Method and a system for determining an angular velocity in turning for a rotary wing aircraft
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
G05D-001/08
G01P-005/00
G05D-001/02
B64C-027/57
G01P-003/00
출원번호
US-0964796
(2015-12-10)
등록번호
US-9493234
(2016-11-15)
우선권정보
FR-14 02910 (2014-12-18)
발명자
/ 주소
Salesse-Lavergne, Marc
출원인 / 주소
Airbus Helicopters
대리인 / 주소
Brooks Kushman P.C.
인용정보
피인용 횟수 :
0인용 특허 :
5
초록▼
A method and a system for determining an angular velocity in turning for a rotary wing aircraft in order to make turns that are coordinated relative to the ground or else relative to the air and in order to manage the transition between ground coordination and air coordination while taking account o
A method and a system for determining an angular velocity in turning for a rotary wing aircraft in order to make turns that are coordinated relative to the ground or else relative to the air and in order to manage the transition between ground coordination and air coordination while taking account of the wind to which the aircraft is subjected. The method serving to determine an angular velocity in yaw using an anticipation value and a correction value on the basis in particular of speeds of advance of the aircraft relative to the ground and relative to the air of its lateral acceleration and of its lateral load factor.
대표청구항▼
1. A method of determining an angular velocity in turning for a rotary wing aircraft, the aircraft flying along a track Tsol relative to the ground at a speed of advance Vα, which speed of advance Vα may be determined relative to the ground in order to form a speed of advance relative to the ground
1. A method of determining an angular velocity in turning for a rotary wing aircraft, the aircraft flying along a track Tsol relative to the ground at a speed of advance Vα, which speed of advance Vα may be determined relative to the ground in order to form a speed of advance relative to the ground Vαsol and relative to the air in order to form a speed of advance relative to the air Vαair, a longitudinal direction X extending from the front of the aircraft to the rear of the aircraft, an elevation direction Z extending upwards perpendicularly to the longitudinal direction X, and a transverse direction Y extending from right to left perpendicularly to the longitudinal and elevation directions X and Z, the aircraft comprising: at least one rotary wing having a plurality of blades of collective pitch and of cyclic pitch that are variable about respective pitch axes, the aircraft being capable of performing movements in rotation about the directions and in translation along the directions; andan autopilot for generating control signals in compliance with predefined modes of operation and in compliance with flight setpoints, the control signals being capable of causing the aircraft to form the movements in rotation and/or translation relative to the directions;the method including the following steps: determining a longitudinal speed VLong for use in determining an anticipation value A for an angular velocity in yaw {dot over (ψ)} of the aircraft to apply during a turn, such that: the longitudinal speed VLong is equal to a longitudinal speed of advance relative to the ground (Vαsol)Long such that VLong=(Vαsol)Long when the longitudinal speed of advance relative to the ground lies strictly within a first interval Int1 centered on a longitudinal speed of advance relative to the ground (Vαair)Long and of width Dint1;the longitudinal speed VLong is equal to a high first boundary of the first interval Int1 when the longitudinal speed of advance relative to the ground (Vαsol)Long is greater than or equal to the high first boundary, the high first boundary being equal to the longitudinal speed of advance relative to the air (Vαair)Long plus a margin Offset equal to half of the width Dint1, such that: Offset=Dint12andVLong=(Vaair)Long+Dint12the longitudinal speed VLong is equal to a low first boundary of the first interval Int1 when the longitudinal speed of advance relative to the ground (Vαsol)Long is less than or equal to the low first boundary, the low first boundary being equal to the longitudinal speed of advance relative to the air (Vαair)Long minus the margin Offset such that: VLong=(Vaair)Long-Dint12determining the anticipation value A for the angular velocity in yaw ({dot over (ψ)}) such that: A=GYVLong where Gy is a lateral acceleration of the aircraft under the control of a pilot of the aircraft; determining a lateral speed VLat for use in determining a correction value B of the angular velocity in yaw {dot over (ψ)} for application during the turn, such that:the lateral speed VLat is equal to a lateral speed of advance relative to the ground (Vαsol)Lat such that VLat=(Vαsol)Lat when the lateral speed of advance relative to the ground (Vαsol)Lat lies strictly within a second interval Int2 bounded firstly by a low second boundary equal to a first product of a first multiplier coefficient K1 multiplied by a lateral load factor Ny of the aircraft minus a low margin OffsetLo, and secondly by a high boundary equal to the first product plus a high margin OffsetHi;the lateral speed VLat is equal to the high second boundary when the lateral speed of advance relative to the ground (Vαsol)Lat is greater than or equal to the high second boundary, such that: VLat=K1×Ny+OffsetHithe lateral speed VLat is equal to the low second boundary when the lateral speed of advance relative to the ground (Vαsol)Lat is less than or equal to the low second boundary, such that: VLat=K1×Ny−OffsetLodetermining the correction value B for the angular velocity in yaw {dot over (ψ)} such that: B=K2×VLat K2 being a second multiplier coefficient; and determining the angular velocity in yaw {dot over (ψ)} so as to follow the track Tsol in the turn, such that: {dot over (ψ)}=A+B. 2. A method according to claim 1, for determining an angular velocity in turning for a rotary wing aircraft, wherein the margin Offset, the high margin OffsetHi, and the low margin OffsetLo are variable and decrease when the speed of advance relative to the air Vαair increases. 3. A method according to claim 1, for determining an angular velocity in turning for a rotary wing aircraft, wherein the value Offset is equal to 20 kt when the speed of advance relative to the air Vαair is less than 20 kt. 4. A method according to claim 1, for determining an angular velocity in turning for a rotary wing aircraft, wherein the high margin OffsetHi and low margin OffsetLoare equal respectively to +20 kt and −20 kt when the speed of advance relative to the air Vαair is less than 20 kt. 5. A method according to claim 1, for determining an angular velocity in turning for a rotary wing aircraft, wherein the margin Offset, the high margin OffsetHi, and the low margin OffsetLo are zero when the speed of advance relative to the air Vαair is greater than or equal to 70 kt. 6. A method according to claim 1, for determining an angular velocity in turning for a rotary wing aircraft, wherein the lateral load factor Ny is a factor that has been compensated in order to take account of a load factor of the aircraft while in hovering flight. 7. A method according to claim 1, for determining an angular velocity in turning for a rotary wing aircraft, wherein when the heading ψ is modified by an action of a pilot of the aircraft, the modified heading ψ is conserved if the speed of advance relative to the air Vαair is less than or equal to a threshold speed Vthresh. 8. A method according to claim 7, for determining an angular velocity in turning for a rotary wing aircraft, wherein the threshold speed Vthresh is variable as a function of the longitudinal speed VLong. 9. A method according to claim 8, for determining an angular velocity in turning for a rotary wing aircraft, wherein the threshold speed Vthresh is constant when the longitudinal speed VLong is greater than or equal to 30 kt, then increases while the longitudinal speed VLong decreases down to 15 kt, and is constant when the longitudinal speed VLong is less than 15 kt. 10. A method according to claim 1, for determining an angular velocity in turning for a rotary wing aircraft, wherein when a modification of the heading ψ as a result of a first action of a pilot of the aircraft is followed by a second action in roll of the pilot leading to a modification of a course angle Tksol of the aircraft that is less than or equal to a threshold angle, the heading ψ is modified in order to conserve an unchanging difference between the course angle Tksol and the heading ψ. 11. A method according to claim 1, for determining an angular velocity in turning for a rotary wing aircraft, wherein when a modification of the heading ψ as a result of a first action of a pilot of the aircraft is followed by a second action in roll of the pilot leading to a modification of a course angle Tksol of the aircraft greater than a threshold angle, the heading ψ is determined from the angular velocity in yaw {dot over (ψ)} of the aircraft and from the anticipation value A and the correction value B. 12. A system for determining an angular velocity in turning for a rotary wing aircraft, the