FLAP MECHANISMS AND APPARATUS

Improvements with the wings of planes

Control interface for leading and trailing edge devices

HIGH LIFT SYSTEM FOR AN AIRCRAFT

HIGH LIFT CONTROL METHOD AND SYSTEM FOR AIRCRAFT

Improvements in or connected with means for controlling aeroplanes

... 371,442. Slotted wings. PAGE, F. H: and PAGE, Ltd., H., 40, Claremont Road, Cricklewood, London. Jan. 23, 1931, No. 2290.[Class 4.] In aircraft wings of the type having automatic slats connected to pivoted flaps in such a manner that each flap is angularly adjusted to a high incidence position when its slat moves away from the wing and is returned to a small incidence position when its slat moves towards the wing, the connecting mechanism is so constructed as to prevent the flap when in its high incidence position from moving the slat to close the slot. In one form, Fig. 2, a slat b is connected to a flap c through toggle levers d<1>, d<2> which are pivotally connected at d<5>, and of which the lever d<1> is pivoted at d<3>. The arrangement is such that as the slat advances and pulls down the flap c the toggle parts d<1>, d<2> cross over dead points preventing the flap from overpowering the slat. In a modification the connecting members comprise an eccentric rotated by movement of the slat ...

METHOD FOR OPTIMIZING the FLYING CONDITION OF CRUISING Of PLANES HAS WINGS TRANSONIC LIKE DEVICE FOR the APPLICATION OF THIS PROCESS

Wing of plane with great lift increasing

Wing of plane with great lift increasing

HIGH LIFT SYSTEM FOR AN AIRCRAFT

A method of optimizing the cruising conditions of aircraft with supercritical wings and an arrangement for carrying out the method

A method serves to optimize the cruising conditions of aircraft with supercritical wings and consists of detecting current data with regard to altitude, payload and airspeed during cruising flight and of varying the curvature of the wing in a defined manner as a function of these parameters. The curvature can be varied differently in the direction of the wing span and the curvature of the leading and/or trailing edges may be controlled. The flap and spoiler system (2,4,) provided for controlling the altitude of the aircraft is used to carry out the method and additional auxiliary flaps (5) can be provided in order to balance the profile. The flaps are divided into a plurality of segments along the wing, (Figure 7, not shown) as are leading edge flaps (7, 8). ...

Improvements in the method of and means for controlling aeroplanes

... 223,292. Page, r. H., and Page, Ltd., H. July 16, 1923. Balancing.-In an aeroplane of the type in which a transverse slot is provided in each wing to increase the lift by reducing burbling when flying at large angles of incidence, the lateral balancing effect produced by operation of the ailerons is increased by providing a connection from each aileron to means for disturbing the flow of air adjacent to or through the slot in the corresponding wing so that such means become effective to reduce the lift on the higher side of the machine when the ailerons are operated. In one arrangement, Fig. 3, the slot between the main wing 1 and a pivoted auxiliary wing 2 is closed against the action of a spring 2upon upward movement of the aileron 3 from its normal position to the position shown, a lost motion connection being provided between the aileron and' the connecting rod 4 to prevent any operation of the wing 2 upon downward movement of the aileron from its normal position. Independent control ...

Improvements in airfoils

... 596,367. Aerofoils. GRISWOLD, R. W. May 23, 1944, No. 9925. [Class 4] An aerofoil has a leading edge slot formed by a relatively large entrance passage in the lower portion of the leading edge for the admission of air into a chamber within the aerofoil, and a relatively small nozzle-shaped discharge slot or slots disposed rearwardly of the leading edge slot and discharging air from the chamber through a downstream portion of the aerofoil, the aerofoil sections being pivotally connected and their adjacent edges defining the discharge slots. Fig. 7 shows a construction comprising three sections 39, 33, 41 articulated to a forward section 19, the interior of which forms the pressure chamber 24 with the opening 23 in the leading edge. The discharge slot 32 is formed between the upper trailing edge 16 of the section 19 and the leading edge of the portion 39. The lower surfaces of the sections 39, 33, 41 are of air-permeable material, the air being discharged through slots 40, 44 between the ...

Means for laterally controlling aircraft

... 263,290. Page, F. H., and Handley Page, Ltd. Dec. 9, 1925. Balancing. - For laterally controlling aircraft provided with slots at the ends of the wings, the mechanism for opening or closing the slot at each side of the machine is operatively connected to the aileron on the opposite side. The control means are particularly ap plicable to machines in which the aileron which is being raised turns through a greater angle than the one that is being depreseed, so that the slot on the side of the machine where the aileron is depressed is opened while the other one remains substantially closed. Fig. 2 shows an aileron A on the starboard side of the machine connected by a rod D<1> to a three-armed lever E, interconnected bv rods or cables to a similar three-armed lever G on the port side. This lever G is connected by a rod H to a bell-crank J coupled by a link K to one of two links L. L' which carry an arm B<2> attached to a small plane B<1>. Small movements of the aileron A move the link K across ...

Improvements in or relating to the supporting surfaces of aircraft

... 288,027. Armstrong, Whitworth Air craft, Ltd., Sir W. G., Green, F. M., and Lloyd, J. April 5, 1927. Balancing.-An auxiliary surface 3 is automatically moved towards the leading edge of the main plane 2 at high speeds and away from it at low speeds by interconnection to a flap 7 at the trailing edge, this flap tending to hang down at low speeds owing to its weight or the action of a spring 8 but being raised by wind pressure at high speeds. Two surfaces 3 are arranged near the tips of the main plane and a flap 7 extends between the usual ailerons at the rear edge of the plane. The flap 7 may be divided into two or more parts. The surfaces 3 may be pivoted so that their angles of incidence may be varied. The flaps 7 may be hinged below the rear edge of the main plane to provide a slot when the flap is down.

Foil for plane

Adaptive flap and slat drive system for aircraft

A drive station includes two drives connected via drive transmissions to one or more flaps or slats of a flap/slat group. The drives may be mechanically coupled to a rotational shaft, with a shaft brake arranged thereon. Guide transmissions are connected to the shaft and to respective flaps or slats of the flap/slat group. Alternatively, the two drives are not mechanically coupled, but are merely electrically or electronically synchronized. Each flap/slat group can be actuated individually and independently of the other groups by actuation commands provided by a central control unit connected to the drives and to a flight controller. Position sensors provide actual position feedback. Each flap/slat is driven by two transmissions, namely two drive transmissions, or two guide transmissions, or one drive transmission and one guide transmission. A redundant drive path is ensured if a component fails.

Improvements in airfoils

... 596,424. Aerofoils. GRISWOLD, R. W. May 23, 1944, No. 1130/47. Divided out of 596,367. [Class 4] An aerofoil having a fixed leading edge portion and a plurality of articulated sections adapted to modify the profile in response to aerodynamic forces is characterised in that the articulated sections are interconnected by a chordwise extending linkage system secured to the leading portion and including resilient means permitting movement of the links to operate the sections in a predetermined relation. In the construction according to Fig. 2, three movable sections 39, 33, 41 are provided, the section 39 being hinged to a fixed section 29 at 22. The linkage comprises a spring- loaded member 62 connected to levers 53, 60, carried respectively by the fixed section 29 and the forward articulated section 39.. The linkage further comprises a link 69 connected at one end to the member 62 and at the other to a lever 63 pivotally mounted on the section 33, the lever 63 being connected to a link 65 ...

WING ARRANGEMENT FOR ULTRALIGHT AIRCRAFT AND ULTRALIGHT AIRCRAFT WITH SUCH AN WING ARRANGEMENT

HIGH LIFT CONTROL METHOD AND SYSTEM FOR AIRCRAFT

ABSTRACT A high lift control system for an aircraft limits the number of discrete positions of a high lift selector lever, while at the same time increases the number of high lift positions of high lift surfaces. The high lift control system has a high lift selector lever movable between a number of predetermined discrete positions, one of which being associated with a first high lift configuration for a first flight phase of the aircraft, and also with a different second high lift configuration for a second flight phase of the aircraft. The high lift control system has a computer configured to, based on one or more signals from one or more aircraft systems, command one or more high lift surfaces according to either the first high lift configuration or the second high lift configuration when the selector lever is moved to the one of the predetermined discrete positions. Date Recue/Date Received 2020-08-21 ...

Vorrichtung zur Erhoehung des Auftri?bs bei Luftfahrzeugen

Improvements in aircraft with particular reference to airfoils

... 319,983. Burnelli, V. J., and Wilford, E. B. Nov. 14, 1928. Planes and the like, construction of; steering, balancing, and regulating altitude.-An aerofoil is made with a central section 11, Figs. 1 and 2, supporting telescopic end sections 22, 31 which are capable of movement on arcuate tracks 15. Sparrs 23, 32 on the respective sections are attached to arms 28, 28<1> formed with racks 29, 29<1> engaged by sprocket wheels 18 driven from a central sprocket wheel. The arrangement of tracks is such that the trailing edge is arranged to be low ered more than the leading edge. Transverse ribs 12, 13 and compression ribs 14, Fig. 4, are provided, the latter preferably forming the housings for the tracks and some of the operating means therefor. A deflector 24 extends beyond the upper face of the leading section 23 and an extension 25 of the lower face prevents air entering between the entering and central section. The trailing edge section 31 may be moved by means indicated in Fig. 5 and comprising ...

Improvements with the means of ordering of the airplanes

HIGH LIFT CONTROL METHOD AND SYSTEM FOR AIRCRAFT

A high lift control system for an aircraft having at least one high lift surface includes a selector having a predetermined number of discrete positions, at least one of the predetermined positions corresponding to different positions of the at least one high lift surface.

Lift-augmentation system facilitating taking-off and landing by aircraft

This system consists of a rear slot/underwing flap 3 assembly, arranged so that the front wall 4 of the slot, formed integrally with the two skins 6 and 7 forms a brake in continuity with the underwing flap 3 when it is lowered. The rear wall 6 of this slot consists of the dorsal skin. A flap 2, called upper surface flap, blocks off the dorsal entry of the slot, and opens at the request of the pilot. The lowering of the underwing flap 3 will cause the conventional underpressure between this flap and the rear wall of the slot, this underpressure, which will be related to the simultaneous opening of the upper surface flap 2, will be transmitted instantaneously to the dorsal entry of the slot where it will act so as to suck in the layer of air passing over the upper surface of the wing, speeding it up and therefore causing lift augmentation. A retractable safety slat 1 is used for its property of accelerating the speed of the airstreams passing over the upper surface, enhancing the effect of sucking in the layer of air by the rear slot/underwing flap assembly, further increasing their speed and consequently the lift augmentation.

Wing with high lift

PROCEDE POUR OPTIMISER LA CONDITION DE VOL DE CROISIERE D'AVIONS A AILES TRANSSONIQUES AINSI QUE DISPOSITIF POUR LA MISE EN APPLICATION DE CE PROCEDE

A.PROCEDE ET DISPOSITIF POUR OPTIMISER LES CONDITIONS DE VOL DE CROISIERE D'AVIONS. B.PROCEDE CONSISTANT A DETERMINER A CHAQUE INSTANT LES PARAMETRES EFFECTIFS DU VOL ET A FAIRE VARIER EN FONCTION DE CEUX-CI LA COURBURE DE L'AILE 1, DISPOSITIF POUR LA MISE EN OEUVRE DE CE PROCEDE, CARACTERISE PAR UN SYSTEME DE VOLETS DE BORD ARRIERE DANS LEQUEL SUR LES VOLETS DE FORCE ASCENSIONNELLE 2, 3 S'APPLIQUENT SOUS PRECONTRAINTE DES VOLETS OBTURATEURS DE FENTE 4, AINSI QU'EVENTUELLEMENT DES VOLETS AUXILIAIRES 5 RECOUVRANT LA FENTE 6 ENTRE LE BORD ARRIERE DE L'AILE 1 ET LES VOLETS DE FORCE ASCENSIONNELLE 2, 3. C.L'INVENTION S'APPLIQUE AUX AVIONS A AILES TRANSSONIQUES, NOTAMMENT AVIONS DE LIGNE ET DE TRANSPORT.

Tap, especially tap of stall of cattle shed

METHOD FOR OPTIMIZING the FLYING CONDITION OF CRUISING Of PLANES HAS WINGS TRANSONIC LIKE DEVICE FOR the APPLICATION OF THIS PROCESS

A.PROCEDE ET DISPOSITIF POUR OPTIMISER LES CONDITIONS DE VOL DE CROISIERE D'AVIONS. B.PROCEDE CONSISTANT A DETERMINER A CHAQUE INSTANT LES PARAMETRES EFFECTIFS DU VOL ET A FAIRE VARIER EN FONCTION DE CEUX-CI LA COURBURE DE L'AILE 1, DISPOSITIF POUR LA MISE EN OEUVRE DE CE PROCEDE, CARACTERISE PAR UN SYSTEME DE VOLETS DE BORD ARRIERE DANS LEQUEL SUR LES VOLETS DE FORCE ASCENSIONNELLE 2, 3 S'APPLIQUENT SOUS PRECONTRAINTE DES VOLETS OBTURATEURS DE FENTE 4, AINSI QU'EVENTUELLEMENT DES VOLETS AUXILIAIRES 5 RECOUVRANT LA FENTE 6 ENTRE LE BORD ARRIERE DE L'AILE 1 ET LES VOLETS DE FORCE ASCENSIONNELLE 2, 3. C.L'INVENTION S'APPLIQUE AUX AVIONS A AILES TRANSSONIQUES, NOTAMMENT AVIONS DE LIGNE ET DE TRANSPORT. A.PROCESS AND DEVICE FOR OPTIMIZING THE CONDITIONS OF CRUISE AIRCRAFT. B. PROCEDURE CONSISTING OF DETERMINING AT EACH TIME THE ACTUAL PARAMETERS OF THE FLIGHT AND VARIING THE CURVATURE OF THE WING 1 AS A FUNCTION OF THEM, DEVICE FOR IMPLEMENTING THIS PROCEDURE, CHARACTERIZED BY A SYSTEM OF ONBOARD FLAPS REAR IN WHICH THE ASCENSIONAL FORCE FLAPS 2, 3 APPLY UNDER PRE-STRESSING SLOT CLOSURE FLAPS 4, AS WELL AS POSSIBLE AUXILIARY FLAPS 5 COVERING SLOT 6 BETWEEN THE REAR EDGE OF FORCE 1 AND THE SHUTTERS ASCENSIONAL 2, 3. C. THE INVENTION APPLIES TO AIRPLANE WITH TRANSSONIC WINGS, IN PARTICULAR AIRLINE AND TRANSPORT AIRCRAFT.

