RU2711770C1 - Method for intuitive control of aircraft - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to a method for intuitive control of aircraft. Method comprises controlling roll, pitch and course by turning clockwise or counterclockwise and deflecting up and down, left-and-right control handle mounted on telescopic rack and located between pilot legs, wherein all three axes of rotation of the control handle pass through the geometrical center of the wrist joint of the hand of the pilot, and the geometrical axis of the handle coincides with the longitudinal axis of the aircraft.

EFFECT: accelerated training of pilots, higher accuracy and reliability of control, increased safety of flights.

1 cl, 2 dwg

Description

The invention relates to the field of aviation, astronautics, navigation, manned and unmanned aerial vehicles and submarines, systems for remotely aiming weapons at a target, in particular, means of manual remote control aircraft.

There are known the scheme and principles of aircraft control, when coordinated lateral control is applied, carried out by turning the control knob left or right (or by turning the steering wheel), longitudinal control - by moving the handle (wheel) to (or from) itself and controlling the rudder (providing directional control) - which is rejected by pressing the appropriate pedal (controlled flight by plane [electronic resource] // World Aviation Legends. Access mode: http://avialegend.ru/samolet/Upravljaemyj-polet-na-samoljote.htm (accessed 08.08.2018) )

The method, which has become classical, was modified and implemented only almost a century later in the form of a joystick due to the creation of electrical systems. The use of the joystick as an aircraft control body was aimed at increasing the comfort of the pilot's workplace. And, if on passenger airplanes, where two pilots are involved in the control and most of the flight is performed automatically on autopilot, the joystick turned out to be an acceptable governing body, then on combat speed, controlled by one pilot, and sports airplanes, using the joystick is problematic, since it excludes the possibility of using the side panel of the aircraft for mounting auxiliary controls and changing hands when using on-board equipment or for relaxing. Another rarely mentioned drawback of the classical method, in which the roll and pitch control is carried out by a control stick mounted vertically between the pilot’s legs or the helm with a longitudinal stroke, and heading control by means of pedals whose movement is opposite to the direction of rotation, is the development of accurate and most importantly reliable coordination of hand movements and the pilot’s legs for the aircraft to perform the necessary evolutions. This explains the fact that already in the first years of aviation development, when training the flight contingent, it was necessary to create and use simulators to understand and memorize the dependence of the behavior of the aircraft on the movements of the controls.

A known method of controlling an aircraft, which includes flying in the air of an aircraft equipped with a control system in the form of kinematically connected control wires, one of which is made in the form of two flexible transmission elements, and the other in the form of a rigid transmission element with articulated joints (patent RU No. 2461493, IPC В64С 31/028, В64С 39/00, В64С 13/30, В64С 19/00, published on September 21, 2010). The control action on the rigid gear element is combined with the simultaneous control action on the flexible gear elements.

The disadvantage of this method is that it also relates to conditional control methods, in which it is necessary to understand and remember the connection between the movement of the controls, the deviation of the rudders and the behavior of the aircraft itself. In addition, this method is applicable only to aircraft with a soft wing, where the steering surface is formed by deformation of the surface of the wing itself and which is unlikely to be used on heavy passenger and combat aircraft.

The closest is the control method of the aircraft, in which the direction (course) and pitch are controlled by deviating the control handles or the helm entirely on the left-right and up-down, and the roll control is performed by pedals coordinated by pressing and straightening the corresponding legs or by turning the steering wheel in an angular direction (patent RU No. 2420427, IPC 64C 13/00, publ. September 20, 2008). The telescopic control lever is located vertically or horizontally across, or horizontally along the axis of the aircraft.

The disadvantages of the method is that when controlling the roll performed by the pedals with the legs upright, the pilot's landing in the cockpit becomes unstable, and when the legs are tilted or horizontal, the very idea of reflex control is lost, since the pedals in this case are made in a plane perpendicular to the roll of the aircraft . When the roll is controlled by turning the steering wheel (handle) in the angular direction, the kinematic centers of rotation of the pilot’s hand and the handle are located on opposite sides of the plane of movement of the steering wheel (handle), which determines a significant kinematic mismatch, which requires continuous correction by the pilot’s movements, and which significantly reduces the control accuracy. In addition, despite the weight compensation, the pilot needs to keep the control handle or the helm in the suspended position, which leads to very rapid fatigue of the muscles of the shoulder and forearm of the pilot, and, consequently, a decrease in the accuracy and safety of flight.

The objective of the invention is to develop a method of intuitive control of an aircraft equipped with an electrical remote control system, which allows to reduce the training time of flight personnel, to ensure the acquisition of sustainable management skills and thereby improve flight safety.

The technical result is to accelerate the process of training pilots, improving accuracy, reliability control and improving flight safety.

