WO2010150760A1 - 航空機のステアリング角制御システム - Google Patents
航空機のステアリング角制御システム Download PDFInfo
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- WO2010150760A1 WO2010150760A1 PCT/JP2010/060501 JP2010060501W WO2010150760A1 WO 2010150760 A1 WO2010150760 A1 WO 2010150760A1 JP 2010060501 W JP2010060501 W JP 2010060501W WO 2010150760 A1 WO2010150760 A1 WO 2010150760A1
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- steering angle
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- 238000001514 detection method Methods 0.000 claims abstract description 14
- 230000005484 gravity Effects 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 7
- 238000012795 verification Methods 0.000 description 4
- 239000007787 solid Substances 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/50—Steerable undercarriages; Shimmy-damping
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/0083—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots to help an aircraft pilot in the rolling phase
Definitions
- the present invention relates to an aircraft steering angle control system in which an operation signal related to a steering angle becomes a control command signal for a steering wheel and turns an aircraft traveling on the ground in a desired direction.
- the present invention relates to an aircraft steering angle control system that can control the direction of the aircraft by steering operation while minimizing the slip amount of the aircraft inside.
- FIG. 6 is an explanatory diagram showing the correlation among steering operation, steering wheel angle, and turning rate in a conventional steering angle control system (see, for example, Patent Document 1).
- the steering operation and the steering wheel angle correspond one-to-one, and the steering wheel angle increases as the pilot steering operation amount increases. As a result, the turn rate of the airframe also increases.
- the present invention has been made in view of the problems of the prior art, and its purpose is to minimize the slip amount of the airframe during turning on a low ⁇ road surface such as a frozen road surface, and the direction of the airframe by steering operation.
- An object is to provide an aircraft steering angle control system that enables control.
- the aircraft steering angle control system outputs an operation signal related to the steering angle as a control command signal for the steering wheel to turn the aircraft traveling on the ground in a desired direction.
- Steering angle control system A reference steering angle setting unit that calculates a reference steering angle when it is assumed that the aircraft is not slipping, a slip detection unit that determines the slip state of the aircraft based on the reference steering angle, and interlocked with the slip detection unit And a switch unit that selects and outputs the control command signal, When a slip state of the airframe is detected, a signal related to the reference steering angle is output as a control command signal for the steering wheel without depending on an operation signal related to the steering angle.
- the steering device operated by the pilot instead of the (steering) angle of the steering wheel, for example, the detection of the slip state of the airframe based on information on the operation amount of the steering wheel, and the steering wheel at the time of the slip
- the system is configured so that an optimal control command is made. That is, while the aircraft is turning normally, an operation signal related to the steering angle is directly output as a control command signal to the steering wheel. However, if a slip state of the aircraft is detected, an operation signal related to the steering angle is detected. Is not directly output as a control command signal to the steering wheel, but instead, a signal related to the reference steering angle (reference steering angle) is output as a control command signal to the steering wheel.
- this steering angle control system has a so-called steering wheel envelope protection function that, when detecting the slip state of the airframe, prevents an excessive steering angle that promotes the slip of the airframe from being transmitted as a control command to the steering wheel.
- the steering wheel angle can be automatically controlled. As a result, the slip amount of the airframe during turning on a low ⁇ road surface such as a frozen road surface is minimized, and as a result, direction control of the airframe by steering operation is enabled.
- the aircraft steering angle control system wherein the reference steering angle is calculated as L * ⁇ / V according to the ground speed V of the aircraft, the yaw rate ⁇ of the aircraft, and the distance L between the center of gravity and the front wheels of the aircraft. It was decided to be decided by.
- the ground speed V and the yaw rate ⁇ of the fuselage can be easily obtained from the measurement equipment provided in the aircraft, so the reference steering angle that forms the core of the steering wheel envelope protection function can be easily obtained. Can be configured. Therefore, the object of the present invention can be suitably achieved by a small modification to the existing steering angle control system.