Deployment mechanisms for aircraft auxiliary aerofoils

A deployment mechanism for moving an aircraft wing leading edge slat (2) (figure 1) or trailing edge flap (4) relative to a main aerofoil (1) is provided. The mechanism includes an I-section support beam 6 extending between the main aerofoil (1) and the slat (2) or flap (4). The support beam 6 is driven into and out of the main aerofoil (1) by a rack and pinion mechanism 22, (23) (figure 5), the rack 22 being disposed along a lower boom 20 of the beam 6 and the beam 6 being supported for rolling contact with the main aerofoil (1) by upper and lower straddle rollers 8, 9, 10, 11 positioned between wing leading edge ribs 12, 13. Roller tracks 16, 17, 18 extend along upper and lower booms 19, 20 of the beam with at least one roller track 17, 18 co-extending with the rack 22 adjacent thereto along the beam.

Rotary flap

The rotary flap (1) is liable to turn about a longitudinal axis of rotation (4) defined according to the first span (5) of said flap (1), said flap (1) having a profile (6) extending along the chord (CO) and comprising a first leading edge (7), a first trailing edge (8), an inner surface (9) and an outer surface (10), The inner surface (9) and outer surface (10) have non-concave shapes, first leading edge (7) having a rounded shape provided with a curve radius (R) more or less constant or elliptical in shape whose first major axis to minor axis quotient is less than or equal to 1.5, with first trailing edge (8) having a main angle () that is included between 10° and 30°, and axis of rotation (4) is situated at a first distance (C1) from first leading edge (7), that is included between 15% and 35% of the chord (CO) of flap (1).

Aircraft Lift-Increasing Device

... 1,181,991. Aircraft aerofoils. E. M. LANIER. 14 April, 1967, No. 17306/67. Heading B7G. [Also in Division F2] An aircraft aerofoil 16 has at least one closable passage 18 therethrough, the passage being converging from, and rising upwardly and rearwardly from an inlet on the lower aerofoil surface, the passage being defined by a fixed front wall and a rear wall 63 movable from a closed position, Fig. 1, in which both ends of the passage are closed, and a passage open position, Fig. 2, in which a lower portion 62 of the rear wall forms a scoop projecting below the lower surface of the aerofoil, there being a flap 74 pivoted on this lower portion which moves from a closed position flush with the aerofoil, Fig. 1, to an open position projecting below the scoop. Fig. 2. There may be a further flap 29 on the upper aerofoil surface, and a further converging passage 17 further forward on the aerofoil. The movable rear wall may comprise a flexible surface 63, 53 of which the upper part is pulled ...

VARIABLE CAMBER LEADING EDGE FLAPS

... 1480821 Aircraft flaps A ALVAREZ-CALDERON 8 July 1974 [9 July 1973] 30246/74 Heading B7G An aircraft wing has a leading edge high lift flap comprising separate sections 3 and 7, the section 7 having a nose portion 9 pivoted thereto by pivot 8 the flaps in the retracted position shown in Fig. 1 forming a faired leading edge profile of the main wing and in the extended position shown in Fig. 2 forming a double slotted high lift device. In operation the flaps may be pivoted so that both slots 19, 53 are open or flap 3 may be pivoted to close slot 19. Relative curvatures, chords and proportions of the flaps to the dimensions of the main wing are specified. In an alternative embodiment (Figs. 6, 7, not shown) the flap 3 is pivoted at about its mid-chord and has a smaller nose profile and the flap 7 is unitary without a pivoted nose portion the gap on the bottom wing profile resulting, from this arrangement when the flap is retracted being closed by a pivoted flap. In Fig. 9 the leading edge ...

Aeroplane

... 386,352. Aeroplane wings; control and landing gear. McDONNELL, J. S., 1018, North State Street, Chicago, U.S.A. Aug. 24, 1931, No. 23781. Convention date, Aug. 23, 1930. [Class 4.] An aeroplane adapted to remain controllable at low speeds and high angles of incidence has automatically moving slot-forming planes along the leading edge of each wing, camber-varying flaps at the trailing edge interconnected to the stabilizing plane and capable of being locked by the pilot in various positions, and additional normally closed slots at the wing tips which open only when the main slots are open and the usual ailerons are depressed. The slot closing element connected to each aileron may also project above the upper surface of the wing to break up the airstream on that side of the machine on which for the time being the aileron is raised. These features are shown applied to a low wing monoplane with widelyspaced landing wheels. Slot-forming planes 35, Fig. 4, are carried by curved tubes 40 moving ...

Improvements with the wings and other wing plans of planes

Deployment mechanisms for aircraft auxiliary aerofoils

Deployment mechanisms for aircraft auxiliary aerofoils

Improvements relating to aircraft wing systems

... 518,670. Controlling aircraft. STONE, T. H. Aug. 2, 1938, No. 22825. [Class 4] An auxiliary surface or surfaces adapted to be nested on either or both upper and lower surfaces of an aircraft wing is carried by arms pivoted to the wing about an axis disposed nearer to the leading or trailing edge of the wing according to whether the trailing or leading edge of the surface is disposed adjacent the trailing or leading edge of the wing. In one form, the arms 21 are pivoted to brackets carried by the front spar 11 of the wing and a hydraulic jack is pivotally mounted on the rear spar 12 and comprises relatively telescopic cylinders 24A, 24B, 24C and a piston rod 24D pivoted to the surface 17. Either or both ailerons or wing flaps may be disposed rearwardly of the surface. In a modification, an additional auxiliary surface is nested normally against the upper leading surface of the wing. In this case the flaps are separately actuated by jacks disposed horizontally in the wing. In.a further modification ...

Improvements to stabilization devices for airplanes cross

Optimum lift short takeoff aerofoil - has profile with trailing edge features generating optimum lift curves

The aerofoil has a main profile and a hinged flap for generating lift for short takeoff and landing distances. In addition to these requirements it also ensures optimum profile for requirements of the steady state flight. The main profile under face (5) has a profile for lift characteristics. The trailing edge flaps cover, in their retracted condition, the part (8) of the upper face of the main profile. The surface (8) forms, together with the leading section (5a) of the main profile an optimum profile form for travelling. The upper face (5) of the main profile has in the leading section (5a) a markedly convex curve and its trailing section (5b) has a relatively slight concave curve.

Lift-flap mechanism

Lift flap mechanism for adjusting a lift flap assigned to an airplane wing by means of a driving system, the lift flap mechanism comprising a main connection mechanism and a secondary connection mechanism in the form of a guide lever disposed in an articulated manner on the lift flap and the flap track, the main connection mechanism having a steering lever arrangement with at least one steering lever which has a first steering lever joint and a second steering lever joint, the at least one steering lever by way of a pendulum coupled to the first steering lever joint being connected with the flap track, and the second steering lever joint being guided such that, by means of a defined angular position of the at least one steering lever, the positions of the main connection joint and of the secondary connection joint are unambiguously determined.

Improvements in wings for aircraft

... 172,109. Page, F. H., and Page, Ltd., H. Aug. 31, 1920. Planes and the like, construction and arrangement of; steering, balancing, and regulating altitude.-A wing structure is composed throughout from front to rear of a number of wing sections separated by slots, similar to the wing sections described in connection with the leading portion of a wing in Specification 157,567. The wing structure has a convex upper contour, and all the wing sections 1 in advance of the trailing section are set at negative angles to the wing structure, with their noses at a less distance apart than the length of the chord of the adjacent wing section; the length of the slots being considerably greater than their width, and the entrances to the slots on the under side of the wing structure being larger than, and in advance of, their exits on the upper side. The wing sections 1 may be fixed in the wing structure. Or they may be pivoted at 5, Fig. 4, and connected at their trailing edges by two-armed levers 8 ...

FLAP MECHANISMS AND APPARATUS

CONTROL SURFACE ACTUATION SYNCHRONIZATION SYSTEM

An actuator control system can include a plurality of electro-mechanical actuators for operating one or more end effectors, a plurality of position sensors associated with the plurality of electro-mechanical actuators, each of the plurality of positions sensors providing an output indicating an actual position value, and a control system. The control system can be configured to receive an activation command signal and the position sensor outputs, and send a speed command for each of the plurality of electro-mechanical actuators and adjust the speed command of each of the plurality of electro-mechanical actuators using a common reference parameter to synchronize movement of the plurality of electro-mechanical actuators together. 1. An actuator control system comprising:(a) a plurality of electro-mechanical actuators for operating one or more end effectors;(b) a plurality of position sensors associated with the plurality of electro-mechanical actuators, each of the plurality of positions sensors providing an output indicating an actual position value; and{'claim-text': ['(i) receive an activation command signal and the position sensor outputs, and send a speed command for each of the plurality of electro-mechanical actuators; and', '(ii) adjust the speed command of each of the plurality of electro-mechanical actuators using a common reference parameter to synchronize movement of the plurality of electro-mechanical actuators together.'], '#text': '(c) a control system configured to:'}2. The actuator control system of claim 1 , wherein the common reference parameter is a virtual position value generated from a virtual actuator controller.3. The actuator control system of claim 2 , wherein the virtual actuator controller utilizes a nominal actuator load value to generate the virtual position value over time.4. The actuator control system of claim 1 , wherein the common reference parameter is independent from the outputs of the plurality of position sensors.5. The ...

A METHOD OF OPTIMIZING THE CRUISING CONDITIONS OF AIRCRAFT WITH SUPERCRITICAL WINGS AND AN ARRANGEMENT FOR CARRYING OUT THE METHOD

Improvements in or relating to lateral control means for aeroplanes

... 525,401. Controlling aeroplanes. ROSE, W. K. Dec. 17, 1938, No. 36837. Convention date, May 21. [Class 4] Lateral control means for an aeroplane comprises wing tips each comprising a nosepiece, a fixed body portion and an aileron, the rear of the nosepiece and the front of the body portion being provided with curved vanes or blades forming a closable forward passage through the wing tip, and similar provision being made between the body portion and the aileron, the ailerons being tiltable about transverse axes to different angles in opposite directions, the parts being so arranged that on the side with the lowered aileron the forward and rear passageways can open under wind pressure to form passages of gradually diminishing cross-section from inlet to outlet with no straight line flow and on the side with the mixed aileron the forward passage is opened wide and the rear passage kept closed. The lateral control means comprising nosepiece 35, fixed body portion 36, aileron 37 and slots 38 ...

AIR SUPPLY DEVICE FOR VESSEL

Disclosed is an invention relating to an air supply device for a vessel. According to the present invention, the air supply device for a vessel comprises: an air piping unit forming a passage for supplying air to the inside of a vessel; a distribution unit connected to the air piping unit to receive air and discharging air supplied through a plurality of pipe lines; a detachable pipe line member detachably installed on the distribution unit; and a mask unit connected to the detachable pipe line member to receive air and covering a face portion of a user. The present invention intends to provide an air supply device for a vessel capable of easily supplying oxygen to a passenger in a vessel in case of a marine accident to increase a survival rate. COPYRIGHT KIPO 2017 ...

Flugzeugtragfluegel, Steuer- oder Leitwerkflaeche mit Hilfsfluegel

Improvements in or relating to the control of aircraft

... 167,318. Duncanson, F. May 15, 1920. Planes, construction and arrangement of; steering, balancing, and regulating altitude.-One or both of the leading or trailing position of a wing are pivoted about axes transverse of the line of flight and can be closed on to the fixed main structure of the wing to convert a heavily staggered multiplane into a monoplane, the leading portion being pivoted at its leading edge, and the trailing portion being pivoted about an axis forward of its leading edge and forward of the trailing edge of the part immediately in front. There may be two or more of such adjustable leading or trailing portions disposed one behind the other. Fig. 10 shows an arrangement in which there are two leading portions 2 pivoted about axes 3 and two trailing portions 5 carried on brackets 6 pivoted at 7. The portions 2, 5 can be turned into the positions shown in dotted lines, to form a continuous wing with the fixed part 1, by turning T-shaped levers 11 about their fulcra 10 by means ...

Improvements in or relating to the wings or supporting planes of aircraft

... 289,517. Wood, R. M. Jan. 25, 1927. Steering, balancing, and regulating altitude. -A pilot plane 1 is freely pivoted in advance of a main plane 4, so that at small incidences it sets itself as in Fig. 4 in the air stream, adding little to the drag, while at large incidences it rises as in Fig. 3 against a stop 6 to form a slot, which tends to maintain steady air flow over the upper surface. The pilot plane may extend only along the tip of the wing, and the stop 6 may be linked to the aileron. As shown in Fig. 7, downward movement of the aileron 12 from its neutral position lowers the upward limit of the pilot plane in a small degree, while upward movement of the aileron raises the limit in a greater degree. The link control may act in the opposite sense, as shown in Fig. 5. The stop 6 may be linked as in Fig 9 to a freely pivoted rear-flap 20, the movement of which is limited by check-wires 24, 25 or by stops. The flap 20 may be linked to the pilot plane itself, as in Fig. 14, so that as ...

High lift system for aircraft

用于飞机的高升力系统，包括：主机翼(1)；设置在飞机的主机翼(1)上的襟翼(2)，所述襟翼(2)借助于襟翼操纵机构和驱动装置能够相对于主机翼(1)在缩回位置和多个展开位置之间可以调节；和设置在主机翼(1)上的支架部分(3；21)，所述襟翼操纵机构耦联在所述支架部分上并且相对于所述支架部分能够移动以调节所述襟翼(2)，其中所述支架部分(3；21)借助于具有调整装置的轴承装置(10)设置在主机翼上，通过所述调整装置能够相对于主机翼的方向调节所述支架部分的方向。

"VERFAHREN ZUR OPTIMIERUNG DES REISEFLUGZUSTANDES VON FLUGZEUGEN MIT TRANSSONISCHEN TRAGFLUEGELN SOWIE VORRICHTUNG ZUR DURCHFUEHRUNG DES VERFAHRENS"

HIGH LIFT SYSTEM FOR AN AIRCRAFT

The invention relates to a high lift system for an aircraft, comprising a main wing (1), a flap (2) disposed on the main wing (1) of the aircraft that can be adjusted between a retracted position and several extended positions relative to the main wing (1) by means of flap actuating means and a drive device, said system further comprising a carrier part (3; 21) disposed on the main wing (1) to which the flap actuating means are coupled and relative to which the flap actuating means for adjusting the flap (2) can be moved, wherein the carrier part (3; 21) is disposed on the main wing by means of a bearing device (10) comprising an adjusting device with which the orientation of the carrier part relative to the orientation of the main wing can be adjusted.

