WO2019124686A1 - Procédé et programme informatique pour commander l'angle d'inclinaison d'un rotor principal sur la base d'un état de vol à basse vitesse en fonction d'un signal de commande d'assiette verticale, et aéronef à décollage et atterrissage verticaux - Google Patents

Procédé et programme informatique pour commander l'angle d'inclinaison d'un rotor principal sur la base d'un état de vol à basse vitesse en fonction d'un signal de commande d'assiette verticale, et aéronef à décollage et atterrissage verticaux Download PDF

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Publication number
WO2019124686A1
WO2019124686A1 PCT/KR2018/011531 KR2018011531W WO2019124686A1 WO 2019124686 A1 WO2019124686 A1 WO 2019124686A1 KR 2018011531 W KR2018011531 W KR 2018011531W WO 2019124686 A1 WO2019124686 A1 WO 2019124686A1
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WO
WIPO (PCT)
Prior art keywords
angle
main rotor
tilt angle
control signal
vertical take
Prior art date
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PCT/KR2018/011531
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English (en)
Korean (ko)
Inventor
강영신
조암
최성욱
김유신
장성호
Original Assignee
한국항공우주연구원
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Priority claimed from KR1020180020738A external-priority patent/KR102010424B1/ko
Application filed by 한국항공우주연구원 filed Critical 한국항공우주연구원
Publication of WO2019124686A1 publication Critical patent/WO2019124686A1/fr
Priority to US16/872,825 priority Critical patent/US11809203B2/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D43/00—Arrangements or adaptations of instruments

Definitions

  • Embodiments of the present invention are directed to a method and computer program for controlling the tilt angle of a main rotor based on a longitudinal attitude control signal in a low speed flight state and a vertical takeoff and landing flight.
  • Air-conditioners of commonly used aircraft are capable of accurate speed measurement only at high-speed flights above a certain critical speed (for example 60 km / h). Helicopters generally use GPS-based inertial speeds to measure velocity below that, and fixed-wing aircraft often do not have a separate inertial speedometer.
  • Inertial speedometers can measure speed at high speeds as well as low speeds such as stop flights. However, since the speed is measured based on the position, the actual atmospheric speed can not be measured in the presence of wind. On the other hand, the atmospheric speedometer can be used to determine the flight characteristics, since the minimum speed at which the measurement can be performed is limited as described above, but the dynamic pressure rate affecting the flight characteristics such as stall speed can be directly measured.
  • a tilt or tilt duct vertical takeoff / landing unmanned aerial vehicle that can change the direction of the main rotor that generates thrust depending on the speed, it is designed to automatically change the direction of the thrust by controlling the direction of the main rotor according to the atmospheric speed.
  • the GPS-based inertial speed can not be used for the reasons stated above. Actually, the actual atmospheric speed and the inertial speed vary greatly depending on the strength of the wind.
  • the present invention intends to enable a stable low-speed flight of a vertical take-off and landing aircraft by interlocking the tilt control of the main rotor with a command to change the pitch attitude angle in the vertical attitude control signal of the vertical take off and landing aircraft,
  • the present invention intends to enable a stable takeoff / landing aircraft to stably hover in an environment where the wind is blowing strongly or the wind intensity changes with time.
  • a tilt command of a main rotor is automatically generated based on a vertical posture control signal in a low speed condition in which it is difficult to directly measure a wind speed, so that a tilt angle of a main rotor can be actively compensated .
  • the tilt angle is changed based on the tilt angle control signal generated by the flight controller, At least one main rotor for generating a thrust of the vertical take-off landing vehicle; An auxiliary rotor for changing a pitch attitude angle of the vertical take-off and landing aircraft based on the pitch attitude angle control signal; And a flight controller for generating the tilt angle control signal and the pitch angle control signal based on the steering signal of the vertical take-off and landing vehicle.
  • a tilt angle may be determined, and a tilt angle control signal of the main rotor may be generated based on the determined tilt angle.
  • the flight controller is capable of generating a tilt angle control signal of the main rotor corresponding to a vertical posture control signal that changes the pitch posture angle by a first pitch posture angle only when the speed of the vertical take-off landing vehicle is less than a predetermined threshold speed have.
  • the heading direction of the vertical take-off and landing aircraft can be opposite to the heading direction of the wind head for the vertical take-off landing aircraft. At this time, the greater the strength of the headwind, the greater the pitch attitude angle may be changed to the direction of lowering the nose of the vertical take-off and landing aircraft.
  • the flight controller may generate a control signal of the main rotor that tilts the main rotor so that the rotational axis of the main rotor is parallel to the ground as the pitch attitude angle that is changed in the direction of lowering the radix is greater.
  • the pitch attitude angle and the tilt angle of the main rotor, which are changed in the direction of the lowering of the radix, may be linear or nonlinear.
  • the flight controller may generate a correction signal including a correction angle of the tilt angle of the main rotor based on a predetermined vehicle speed-main rotor tilt angle mapping data.
  • the flight controller obtains a control signal for changing the pitch angle of the vertical take-off and landing aircraft to a second pitch attitude angle in a direction of lowering the nose of the vertical take-off and landing aircraft
  • the tilt angle mapping data may be updated based on the current tilt angle of the rotor so that the correction angle of the tilt angle of the main rotor corrected in accordance with the correction signal of the tilt angle decreases.