- the steering angle control system of the present invention calculates a reference steering angle when it is assumed that the aircraft is not slipping to an aircraft steering angle control system that outputs an operation signal related to the steering angle as a control command signal for the steering wheel.
- Steering wheel envelope protection comprising: a reference steering angle setting unit that detects a slip state of the aircraft based on the reference steering angle; and a switch unit that selects a control command signal for the front wheels in conjunction with the slip detection unit It is the structure which incorporated.
- an aircraft equipped with the present steering angle control system has stable directional control characteristics (turning characteristics) with respect to ground travel. Therefore, the pilot can perform a stable turning travel by a steering operation regardless of the road surface condition, ground travel experience and skill. As a result, stable ground travel is possible and the pilot workload is greatly reduced.
- the aircraft incidents such as the direction control does not work and the aircraft deviates from the taxiway or touches the obstacle. It can be expected that the safety of the aircraft on the ground will be greatly improved.
- FIG. 4 is an explanatory diagram showing time series data of a steering operation amount (solid thick line), a steering wheel angle (solid line), and a turning speed (dotted line) when the vehicle travels with the route shown in FIG. 3 as a target. It is explanatory drawing which shows the path
- FIG. 1 is an explanatory diagram showing a configuration of a steering angle control system 100 of the present invention.
- the steering angle control system 100 includes a steering wheel 1 that outputs a control command signal (steering angle S) for the front wheels according to an operation amount of a pilot, and an inertial sensor 2 that measures a ground speed V of a traveling aircraft (airframe).
- a gyro 3 for measuring a yaw rate omega aircraft calculates the steering angle S S when the aircraft is assumed to not slip captures ground speed V and the yaw rate omega, aircraft with a the steering angle S S
- a front-wheel envelope protection 4 that prevents excessive steering angle S that promotes slippage of the airframe when it is determined whether or not the airframe is slipping.
- the steering wheel 1 may be anything as long as it outputs a linear electric signal corresponding to the operation amount such as a handle type, a lever type, or a pedal type.
- Wheel envelope protection 4 a reference steering angle setting unit 41 which calculates the steering angle S S, a slip detection unit 42 for detecting the slip state of the aircraft based on the steering angle S S and the steering angle S, the slip detection unit 42, and a switch unit 43 that selects a control command signal for the front wheels (steering wheels).
- the control command signal for the steering angle S output by the pilot operating the steering wheel 1 is input to the slip detector 42 of the front wheel envelope protection 4. , It is also input to the switch unit 43. In the initial state, the contact A of the switch unit 43 is valid, so the steering angle S is directly output as a control command signal for the front wheels.
- the other slip detection unit 42 to which the control command signal for the steering angle S is input is referred to as a steering angle S S (hereinafter referred to as “reference steering angle S S ”) when it is assumed that the aircraft is not slipping. ) Is input from the reference steering angle setting unit 41, and the reference steering signal S S is compared with the steering angle S.
- the contact is switched so that the B contact of the switch unit 43 becomes valid.
- the control command signal for the excessive steering angle S from the pilot is cut off, and the reference steering angle S S calculated by the reference steering angle setting unit 41 is used as a control command signal for driving the front wheels (steering wheels). Is output via the B contact of the switch unit 43.
- the reference steering angle S S may be in the form of the latest (V, omega) the reference steering angle S S corresponding to is outputted, thereafter the reference steering angle S S immediately before the switching the contact is latched thereof A form in which a signal is output may be used.
- FIG. 2 is an explanatory diagram showing the correlation among the steering operation, the steering wheel angle, and the turning rate in the steering angle control system 100. That is, while the aircraft is turning normally, the steering wheel angle increases in accordance with the pilot operation amount. As a result, the turn rate of the airframe also increases according to the pilot's steering operation amount.
- the steering angle control system 100 detects the slip state of the airframe, the output line for the front wheels is switched so that an excessive steering angle S that promotes slipping of the airframe is not output as a control command signal for the front wheels.