Segmented mixing device for jet engines and aircraft

Disclosed is a means for reducing jet engine exhaust noise wherein mixing is enhanced between adjacent exhaust flows and between exhaust flow and free-stream flow. Also disclosed is a means for improving the thrust of jet engines and for reducing the noise and drag of aircraft. The device is a segmented, triangular or trapezoidal shaped, curved extension to a nozzle's sleeve or surface trailing edge that results in a serrated trailing edge. The extensions enhance the natural free mixing of the adjacent flows and therefore reduce the acoustic energy associated with the velocity differences between the streams in which they are imbedded. The novel structure forces adjacent flows to penetrate into one another to a greater depth than that achieved with free mixing and results in a more uniform flow in a shorter stream wise distance. As a result of the enhanced mixing, drag on flow surfaces that are downstream of the devices and are scrubbed by the flows adjacent to the devices can be reduced ...

High lift system for an aircraft with a high lift flap and method for adjusting the high lift flap

A high lift system for an aircraft with at least one high lift flap arranged on each of the main wings of the aircraft. The high lift system includes an input device for the generation of flight phase-related requirements for the high lift flap. The high lift system further includes a control device, with a conversion function with which the flight phase-related requirements are converted into setting commands for the actuation of a lift device for the adjustment of the high lift flap. The conversion function is configured such that from a take-off requirement, a setting command to the drive device is generated with which the leading edge flap of the high lift flap is arranged in a set state in which a gap exists between the leading edge flap and the main wing with a gap width of between 0.1% and 0.4% relative to the local wing chord.

Flügelanordnung für ein Ultraleichtflugzeug und Ultraleichtflugzeug mit einer derartigen Flügelanordnung

HIGH LIFT SYSTEM FOR AN AIRCRAFT

The invention relates to a high lift system for an aircraft, comprising a main wing (1), a flap (2) disposed on the main wing (1) of the aircraft that can be adjusted between a retracted position and several extended positions relative to the main wing (1) by means of flap actuating means and a drive device, said system further comprising a carrier part (3; 21) disposed on the main wing (1) to which the flap actuating means are coupled and relative to which the flap actuating means for adjusting the flap (2) can be moved, wherein the carrier part (3; 21) is disposed on the main wing by means of a bearing device (10) comprising an adjusting device with which the orientation of the carrier part relative to the orientation of the main wing can be adjusted.

Parametrically shaped leading edge flaps

An airfoil is specified with a double slotted leading edge flap having two members and adapted to be used together with a multi-slotted trailing edge flap. The leading edge flap uses two slots for landing and one or no slots for take off. The front leading edge flap member has specific shape parameters and curvatures. The rear leading edge member defines a slot substantially downstream of the cruise leading edge. Ahead of the trailing edge flap slot, there is provided a special slot across the wing's surface in special cooperation with a spoiler. The airfoil surface between the downstream slot of the leading edge flap and the special slot near the trailing edge flap is short and with negligible camber. Special consideration is given to wing torsion, fuel volume, number of slots, and effect of varying airfoil thickness on flap geometric and aerodynamic parameters.

Flügelanordnung für Ultraleichtflugzeuge und Ultraleichtflugzeuge mit einer solchen Flügelanordnung

Rapid flap deflection for high lift transients

A wing, a method of controlling lift on a wing, and a system to produce lift on a wing are provided. The wing may include a fore-element, an aft-element, a pivotable linkage that operatively connects the aft-element leading edge to the fore-element trailing edge in a span-wise direction, and an actuator. The actuator may deflect the aft-element through a predetermined deflection angle about the pivotable linkage relative to the fore-element within less than or equal to two convective periods. The method may include deflecting a span-wise flap through the deflection angle in less than or equal to two convective periods to produce high lift. The system may include a sensor to detect an input and a controller to deflect the span-wise flap of the wing by the deflection angle in not more than two convective periods based on the received input signal.

EXTENDIBLE LEADING EDGE FLAP

A flight control system (20) comprises trailing edge airfoil members (32) pivotally mounted at the trailing edge (30) of each wing (26) of an aircraft (22) and selectively movable on a laterally extending axis between raised and lowered positions for imparting rolling motion to the aircraft. Leading edge airfoil members (38) mounted adjacent the leading edge (28) on each of the wings are movable transversely of the leading edge between a retracted position and an extended position for imparting countervailing aerodynamic forces on the wings to counteract the effects of aeroelastic wing deformation caused in response to operation of the trailing edge airfoil members by increasing the angle of attack of the wing and lift producing surface area of the wing.

AN AIRCRAFT WING SECTION ASSEMBLY

An aircraft wing section assembly 103 comprises a structural spine 108, a movement mechanism 120 comprising a support rod 121 extending through the structural spine, a first lever 130, for connection to and for moving a first moveable control surface 115, pivotally mounted to the support rod, a second similar lever 192 for connection to and for moving a second moveable control surface 114, and a connection mechanism 191a, 191b for connecting the first and second levers such that pivotal movement of the first lever causes pivotal movement of the second lever, and an actuation mechanism 160 for actuating pivotal movement of the first lever, such that, in use, when the actuation mechanism actuates pivotal movement of the first lever, the second lever also pivotally moves, thus causing movement of both the first and second moveable control surfaces. Also disclosed is an aircraft wing assembly 100, an aircraft 10 and a method of operating an aircraft.

The jet flap lift fixing plate connecting system and its aircraft

Flap mechanisms and apparatus

Flap actuator mechanism to move flap members of a double slotted leading edge flap in opposite directions during flap extension, with the forward flap moving by large angular displacement and the rear flap moving by a small and opposite angular displacement. An embodiment of the flap actuator mechanism is movable from a spanwise direction to retract flaps, to a chordwise direction to extend flaps.

Wing assembly for an ultralight aircraft, and ultralight aircraft provided with such wing assembly

HIGH LIFT SYSTEM FOR AN AIRCRAFT

The invention relates to a high lift system for an aircraft, comprising a main wing (1), a flap (2) disposed on the main wing (1) of the aircraft that can be adjusted between a retracted position and several extended positions relative to the main wing (1) by means of flap actuating means and a drive device, said system further comprising a carrier part (3; 21) disposed on the main wing (1) to which the flap actuating means are coupled and relative to which the flap actuating means for adjusting the flap (2) can be moved, wherein the carrier part (3; 21) is disposed on the main wing by means of a bearing device (10) comprising an adjusting device with which the orientation of the carrier part relative to the orientation of the main wing can be adjusted.

High-lift device of flight vehicle

A high-lift device of a flight vehicle includes: a flap main body provided at a trailing edge portion of a main wing of the flight vehicle so as to be extracted from and be retracted in the trailing edge portion and extending in a wing span direction of the main wing; and a vortex suppressing portion provided at a tip end portion of the flap main body in a wing span direction of the flap main body and configured to suppress a vortex rolling up from a lower surface of a tip end portion of the flap main body to an upper surface of the tip end portion.

Aircraft

HIGH-LIFT DEVICE OF FLIGHT VEHICLE

A high-lift device of a flight vehicle includes: a flap main body provided at a trailing edge portion of a main wing of the flight vehicle so as to be extracted from and be retracted in the trailing edge portion and extending in a wing span direction of the main wing; and a vortex suppressing portion provided at a tip end portion of the flap main body in a wing span direction of the flap main body and configured to suppress a vortex rolling up from a lower surface of a tip end portion of the flap main body to an upper surface of the tip end portion. 1. A high-lift device of a flight vehicle ,the high-lift device comprising:a flap main body provided at a trailing portion of a main wing of the flight vehicle so as to be extracted from and be retracted in the trailing portion and extending in a wing span direction of the main wing; anda vortex suppressing portion provided at a tip end portion of the flap main body in an extending direction of the flap main body and configured to suppress a vortex rolling up from a lower surface of the tip end portion of the flap main body to an upper surface of the tip end portion of the flap main body, whereinthe vortex suppressing portion includes: a ventilation structure provided at at least one of an upper end surface and side end surface of the tip end portion of the flap main body; and a cavity provided at the tip end portion of the flap main body.2. The high-lift device according to claim 1 , wherein a porous material is provided in the cavity.3. The high-lift device according to claim 1 , wherein:the cavity is provided in the tip end portion of the flap main body;the ventilation structure is provided so as to cover at least one of the upper end surface and side end surface of the tip end portion of the flap main body and constitutes an upper wall defining the cavity or a side wall defining the cavity.4. The high-lift device according to claim 3 , wherein the ventilation structure is provided so as to cover the upper end surface ...

Torque tube assemblies for use with aircraft high lift devices

HIGH LIFT SYSTEM FOR AN AIRCRAFT WITH A HIGH LIFT FLAP AND METHOD FOR ADJUSTING THE HIGH LIFT FLAP

The invention relates to a high-lift system for an aircraft with at least one high-lift flap arranged on each of the main wings (1) of the aircraft, comprising a pilot input device for generating flight-phase related commands for the at least one high-lift flap, wherein at least one start command is included in the commands, a control device with functional connection to the pilot input device with a converter function by means of which the flight-phase related commands are converted into control actions for operating a drive device for setting or adjusting the at least one high-lift flap adjustment position, wherein a defined flight phase is the start phase and the conversion function of the control device is designed such that said device, on a start command, generates control action at the drive device, such that the leading edge flap (3) of the at least one high lift flap is arranged in an adjustment position wherein there is a gap between the leading edge flap (3) and the main wing ...

TRAGFLUEGEL, BESTEHEND AUS EINEM HAUPTPROFIL UND DARAN ANGEORDNETEN KLAPPEN ZUR HOCHAUFTRIEBSERZEUGUNG

High lift control method and system for aircraft

Methods and apparatus to extend a leading-edge vortex of a highly-swept aircraft wing

Methods, apparatus, and articles of manufacture to extend a leading-edge vortex of a highly-swept wing aircraft wing are disclosed. An example apparatus includes a shoulder wing coupled to a fuselage of an aircraft above a highly-swept wing of the aircraft, the shoulder wing operative in a first position to extend a leading-edge vortex spanwise along the highly-swept wing of the aircraft.

Control surface of aircraft

Aircraft control surface (1), in particular for an aircraft lifting surface (2), that comprises a primary control surface (6) that comprises a hinge axis (10), and a secondary control surface (7) that comprises a hinge axis (11), with the secondary control surface (7) rotating by means of its hinge axis (11) relative to the primary control surface (6), said secondary control surface (7) only partially occupying the span of the primary control surface (6), the length of the secondary control surface (7) along its hinge axis (11) being significantly less than the length of the primary control surface (6) along its hinge axis (10), and moreover the width or chord of said secondary control surface (7) along the direction of its hinge axis (11) narrows significantly towards the tip of the lifting surface (2) according to a law of narrowing designed expressly for adapting the distribution of torsional stiffness along the span of the lifting surface (2) to the distribution of aerodynamic load ...

Wing spoiler

Wing assembly for an ultralight aircraft, and ultralight aircraft provided with such wing assembly

In an ultralight aircraft (1), each wing (3) has an intermediate elongated portion (4) integrally connected to the fuselage (B), and two movable elongated portions (5)(6) arranged on opposite sides of the intermediate elongated portion(4); the position of both the movable elongated portions (5) (6) can be adjusted with respect to the intermediate elongated portion(4) simultaneously and in a synchronised manner by operating one single main actuator (15) connected to the movable elongated portions (5) (6) which are moved by means of a mechanical lever transmission (17).

HIGH LIFT CONTROL METHOD AND SYSTEM FOR AIRCRAFT

A high lift control system for an aircraft having at least one high lift surface includes a selector having a predetermined number of discrete positions, at least one of the predetermined positions corresponding to different positions of the at least one high lift surface.

Deployment mechanisms for aircraft auxiliary airfoils

A deployment mechanism for moving an aircraft wing leading edge slat (2) or trailing edge flap (4) relative to a main airfoil (1) is provided. The mechanism includes an I-section support beam (6) extending between the main airfoil (1) and the slat (2) or flap (4). The support beam (6) is driven into and out of the main airfoil (1) by a rack and pinion mechanism (22, 23), the rack (22) being disposed along a lower boom (20) of the beam (6) and the beam (6) being supported for rolling contact with the main airfoil (1) by upper and lower straddle rollers (8, 9, 10, 11) positioned between wing leading edge ribs (12, 13). Roller tracks (16, 17, 18) extend along upper and lower booms (19, 20) of the beam with at least one roller track (17, 18) co-extending with the rack (22) adjacent thereto along the beam.

PARAMETRICALLY SHAPED LEADING EDGE FLAPS

Method for planning a landing approach of an aircraft, computer program product with a landing approach plan stored thereon, as well as device for planning a landing approach

A method and computer program product for planning a landing approach of an aircraft based on an actual position or first nominal position of the aircraft during its approach for landing on a runway, including providing a stabilization flight path section and stabilization region and/or stabilization point defined by an altitude profile by at least one configuration change point in the stabilization flight path section with a change of the overall profile configuration of the airfoils and with a predetermined final approach flight status of the aircraft, and checking or changing position of the at least one configuration change measure in a change and/or the addition of an additional configuration change measure to the stabilization flight path section and by changing a speed profile along the stabilization flight path section so that the aircraft reaches the predetermined final approach flight status in the stabilization region or at the stabilization point.

Variable camber multi-slotted flaps

An airfoil is specified with a double slotted leading edge flap having two members and adapted to be used together with a multi-slotted trailing edge flap. The leading edge flap uses two slots for landing and one or no slots for take off. The rear leading edge member defines a slot substantially downstream of the cruise leading edge. Ahead of the trailing edge flap slot, there is provided a special slot across the wing's surface in special cooperation with a spoiler. The airfoil surface between the downstream slot of the leading edge flap and the special slot near the trailing edge flap is short and with negligible camber. Special consideration is given to wing torsion, fuel volume, number of slots, and effect of varying airfoil thickness on flap geometric and aerodynamic parameters.

Aileron/flap mixing mechanism

A short take off and landing (STOL) aircraft is optimized for STOL performance and flight at minimum airspeed. The aircraft includes leading edge wing slats that are extended and retracted under the direct manual control of the pilot. The aircraft further includes an aileron/flap mixing mechanism that automatically droops the ailerons when the flaps are lowered. A flap bellcrank, which pivots to lower the flaps, carries a pair of pulleys. Aileron control cables, that actuate an aileron bellcrank to raise and lower an aileron, are threaded around and between the two pulleys. When the flap bellcrank pivots to lower the flap, the pulleys vary the positions of the aileron control cables relative to each other to pivot the aileron bellcrank and thereby lower the aileron. The aileron control cables remain independently movable to maintain pilot control over the bank and roll of the aircraft. Preferably, the ailerons and flaps are drooped at different rates so that the aileron droop angle is approximately ...