  • the flight controller may control the tilt angle of the main rotor based on the tilt angle of the main rotor determined by referring to the first pitch posture angle and the correction angle.
  • the pitch attitude angle control signal may include at least one of a signal for controlling the number of rotations of the auxiliary rotor and a signal for controlling a collective pitch angle of the auxiliary rotor.
  • the pitch attitude angle control signal may include a signal for controlling a cyclic pitch angle of the main rotor.
  • the pitch attitude angle control signal may include a signal for controlling an angle of a vane driving surface of the main rotor.
  • the pitch posture angle of the vertical take- Obtaining a steering signal of a flying object including a vertical posture control signal for changing a vertical posture control signal; A step of generating a pitch attitude angle control signal for changing a pitch attitude angle of the vertical take-off and landing vehicle based on the vertical attitude control signal; Determining a tilt angle of the main rotor with reference to the first pitch posture angle, and generating a tilt angle control signal of the main rotor based on the determined tilt angle.
  • the step of generating the tilt angle control signal of the main rotor includes a step of generating a tilt angle control signal for controlling the pitch of the main rotor in accordance with a vertical posture control signal for changing the pitch posture angle by a first pitch posture angle only when the speed of the vertical take- A tilt angle control signal of the tilt angle can be generated.
  • the heading direction of the vertical take-off and landing aircraft can be opposite to the heading direction of the wind head for the vertical take-off landing aircraft. At this time, the greater the strength of the headwind, the greater the pitch attitude angle may be changed to the direction of lowering the nose of the vertical take-off and landing aircraft.
  • the step of generating the tilt angle control signal of the main rotor includes a step of controlling the main rotor to tilt the main rotor such that the rotation axis of the main rotor is parallel to the ground, Signal can be generated.
  • the pitch attitude angle and the tilt angle of the main rotor, which are changed in the direction of the lowering of the radix, may be linear or nonlinear.
  • the control method of the vertical take-off and landing vehicle further includes a step of generating a tilt angle control signal of the main rotor based on a map data of a predetermined vehicle speed-main rotor tilt angle, And generating a correction signal including the correction signal.
  • the generating of the correction signal may control the tilt angle of the main rotor based on the tilt angle of the main rotor and the correction angle determined with reference to the first pitch posture angle.
  • the pitch attitude angle control signal may include at least one of a signal for controlling the number of rotations of the auxiliary rotor and a signal for controlling a collective pitch angle of the auxiliary rotor.
  • the pitch attitude angle control signal may include a signal for controlling a cyclic pitch angle of the main rotor.
  • the pitch attitude angle control signal may include a signal for controlling an angle of a vane driving surface of the main rotor.
  • vertical takeoff and landing aircraft can stably hover in an environment where the wind blows strongly or the intensity of the wind changes with the passage of time.
  • the main rotor tilt angle can be actively compensated according to the atmospheric velocity change due to the wind by automatically generating the tilt command of the main rotor based on the vertical posture control signal in a low speed condition where it is difficult to directly measure the wind speed .
  • FIG. 1 is a schematic view illustrating a vertical take-off and landing vehicle according to an embodiment of the present invention.
  • FIG. 2 is a view schematically showing a configuration of a flight controller according to an embodiment of the present invention.
  • FIG. 3 is an illustration of an environment in which a vertical take-off and landing aircraft hovering according to an embodiment of the present invention is hovered.
  • FIGS. 4A and 4B are views for explaining a method of tilting a main rotor in various environments by a flight controller according to an embodiment of the present invention.
  • FIG. 5A is a diagram illustrating an example of mating velocity-main rotor tilt angle mapping data according to an embodiment of the present invention.
  • FIG. 5B is a diagram illustrating an example of mapping speed data of main body rotor tilt angle updated by a flight controller according to an embodiment of the present invention.
  • FIG. 6 is a view for explaining a control method of a vertical take-off and landing aircraft performed by a flight controller according to an embodiment of the present invention.
  • the tilt angle is changed based on the tilt angle control signal generated by the flight controller
  • At least one main rotor for generating a thrust of the vertical take-off and landing vehicle
  • An auxiliary rotor for changing a pitch attitude angle of the vertical take-off and landing aircraft based on the pitch attitude angle control signal
  • a flight controller for generating the tilt angle control signal and the pitch angle control signal based on the steering signal of the vertical take-off and landing navigation object, wherein the flight controller controls the pitch angle of the vertical take- Determining a tilt angle of the main rotor by referring to the first pitch attitude angle when a control signal of a flying object including a vertical attitude control signal to be changed by an angle is obtained,
  • a tilt angle control signal can be generated.
  • FIG. 1 is a schematic view showing a vertical takeoff and landing aircraft 10 according to an embodiment of the present invention.
  • the 'vertical take-off and landing aircraft' 10 may mean various types of aircraft capable of taking off and / or landing in a direction perpendicular to the ground.
  • the vertical take-off landing craft 10 may be a similar type of aircraft as the aircraft including two main rotors 200R and 200L and an auxiliary rotor 300 and a flight controller 100 for controlling them as shown in FIG. have.