- the excessive steering angle S from the pilot is not output as a control command signal for the front wheels, but instead, the reference steering angle S S is newly output as a control command signal for the front wheels.
- the result of the verification test of the steering angle control system 100 will be described later with reference to FIGS.
- FIG. 3 is an explanatory diagram showing a target route in the verification test.
- the verification test for confirming the effect of the present invention was performed by measuring the path error between the actual follow-up path and the target path when the aircraft traveled on the path shown in FIG. 3 under a predetermined condition.
- FIG. 4 is an explanatory diagram showing time series data of the steering operation amount (solid thick line), the steering wheel angle (solid line), and the turning speed (dotted line) when the aircraft travels with the route shown in FIG. 3 as a target.
- FIG. 4 (a) shows each data when the front wheel envelope protection 4 according to the present invention is operated (protection ON), and FIG. 4 (b) does not function the envelope protection 4 according to the present invention. Each data in the case (protection OFF) is shown. In a normal state where the airframe is not slipping, the steering operation amount and the turning speed substantially follow. That is, the three types of lines match. However, as shown in FIG.
- FIG. 5 is an explanatory diagram showing a path error between the actual follow path and the target path.
- the function of the front wheel envelope protection according to the present invention resulted in a favorable reduction of the (average) route error.
- the steering angle control system 100 is such that the aircraft does not slip into the aircraft steering angle control system that outputs the operation signal related to the steering angle S as the control command signal for the steering wheel (front wheel).
- a reference steering angle setting unit 41 that calculates the assumed reference steering angle S S
- a slip detection unit 42 that detects the slip state of the airframe based on the reference steering angle S S
- a front wheel in conjunction with the slip detection unit 42
- the front wheel envelope protection 4 comprising a switch unit 43 for selecting a control command signal is incorporated.
- the aircraft since the pilot rarely falls into an uncontrollable state by the wheel envelope protection 4 according to the present invention, the aircraft incident such that the direction control is not effective and the aircraft deviates from the taxiway or touches an obstacle. It can be expected that the safety of the aircraft on the ground will be greatly improved.
- the steering angle control system of the present invention can be suitably applied to an anti-slip device for an aircraft steering wheel.