High-lift device of flight vehicle

A high-lift device of a flight vehicle includes: a flap main body provided at a trailing edge portion of a main wing of the flight vehicle so as to be extracted from and be retracted in the trailing edge portion and extending in a wing span direction of the main wing; and a vortex suppressing portion provided at a tip end portion of the flap main body in a wing span direction of the flap main body and configured to suppress a vortex rolling up from a lower surface of a tip end portion of the flap main body to an upper surface of the tip end portion.

WING ASSEMBLY FOR AN ULTRALIGHT AIRCRAFT, AND ULTRALIGHT AIRCRAFT PROVIDED WITH SUCH WING ASSEMBLY

Rapid flap deflection for high lift transients

A wing, a method of controlling lift on a wing, and a system to produce lift on a wing are provided. The wing may include a fore-element, an aft-element, a pivotable linkage that operatively connects the aft-element leading edge to the fore-element trailing edge in a span-wise direction, and an actuator. The actuator may deflect the aft-element through a predetermined deflection angle about the pivotable linkage relative to the fore-element within less than or equal to two convective periods. The method may include deflecting a span-wise flap through the deflection angle in less than or equal to two convective periods to produce high lift. The system may include a sensor to detect an input and a controller to deflect the span-wise flap of the wing by the deflection angle in not more than two convective periods based on the received input signal.

STOL aircraft and wing slat actuating mechanism for same

A short take off and landing (STOL) aircraft is optimized for STOL performance and flight at minimum airspeed. The aircraft includes leading edge wing slats that are extended and retracted under the direct manual control of the pilot. The aircraft further includes an aileron/flap mixing mechanism that automatically droops the ailerons when the flaps are lowered. A flap bellcrank, which pivots to lower the flaps, carries a pair of pulleys. Aileron control cables, that actuate an aileron bellcrank to raise and lower an aileron, are threaded around and between the two pulleys. When the flap bellcrank pivots to lower the flap, the pulleys vary the positions of the aileron control cables relative to each other to pivot the aileron bellcrank and thereby lower the aileron. The aileron control cables remain independently movable to maintain pilot control over the bank and roll of the aircraft. Preferably, the ailerons and flaps are drooped at different rates so that the aileron droop angle is approximately ...

METHODS AND APPARATUS TO EXTEND A LEADING-EDGE VORTEX OF A HIGHLY-SWEPT AIRCRAFT WING

Methods, apparatus, and articles of manufacture to extend a leading-edge vortex of a highly-swept wing aircraft wing are disclosed. An example apparatus includes a shoulder wing coupled to a fuselage of an aircraft above a highly-swept wing of the aircraft, the shoulder wing operative in a first position to extend a leading-edge vortex spanwise along the highly-swept wing of the aircraft. 1. An apparatus comprising:a shoulder wing coupled to a fuselage of an aircraft above a highly-swept wing of the aircraft, the shoulder wing operative in a first position to extend a leading-edge vortex spanwise along the highly-swept wing of the aircraft.2. The apparatus of claim 1 , further including an actuator to operatively couple the shoulder wing to the fuselage to move the shoulder wing from the first position to a second position.3. The apparatus of claim 2 , further including a slat coupled to the shoulder wing facing a first direction of the aircraft and a flap coupled to the shoulder wing facing a second direction of the aircraft.4. The apparatus of claim 3 , wherein the slat is operatively coupled to the shoulder wing via a slat actuator to further extend the leading-edge vortex spanwise along the highly-swept wing of the aircraft.5. The apparatus of claim 3 , wherein the flap is operatively coupled to the shoulder wing via a flap actuator to further extend the leading-edge vortex spanwise along the highly-swept wing of the aircraft.6. The apparatus of claim 3 , further including at least one of a second slat claim 3 , a second slat actuator claim 3 , a second flap or a second flap actuator.7. The apparatus of claim 3 , further including at least one perforation on the shoulder wing claim 3 , the perforation enabling an expulsion of pressurized air.8. The apparatus of claim 3 , further including a shoulder wing housing coupled to the fuselage to stow the shoulder wing in the second position.9. The apparatus of claim 2 , wherein the first position is at a first angle ...

High-lift device of flight vehicle

A high-lift device of a flight vehicle includes: a flap main body provided at a trailing edge portion of a main wing of the flight vehicle so as to be extracted from and be retracted in the trailing edge portion and extending in a wing span direction of the main wing; and a vortex suppressing portion provided at a tip end portion of the flap main body in a wing span direction of the flap main body and configured to suppress a vortex rolling up from a lower surface of a tip end portion of the flap main body to an upper surface of the tip end portion.

Control surface actuation synchronization system

An actuator control system can include a plurality of electro-mechanical actuators for operating one or more end effectors, a plurality of position sensors associated with the plurality of electro-mechanical actuators, each of the plurality of positions sensors providing an output indicating an actual position value, and a control system. The control system can be configured to receive an activation command signal and the position sensor outputs, and send a speed command for each of the plurality of electro-mechanical actuators and adjust the speed command of each of the plurality of electro-mechanical actuators using a common reference parameter to synchronize movement of the plurality of electro-mechanical actuators together.

SYSTEM AND METHOD FOR LIFT AUGMENTATION OF AIRCRAFT WINGS

A system and method for lift augmentation of an aircraft having a wing with a leading edge and a trailing edge extending along a wingspan, a plurality of thrust-producing devices connected to the bottom of said wing, at least one flap connected to an inboard portion of said wing proximate the trailing edge, and an aircraft roll control device connected to said wing, wherein the improvement comprises a plurality of slipstreams associated with a plurality of thrust producing devices and a flap adaptable to deflect from a chord of the inboard portion of the wing.

STOL aircraft and wing slat actuating mechanism for same

A short take off and landing (STOL) aircraft is optimized for STOL performance and flight at minimum airspeed. The aircraft includes leading edge wing slats that are extended and retracted under the direct manual control of the pilot. The aircraft further includes an aileron/flap mixing mechanism that automatically droops the ailerons when the flaps are lowered. A flap bellcrank, which pivots to lower the flaps, carries a pair of pulleys. Aileron control cables, that actuate an aileron bellcrank to raise and lower an aileron, are threaded around and between the two pulleys. When the flap bellcrank pivots to lower the flap, the pulleys vary the positions of the aileron control cables relative to each other to pivot the aileron bellcrank and thereby lower the aileron. The aileron control cables remain independently movable to maintain pilot control over the bank and roll of the aircraft. Preferably, the ailerons and flaps are drooped at different rates so that the aileron droop angle is approximately ...

HIGH-LIFT DEVICE OF FLIGHT VEHICLE

High lift system for an aircraft with a high lift flap and method for adjusting the high lift flap

The present invention relates to a high-lift system for an aircraft with at least one high-lift flap arranged on each of the main wings (1) of the aircraft, comprising a pilot input device for generating flight-phase related commands for the at least one high-lift flap, wherein at least one start command is included in the commands, a control device with functional connection to the pilot input device with a converter function by means of which the flight-phase related commands are converted into control actions for operating a drive device for setting or adjusting the at least one high-lift flap adjustment position, wherein a defined flight phase is the start phase and the conversion function of the control device is designed such that said device, on a start command, generates control action at the drive device, such that the leading edge flap (3); of the at least one high lift flap is arranged in an adjustment position wherein there is a gap between the leading edge flap (3) and the ...

Control method of high-lift device of airplane

The invention belongs to the field of aviation flying control, and particularly relates to a control method of a high-lift device of an airplane. According to the invention, on the basis of a traditional simple control method of a high-lift device, the detection on the matching between the deviation angle of the high-lift device and the current flying speed of an airplane is added, so that the incorrect deviation angle of the high-lift device is avoided. The control method has the advantages that a pilot can control the high-lift device without worry at the take-off and landing stage with large load; even though wrong operation occurs, the operation of the pilot also can be automatically corrected in time, so that the flying load of the pilot is reduced, the flying performance is improved and the condition of endangering the flying safety of the airplane is avoided; the algorithm can be directly added in a high-lift device controller without any modification to a control mechanism or the ...

Автопилот для учебно-тренировочного самолета

Полезная модель относится к области авиационного приборостроения и может быть использована в комплексах бортового радиоэлектронного оборудования учебно-тренировочных самолетов, а также самолетов и вертолетов гражданской и военной авиации общего назначения.Сущность полезной модели заключается в том, что вычислитель управления в автопилоте для учебно-тренировочного самолета выполнен двухканальным и содержит два одновременно работающих и дублирующих друг друга вычислительных модуля с автономными модулями вторичного электропитания, подключенными к самолетной системе электропитания постоянного тока с двух бортов. Каждый из вычислительных модулей связан с другим вычислительным модулем внутренним каналом информационного обмена по интерфейсу RS-422 и с сервоприводами руля высоты, элеронов, руля направления и триммера руля высоты по двум интерфейсам CAN (ARINC 825) и разовым командам, а также с датчиками пилотажной и навигационной информации и многофункциональными индикаторами комплекса БРЭО самолета по кодовым линиям связи ARINC 429 и разовым командам.Технический результат полезной модели состоит в повышении безопасности пилотирования за счет сохранения работоспособности автопилота во всех режимах управления при хотя бы одном исправном датчике параметров движения и многофункциональном индикаторе из числа дублированных в комплексе БРЭО и хотя бы одном исправном вычислительном модуле управления автопилота, а также за счет быстрого автоматического парирования отказа в одном из каналов управления. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 191 643 U1 (51) МПК B64C 13/16 (2006.01) G05D 1/00 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ПОЛЕЗНОЙ МОДЕЛИ К ПАТЕНТУ (52) СПК B64C 13/16 (2019.05); G05D 1/00 (2019.05) (21)(22) Заявка: 2019115758, 22.05.2019 (24) Дата начала отсчета срока действия патента: Дата регистрации: 14.08.2019 (45) Опубликовано: 14.08.2019 Бюл. № 23 1 9 1 6 4 3 R U (56) Список документов, цитированных в отчете о поиске: RU 2592193 C1, ...

AIRCRAFT WITH WINGS AND A SYSTEM FOR MINIMIZING THE INFLUENCE OF UNSTEADY FLOW STATES

An aircraft (F) with wings () and a system for minimizing the influence of unsteady flow states, wherein the wing consists of a respective main wing (M) and at least one control flap (S) adjustably arranged relative thereto, a adjusting drive () for activating the at least one control flap (S), as well as a sensor arrangement for acquiring the setting position of the control flap (S), wherein the system for minimizing the influence of unsteady flow states exhibits: 3. The aircraft (F) according to claim 2 , characterized in that the system for minimizing the influence of unsteady flow states exhibits:{'b': 15', '16', '10', '10', '11', '12', '11', '12', '1', '1, 'i': a,', 'a;', 'b', 'b', 'a', 'b, 'at least one arrangement () of flow-influencing devices () for influencing the fluid flow over the surface segment (), which are functionally connected with the flight control device, and incorporated in at least one surface segment (; , ) of the main wing (M) of each wing (M; , ) extending in a respective wingspan direction and/or at least one control flap (S),'}{'b': 16', '1', '1', '1', '16, 'i': a', 'b, 'an actuating function that is functionally connected with the flow-influencing devices () to influence the flow in the different segments of a wing (; , ), designed in such a way that the latter, based on the unsteady flow states detected by the detection device and setting position of the control flap (S) acquired by the sensor arrangement, actuate the flow-influencing devices () so as to minimize the influence of unsteady free flow states on the aircraft.'}416. The aircraft (F) according to one of the preceding claims claim 2 , characterized in that the actuating function is functionally integrated with the flight control device claim 2 , so that commands for the flow-influencing devices () are taken into account with respect to controlling the aircraft according to the commands for the adjustable flap.51011121112111516101710111211121716aa;bbabaa;bb. The aircraft (F) ...

SYSTEM AND METHOD FOR MINIMISING BUFFETING

A system and method for minimizing buffeting in the case of an aircraft. Buffeting load control elements are provided in airfoils of the aircraft are arranged to be at least partly moved out of the airfoils by a control to reduce buffeting loads acting on the aircraft. 115-. (canceled)16. A system for minimizing buffeting in an aircraft , comprising buffeting load control elements located in airfoils of the aircraft which can be at least partly moved out of the airfoils by a control to reduce buffeting loads acting on the aircraft.17. The system according to claim 16 , including flight phase sensors for detecting different flight phases of the aircraft being provided on the aircraft.18. The system according to claim 16 , wherein one or more buffeting load control elements are provided in each case for a structural region of the aircraft structure claim 16 , in which region a load acting thereon is almost constant.19. The system according to claim 16 , wherein the control comprises a memory which stores information for different flight phases during a flight operation of the aircraft for all buffeting load control elements of the aircraft concerning whether or not claim 16 , for each control element claim 16 , the respective buffeting load control element is to be moved out of the aerofoil of the aircraft during flight operation in the respective flight phase.20. The system according to claim 16 , wherein each buffeting load control element is actuatable between a first retracted position claim 16 , a second middle claim 16 , partly extended position and a third fully extended position.21. The system according to claim 16 , wherein the buffeting load control element is moved into a second middle claim 16 , partly extended position when the respective buffeting load control element is to be moved out of the aerofoil in the current flight phase of the aircraft.22. The system according to claim 16 , including load sensors provided on the structural regions of the ...

Method of Guidance for Aircraft Trajectory Correction

Guidance for an aircraft correcting a trajectory deviation due to wind computes a roll command during trajectory alignment according to imposed alignment passing through a determined point, via a current angular divergence between a line through the point and aircraft and direction of alignment and of a current estimated ground speed of the aircraft with respect to a frame of reference. The current estimated ground speed is computed via a current air speed and stored wind speed. The stored wind speed is obtained via at least one wind speed computed via a first value of a first speed equal to the speed of the said aircraft with respect to a frame of reference originating from a satellite navigation system and a second value of a second speed equal to the air speed. The first and second value are simultaneously accounted earlier than or at the instant at the alignment phase. 2. The guidance method according to wherein the said current estimated speed is equal to the vector sum of the said current air speed and of the said stored wind speed.3. The guidance method according to wherein the said stored wind speed is obtained on the basis of at least one wind speed determined at at least one instant earlier than or equal to the instant at which the aircraft starts the said alignment phase.4. The guidance method according to wherein the said wind speed is equal to the vector difference between the said first speed and the said second speed.5. The guidance method according to wherein the said stored wind speed is equal to the said wind speed computed at the said instant at which the aircraft starts the said alignment phase.6. The guidance method according to wherein the said stored wind speed is the result of a digital processing performed on the basis of wind speeds computed over a plurality of instants7. The guidance method according to wherein the said digital processing is a temporal average of wind speeds computed at a plurality of instants8. The method according to ...