  • the tilt angle of the main rotor 200R or 200L may be changed based on the tilt angle control signal generated by the flight controller 100.
  • the tilt angle of the main rotor 200R or 200L may be defined as the direction of the rotation axis vector 410 of the main rotor 200R or 200L.
  • the rotational surfaces of the main rotors 200R and 200L may correspond to the X'-Y 'plane, so that the rotational axis vector 410 is in the + Z'
  • the tilt angle may correspond to 90 degrees.
  • the rotational surfaces of the main rotors 200R and 200L may correspond to the Y'-Z 'plane, so that the rotational axis vector is in the + X' direction,
  • the tilt angle of the first and second lens groups 200R and 200L may correspond to 0 degree.
  • the X ', Y', Z 'coordinate system may be a relative coordinate system and a coordinate system based on the vertical take-off landing vehicle 10.
  • the definition of the tilt angle is illustrative, and the spirit of the present invention is not limited thereto.
  • the main rotor 200R or 200L can generate a thrust of the vertical take-off landing vehicle 10 in the direction of the tilt angle corresponding to the tilt angle control signal generated by the flight controller 100 have.
  • the 'thrust' means a force to push the vertical take-off landing vehicle 10 in a direction in which the vertical take-off landing vehicle 10 moves, which may be a driving force generated by rotation of the main rotors 200R and 200L.
  • the main rotors 200R and 200L may be replaced with auxiliary rotor 300 or a cyclic pitch angle controller (not shown) together with the auxiliary rotor 300, And a vane control surface angle adjusting unit (not shown).
  • the cyclic pitch adjusting unit and the vane manipulating plane (not shown) angle adjusting unit (not shown) can operate based on the pitch attitude angle control signal, which will be described later. A detailed description thereof will be described later.
  • the main rotors 200R and 200L may be two, or one or more, depending on the shape of the vertical take-off and landing aircraft 10.
  • two main rotors 200R and 200L are provided as shown in FIG.
  • the auxiliary rotor 300 can change the pitch attitude angle of the vertical take-off landing craft 10 based on the vertical posture control signal.
  • the 'Pitch Attitude Angle' of the vertical take-off and landing aircraft 10 may refer to a degree of inclination of the vertical take-off and landing aircraft 10 with respect to the ground. For example, if the pitch attitude angle is 0 degrees, the vertical takeoff and landing aircraft 10 may be parallel to the ground. When the pitch attitude angle is 10 degrees in the lowering direction of the vertical take-off and landing aircraft 10, the front part of the vertical takeoff and landing aircraft 10 may be lower than the rear part. In the present invention, 'radix' may mean the front part of an airplane.
  • the auxiliary rotor 300 may further include a collective pitch angle controller (not shown) for controlling a collective pitch angle of the auxiliary rotor 300.
  • the collective pitch angle adjuster (not shown) may adjust the collective pitch angle of the auxiliary rotor 300 according to the pitch attitude angle control signal.
  • the vertical take-off and landing navigation system 10 may be constructed in such a manner that the vertical takeoff and landing air vehicle 10 is replaced with the auxiliary rotor 300 or the cyclic pitch angle of the main rotor 200R, (Not shown), and a vane control surface angle regulator (not shown) of the main rotors 200R, 200L.
  • the cyclic pitch adjusting unit (not shown) and the vane manipulating plane (not shown) angle adjusting unit (not shown) may be replaced with the auxiliary rotor 300 or the auxiliary rotor 300, So that the pitch attitude angle of the vertical take-off landing craft 10 can be adjusted.
  • the flight controller 100 can perform various operations for flying the vertical take-off landing craft 10. For example, the flight controller 100 may compare the current position of the vertical take-off landing craft 10 to a predetermined flight schedule so that the vertical take-off landing craft 10 can fly in accordance with the flight schedule. Also, the flight controller 100 can receive the control signal of the vertical take-off landing craft 10 from the user and control the vertical take-off landing craft 10 based thereon. The flight controller 100 can also control the main rotor 200R, 200L and the auxiliary rotor 300 described above in various situations.
  • the flight controller 100 includes a vertical take-off and landing aircraft 10 such that the heading direction of the vertical take-off landing vehicle 10 and the direction of the upwind 500 relative to the take- Can be controlled.
  • the vertical take-off and landing navigation system 10 will be described focusing on the control of the main rotor 200R, 200L and / or the auxiliary rotor 300 by the flight controller 100 in a low- do.
  • the 'low-speed flying state' may include a state of hovering for takeoff and / or landing, a state of being suspended in the air or moving at a low speed for a predetermined purpose.
  • FIG. 2 is a view schematically showing a configuration of a flight controller 100 according to an embodiment of the present invention.
  • the flight controller 100 may include a memory 110, a processor 120, a communication module 130, and an input / output interface 140 as shown in FIG.
  • the memory 110 may be a computer-readable recording medium and may include a non-decaying mass storage device such as a RAM (Random Access Memory), a ROM (Read Only Memory), and a disk drive.
  • the memory 110 may also store an operating system and at least one program code.
  • the processor 120 may be configured to process instructions of a computer program by performing basic arithmetic, logic, and I / O operations.