aircraft flying along a track Tsol relative to the ground with a speed of advance Vα, the speed of advance Vα potentially being determined relative to the ground to form a speed of advance relative to the ground Vαsol or else relative to the air in order to form a speed of advance relative to the air Vαair, a longitudinal direction X extending from the front of the aircraft to the rear of the aircraft, a direction Z in elevation extending upwards perpendicularly to the longitudinal direction X, and a transverse direction Y extending from right to left perpendicularly to the longitudinal and elevation directions X and Z, the aircraft having at least one rotary wing provided with a plurality of blades of collective pitch and of cyclic pitch that are variable about respective pitch axes, the aircraft being capable of performing movements in rotation about the directions and in translation along the directions;an autopilot for generating control signals in compliance with predetermined modes of operation, the control signals being capable of causing the aircraft to move in rotation and/or in translation relative to the directions; andthe system for determining an angular velocity in turning comprising: at least one component; anat least one memory;wherein the system for determining an angular velocity in turning is adapted to perform the method according to claim 1, during which the following steps are performed:determining a longitudinal speed VLong for use in determining an anticipation value A for an angular velocity in yaw {dot over (ψ)} of the aircraft to apply during a turn, such that: the longitudinal speed VLong is equal to a longitudinal speed of advance relative to the ground (Vαair)Long such that VLong=(Vαsol)Long when the longitudinal speed of advance relative to the ground lies strictly within a first interval Int1 centered on a longitudinal speed of advance relative to the ground (Vαair)Long and of width Dint1;the longitudinal speed VLong is equal to a high first boundary of the first interval Int1 when the longitudinal speed of advance relative to the ground (Vαsol)Long is greater than or equal to the high first boundary, the high first boundary being equal to the longitudinal speed of advance relative to the air (Vαair)Long plus a margin Offset equal to half of the width Dint1, such that: Offset=Dint12andVLong=(Vaair)Long+Dint12the longitudinal speed VLong is equal to a low first boundary of the first interval Int1 when the longitudinal speed of advance relative to the ground (Vαsol)Long is less than or equal to the low first boundary, the low first boundary being equal to the longitudinal speed of advance relative to the air (Vαair)Long minus the margin Offset such that: VLong=(Vaair)Long-Dint12determining the anticipation value A for the angular velocity in yaw ({dot over (ψ)}) such that: A=GYVLong where Gy is a lateral acceleration of the aircraft under the control of a pilot of the aircraft; determining a lateral speed VLat for use in determining a correction value B of the angular velocity in yaw {dot over (ψ)} for application during the turn, such that:the lateral speed VLat is equal to a lateral speed of advance relative to the ground (Vαsol)Lat such that VLat=(Vαsol)Lat when the lateral speed of advance relative to the ground (Vαsol)Lat lies strictly within a second interval Int2 bounded firstly by a low second boundary equal to a first product of a first multiplier coefficient K1 multiplied by a lateral load factor Ny of the aircraft minus a low margin OffsetLo, and secondly by a high boundary equal to the first product plus a high margin OffsetHi;the lateral speed VLat is equal to the high second boundary when the lateral speed of advance relative to the ground (Vαsol)Lat is greater than or equal to the high second boundary, such that: VLat=K1×Ny+OffsetHithe lateral speed VLat is equal to the low second boundary when the lateral speed of advance relative to the ground (Vαsol)Lat is less than or equal to the low second boundary, such that: VLat=K1×Ny−OffsetLodetermining the correction value B for the angular velocity in yaw {dot over (ψ)} such that: B=K2×VLat K2 being a second multiplier coefficient; and determining the angular velocity in yaw {dot over (ψ)} so as to follow the track Tsol in the turn, such that: {dot over (ψ)}=A+B. 13. A system according to claim 12, for determining an angular velocity in turning for a rotary wing aircraft, wherein the system comprises a first component for determining the anticipation value A for the angular velocity {dot over (ψ)}, such that: A=GYVLong Gy being