METHOD AND APPARATUS FOR IMPROVED LATERAL CONTROL OF AN AIRCRAFT ON THE GROUND DURING TAKEOFF

A method and apparatus for carrying out a symmetric deflection of the spoilers so as to reduce the lift of the aircraft during a takeoff roll thereby improving lateral and directional control on the ground. 1. A method of improving lateral and directional control of an aircraft rolling on a runway of an airport during a takeoff phase , wherein the aircraft is equipped with a plurality of spoilers , said aircraft is controlled laterally on the ground at least by way of a rudder which in turn is controlled as a result of pilot input , said method comprising the steps of:monitoring for an activation situation when at least the aircraft is on the ground and is carrying out a takeoff run;producing control commands, when such an activation situation is detected, for at least partially actuating said spoilers in a symmetric manner; andat least partially activating, in response to said control commends, at least two of said spoilers symmetrically to reduce lift of the aircraft and improve lateral and directional control of the aircraft on the ground, said steps implemented on a computer.2. The method according to claim 1 , wherein said partial activating step generates a symmetric deflection of the spoilers at a predetermined rate and angle of deflection.3. The method according to claim 1 , wherein to verify that the aircraft is on the ground claim 1 , the method further includes the step of monitoring at least one of the following:depression of the landing gear;rotation rate of rotation of at least one landing gear wheel; andmeasuring height above the runway using a radio altimeter.4. The method according to claim 1 , wherein to verify that the aircraft is carrying out a takeoff run claim 1 , the method further includes the step of monitoring at least one of the following:position of engine thrust control members;indication of spoiler function activation; andaircraft speed.5. The method according to claim 1 , wherein an activation situation is defined when there is a need ...

DYNAMIC LIMITATION OF MONOBLOCK FLIGHT CONTROL SURFACES INCLINATIONS DURING STALL SUSCEPTIBILITY CONDITIONS

Method for dynamically limiting the inclinations of monoblock flight control surfaces (FCS) in an aircraft. Dynamic limitation of the FCS is activated if a stall susceptibility condition is detected in the current aircraft environment. The real-time calibrated airspeed of the aircraft, real-time angle of attack (AOA) of the aircraft, and real-time sideslip angle (AOS) of the aircraft are obtained. The aircraft parameters may be obtained via estimation if the measured values are deemed unsuitable. The real-time local AOA and AOS of the FCS are calculated based on the obtained aircraft parameters. The inclination of each of the FCS relative to the critical values is dynamically limited according to the calculated real-time local AOA and AOS of the FCS. The aircraft may be an unmanned aerial vehicle (UAV) and/or a V-tail aircraft. The stall susceptibility condition may include icy conditions. 1. An aircraft comprising monoblock flight control surfaces and a controller for dynamically limiting the inclinations of said flight control surfaces in said aircraft during a stall susceptibility condition , said controller operative to obtain the real-time calibrated airspeed of said aircraft , to obtain the real-time angle of attack (AOA) of said aircraft , to obtain the real-time sideslip angle (AOS) of said aircraft , to calculate the real-time local AOA and AOS of said flight control surfaces based on the obtained aircraft parameters , and to dynamically limit the inclination of each of said flight control surfaces relative to the critical values according to the calculated real-time local AOA and AOS of each of said flight control surfaces.2. The aircraft of claim 1 , wherein said aircraft is an unmanned aerial vehicle (UAV).3. The aircraft of claim 1 , wherein said aircraft is a V-tail aircraft.4. The aircraft of claim 1 , wherein said flight control surfaces comprises at least a left tail stabilizer and a right tail stabilizer claim 1 , which are independently ...

METHOD OF OPERATING ACTUATORS SIMULTANEOUSLY FOR MOVING AIRCRAFT FLAPS, AN AIRCRAFT FLAP DRIVE DEVICE, AND AN AIRCRAFT PROVIDED WITH SUCH A DEVICE

A method of operating actuators simultaneously for moving at least two aircraft movable aerodynamic surfaces, the method comprising the steps of: controlling the actuators to move the aerodynamic surfaces towards a predetermined position; during the movement, detecting a slowest actuator; and adapting the control of the actuators to match the actions of the slowest actuator. A drive device for aerodynamic surfaces and an aircraft including such a device. 1. A method of operating actuators simultaneously for moving at least two aircraft movable aerodynamic surfaces , the method comprising the steps of:controlling the actuators to move the aerodynamic surfaces towards a predetermined position;during the movement, detecting a slowest actuator; andadapting the control of the actuators to match the actions of the slowest actuator.2. A method according to claim 1 , wherein claim 1 , when an actuator reaches the predetermined position claim 1 , that actuator is stopped and the actuator is braked to hold it in the predetermined position.3. A method according to claim 1 , wherein each actuator comprises an electric motor and the method comprises a stage of detecting a failure from a combination of at least some of the following parameters: aerodynamic surface position; motor position; motor power supply current; actuator load.4. A method according to claim 3 , wherein each actuator includes a brake claim 3 , and the parameters used during the failure detection mode also include the braking torque.5. A method according to claim 3 , wherein claim 3 , in the event of detecting a failure of at least one of the actuators claim 3 , all of the actuators are stopped.6. A method according to claim 3 , for controlling at least four aerodynamic surfaces distributed on both wings of the aircraft claim 3 , wherein claim 3 , in the event of detecting a failure of at least one of the actuators of one of the aerodynamic surfaces on one of the wings claim 3 , the actuators of that ...

AIRCRAFT CONTROL SYSTEM, AIRCRAFT, AIRCRAFT CONTROL PROGRAM, AND METHOD FOR CONTROLLING AIRCRAFT

A control system of an aircraft includes a computer that controls flight based on either a flight control law that controls flight by controlling the deflection angles of control surfaces or a control surface/thrust integrated flight control law that controls flight by controlling the deflection angles of the control surfaces and engine thrust, and a control surface failure/damage detection device. If malfunctioning of the control surface(s) is detected, the deflection angles and the rates of change of the deflection angles of the control surfaces are calculated based on the detection result, and the necessity of switching from the flight control law to the control surface/thrust integrated flight control law is judged by judging whether or not the calculated deflection angles or rates of change of the deflection angles exceed an acceptable range of change. 1. A aircraft control system comprising:a control unit that controls flight based on either a first control law or a second control law, the first control law controlling flight by controlling deflection angles of control surfaces and the second controlling law controlling flight by controlling the deflection angles of the control surfaces and engine thrust;a control surface failure/damage detection unit that detects that at least one of the control surfaces is malfunctioning;a calculation unit that calculates the deflection angles and rates of change of the deflection angles that are necessary for realization of desired flight characteristics based on a detection result of the control surface failure/damage detection unit if malfunctioning of the control surface(s) is detected by the control surface failure/damage detection unit; anda judgment unit that judges whether or not switching from the first control law to the second control law is necessary by judging whether or not the deflection angles or the rates of change of the deflection angles that are calculated by the calculation unit exceed an acceptable ...

METHOD FOR AUTOMATIC YAW AXIS CONTROL FOR AIRCRAFT WITH MECHANICAL FLIGHT CONTROLS

A method for automatic yaw axis control in aircraft with mechanical controls, said aircraft including a yaw actuator to control orientation of a yaw control surface and deliver a measured value of the torque on the control surface, a yaw trim actuator driving movement of a yaw trim control surface limiting the force applied by the yaw actuator to orient the yaw control surface, and sensors supplying an estimate of a lateral yaw force, includes calculating a setpoint value for the position of the yaw control surface determined by the estimated lateral force, an estimated torque of the yaw actuator determined by the measured value of the torque of the yaw actuator and a measured position of the yaw control surface, the estimated torque calculated having a lower oscillation dynamic range than the measured torque, and a trim command for activating/deactivating the yaw trim actuator determined by the estimated torque. 1. A method for automatic yaw axis control in an aircraft with mechanical flight controls , implemented in an automatic flight control system of the aircraft , said aircraft including a yaw actuator adapted to control the orientation of a yaw control surface , said yaw actuator being also adapted to deliver a measured value of the torque generated on the yaw control surface , a yaw trim actuator adapted to drive movement of a yaw trim control surface for limiting the force to be applied by the yaw actuator to produce the required orientation of the yaw control surface , and a set of sensors for supplying an estimate of a lateral yaw force to which the aircraft is subjected in flight , said method comprising steps of calculating:a setpoint value for the position of the yaw control surface sent to the yaw actuator and determined by means of the estimate of the lateral force,an estimated torque of the yaw actuator determined by means of the measured value of the torque of the yaw actuator and a measured position of the yaw control surface, the estimated torque ...

HIGH LIFT CONTROL METHOD AND SYSTEM FOR AIRCRAFT

A high lift control system for an aircraft having at least one high lift surface includes a selector having a predetermined number of discrete positions, at least one of the predetermined positions corresponding to different positions of the at least one high lift surface. 1. A high lift control system for an aircraft having one or more slats disposed on a leading edge of a wing of the aircraft and/or one or more flaps disposed on a trailing edge of the wing of the aircraft , the high lift control system comprising:a high lift selector lever that is movable to land the aircraft from an in-flight cruise position and movable to have the aircraft take-off from an on-the-ground position and move to an in-flight cruise position, the lever having a predetermined number of discrete positions, at least one of the predetermined discrete positions of the lever being one in which the one or more slats and/or the one or more flaps has a corresponding different position of the slats and/or the flaps.2. The high lift control system of claim 1 , wherein the at least one of the predetermined discrete positions of the lever being one in which the one or more slats has a corresponding different position of at least one of the one or more slats for each of two different movements of the lever.3. The high lift control system of claim 1 , wherein the at least one of the predetermined discrete positions of the lever being one in which the one or more flaps has a corresponding different position of at least one of the one or more flaps for each of two different movements of the lever.4. The high lift control system of claim 1 , wherein the at least one of the predetermined discrete positions of the lever being one in which the one or more slats and the one or more flaps have corresponding different positions of at least one of the one or more slats and of at least one of the one or more flaps for each of two different movements of the lever.5. The high lift control system of claim 1 , ...

METHOD AND APPARATUS FOR MINIMIZING DYNAMIC STRUCTURAL LOADS OF AN AIRCRAFT

A method of dynamically alleviating loads generated on an aircraft by a disturbance of gust and/or turbulence. The method comprises monitoring, during flight of the aircraft, to automatically detect a disturbance due to gust and/or turbulence and determining an incidence angle or angle of attack of the disturbance. When a disturbance due to gust and/or turbulence is detected, automatically generating control commands for deflecting control surfaces dependent on the incidence angle or angle of attack, and applying the control commands to deflect the control surfaces. 1. A method of dynamically alleviating loads generated on an aircraft by a disturbance , the method comprising:monitoring, during flight of the aircraft, to automatically detect a disturbance due to at least one of gust and turbulence and determine an angle of attack of the disturbance;when the disturbance is detected, automatically generating control commands to deflect control surfaces dependent on the angle of attack in order to dynamically alleviate loads generated on the aircraft by the disturbance;applying the control commands to deflect the control surfaces accordingly; andadapting the control commands based on an amount of the angle of attack and a gust length representing a duration of the gust over time to adapt the deflection of the control surfaces both to the angle of attack and the gust length.2. A method according to claim 1 , wherein during the adapting at least one of a deflection angle and a deflection hold time for the control surface is adapted to the gust length measured over time.3. A method according to claim 1 , wherein the adapting comprisescomparing the control command and an actual deflection of the control surface;detecting when the actual deflection of the control surface matches the control command; andchecking, after a delay time starting with detection of a match, whether the control command still is present by determining whether the control command exceeds a limit or is ...

AUTONOMOUS AND AUTOMATIC LANDING METHOD AND SYSTEM

A system and method are disclosed for automatic landing of an aircraft on a landing runway, including an on-board video camera intended to take images of the ground, image processor to extract from these images visual features of the landing runway, guidance system determining guidance commands of the aircraft to bring it into a nominal approach plane and to align it with the axis of the landing runway, from the respective positions of the visual features of the landing runway, in at least one of the images, where the guidance commands are supplied to a flight control computer. 1. A system for automatic landing of an aircraft on a landing runway , the system comprising:at least one on-board video camera on board the aircraft, intended to take a series of successive images of the ground;an image processor able to extract from the images visual features of the landing runway; anda guidance system configured and adapted to determine guidance commands of the aircraft to bring it into a nominal approach plane, and to align it with the axis of the landing runway, from the respective positions of the visual features of the landing runway in at least one of the images, where the guidance system comprises visual servo configured to estimate the distance between the positions of the visual features and the demand positions of these elements in an image, and to deduce therefrom guidance commands of the aircraft to bring the visual features to their respective demand positions in the image, where the visual features of the landing runway in an image are the axis (Δ) of the runway and a touchdown point (P) on the runway, where the demand position of the axis of the runway is the median vertical axis of the image, if there is no side wind, and the demand position of the touchdown point is the point of intersection between the median vertical axis and the line parallel to the horizon line, located under this line at a demand distance from it.2. An automatic landing system ...

CONTROL SURFACE ACTUATION SYNCHRONIZATION SYSTEM

An actuator control system can include a plurality of electro-mechanical actuators for operating one or more end effectors, a plurality of position sensors associated with the plurality of electro-mechanical actuators, each of the plurality of positions sensors providing an output indicating an actual position value, and a control system. The control system can be configured to receive an activation command signal and the position sensor outputs, and send a speed command for each of the plurality of electro-mechanical actuators and adjust the speed command of each of the plurality of electro-mechanical actuators using a mean position value based on the actual position values to synchronize movement of the plurality of electro-mechanical actuators together. 1. An actuator control system comprising:(a) a plurality of electro-mechanical actuators for operating one or more end effectors;(b) a plurality of position sensors associated with the plurality of electro-mechanical actuators, each of the plurality of position sensors providing an output indicating an actual position value; and{'claim-text': ['(i) receive an activation command signal and the position sensor outputs, and send a speed command for each of the plurality of electro-mechanical actuators; and', '(ii) adjust the speed command of each of the plurality of electro-mechanical actuators using a mean position value based on the actual position values to synchronize movement of the plurality of electro-mechanical actuators together.'], '#text': '(c) a control system configured to:'}2. The actuator control system of claim 1 , wherein the mean position value is a weighted mean value.3. The actuator control system of claim 1 , wherein the plurality of electro-mechanical actuators are linear acting.4. The actuator control system of claim 1 , wherein the control system includes an EMA controller for each electro-mechanical actuator that receives the position sensor output and sends the speed command.5. The actuator ...