  • the instruction may be provided to the processor 120 by the memory 110 or the communication module 130.
  • the processor 120 may be configured to execute instructions received in accordance with the program code stored in a recording device, such as the memory 110.
  • the communication module 130 may provide a function for communicating with an external device such as a user terminal (not shown).
  • the communication module 130 may receive a signal for controlling the vertical take-off landing craft 10 from a user terminal (not shown) and transmit the signal to the processor 120.
  • the input / output interface 140 may be a means for interfacing with the input / output device.
  • the input device may include various sensors for grasping the flight state of the vertical take-off landing craft 10, for example.
  • the input device may include a GPS sensor, an altimeter, a geomagnetic sensor, and the like for detecting the position of the flight of the vertical take-off landing craft 10.
  • the flight controller 100 may be connected to the main rotors 200L and 200R and the auxiliary rotor 300 to control the tilt angle of the main rotor based on the vertical posture control signal.
  • the flight controller 100 may generate control signals for controlling each of the main rotors 200L and 200R and the auxiliary rotor 300 and may transmit the control signals to each of them.
  • FIG 3 is an illustration of an environment in which the vertical take-off and landing vehicle 10 hovering according to an embodiment of the present invention is hovered.
  • the radial direction (+ X direction) of the vertical take-off landing vehicle 10 and the traveling direction (-X direction) of the upwind 500 differ by 180 degrees on the X-Y plane.
  • the X, Y, and Z coordinate systems shown in FIGS. 3 to 4B are absolute coordinate systems based on the ground, and include X ', Y', and Z 'coordinate systems (refer to FIG. 1) based on the vertical take- ). ≪ / RTI >
  • the flight controller 100 includes a control signal of the air vehicle including a vertical posture control signal for changing the pitch posture angle of the vertical takeoff / landing navigation body 10 by the first pitch posture angle
  • the tilt angle of the main rotor 200R or 200L can be determined with reference to the first pitch attitude angle and the tilt angle control signal of the main rotor 200R or 200L can be generated based on the determined tilt angle.
  • the 'flight control signal' is a signal for controlling the vertical take-off landing craft 10, which may be received from a user terminal (not shown) or generated by the flight controller 100 according to a predetermined flight schedule .
  • Such a steering signal of the air vehicle may include a signal for controlling the lateral posture of the air vehicle and a signal for controlling the longitudinal posture.
  • the signal for controlling the posture in the lateral direction may include a signal for controlling the speed in the lateral direction, a signal for controlling the rotational direction in the lateral direction, and the like.
  • the signal for controlling the attitude in the vertical direction may include a signal for controlling the speed in the vertical direction, a signal for changing the pitch attitude angle of the vertical take-off landing vehicle 10, and the like.
  • the control signal of the air vehicle may include various signals in addition to the above-mentioned signals, or may not include at least some of the signals described above.
  • the steering signal of the air vehicle may include a vertical attitude control signal for increasing the pitch attitude angle of the vertical take-off and landing vehicle 10 to be lowered in the descending direction as the intensity of the upwind 500 increases.
  • the user or the flight controller 100 controls the nose of the vertical take-off and landing aircraft 10 to be lower as the upwind 500 is larger, .
  • the flight controller 100 is configured such that as the pitch attitude angle that is changed in the direction in which the nose decreases is greater, the main rotors 200R, 200L ) Can be generated by controlling the main rotor. At this time, the controller 100 can generate a control signal for tilting the main rotor 200 so that the pitch attitude angle changed in the radial direction and the tilt angle of the main rotor 200R, 200L satisfy a linear or non-linear relationship .
  • FIGS. 4A and 4B are views for explaining a method of tilting the main rotor 200R in various environments by the flight controller 100 according to an embodiment of the present invention.
  • the vertical take-off landing craft 10 hover for landing as shown in FIG. 3, and the heading direction of the vertical take-off landing craft 10 and the head winds 500A and 500B for the take- As shown in FIG. It is also assumed that the upwind 500B of FIG. 4B is stronger than the upwind 500A of FIG. 4A.
  • the flight controller 100 includes an auxiliary rotor (not shown) so that the nose of the vertical take-off and landing aircraft 10 is lowered in order to maintain the hovering state against the upwind 500A 300 can be controlled.
  • the flight controller 100 increases the rotation number or the collective pitch angle of the auxiliary rotor 300 to increase the thrust 310A generated by the auxiliary rotor 300, It is possible to have the attitude angle 420A.
  • the rotational axis of the main rotor 200R is parallel to the ground
  • the main rotor 200R can be tilted.
  • the flight controller 100 can control the tilt angle of the main rotor 200R so that the tilt angle 411A decreases as the pitch attitude angle 420A increases.
  • the tilt angle 411A may be defined as an angle defined in the direction of the rotation axis vector 410A of the main rotor 200R in the X ', Y', Z 'coordinate system as described with reference to FIG.
  • the main rotor 200R generates thrust 210RA in accordance with the changed tilt angle 411A so that the vertical take-off landing craft 10 can stably hover.
  • the flight controller 100 is configured such that the nose of the vertical take-off and landing aircraft 10 is increased to maintain the hovering state against the strong winds 500B. It is possible to control the auxiliary rotor 300 to descend.