The technical result is achieved in the method of intuitive control of the aircraft, which consists in controlling the roll, pitch and course by turning clockwise or counterclockwise and deviating up and down, left and right control handles, while all three axis of rotation of the control handle pass through the geometric center of the wrist the joint of the pilot’s hand, and the geometric axis of the handle coincides with the longitudinal axis of the aircraft.

The intuitive control of the aircraft is characterized in that the control handle is located between the legs of the pilot.

The essence of the intuitive control of the aircraft lies in the fact that the movement of the aircraft in space fully corresponds to the deviation and rotation of the control handle relative to its neutral position - a single control body roll, pitch and course, and changes in accordance with the change in the position of the handle made by the pilot. In this case, the geometric axis of the control handle in its neutral position coincides with the longitudinal axis of the aircraft, and the control handle is associated with the aircraft itself. All changes in the position of the control handle resulting from the pilot's intuitive effect on the handle with three rotational degrees of freedom along all three rotation axes passing through the joint of the pilot’s hand are exactly “copied” in the change in the position of the aircraft.

The rotation of the control handle around the longitudinal axis (coincides with the longitudinal axis of the aircraft), the transverse horizontal and transverse vertical axes through the electrical system and rudders provides control of the roll, pitch and course of the aircraft.

In FIG. 1 shows a kinematic diagram of the handle control of the position of the aircraft, FIG. 2 location of the control handle in the pilot's hand.

The roll is controlled by rotating the handle 1 around its own axis, the pitch is controlled by turning the control handle 1 around the transverse horizontal axis of the aircraft 2, the course is controlled by turning the handle 1 around the transverse vertical axis of the aircraft 2. Thus, the direction of movement of the control handle 1 is synchronized in flight with movement in space of the aircraft itself 2. The handle in the pilot’s hand acquires the function of a cursor guide, which he intuitively wants turns in the necessary direction with a slight roll. In this case, the pilot’s legs do not participate in the piloting process, and they may be entrusted with the function of controlling the thrust or thrust vector of the engines, armament or mechanization of aerodynamic surfaces.

The axis of rotation of the control handle 1 intersect in the kinematic center of the wrist joint of the pilot's arm. Since the axis of the handle 1 in its neutral position is coincident with the longitudinal axis of the aircraft 2, the handle 1 in the pilot’s hand is perceived by him associatively as the aircraft 2 itself, which it directs to the selected point in space with the necessary roll.

The combination of the axis of rotation of the handle 1 with the kinematic center of the wrist joint of the pilot’s hand increases the length of the biomechanical lever, which is determined by the distance from the wrist joint to the point of contact of the pilot’s brush with the handle 1, which ensures accurate, without distortion, biomechanical actions of the pilot’s hand to the sensors of the electrical system management.

The installation of the control handle 1 on the telescopic stand 3 is possible both on one side (right or left) relative to the pilot's seat 4, and between the pilot's legs, which allows you to adjust the installation of the control handle 1 with a natural, comfortable for the pilot hand position, which helps to relieve stress fatigue and, if necessary, change hands on the handle when controlling auxiliary units on the side panel of the cab.

In flight, the pilot intuitively rotates the control handle 1 as a pointer, cursor, remote control or mock-up of the aircraft in the desired direction and with the necessary roll, while the joint operation of the channels of the remote control system ensures the movement of the aircraft 2 as if the control handle is not in the pilot’s hand 1, and the aircraft itself 2.

Installing the control handle 1 between the pilot’s legs, when the hand is tired or need to perform other operations, provides the pilot with the opportunity to intercept the handle 1 with the other hand (if necessary, adjust its position by changing the position of the rack).

Manipulations of the pilot with the control handle correspond to the movements of the arm or the model of the aircraft when the pilot commits the evolution in the “walking on flight” procedure. This virtually eliminates the process of memorizing managerial functions, speeds up the acquisition of management skills, reduces psychological stress and fatigue, eliminates the possibility of inconsistent and erroneous actions of the pilot in case of emergency, helps to improve the reliability of control and flight safety, frees the pilot's legs to perform other functions and reduces training time flight contingent.

Thus, the method of intuitive control of the aircraft, which consists in controlling the roll, pitch and course by rotating and rejecting the control handle with three degrees of freedom, all three axis of rotation of which pass through the wrist joint of the wrist of the pilot’s hand, and the geometric axis coincides with the longitudinal axis of the aircraft provides acceleration of the pilot training process, increased accuracy, control reliability and increased flight safety.

Claims (1)

A method of intuitive control of the aircraft, which consists in controlling the roll, pitch and course by turning clockwise or counterclockwise and turning up and down, left and right control knobs, in which all three axis of rotation of the control handle pass through the geometric center of the wrist joint of the wrist of the pilot’s hand characterized in that the control handle is mounted on a telescopic stand and is located between the legs of the pilot, and the geometric axis of the handle coincides with the longitudinal axis of the aircraft that one.

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