OPTIMUM CRUISE CLIMB TRACKING FOR REDUCED FUEL CONSUMPTION USING VERTICAL AND LATERAL NAVIGATION

A method of optimizing a cruise climb of an aircraft. The method includes using vertical navigation and lateral navigation to track the cruise climb; and using tracking of the cruise climb to adjust a climb rate of the aircraft to match an optimal climb rate. 1. A method of optimizing a cruise climb of an aircraft , the method comprising:using vertical navigation and lateral navigation to track the cruise climb; andusing tracking of the cruise climb to adjust a climb rate of the aircraft to match an optimal climb rate.2. The method of claim 1 , wherein the climb rate is less than one hundred feet per minute.3. The method of claim 1 , further comprising:further using a lateral wind as an offset to further adjust the climb rate.4. A method of operating an aircraft comprising:computing an optimal climb rate profile representing optimized fuel consumption by the aircraft during a cruise climb to an optimal altitude where fuel consumption is minimized during a cruise, wherein the climb rate profile is represented on a graph of altitude versus ground distance, and wherein the climb rate profile represents an optimal climb rate;initiating, after computing, a cruise climb for the aircraft;tracking a three-dimensional position of the aircraft using both vertical navigation tracking of the aircraft and lateral navigation tracking of the aircraft, to form tracked information; andadjusting the climb rate using the tracked information such that the rate about matches the optimal climb rate.5. The method of claim 4 , further comprising:calculating favorable lateral wind and temperature components as part of the lateral navigation tracking and using the favorable lateral wind and temperature components to further adjust the climb rate.6. The method of claim 4 , wherein the rate is between about ten feet per minute and about fifty feet per minute.7. The method of claim 4 , wherein adjusting comprises calculating a flight level change that intercepts and then locks a vertical path ...

Systems and Methods for Pitch Axis Envelope Limiting of an Aircraft

An example method of limiting an aircraft to a pitch axis envelope includes determining aircraft state limits associated with multiple pitch axis variables of an aircraft, determining predicted aircraft states, comparing the predicted aircraft states to the aircraft state limits to produce aircraft state errors, translating the aircraft state errors into a set of positive and negative limit elevator commands, selecting a highest priority positive limit elevator command, selecting a highest priority negative limit elevator command, limiting a primary pitch axis control law elevator command of the aircraft to a value that is less than or equal to the highest priority positive limit elevator command and greater than or equal to the highest priority negative limit elevator command, and controlling the aircraft according to the primary pitch axis control law elevator command limited to the value. 1. A method of limiting an aircraft to a pitch axis envelope , the method comprising:determining aircraft state limits associated with multiple pitch axis variables of an aircraft, wherein the aircraft state limits define a limit pitch axis envelope of the aircraft;determining predicted aircraft states based on current pitch axis variables of the aircraft and rates associated with the current pitch axis variables, wherein the predicted aircraft states are indicative of aircraft states at a future time;comparing the predicted aircraft states to the aircraft state limits to produce aircraft state errors for each of the multiple pitch axis variables;translating the aircraft state errors into a set of positive and negative limit elevator commands, wherein a respective limit elevator command represents an elevator position of a flight control surface of the aircraft that will prevent exceedance of the respective aircraft state limits;comparing the set of positive limit elevator commands to each other and selecting a highest priority positive limit elevator command;comparing the set ...

SYSTEM AND METHOD FOR OPTIMIZING PERFORMANCE OF AN AIRCRAFT

A system for optimizing performance of an aircraft may include a flight control computer for computing an optimum flap setting based on aircraft data. The system may further include a flap control system having a flap control device. The system may additionally include a flap actuation system coupled to the flap control system for positioning the trailing edge device at the optimum flap setting. 1. A system for optimizing performance of an aircraft , comprising:a flight control computer configured to compute an optimum flap setting based on aircraft data;a flap control system having a flap control device; anda flap actuation system coupled to the flap control system and being configured to position a trailing edge device at the optimum flap setting.2. The system of claim 1 , wherein the flight control computer is configured to determine an optimum thrust setting based on the aircraft data.3. The system of claim 1 , wherein the flap control system further comprises:a variable-trailing-edge-position switch that is operative to select a desired flap setting corresponding to the optimum flap setting, the variable-trailing-edge-position switch is operative when the flap control device is in a control device position.4. The system of claim 3 , wherein:the flap control device comprises a flap control lever having a plurality of flap lever positions and at least one designated flap lever position at which the variable-trailing-edge-position switch is operative; andthe variable-trailing-edge-position switch being non-operative when the flap control lever is in a non-designated flap lever position.5. The system of claim 4 , wherein:the designated flap lever position comprises at least one of the following: a takeoff flaps position, a go-around flaps position, an approach flaps position, and a landing flaps position.6. The system of claim 3 , wherein:the variable-trailing-edge-position switch is configured to change the desired flap setting such that the trailing edge device ...

LEADING AND TRAILNG EDGE DEVICE DEFLECTIONS DURING DESCENT OF AN AIRCRAFT

An system for increasing the descent rate of an aircraft may include a flight control computer, an edge control system, and a speedbrake control device. The flight control computer may be configured to compute a first setting for a leading edge device and/or a trailing edge device of an aircraft wing. The edge control system may be communicatively coupled to the flight control computer and may include an edge control device having a plurality of control device positions including a cruise position. The speedbrake control device may include a plurality of speedbrake detents including a flight detent. The edge control system may be configured to automatically command the leading edge device, the trailing edge device, or both, to a deflection angle corresponding to the first setting if the edge control device is in the cruise position and the speedbrake control device is in the flight detent. 1. A system for increasing a descent rate of an aircraft , the system comprising:a flight control computer configured to compute a first setting for a leading edge device and/or a trailing edge device of an aircraft wing;an edge control system communicatively coupled to the flight control computer and including an edge control device having a plurality of control device positions including a cruise position;a speedbrake control device having a plurality of speedbrake detents including a flight detent; andthe edge control system configured to automatically command the leading edge device, the trailing edge device, or both, to a deflection angle corresponding to the first setting if the edge control device is in the cruise position and the speedbrake control device is in the flight detent.2. The system of claim 1 , wherein:the first setting is selected to increase aerodynamic drag of the aircraft wing and wherein the flight control computer is configured to compute the first setting responsive, in part, to movement of the speedbrake control device to the flight detent.3. The system ...

OPTIMIZED FLAP POSITIONING FOR GO-AROUND OPERATIONS

A system for optimizing a flap setting of an aircraft may include a flap optimizing computer configured to compute an optimum flap setting for one or more flaps of an aircraft. The system may further include a flap control system communicatively coupled to the flap optimizing computer. The flap control system may be operable to select any one of a plurality of flap settings including a designated flap setting. The flap control system may be configured to automatically command the one or more flaps from a first position to a second position corresponding to the optimum flap setting in response to the selection of one of the plurality of flap settings using the flap control system. 1. A system for optimizing a flap setting of an aircraft , comprising:a flap optimizing computer configured to compute an optimum flap setting for one or more flaps of an aircraft;a flap control system communicatively coupled to the flap optimizing computer, the flap control system operable to select any one of a plurality of flap settings including a designated flap setting; andwherein the flap control system is configured to automatically command the one or more flaps from a first position to a second position corresponding to the optimum flap setting in response to the selection of one of the plurality of flap settings using the flap control system.2. The system of claim 1 , wherein:the flap optimizing computer is configured compute the optimum flap setting based, at least in part, on aircraft state data, airport information, or combinations thereof;the aircraft state data includes aircraft gross weight, aircraft center of gravity, aircraft-in-air indication, flaps load relief capability, or combinations thereof; andthe airport information includes outside air temperature, pressure altitude, density altitude, or combinations thereof.3. The system of claim 1 , further comprising:a flap actuation system communicatively coupled to the flap control system and configured to actuate the one or ...

UNMANNED AERIAL VEHICLE ANGULAR REORIENTATION

A system comprising an unmanned aerial vehicle (UAV) having wing elements and tail elements configured to roll to angularly orient the UAV by rolling so as to align a longitudinal plane of the UAV, in its late terminal phase, with a target. A method of UAV body re-orientation comprising: (a) determining by a processor a boresight angle error correction value bases on distance between a target point and a boresight point of a body-fixed frame; and (b) effecting a UAV maneuver comprising an angular role rate component translating the target point to a re-oriented target point in the body-fixed frame, to maintain the offset angle via the offset angle correction value. 1. An unmanned aerial vehicle (UAV) comprising: determine a body roll angle error based on a target location in a body reference frame and an orientation of the UAV in the body reference frame; and', 'determine one or more aileron actuator commands based on the determined body roll angle error., 'a processor having addressable memory, the processor configured to2. The UAV of where the processor of the UAV is further configured to bank-to-turn claim 1 , and to transition to reorient in attitude based on an estimated range-to-go and an angular position of the target relative to the UAV.3. The UAV of where the processor of the UAV is further configured to skid-to-turn claim 1 , and to transition to reorient in attitude based on an estimated range-to-go and an angular position of the target relative to the UAV.4. The UAV of where the processor of the UAV is further configured to: if the current mode is a terminal homing mode then the new mode is a target search mode,', 'else the new mode is a terminal homing mode., 'receive, by an antenna, a mode control signal, wherein the mode control signal is configured to effect a transition of a current mode to a new mode, wherein'}5. The UAV of where the body roll angle error is further based on at least one of: a GPS location of the UAV claim 1 , a crosswind ...

CONTROL INTERFACE FOR LEADING AND TRAILNG EDGE DEVICES

A system for controlling a high-lift device of an aircraft may include an interface for placement in a flight deck of an aircraft. The interface may include an edge control device for controlling a position of the high-lift device. The interface may be operable to select any of a plurality of control device positions. Each one of the plurality of control device positions may correspond to a different flight phase of the aircraft. The edge control device may be operable to engage, in response to a selection of a first control device position, a command mode for actuating the high-lift device in an automated manner based on the flight phase associated with the first control device position. 1. A system for controlling a high-lift device of an aircraft , comprising;an interface for placement in a flight deck of an aircraft and including an edge control device for controlling a position of a high-lift device of the aircraft and operable to select any of a plurality of control device positions, each one of the plurality of control device positions corresponding to a different flight phase of the aircraft; andthe edge control device operable to engage, in response to a selection of a first control device position, a command mode for actuating the high-lift device in an automated manner based on the flight phase associated with the first control device position.2. The system of claim 1 , wherein:the edge control device is positionable in at least one of the following control device positions: a cruise position, a hold position, a climb/approach position, a takeoff/go-around position, a landing position, the first control device position being the cruise position.3. The system of claim 1 , further comprising:a flight control computer communicatively coupled to the interface and configured to compute a high-lift device setting for the high-lift device; andan actuation system configured to automatically actuate the high-lift device to the high-lift device setting if the ...

AIRCRAFT SPOILER LOCKOUT

Systems and methods are provided for aircraft spoiler lockout. One embodiment is a system that includes a locking device that removably engages a control member inside a cockpit of an aircraft. The locking device restricts motion of the control member to prevent movement of wing surfaces of the aircraft. The system further includes a controller in communication with a wireless transmitter. The controller determines from a signal sent by the wireless transmitter whether both handheld switches connected to the wireless transmitter are being actively held. If so, the controller directs a supply of power to the locking device thereby causing the locking device to temporarily release the control member. Otherwise, the locking device restricts motion of the control member. 1. A system comprising:a locking device configured to removably engage a control member inside a cockpit of an aircraft for motion restriction of the control member, wherein motion of the control member is configured to control movement of a surface on a wing of the aircraft;a first wireless transmitter configured to electronically couple with a first handheld switch and a second handheld switch, and to transmit a first signal indicating whether both the first handheld switch and the second handheld switch are actively held in an on position; anda controller configured to communicatively couple with the first wireless transmitter, to determine from the first signal that both the first handheld switch and the second handheld switch are actively held in the on position, and to direct a supply of power to the locking device for a duration corresponding with receiving the first signal indicating that both the first handheld switch and the second handheld switch are actively held in the on position;wherein the locking device is configured to release the motion restriction of the control member for the duration of receiving the supply of power.2. The system of wherein:the controller is configured, in response ...

AIRCRAFT FORCE-FIGHT MECHANISM

A force fight mitigation system comprising: control means configured to provide a position command to each of two or more actuators arranged to position a surface, the position command indicative of a desired position of the actuator relative to the surface; means to detect the actual position of the actuator relative to the surface in response to the position command; and means to determine an offset between the desired position and the actual position and to store a rigging correction based on the offset; wherein, for each actuator, an offset is determined for each of three or more desired positions. 1. A method of mitigating force-fighting in an aircraft actuation system comprising two or more actuators arranged to position a surface; the method comprising determining an offset between a desired position of the actuator relative to the surface and an actual position of the actuator relative to the surface for each actuator for three or more desired positions; selecting one of said two or more actuators and setting only the selected actuator to a non-operative by-pass mode, the other actuators of said two or more actuators being active;', commanding the other actuators to position the surface to a desired neutral position;', 'measuring the actual position of the surface, said measurement including a measurement of an amount of adjustment at a piston rod of the selected actuator, and comparing the actual position to the desired neutral position;', 'adjusting the other actuators until the surface is at the desired neutral position;', 'storing the amount of adjustment of the selected actuator as a first rigging parameter;', commanding the other actuators to position the surface at a second position above or below the neutral position;', 'measuring the actual position of the surface, said measurement including a measurement of an amount of adjustment at the piston rod of the selected actuator, and comparing the actual position to the second position;', 'further ...