  • the flight controller 100 increases the number of rotations or the collective pitch angle of the auxiliary rotor 300 to increase the thrust 310B generated by the auxiliary rotor 300 from the thrust 310A of FIG. 4A,
  • the vertical take off and landing vehicle 10 can have a larger pitch attitude angle 420B.
  • the rotational axis of the main rotor 200R is made parallel to the ground
  • the main rotor 200R can be tilted.
  • the flight controller 100 can control the tilt angle of the main rotor 200R so that the tilt angle 411B decreases as the pitch attitude angle 420B increases.
  • the tilt angle 411B may be defined as an angle defined in the X ', Y', Z 'coordinate system in the direction of the rotation axis vector 410B of the main rotor 200R as described with reference to FIG.
  • the main rotor 200R generates the thrust 210RB according to the smaller tilt angle 411B so that the vertical takeoff and landing vehicle 10 can stably hover the strong wind 500B.
  • the flight controller 100 can perform the operations described in Figs. 4A and 4B only when the speed of the vertical take-off landing craft 10 is lower than a predetermined threshold speed.
  • a predetermined threshold speed when the vertical take-off and landing vehicle 10 needs to keep the flight position such as take-off and landing constant, or when it travels at a desired speed, the flight controller 100 according to an embodiment of the present invention,
  • the tilt angle control signal of the main rotor can be generated corresponding to the control signal.
  • the flight controller 100 can perform the control according to the contents described in FIGS. 4A and 4B with respect to the left main rotor 200L.
  • the flight controller 100 generates a correction signal including a correction angle of the tilt angle of the main rotor 200 on the basis of a predetermined vehicle speed-main rotor tilt angle mapping data can do.
  • the 'tilt angle correction angle' may be an angle for correcting the tilt angle calculated by the above-described procedure of the flight controller 100.
  • 'flight velocity-main rotor tilt angle mapping data' may be data including the tilt angle of the main rotor 200 at each speed of the air vehicle.
  • FIG. 5A is a diagram illustrating an example of a flight velocity-main rotor tilt angle mapping data (mapping data) 610A according to an embodiment of the present invention.
  • the flight controller 100 confirms the speed of the vertical take-off and landing aircraft 10 and refers to the flight speed-main rotor tilt angle mapping data 610A to determine the speed of the main rotor 200R , 200L can be confirmed.
  • the flight controller 100 can confirm the proper tilt angle of the main rotor 200R, 200L by 90 degrees.
  • the flight controller 100 compares the tilt angle of the main rotor 200R, 200L with the tilt angle of the main rotor 200R, 200L according to the flight speed-main rotor tilt angle mapping data 610A, It is possible to compare the angles and calculate the difference angle between the two tilt angles.
  • the flight controller 100 can also generate a correction signal that includes a correction angle of the main rotor tilt angle based on this difference angle.
  • the flight controller 100 can confirm the proper tilt angle of the main rotor 200R, 200L by 90 degrees. However, when the tilt angle of the actual (current) main rotor 200R, 200L is 80 degrees, the flight controller 100 can generate a correction signal with a correction angle of 10 degrees, which is the difference between both angles. However, since the tilt angle of the main rotor 200R, 200L according to the main rotor tilt angle mapping data 610A is mapping data corresponding to the inertia velocity in the absence of wind, the tilt angle mapping data 610A The tilt angle of the main rotor 200R or 200L may not be appropriate.
  • the flight controller 100 can control the steering angle of the vertical take-off and landing vehicle 10 by changing the pitch attitude angle of the vertical take-off landing vehicle 10 by the second pitch attitude angle in the direction of lowering the nose of the vertical take-
  • the tilt angle of the main rotor 200R or 200L which is corrected in accordance with the correction signal of the tilt angle based on the current speed of the vertical take-off and landing vehicle 10 and the current tilt angle of the main rotor 200R or 200L
  • the tilt angle mapping data can be updated so that the angle decreases.
  • FIG. 5B is a diagram illustrating an example of mapping speed data 610B updated by the flight controller 100 according to an exemplary embodiment of the present invention.
  • the tilt angle of the main rotor 200R or 200L according to the mapping data 610A of the vertical takeoff and landing navigation body 10 is such that the vertical takeoff / As shown in Fig.
  • the flight controller 100 is capable of changing the pitch attitude angle of the vertical take-off landing craft 10 to the second pitch attitude angle in the direction of lowering the nose of the vertical take-
  • the tilt angle of the main rotor 200R or 200L which is corrected in accordance with the correction signal of the tilt angle based on the current speed of the vertical take-off and landing vehicle 10 and the current tilt angle of the main rotor 200R or 200L
  • the tilt angle mapping data can be updated as the mapping data 610B shown in Fig. 5B so that the correction angle decreases.
  • the flight controller 100 refers to the mapping data 610A to determine the proper tilt of the main rotor 200R, You can see the angle at 90 degrees.
  • the flight controller 100 calculates the difference It is possible to generate a correction signal to be a correction angle. Furthermore, the flight controller 100 can control the tilting angle of the main rotors 200R and 200L to be 80 degrees according to the correction signal, so that the vertical take-off landing craft 10 can hover against the wind. If the correction signal is not generated, the ground speed is 0 km / h. Therefore, the tilt angle is restored to 90 degrees by the mapping data and is pushed by the wind.