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- Aviation & Aerospace Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
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- Physics & Mathematics (AREA)
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- Automation & Control Theory (AREA)
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- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
Description
図6は、従来のステアリング角制御システム(例えば、特許文献1を参照。)におけるステアリング操作、操舵車輪角および旋回率の相関関係を示す説明図である。ステアリング操作と操舵車輪角は一対一に対応し、パイロットのステアリング操作量が増加するにつれて操舵車輪角も増加することになる。その結果、機体の旋回率も増大する。ところが、航空機が旋回中にスリップを引き起こすと、ステアリング操作量の増加に対し旋回率が減少し機体を所望の向きに操向することが出来なくなり、最悪の場合、機体はいわゆる制御不能状態(操縦不能状態)に陥る。その為、凍結した路面での走行においては、ステアリング操作による方向制御が効かず機体が誘導路を逸脱し或いは、障害物に接触するなどのインシデントがしばしば発生している。
機体がスリップをしていないと仮定した場合の基準操舵角を算出する基準操舵角設定部と、該基準操舵角を基に機体のスリップ状態を判定するスリップ検知部と、該スリップ検知部に連動して前記制御指令信号を選択して出力するスイッチ部とを備え、
機体のスリップ状態を検知した時は、ステアリング角に係る操作信号に依らずに、前記基準操舵角に係る信号を前記操舵車輪に対する制御指令信号とし出力することを特徴とする。
上記航空機のステアリング角制御システムでは、操舵車輪の(操舵)角度ではなくパイロットが操作する操舵装置、例えばステアリングホイールの操作量の情報を基に、機体のスリップ状態の検知、ならびにスリップ時における操舵車輪に対する最適な制御指令が成されるようにシステムが構成されている。すなわち、機体が正常に旋回している間は、ステアリング角に係る操作信号が直接に操舵車輪に制御指令信号として出力されるが、機体のスリップ状態が検知されると、ステアリング角に係る操作信号は直接には操舵車輪に制御指令信号として出力されずに、それに代わり基準操舵角(基準ステアリング角)に係る信号が操舵車輪に制御指令信号として出力されることとなる。すなわち、機体のスリップ状態が検知されると、操舵装置のステアリング角は、パイロットのステアリング操作量とは無関係に、ほぼ一定値(=基準操舵角)に制御される。従って、本ステアリング角制御システムは、機体のスリップ状態を検知すると、機体のスリップを助長させる過剰なステアリング角が操舵車輪に制御指令として伝達されることを阻止する、いわゆる操舵車輪エンベローププロテクション機能を備え、操舵車輪角を自動的にコントロールすることが可能になる。これにより、凍結した路面等の低μ路面における旋回中の機体のスリップ量を最小限に抑え、その結果、ステアリング操作による機体の方向制御を可能にする。
上記航空機のステアリング角制御システムでは、対地速度Vおよび機体のヨーレートωについては、航空機に備わる計測機器から容易に取得することが出来るため、上記操舵車輪エンベローププロテクション機能の中核を成す基準操舵角を容易に構成することが出来る。従って、既存のステアリング角制御システムに対する小規模な改修により、本発明の目的を好適に達成することが可能となる。
2 慣性センサ
3 角速度計
4 前輪エンベローププロテクション
41 基準操舵角設定部
42 スリップ検知部
43 スイッチ部
100 ステアリング角制御システム
このステアリング角制御システム100は、パイロットの操作量に応じた前輪に対する制御指令信号(ステアリング角S)を出力するステアリングホイール1と、走行中の航空機(機体)の対地速度Vを計測する慣性センサ2と、機体のヨーレートωを計測する角速度計3と、対地速度Vおよびヨーレートωを取り込んで機体がスリップをしていないと仮定した場合のステアリング角SSを算出し、そのステアリング角SSを以て機体がスリップをしているか否かを判定し、そして機体がスリップをしていると判定した場合は、機体のスリップを助長させる過剰なステアリング角Sが生じないようにする前輪エンベローププロテクション4とを具備して構成される。なお、ステアリングホイール1は、ハンドル式、レバー式またはペダル式等の操作量に応じたリニアな電気信号を出力するものであれば何でも良い。
SS=L×ω/V
本発明の効果を確認する実証試験は、機体が所定の条件で図3に示す経路を目標として走行した時の、実際の追従経路と目標経路との経路誤差を測定することにより行われた。
機体がスリップをしていない正常な状態では、ステアリング操作量と旋回速度はほぼ追従している。すなわち、三種類の線が一致している。
ところが、図4(b)に見られるように、大きくステアリング角を取った結果、機体がスリップを開始すると、ステアリング操作量に旋回速度が追従しなくなる。すなわち、点線が他の2種の線からずれてしまう。
他方、図4(a)に示すように、本発明に係る前輪エンベローププロテクションを機能させた場合は、ステアリング操作量が大きくなっても実際の車輪角度が制限され、スリップしない範囲で旋回速度は車輪角度に追従している。これは、パイロットのステアリング角Sの制御指令信号に対して車輪角度が好適に追従・制御され、機体が目標経路に沿って走行していることを示している。
特に滑りやすい路面において、本発明に係る前輪エンベローププロテクションを機能させることにより、(平均)経路誤差を好適に減少させる結果となった。
Claims (2)
- ステアリング角に係る操作信号を操舵車輪に対する制御指令信号として出力し地上走行中の機体を所望の方向に旋回させる航空機のステアリング角制御システムであって、
機体がスリップをしていないと仮定した場合の基準操舵角を算出する基準操舵角設定部と、該基準操舵角を基に機体のスリップ状態を判定するスリップ検知部と、該スリップ検知部に連動して前記制御指令信号を選択して出力するスイッチ部とを備え、