Rapid Flap Deflection For High Lift Transients

A wing, a method of controlling lift on a wing, and a system to produce lift on a wing are provided. The wing may include a fore-element, an aft-element, a pivotable linkage that operatively connects the aft-element leading edge to the fore-element trailing edge in a span-wise direction, and an actuator. The actuator may deflect the aft-element through a predetermined deflection angle about the pivotable linkage relative to the fore-element within less than or equal to two convective periods. The method may include deflecting a span-wise flap through the deflection angle in less than or equal to two convective periods to produce high lift. The system may include a sensor to detect an input and a controller to deflect the span-wise flap of the wing by the deflection angle in not more than two convective periods based on the received input signal. 1. A wing configured to produce lift in a fluid medium flow , said wing comprising:a fore-element comprising a fore-element leading edge and a fore-element trailing edge;an aft-element comprising an aft-element leading edge pivotably connected in a span-wise direction to said fore-element trailing edge, and said aft-element comprising an aft-element trailing edge;a pivotable linkage operatively connecting said aft-element leading edge to said fore-element trailing edge; andan actuator configured to deflect said aft-element through a predetermined deflection angle about said pivotable linkage relative to said fore-element within a predetermined time less than or equal to two convective periods, wherein one convective period corresponds to a time it takes for said fluid medium to flow from said fore-element leading edge to said aft-element trailing edge.2. The wing of claim 1 , wherein a chord length of said aft-element is greater than 20% of a chord length of said wing claim 1 ,wherein said chord length of said wing extends from said fore-element leading edge to said aft-element trailing edge, andwherein said chord length of ...

COLLECTIVE PITCH INTEGRATION WITH CONTROL POWER MANAGEMENT SYSTEM

A control system having a series of control loops for determining the upper and lower cyclic limit increments due to the contribution of collective pitch in rotorcraft based at least on nacelle angle and airspeed. 1. A rotary aircraft , comprising:a rotor blade;a nacelle; and a first sensor associated with the nacelle, the first sensor being configured to detect an angle of the nacelle;', 'a second sensor associated with the rotary aircraft, the second sensor being configured to detect a first flight parameter of the rotary aircraft;', 'a third sensor associated with the rotor blade, the third sensor being configured to detect a lateral flapping movement and a longitudinal flapping movement of the rotor blade;', 'a collective pitch parameter; and', a first loop associated with the first sensor, the second sensor, the third sensor, and the collective pitch parameter, the first loop being configured to determine a lower longitudinal cyclic limit created by the rotor blade during flight; and', 'a second loop associated with the first sensor, the second sensor, the third sensor, and the collective pitch parameter, the second loop being configured to determine an upper longitudinal cyclic limit created by the rotor blade during flight., 'a subsystem associated with the first sensor, the second sensor, the third sensor, and the collective pitch parameter, the subsystem having], 'a flight control system, having2. The aircraft of claim 1 , the subsystem further comprising:a table of designated longitudinal flapping values, the table of designated longitudinal flapping values being associated with the first and the second loop; anda table of designated lateral flapping values, the table being associated with the first and the second loop;wherein the flight parameter sensed by the first sensor is received by the table of lateral flapping values and compared with the designated lateral flapping values to determine the lateral flapping value; andwherein the flight parameter ...

Systems And Methods For Aircraft Control Surface Hardover And Disconnect Protection

Systems and methods are described for automatically counteracting undesirable aircraft movement caused by malfunctioning fly-by-wire aircraft control surfaces, hardover events, control surface disconnection, and other control surface failure events. The systems and methods include control law algorithms for reacting to such events to counteract the undesired aircraft movement. An expected roll rate is generated based on control input and compared to the actual roll rate of the aircraft. 1. A method of operating an aircraft to counteract unintended control surface deflections , the method comprising the steps of:receiving a control input for the aircraft;calculating an expected value for a parameter of aircraft motion based on the control input;determining a measured value for the parameter of aircraft motion based on the actual motion of the aircraft;calculating an error signal representing the difference between the expected value and the measured value; andoperating a control surface of the aircraft to reduce the error signal.2. The method of wherein the step of calculating an expected value for the parameter of aircraft motion comprises the steps of:calculating a command for at least one control surface of the aircraft based on the control input;calculating an expected value for the parameter of motion based on the command for the at least one control surface.3. The method of wherein the at least one control surface is a spoiler and the parameter of motion is the spoiler roll rate of the aircraft.4. The method of wherein the step of calculating an expected value for the parameter of aircraft motion further comprises the steps of:calculating an command for an aileron based on the control input;calculating an expected aileron roll rate based on the command for an aileron;adding the expected aileron roll rate to the spoiler roll rate to calculate the expected value of the parameter of aircraft motion.5. The method of wherein the parameter of aircraft motion is the ...

RELATIVE ACCELERATION BLADE POSITION MEASUREMENT

Embodiments are directed to obtaining data from a plurality of sensors located on a rotorcraft, wherein a first plurality of the sensors is associated with a hub of the rotorcraft and a second plurality of the sensors is associated with blades of the rotorcraft, processing the data to isolate blade dynamics using the data from the sensors associated with the blade from rotorcraft maneuvering dynamics using the data from the sensors associated with the hub, obtaining at least one parameter associated with the blade dynamics based on the processing, and analyzing the at least one parameter to control at least one of the rotorcraft and the blades. 1. A method applied to a rotorcraft comprising a rotor including blades , the method comprising:obtaining data from a plurality of sensors located on the rotorcraft, wherein a first plurality of the sensors is associated with a hub of the rotorcraft and a second plurality of the sensors is associated with the blades;processing the data to isolate blade dynamics using the data from the sensors associated with the blade from rotorcraft maneuvering dynamics using the data from the sensors associated with the hub;obtaining at least one parameter associated with the blade dynamics based on the processing; andanalyzing the at least one parameter to control at least one of the rotorcraft and the blades.2. The method of claim 1 , wherein the plurality of sensors comprise an accelerometer.3. The method of claim 1 , further comprising:measuring acceleration from sensors disposed at a root of each of the blades to minimize high order effects.4. The method of claim 1 , further comprising:filtering the processed data prior to obtaining the at least one parameter.5. The method of claim 1 , further comprising:controlling, in accordance with the at least one parameter, at least one of: a swashplate, an actuator, an individual blade, or combinations thereof.6. The method of claim 1 , wherein the processing of the data comprises transforming ...

REDUCING GUST LOADS ACTING ON AN AIRCRAFT

The invention relates to a device and a method for reducing gust loads acting on an aircraft. The aircraft has at least one aerodynamic control surface which can be moved by at least one actuator, and a flight control system provides reference variables Xand/or {dot over (X)}to actuate the actuator. Xindicates a target position or a target force or a target moment and {dot over (X)}indicates a change over time of X. The device includes: a sensor system, which determines forces Facting from outside on the control surface and produced by gusts; and a regulator for regulating the actuator on the basis of: F, the reference variables Xand/or {dot over (X)}and control variables X and/or {dot over (X)} generated by the actuator and detected by a sensor system, wherein the regulator has a regulation behavior with which the forces Fproduced by gusts are compensated. 1. An apparatus to reduce gust loads acting on an aircraft , wherein the aircraft has at least one aerodynamic control surface movable by at least one actuator , and a flight control system provides reference variables Xand/or {dot over (X)}for actuating the at least one actuator , wherein Xindicates a target position or a target force or a target moment and {dot over (X)}indicates a time change of X , the apparatus comprising:{'sub': 'ext,Boe', 'a sensor system configured to identify forces/moments Facting from outside on the at least one aerodynamic control surface and produced by gusts; and'}{'sub': ext,Boe', 'soll', 'soll', 'ext,Boe, 'a regulator configured to regulate the at least one actuator on the basis of: F, the reference variables Xand/or {dot over (X)}as well as the reference variables X and/or {dot over (X)} produced by the at least one actuator and detected by a second sensor system, wherein regulation of the regulator enables compensation of the forces/moments Fproduced by gusts.'}2. The apparatus according to claim 1 , wherein the regulator has a processor PR1 which works with a processor ...

METHOD FOR OPTIMIZING THE TAKE-OFF PARAMETERS OF AN AIRCRAFT

A method for optimizing the take-off parameters of an aircraft. The aircraft comprises a system for automatically controlling the high lift devices at the moment when the wheels of the aircraft leave the ground. The method comprises a step of selecting a first configuration of the high lift devices at the start of the take-off phase and a selection of an acceleration speed of the aircraft. The method is advantageous in that, on reception of an actual aircraft take-off detection signal, a control unit is configured to transmit a control command making it possible to bring the high lift devices into a second configuration, in which they are retracted relative to the first position, and consecutively accelerate the speed of the aircraft automatically to an acceleration speed entered by the pilot. 1. A method for optimizing take-off parameters of an aircraft , the aircraft comprising a control lever for moving the high lift devices,', 'a control unit for controlling a retraction of the high lift devices,', 'a human-machine interface provided with a display screen and an input interface,', 'a sensor for detecting an actual take-off of the aircraft, corresponding to a moment when wheels of the aircraft leave the ground,', 'a sensor for detecting the retraction of landing gear of the aircraft,', 'devices for measuring a speed of the aircraft, and', 'an automatic control system,, 'high lift devices and a system for automatically controlling the high lift devices, the system comprising'}the method comprising the steps:selecting a first configuration of the high lift devices at the start of the take-off phase,selecting an objective acceleration speed of the aircraft on the human-machine interface higher than an 11-meter passage aircraft speed,positioning the control lever on the position of the first configuration of the high lift devices at the start of the take-off phase,activating the automatic control system, andwherein, on reception by the control unit of an actual ...

Flap lever

An aircraft flap lever is disclosed. The lever is included in a housing, and is supported on an axle. The lever also has a protruding pin that is biased upwards towards four optional radially-spaced notches. Each notch results in a different lever setting, and thus different flap position. The system includes a rocker mechanism that is pivotally mounted on the axle, and prevents skipping over notches when the lever is activated.

一种飞机失速保护控制系统

本发明涉及飞行控制领域，尤其是涉及一种飞机失速保护控制系统，适用于采用简单机械操纵或机械助力操纵系统的飞机。飞机自然失速特性可能存在进入失速及偏离状态的风险，不满足适航的相关条款要求和影响任务模式使用的安全。本发明飞机失速保护控制系统，通过控制计算机和电动舵机对升降舵操纵拉杆进行控制，其中在升降舵操纵机构的摇臂上固定安装有扇形轮，扇形轮在两端分别通过钢索与所述电动舵机连接；当飞机失速时，所述控制计算机采集飞参信号并向所述电动舵机发送指令，所述电动舵机旋转从而带动所述升降舵操纵拉杆运动，预防飞机进入失速状态。有效防止飞机进入失速状态，减少驾驶员的驾驶负担，增加飞机的安全性。

Method for rough control by spatial movement of aircraft and system therefor

FIELD: aviation. SUBSTANCE: group of inventions relates to method and system of coarse control of spatial movement of aircraft. To control spatial movement of aircraft, signals of setting angle of roll and yaw are generated, angles of roll, yaw and pitch are measured, generating control signals on angle of roll and yaw, signals of difference between reference signals of roll and yaw and measured signals on angle of roll and yaw respectively, obtained difference signals are separately integrated, differentiated, scaled and first difference signal is summed with roll angle control signal, second difference signal with pitch angle control signal. Coarse control system comprises devices for setting angles of roll and yaw, two controllers, two actuators, sensors of roll, yaw and pitch angles, two reference models, six amplifiers, four adders, two differentiators, two integrators, connected in a certain manner. EFFECT: providing stability of movement under non-stationary flight parameters and effect of adaptive noise. 2 cl, 1 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 587 773 C2 (51) МПК G05D 1/08 (2006.01) B64C 13/18 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2014140091/11, 03.10.2014 (24) Дата начала отсчета срока действия патента: 03.10.2014 (43) Дата публикации заявки: 20.04.2016 Бюл. № 11 (73) Патентообладатель(и): Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования Московский авиационный институт (национальный исследовательский университет) (МАИ) (RU) R U Приоритет(ы): (22) Дата подачи заявки: 03.10.2014 (72) Автор(ы): Лащев Анатолий Яковлевич (RU) (45) Опубликовано: 20.06.2016 Бюл. № 17 2 5 8 7 7 7 3 R U (54) СПОСОБ ГРУБОГО УПРАВЛЕНИЯ ПРОСТРАНСТВЕННЫМ ДВИЖЕНИЕМ САМОЛЕТА И СИСТЕМА ЕГО РЕАЛИЗАЦИИ (57) Реферат: Группа изобретений относится к способу и первый сигнал разности с сигналом управления системе грубого управления пространственным по ...

Intelligent multifunctional actuation system for vibration and buffet suppression

Circuits and methods for use on a mobile platform including a flight control system, a structure, an aerodynamic surface, and an actuator operatively coupled to the surface to control the surface. The circuit includes a first and a second input, a summing element, and an output. The first input accepts commands from the flight control system while the second input accepts a vibration signal from the structure. The summing element communicates with the inputs and sums the signal and the command. In turn, the summing element controls the actuator with the summed signal and command.

Method for forming multifunctional signal of aircraft angular position stabilisation and device for its implementation

FIELD: aviation. SUBSTANCE: to form a stabilisation signal, the position angular deviation of the aircraft (AC) is determined, the angular position signals and the angular velocity signals of the aircraft are measured. The ram air signal is measured, an error signal is generated between the set angular deviation signal, limited in a sertain way, and a limited delay signal and then converted into an analog signal. A common signal is formed on the basis of the analog signal, limited in a certain way to affect the control actuator. The device includes an AC angular position meter and AC angular velocity meter, an AC angular deviation signal detector, a comparison unit, a digital-to-analog converter, a control actuator, a delay element, a ram air meter, two adaptive signal limiters, an adaptive summing amplifier with restriction, an anti-bending filter, interconnected in a certain way. EFFECT: expansion of functionality, accuracy and quality of control. 2 cl, 1 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 631 718 C1 (51) МПК G05D 1/00 (2006.01) B64C 13/16 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2016137042, 16.09.2016 (24) Дата начала отсчета срока действия патента: 16.09.2016 Дата регистрации: Приоритет(ы): (22) Дата подачи заявки: 16.09.2016 (45) Опубликовано: 26.09.2017 Бюл. № 27 Адрес для переписки: 127473, Москва, 1-й Щемиловский пер., 16, (ФГУП МОКБ "Марс") (56) Список документов, цитированных в отчете о поиске: RU 2569580 C2, 27.11.2015. RU 2 6 3 1 7 1 8 R U (54) Способ формирования многофункционального сигнала стабилизации углового положения летательного аппарата и устройство для его осуществления (57) Реферат: Группа изобретений относится к способу и сигнал определенным образом для воздействия устройству для формирования на рулевой привод. Устройство содержит многофункционального сигнала стабилизации измеритель углового положения и измеритель углового положения летательного аппарата (ЛА ...