  • the tilt angle of the main rotor 200R, 200L according to the main rotor tilt angle mapping data 610A is defined by the inertial velocity not considering the atmospheric velocity caused by the wind.
  • the tilt angle of the main rotor 200R or 200L according to the tilt angle mapping data 610A needs to be appropriately adjusted in accordance with the wind strength.
  • the flight controller 100 can control the steering angle of the vertical take-off and landing vehicle 10 by changing the pitch attitude angle of the vertical take-off landing vehicle 10 by the second pitch attitude angle in the direction of lowering the nose of the vertical take-
  • the tilt angle of the main rotor 200R or 200L which is corrected in accordance with the correction signal of the tilt angle based on the current speed of the vertical take-off and landing vehicle 10 and the current tilt angle of the main rotor 200R or 200L
  • the tilt angle mapping data can be updated as the mapping data 610B so that the angle decreases (for example, the correction angle becomes 0 degrees).
  • the tilt angle according to the first mapping data 610A is about 90 degrees, but the tilt angle according to the second mapping data 610B is about 70 degrees.
  • the tilting angle of the main rotor 200R or 200L may be smaller than the tilting angle of the main rotor 200R or 200L when the wind is not blowing.
  • the present invention can actively cope with the change of the surrounding wind environment, allowing the vertical take-off and landing aircraft 10 to stably hover and fly at low speed.
  • FIG. 6 is a view for explaining a control method of the vertical take-off landing craft 10 performed by the flight controller 100 according to an embodiment of the present invention.
  • a description of the contents overlapping with those described with reference to Figs. 1 to 5B will be omitted, and the description will be made with reference to Figs. 1 to 5B.
  • the flight controller 100 can acquire a steering signal of a vehicle including a vertical attitude control signal for changing the pitch attitude angle of the vertical take-off landing vehicle 10 by the first pitch attitude angle.
  • the 'flight control signal' is a signal for controlling the vertical take-off landing craft 10, which may be received from a user terminal (not shown) or generated by the flight controller 100 according to a predetermined flight schedule .
  • Such a steering signal of the air vehicle may include a signal for controlling the lateral posture of the air vehicle and a signal for controlling the longitudinal posture.
  • the signal for controlling the posture in the transverse direction may include a signal for controlling the speed in the transverse direction, a signal for controlling the roll rotation direction in the transverse direction, and the like. And may also include a signal for controlling the heading direction for changing the radar azimuth of the air vehicle to the wind direction.
  • the signal for controlling the attitude in the vertical direction may include a signal for controlling the speed in the vertical direction, a signal for changing the pitch attitude angle of the vertical take-off landing vehicle 10, and the like.
  • the control signal of the air vehicle may include various signals in addition to the above-mentioned signals, or may not include at least some of the signals described above.
  • the steering signal of the air vehicle may include a vertical attitude control signal for increasing the pitch attitude angle of the vertical take-off and landing vehicle 10 to be lowered in the descending direction as the intensity of the upwind 500 increases.
  • the flight controller 100 can generate a pitch posture angle control signal for lowering the nose of the vertical take-off landing craft 10 as the wind is larger for maintaining the hovering state.
  • the flight controller 100 can generate a pitch attitude angle control signal such that the front portion of the vertical take-off landing craft 10 becomes lower than the rear portion as the headwind increases.
  • the pitch attitude angle control signal generated by the flight controller is transmitted to the auxiliary rotor 300 and can be used to adjust the pitch attitude angle of the vertical take-off and landing aircraft 10.
  • the pitch attitude angle control signal may include at least one of a signal for controlling the number of rotations of the auxiliary rotor 300 and a signal for controlling a collective pitch angle of the auxiliary rotor 300.
  • the pitch attitude angle control signal generated by the flight controller may be transmitted to the main rotor 200R, 200L in addition to the auxiliary rotor 300 described above to be used for pitch angle control of the vertical take-off and landing aircraft 10.
  • the pitch attitude angle control signal includes at least a signal for controlling the cyclic pitch angle of the main rotor 200R, 200L and a signal for controlling the angle of the vane driving surface of the main rotor 200R, 200L One can be included.
  • the flight controller 100 determines the tilt angle of the main rotor 200R or 200L with reference to the first pitch attitude angle described above and controls the tilt angle control of the main rotor based on the determined tilt angle Signal can be generated.
  • the generated tilt angle control signal of the main rotor may be transmitted to the main rotor 200R or 200L and used for controlling the tilt angle of the main rotor 200R or 200L.
  • FIGS. 4A and 4B this will be described in more detail.
  • FIGS. 4A and 4B are views for explaining a method of tilting the main rotor 200R in various environments by the flight controller 100 according to an embodiment of the present invention.
  • the vertical take-off landing craft 10 hover for landing as shown in FIG. 3, and the heading direction of the vertical take-off landing craft 10 and the head winds 500A and 500B for the take- As shown in FIG. It is also assumed that the upwind 500B of FIG. 4B is stronger than the upwind 500A of FIG. 4A.
