in airplane mode, act on the steering wheel, to maintain a neutral yaw at all times, until the pilot does not act on the pedals, at that time the system acts on the steering bolt to allow the yaw ordered by the pilot.

12. System to control the operation of a convertible aircraft, according to claim 7, characterized in that said pedals, in helicopter mode, act on the eventual tail rotor or power plants (engine assembly (5), propeller). ees (11)), to create the necessary asymmetry to compensate the rotor torque (6), maintaining a neutral yaw until the pilot does not act on the pedals, at that time the system acts on the power plants or the optionally present tail rotor to allow yaw ordered by the pilot.

13. System to control the operation of a convertible aircraft, according to claim 7, characterized in that said pedals, in autogyro mode, act on the eventual tail rotor, or the steering wheel, or the power plants (engine assembly, propeller), to create the necessary asymmetry to compensate the rotor torque, maintaining a neutral yaw until the pilot does not act on the pedals, at that time the system acts on the power plants or the possibly present rotor of tail to allow yaw ordered by the pilot.

14.- System for controlling the operation of a convertible aircraft, according to claim 7, characterized in that said power lever is adapted to control the engine (5) -propeller (1) -rotor (6), by means of regulation of The ratio of RPM, pitch of the propeller, collective, and torque.

15.- System for controlling the operation of a convertible aircraft, according to claim 14, characterized in that said power lever is adapted to control, in helicopter mode, the collective, and the power applied to the axis (19) of the rotor ( 6) and maintain the torque and rpm of the motor (5) and the rotor (6), so that moving the lever forward increases the collective pitch of the blades (7, 8) of the rotor (6), and The power applied to the axis (19) of the rotor (6), and keeps the torque (rpm motor - rpm rotor) within limits, and when moving the lever backwards after said collective step decreases and the power applied to the axis (19) of the rotor (6), and keeps the torqυe (rpm engine - rpm rotor) within limits.

16.- System for controlling the operation of a convertible aircraft, according to claim 14, characterized in that said power lever is adapted to control, in autogiro mode, the collective passage of the rotor (6) and the power of the engine (5 ), so that, by moving the lever forward, the system acts on the collective and increases the power of the engine, and by moving the lever backwards the system acts on the collective and decreases the power of the engine.

17. System for controlling the operation of a convertible aircraft, according to claim 16, characterized in that the lever is adapted so that, when activated, the system adjusts the pitch of the propellers (11) to give the best performance according to The aerodynamic speed of the aircraft (1).