the lateral acceleration controlled by the pilot of the aircraft and VLong being the longitudinal speed; the first component comprising a first limiter, a first subtracter, a first adder, and a divider;the first subtracter and the first adder being positioned upstream from the first limiter, respectively upstream from a minimum first input Min1 and from a maximum first input Max1 of the first limiter, the first subtracter and the first adder receiving as input the longitudinal speed of advance relative to the air (Vαair)Long and the margin Offset and then outputting respectively a first subtraction and a first addition constituted by the longitudinal speed of advance relative to the air (Vαair)Long respectively minus and plus the margin Offset;the first limiter receiving as main input the longitudinal speed of advance relative to the ground (Vαsol)Long and as minimum and maximum first inputs Min1 and Max1 respectively the first subtraction and the first addition and outputting the longitudinal speed VLong which is equal to the longitudinal speed of advance relative to the ground (Vαsol)Long limited to the minimum and maximum first inputs Min1 and Max1 when the longitudinal speed of advance relative to the ground (Vαsol)Longis respectively less than or greater than the minimum and maximum first inputs Min1 and Max1; andthe divider being positioned downstream from the first limiter, the divider receiving as inputs both a numerator constituted by the lateral acceleration Gy of the aircraft as controlled by a pilot of the aircraft and a denominator constituted by the longitudinal speed VLong, and then outputting the lateral acceleration Gy divided by the longitudinal speed VLong corresponding to the anticipation value A for the angular velocity {dot over (ψ)} in yaw for application to the aircraft. 14. A system according to claim 12, for determining an angular velocity in turning for a rotary wing aircraft, wherein the system comprises a second component for determining the correction value B for the angular velocity {dot over (ψ)}, such that: B=K2×VLat V:at being the lateral speed and K2 being the multiplier coefficient; the second component comprising a second limiter, a second subtracter, a second adder, and two multipliers:a first multiplier being positioned upstream from the second subtracter and from the second adder, the first multiplier receiving as input the first multiplier coefficient K1 and the lateral load facto Ny and delivering as output a first product of the first multiplier coefficient K1 multiplied by the first lateral load factor Ny;the second subtracter and the second adder being positioned upstream from the second limiter, respectively upstream from a minimum second input Min2 and a maximum second input Max2 of the second limiter, the second subtracter and the second adder receiving as input the first product and respectively the low margin OffsetLo and the high margin OffsetHi and outputting respectively a second subtraction of the first product minus the low margin OffsetLo and a second addition of the first product plus the high margin OffsetHi;the second limiter receiving as main input the lateral speed of advance relative to the ground (Vαsol)Lat and as minimum and maximum second inputs Min2 and Max2 respectively the second subtraction and the second addition, and delivering as output the lateral speed VLat, which is equal to the lateral speed of advance relative to the ground (Vαsol)Lat limited to the minimum and maximum second inputs Min2 and Max2 when the lateral speed of advance relative to the ground (Vαsol)Lat is respectively less than or greater than the minimum and maximum second inputs Min2 and Max2; anda second multiplier being positioned downstream from the second limiter and receiving as input the lateral speed VLat and the second multiplier coefficient K2, and outputting a second product of the lateral speed VLat multiplied by the second multiplier coefficient K2 corresponding to the correction value B of the angular velocity {dot over (ψ)} in yaw for application to the aircraft. 15. A system according to claim 14, for determining an angular velocity in turning for a rotary wing aircraft, wherein the second component includes a compensator positioned before the first multiplier in order to take account of a lateral load factor of the aircraft in hovering flight.
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이 특허에 인용된 특허 (5)
Caldwell Donald G. (Mesa AZ) Osder Stephen S. (Scottsdale AZ), Automated helicopter flight control system.
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