  • the flight controller 100 includes an auxiliary rotor (not shown) so that the nose of the vertical take-off and landing aircraft 10 is lowered in order to maintain the hovering state against the upwind 500A 300 can be controlled.
  • the flight controller 100 increases the rotation number or the collective pitch angle of the auxiliary rotor 300 to increase the thrust 310A generated by the auxiliary rotor 300, It is possible to have the attitude angle 420A.
  • the rotational axis of the main rotor 200R is parallel to the ground
  • the main rotor 200R can be tilted.
  • the flight controller 100 can control the tilt angle of the main rotor 200R so that the tilt angle 411A decreases as the pitch attitude angle 420A increases.
  • the tilt angle 411A may be defined as an angle defined in the X ', Y', Z 'coordinate system in the direction of the rotation axis vector 410A of the main rotor 200R as described with reference to FIG.
  • the main rotor 200R generates the thrust 210RA in accordance with the changed tilt angle 411A so that the vertical take-off landing craft 10 can stably hover.
  • the flight controller 100 is configured such that the nose of the vertical take-off and landing aircraft 10 is increased to maintain the hovering state against the strong winds 500B. It is possible to control the auxiliary rotor 300 to descend.
  • the flight controller 100 increases the number of rotations or the collective pitch angle of the auxiliary rotor 300 to increase the thrust 310B generated by the auxiliary rotor 300 from the thrust 310A of FIG. 4A,
  • the vertical take off and landing vehicle 10 can have a larger pitch attitude angle 420B.
  • the rotational axis of the main rotor 200R approaches the equilibrium
  • the main rotor 200R can be tilted.
  • the flight controller 100 can control the tilt angle of the main rotor 200R so that the tilt angle 411B decreases as the pitch attitude angle 420B increases.
  • the tilt angle 411B may be defined as an angle defined in the direction of the rotation axis vector 410B of the main rotor 200R in the X ', Y', Z 'coordinate system as described with reference to FIG.
  • the main rotor 200R generates the thrust 210RB according to the smaller tilt angle 411B so that the vertical takeoff and landing vehicle 10 can stably hover the strong wind 500B.
  • the flight controller 100 can perform the operations described in Figs. 4A and 4B only when the speed of the vertical take-off landing craft 10 is lower than a predetermined threshold speed.
  • a predetermined threshold speed when the vertical take-off and landing vehicle 10 needs to keep the flight position such as take-off and landing constant, or when it has to fly at a desired speed, the flight controller 100 according to the embodiment of the present invention,
  • the tilt angle control signal of the main rotor can be generated corresponding to the attitude control signal.
  • the flight controller 100 can perform the control according to the contents described in FIGS. 4A and 4B with respect to the left main rotor 200L.
  • the control method of the vertical take-off and landing aircraft 10 performed by the flight controller 100 includes the steps of generating the tilt angle control signal of the main rotor as described above, It is possible to generate a correction signal including a correction angle of the tilt angle of the main rotor 200R or 200L based on the main rotor tilt angle mapping data.
  • the 'tilt angle correction angle' may be an angle for correcting the tilt angle calculated by the above-described procedure of the flight controller 100.
  • the 'flight velocity-main rotor tilt angle mapping data' may be data including the tilt angle of the main rotor 200R and 200L at each speed of the air vehicle.
  • FIG. 5A is a diagram illustrating an example of a flight velocity-main rotor tilt angle mapping data (mapping data) 610A according to an embodiment of the present invention.
  • the flight controller 100 confirms the speed of the vertical take-off and landing aircraft 10 and refers to the flight speed-main rotor tilt angle mapping data 610A to determine the speed of the main rotor 200R , And 200L can be confirmed.
  • the flight controller 100 can confirm the tilt angle of the main rotor 200R, 200L at 90 degrees.
  • the flight controller 100 compares the tilt angle of the main rotor 200R, 200L with the tilt angle of the main rotor 200R, 200L according to the flight speed-main rotor tilt angle mapping data 610A, It is possible to compare the angles and calculate the difference angle between the two tilt angles.
  • the flight controller 100 can also generate a correction signal that includes a correction angle of the main rotor tilt angle based on this difference angle.
  • the flight controller 100 can confirm the proper tilt angle of the main rotor 200R, 200L at 90 degrees have. However, when the tilt angle of the current main rotor 200R or 200L is 80 degrees when a tilt command is generated by the pitch attitude angle command to maintain the hovering position when the wind blows, the flight controller 100 calculates the difference It is possible to generate a correction signal having a correction angle.
  • the tilt angle of the main rotor 200R, 200L according to the main rotor tilt angle mapping data 610A described above only takes into account the case where the vertical take-off landing vehicle 10 is not windy,
  • the tilt angles of the main rotors 200R and 200L according to the tilt angle mapping data 610A may not be appropriate.
  • the flight controller 100 can reduce the pitch attitude angle of the vertical take-off landing craft 10 to the second pitch position 10 in the direction of lowering the nose of the vertical take-
  • the main rotor 200R (200R, 200L) which is corrected in accordance with the correction signal of the tilt angle based on the current speed of the vertical take-off landing craft 10 and the current tilt angle of the main rotor 200R, 200L, , 200L) of the tilt angle can be updated.