機体のスリップ状態を検知した時は、ステアリング角に係る操作信号に依らずに、前記基準操舵角に係る信号を前記操舵車輪に対する制御指令信号とし出力することを特徴とする航空機のステアリング角制御システム。 - 前記基準操舵角は、機体の対地速度Vと、機体のヨーレートωと、機体の重心と前輪との距離Lとによって、L*ω/Vによって決定される請求項1に記載の航空機のステアリング角制御システム。
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
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CA2766041A CA2766041C (en) | 2009-06-22 | 2010-06-22 | Steering angle control system for aircraft |
EP10792078.7A EP2447155B1 (en) | 2009-06-22 | 2010-06-22 | Steering angle control system for aircraft |
RU2011150930/11A RU2499733C2 (ru) | 2009-06-22 | 2010-06-22 | Система управления углом поворота воздушного судна |
BRPI1014330-0A BRPI1014330B1 (pt) | 2009-06-22 | 2010-06-22 | Sistema de controle de ângulo de direção para aeronave |
CN201080027511.2A CN102803069B (zh) | 2009-06-22 | 2010-06-22 | 航空器的转向角控制系统 |
US13/378,473 US8874285B2 (en) | 2009-06-22 | 2010-06-22 | Steering angle control system for aircraft |
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JP2009-147211 | 2009-06-22 | ||
JP2009147211A JP5608918B2 (ja) | 2009-06-22 | 2009-06-22 | 航空機のステアリング角制御システム |
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EP (1) | EP2447155B1 (ja) |
JP (1) | JP5608918B2 (ja) |
CN (1) | CN102803069B (ja) |
BR (1) | BRPI1014330B1 (ja) |
CA (1) | CA2766041C (ja) |
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- 2010-06-22 WO PCT/JP2010/060501 patent/WO2010150760A1/ja active Application Filing
- 2010-06-22 BR BRPI1014330-0A patent/BRPI1014330B1/pt not_active IP Right Cessation
- 2010-06-22 US US13/378,473 patent/US8874285B2/en active Active
- 2010-06-22 RU RU2011150930/11A patent/RU2499733C2/ru active
- 2010-06-22 CA CA2766041A patent/CA2766041C/en active Active
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Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
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FR2986503A1 (fr) * | 2012-02-06 | 2013-08-09 | Messier Bugatti Dowty | Procede de gestion d'une commande d'orientation d'une partie orientable d'un atterrisseur d'aeronef. |
US9169002B2 (en) | 2012-02-06 | 2015-10-27 | Messier-Bugatti-Dowty | Method of managing a steering command for a steerable portion of aircraft landing gear |
EP2623417A3 (fr) * | 2012-02-06 | 2017-10-18 | Safran Landing Systems | Procédé de gestion d'une commande d'orientation d'une partie orientable d'un atterrisseur d'aéronef |
Also Published As
Publication number | Publication date |
---|---|
EP2447155B1 (en) | 2019-04-17 |
CN102803069B (zh) | 2015-03-11 |
CA2766041C (en) | 2015-02-17 |
JP2011001023A (ja) | 2011-01-06 |
EP2447155A4 (en) | 2017-07-12 |
RU2011150930A (ru) | 2013-07-27 |
US20120158218A1 (en) | 2012-06-21 |
CA2766041A1 (en) | 2010-12-29 |
BRPI1014330A2 (pt) | 2016-04-05 |
JP5608918B2 (ja) | 2014-10-22 |
BRPI1014330B1 (pt) | 2020-08-18 |
EP2447155A1 (en) | 2012-05-02 |
US8874285B2 (en) | 2014-10-28 |
CN102803069A (zh) | 2012-11-28 |
RU2499733C2 (ru) | 2013-11-27 |
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