  • FIG. 5B is a diagram illustrating an example of mapping speed data 610B updated by the flight controller 100 according to an exemplary embodiment of the present invention.
  • the tilt angle of the main rotor 200R, 200L according to the mapping data 610A of the vertical takeoff / landing navigation body 10 is related to the inertial velocity not considering the influence of the wind. Therefore, So that it can cause the position shift.
  • the flight controller 100 is capable of changing the pitch attitude angle of the vertical take-off landing craft 10 to the second pitch attitude angle in the direction of lowering the nose of the vertical take-
  • the tilt angle of the main rotor 200R or 200L which is corrected in accordance with the correction signal of the tilt angle based on the current speed of the vertical take-off and landing vehicle 10 and the current tilt angle of the main rotor 200R or 200L
  • the tilt angle mapping data can be updated as the mapping data 610B shown in Fig. 5B so that the correction angle decreases.
  • the flight controller 100 refers to the mapping data 610A to check the proper tilt angle of the main rotor 200R, 200L to 90 degrees .
  • the flight controller 100 calculates the difference A correction signal having a correction angle of 10 degrees can be generated. Furthermore, the flight controller 100 can maintain the tilt angle of the main rotors 200R and 200L at 80 degrees according to the correction signal, thereby maintaining the position even in the windy environment of the vertical take-off and landing aircraft 10, can do.
  • the tilt angle of the main rotor 200R, 200L according to the main rotor tilt angle mapping data 610A described above does not take into consideration the influence of wind, when the wind is blown around the vertical takeoff and landing navigation body 10,
  • the tilt angle of the main rotor 200R or 200L according to the angle mapping data 610A needs to be appropriately adjusted in accordance with the correction signal.
  • the flight controller 100 can control the steering angle of the vertical take-off and landing vehicle 10 by changing the pitch attitude angle of the vertical take-off landing vehicle 10 by the second pitch attitude angle in the direction of lowering the nose of the vertical take-
  • the tilt angle of the main rotor 200R or 200L which is corrected in accordance with the correction signal of the tilt angle based on the current speed of the vertical take-off and landing vehicle 10 and the current tilt angle of the main rotor 200R or 200L
  • the tilt angle mapping data can be updated as the mapping data 610B so that the angle decreases (for example, the correction angle becomes 0 degrees).
  • the tilt angle according to the first mapping data 610A is about 90 degrees, but the tilt angle according to the second mapping data 610B is about 70 degrees.
  • the tilting angle of the main rotor 200R or 200L may be smaller than the tilting angle of the main rotor 200R or 200L when the wind is not blowing.
  • the tilting command of the main rotor 200R or 200L is automatically generated based on the vertical posture control signal at a low speed condition in which it is difficult to directly measure the wind speed, so that the main rotors 200R and 200L ) Can be actively compensated for.
  • the embodiments of the present invention described above can be embodied in the form of a computer program that can be executed on various components on a computer, and the computer program can be recorded on a computer-readable medium.
  • the medium may be a computer-executable program. Examples of the medium include a magnetic medium such as a hard disk, a floppy disk and a magnetic tape, an optical recording medium such as CD-ROM and DVD, a magneto-optical medium such as a floptical disk, And program instructions including ROM, RAM, flash memory, and the like.
  • the computer program may be designed and configured specifically for the present invention or may be known and used by those skilled in the computer software field.
  • Examples of computer programs may include machine language code such as those produced by a compiler, as well as high-level language code that may be executed by a computer using an interpreter or the like.

Abstract

Un dispositif de commande de vol d'un aéronef à décollage et atterrissage verticaux, selon un mode de réalisation de la présente invention, commande un angle d'inclinaison d'un rotor principal sur la base d'un signal de commande de position verticale dans un état de vol à basse vitesse. Lors de l'obtention d'un signal de commande de l'aéronef à décollage et atterrissage verticaux, incluant un signal de commande d'assiette verticale pour modifier l'assiette en tangage de l'aéronef à décollage et atterrissage verticaux par une première assiette en tangage, le dispositif de commande de vol selon la présente invention peut déterminer l'angle d'inclinaison du rotor principal en référence à la première assiette en tangage, et générer un signal de commande d'angle d'inclinaison du rotor principal sur la base de l'angle d'inclinaison déterminé.
PCT/KR2018/011531 2017-12-21 2018-09-28 Procédé et programme informatique pour commander l'angle d'inclinaison d'un rotor principal sur la base d'un état de vol à basse vitesse en fonction d'un signal de commande d'assiette verticale, et aéronef à décollage et atterrissage verticaux WO2019124686A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US16/872,825 US11809203B2 (en) 2017-12-21 2020-05-12 Method and computer program for controlling tilt angle of main rotor on basis of pitch attitude control signal low-speed flight state, and vertical take-off and landing aircraft

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KR10-2017-0177493 2017-12-21
KR20170177493 2017-12-21
KR1020180020738A KR102010424B1 (ko) 2017-12-21 2018-02-21 저속비행상태에서 세로 자세 제어 신호에 기초하여 메인로터의 틸트 각도를 제어하는 방법 및 컴퓨터 프로그램과 수직 이착륙 비행체
KR10-2018-0020738 2018-02-21

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