Adaptive system with reference model for control of aircraft

FIELD: aviation. SUBSTANCE: adaptive system with reference model for control of aircraft, containing two adders, three multiplying units, three integrators, a correcting element, a comparison unit, a self-adjustment algorithms unit, the reference model, angle sensors, angular velocity and linear acceleration sensors, steering actuator connected in a certain manner. EFFECT: extension of functionality of the control system of the aircraft due to introduction of the adaptation circuit to the change of the aerodynamic damping, improved quality of flight at change of flight conditions. 1 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (13) 2 647 405 C1 (51) МПК G05D 1/08 (2006.01) B64C 13/16 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (52) СПК G05D 1/0808 (2006.01); B64C 13/16 (2006.01) (21)(22) Заявка: 2016137389, 19.09.2016 (24) Дата начала отсчета срока действия патента: (73) Патентообладатель(и): Государственное бюджетное образовательное учреждение высшего образования Московской области "Университет "Дубна" (Государственный университет "Дубна") (RU) Дата регистрации: 15.03.2018 (56) Список документов, цитированных в отчете о поиске: RU 2445671 C2, 20.03.2012. SU (45) Опубликовано: 15.03.2018 Бюл. № 8 328433 A2, 02.02.1972. BY 19036 C1, 28.02.2015. US 3460013 A1, 05.08.1969. US 3456172 A1,15.07.1969. 2 6 4 7 4 0 5 R U (54) Адаптивная система с эталонной моделью для управления летательным аппаратом (57) Реферат: Адаптивная система с эталонной моделью для привод, соединенные определенным образом. управления летательным аппаратом, содержащая Обеспечивается расширение функциональных два сумматора, три блока умножения, три возможностей системы управления летательным интегратора, корректирующее звено, блок аппаратом за счет введения контура адаптации сравнения, блок алгоритмов самонастройки, к изменению аэродинамического демпфирования, эталонную модель, датчики угла поворота, улучшение качества полета при изменении угловой ...

Method and device to automatically decrease load on high lift generating control surfaces, particularly, on aircraft landing flaps

FIELD: transport. SUBSTANCE: invention relates to aerodynamics. Proposed method consists in automatic reduction of load on control surfaces generating higher lift in case sticking originates. Proposed device has, at least, one surface generating high lift driven by local mechanical final control element in response to control signal generated by control device is set to predefined position by central drive coupled via rotary shaft with said local mechanical final control element to transmit torque generated by central drive to rotary shaft. If signal designating origination of sticking in control surfaces, then torque transmitted to rotary shaft by central drive is automatically reduced to preset lower level to fix the position of control surfaces generating higher lift. EFFECT: automatic reduction of load. 20 cl, 2 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 415 776 (13) C2 (51) МПК B64C 13/24 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21)(22) Заявка: 2008128147/11, 08.12.2006 (24) Дата начала отсчета срока действия патента: 08.12.2006 (73) Патентообладатель(и): ЭЙРБАС ДОЙЧЛАНД ГМБХ (DE) R U Приоритет(ы): (30) Конвенционный приоритет: 13.12.2005 DE 102005059369.0 (72) Автор(ы): ФЛЕДДЕРМАНН Андреас (DE), ХАРТВИГ Вольфганг (DE), ДАРБУА Александр (DE), РИХТЕР Мартин (DE) (43) Дата публикации заявки: 20.01.2010 Бюл. № 2 2 4 1 5 7 7 6 (45) Опубликовано: 10.04.2011 Бюл. № 10 2 4 1 5 7 7 6 R U (85) Дата начала рассмотрения заявки PCT на национальной фазе: 14.07.2008 C 2 C 2 (56) Список документов, цитированных в отчете о поиске: WO 2005/047108 А, 26.05.2005. ЕР 1310848 А1, 14.05.2003. US 4971267 А, 20.11.1990. GB 1591799 А, 24.06.1981. SU 671180 А, 23.01.1984. RU 2000250 С, 07.09.1993. RU 2068798 С1, 10.11.1996. RU 2071440 С1, 10.01.1997. (86) Заявка PCT: EP 2006/011867 (08.12.2006) (87) Публикация заявки РСТ: WO 2007/068413 (21.06.2007) Адрес для переписки: 119034, Москва, Пречистенский пер ...

AIRCRAFT

ÐÎÑÑÈÉÑÊÀß ÔÅÄÅÐÀÖÈß (19) RU (11) 2007 111 373 (13) A (51) ÌÏÊ B64C 13/16 (2006.01) ÔÅÄÅÐÀËÜÍÀß ÑËÓÆÁÀ ÏÎ ÈÍÒÅËËÅÊÒÓÀËÜÍÎÉ ÑÎÁÑÒÂÅÍÍÎÑÒÈ, ÏÀÒÅÍÒÀÌ È ÒÎÂÀÐÍÛÌ ÇÍÀÊÀÌ (12) ÇÀßÂÊÀ ÍÀ ÈÇÎÁÐÅÒÅÍÈÅ (21), (22) Çà âêà: 2007111373/11, 21.09.2005 (71) Çà âèòåëü(è): ÝÉÐÁÀÑ ÄÎÉ×ËÀÍÄ ÃÌÁÕ (DE) (30) Êîíâåíöèîííûé ïðèîðèòåò: 21.09.2004 DE 102004045732.8 29.11.2004 US 60/631,302 (85) Äàòà ïåðåâîäà çà âêè PCT íà íàöèîíàëüíóþ ôàçó: 23.04.2007 (87) Ïóáëèêàöè PCT: WO 2006/032486 (30.03.2006) R U (54) ËÅÒÀÒÅËÜÍÛÉ ÀÏÏÀÐÀÒ (57) Ôîðìóëà èçîáðåòåíè 1. Ëåòàòåëüíûé àïïàðàò, ñîäåðæàùèé êðûëü ; ïî ìåíüøåé ìåðå îäèí óïðàâë åìûé ýëåìåíò êðûëà; ïî ìåíüøåé ìåðå îäèí äàò÷èê; è óñòðîéñòâî óïðàâëåíè , ñîåäèíåííîå ïî ìåíüøåé ìåðå ñ îäíèì äàò÷èêîì è ïî ìåíüøåé ìåðå ñ îäíèì óïðàâë åìüì ýëåìåíòîì êðûëà; ïðè÷åì ïî ìåíüøåé ìåðå îäèí óïðàâë åìûé ýëåìåíò êðûëà âûïîëíåí òàêèì îáðàçîì, ÷òîáû èçìåí òü ìàêñèìàëüíóþ ïîäúåìíóþ ñèëó êðûëüåâ ñ öåëüþ óìåíüøåíè ïîäúåìíîé ñèëû, êîãäà ëåòàòåëüíûé àïïàðàò íàõîäèòñ â ðàáî÷åì ðåæèìå íà îïðåäåëåííîé ñêîðîñòè ïîëåòà, ïî ìåíüøåé ìåðå îäèí äàò÷èê ïðåäíàçíà÷åí äë èçìåðåíè ôàêòè÷åñêîé íàãðóçêè íà êðûëî â ëþáîé çàäàííûé ìîìåíò âðåìåíè âî âðåì ïîëåòà, è óñòðîéñòâî óïðàâëåíè âîçäåéñòâóåò ïî ìåíüøåé ìåðå íà îäèí óïðàâë åìûé ýëåìåíò êðûëà ñ öåëüþ óìåíüøåíè ìàêñèìàëüíî âîçìîæíîé ïîäúåìíîé ñèëû, êîãäà ôàêòè÷åñêà íàãðóçêà íà êðûëî äîñòèãàåò çàäàííîãî çíà÷åíè . 2. Ëåòàòåëüíûé àïïàðàò ïî ï.1, â êîòîðîì ïîëîæåíèå ïî ìåíüøåé ìåðå îäíîãî óïðàâë åìîãî ýëåìåíòà êðûëà ðåãóëèðóåòñ ñ òåì, ÷òîáû óìåíüøèòü ïîäúåìíóþ ñèëó, êîãäà ëåòàòåëüíûé àïïàðàò íàõîäèòñ âûøå ñâîåé ðàáî÷åé òî÷êè À2 â äèàïàçîíå ñðåäíèõ ñêîðîñòåé ïîëåòà. 3. Ëåòàòåëüíûé àïïàðàò ïî ï.1 èëè 2, â êîòîðîì â óñòðîéñòâî óïðàâëåíè Ñòðàíèöà: 1 RU A 2 0 0 7 1 1 1 3 7 3 A Àäðåñ äë ïåðåïèñêè: 119034, Ìîñêâà, Ïðå÷èñòåíñêèé ïåð., 14, ñòð.1, 4 ýòàæ, "Ãîóëèíãç Èíòåðíýøíë Èíê.", Â.Í.Äåìåíòüåâó 2 0 0 7 1 1 1 3 7 3 (86) Çà âêà PCT: EP 2005/010228 (21.09.2005) R U (43) Äàòà ïóáëèêàöèè çà âêè: 10.11.2008 Áþë. ¹ 31 (72) Àâòîð(û): ÂÅËÄÅÍ Àëåêñàíäð âàí ...

SYSTEM FOR REDUCING THE EFFORTS APPLIED TO THE AIRCRAFT AND IN PARTICULAR TO THE LOCATION OF THE WINGS OF AN AIRCRAFT IN FLIGHT.

METHOD FOR CONTROLLING AN AIRCRAFT IN THE APPROACH PHASE

METHOD AND DEVICE FOR THE REDUCTION, DURING INFLIGHT MANEUVER, OF REAL LOADS EXERCISED ON AN AIRCRAFT.

METHOD AND SYSTEM FOR IMPROVING THE PERFORMANCE OF AN AIRCRAFT AT THE TAKE-OFF

Selon l'invention, le système (1) comporte des moyens (4, 6, 7) pour déterminer une position de décollage optimisée des surfaces de contrôle (S1 à Sn) de l'aéronef, dans le cas où un critère de sécurité réglementaire relatif à la pente minimale de montée avec un moteur en panne est prépondérant. According to the invention, the system (1) comprises means (4, 6, 7) for determining an optimized take-off position of the control surfaces (S1 to Sn) of the aircraft, in the case where a regulatory safety criterion relating to the minimum climb gradient with a failed engine is paramount.

SYSTEM FOR IMPROVING THE FLOATING BEHAVIOR OF AN AIRCRAFT.

Rudder actuation synchronization system

Un système de commande d'actionneur peut inclure une pluralité d'actionneurs électromécaniques pour faire fonctionner un ou plusieurs effecteurs terminaux, une pluralité de capteurs de position associés à la pluralité d'actionneurs électromécaniques, chacun parmi la pluralité de capteurs de position fournissant une sortie indiquant une valeur de position réelle, et un système de commande. Le système de commande peut être configuré pour recevoir un signal d'instruction d'activation et les sorties de capteur de position, et envoyer une instruction de vitesse pour chacun parmi la pluralité d'actionneurs électromécaniques et ajuster l'instruction de vitesse de chacun parmi la pluralité d'actionneurs électromécaniques en utilisant un paramètre de référence commun pour synchroniser le mouvement conjoint de la pluralité d'actionneurs électromécaniques. Figure pour l’abrégé : Fig. 1 An actuator control system may include a plurality of electromechanical actuators for operating one or more end effectors, a plurality of position sensors associated with the plurality of electromechanical actuators, each of the plurality of position sensors providing an output indicating an actual position value, and a control system. The control system may be configured to receive an activation instruction signal and the position sensor outputs, and send a speed instruction for each of the plurality of electromechanical actuators and adjust the speed instruction of each of the plurality of electromechanical actuators using a common reference parameter to synchronize the joint movement of the plurality of electromechanical actuators. Figure for abstract: Fig. 1

METHOD AND DEVICE FOR REDUCING THE VIBRATORY MOVEMENTS OF THE FUSELAGE OF AN AIRCRAFT

DEVICE FOR MAINTAINING THE SPEED OF AN AIRCRAFT WITHIN A DETERMINED SPEED DOMAIN

AEROELASTIC VIBRATION BRAKE FOR AIRPLANES

DEVICE FOR MAINTAINING THE SPEED OF AN AIRCRAFT WITHIN A DETERMINED SPEED DOMAIN

La présente invention concerne un dispositif automatique pour maintenir un aéronef à une vitesse autorisée compatible avec les capacités techniques dudit aéronef. Selon l'invention, ledit dispositif (1) comporte: . des moyens (11, 13) pour comparer la vitesse effective de l'aéronef à des vitesses de référence définies en fonction des capacités techniques dudit aéronef; des moyens (9) pour calculer, en fonction des comparaisons, des valeurs de commande modifiées susceptibles d'aligner la vitesse effective sur ces vitesses de référence; et, des moyens (10) pour imposer à l'aéronef l'une de ces valeurs calculées, si cela est nécessaire pour maintenir l'aéronef à une vitesse autorisée. The present invention relates to an automatic device for maintaining an aircraft at an authorized speed compatible with the technical capabilities of said aircraft. According to the invention, said device (1) comprises:. means (11, 13) for comparing the actual speed of the aircraft with reference speeds defined as a function of the technical capabilities of said aircraft; means (9) for calculating, as a function of the comparisons, modified control values capable of aligning the effective speed with these reference speeds; and, means (10) for imposing on the aircraft one of these calculated values, if this is necessary to maintain the aircraft at an authorized speed.

METHOD AND DEVICE FOR ESTIMATING THE FORCES EXERCISING ON A CONTROL SURFACE OF AN AIRCRAFT.

METHOD AND SYSTEM FOR IMPROVING THE PERFORMANCE OF AN AIRCRAFT AT THE TAKE-OFF

SYSTEM FOR REDUCING THE EFFORTS APPLIED TO SAILING AND IN PARTICULAR TO THE EMPLANTURE OF WINGS OF AN AIRCRAFT IN FLIGHT.

- La présente invention concerne un système pour diminuer les efforts appliqués à la voilure et notamment à l'emplanture (1) des ailes (2) d'un aéronef (3) en vol, comportant des moyens (4) de détection et de mesure de l'accélération verticale y de l'aéronef, et des moyens (5) pour fournir des signaux de commande de surfaces aérodynamiques (6) liées aux ailes (2) de l'aéronef, lesdits moyens de commande (5) pilotant l'angle de braquage desdites surfaces aérodynamiques (6) en fonction des signaux d'accélération qu'ils reçoivent. - Selon l'invention, lesdits moyens de commande (5) ne sont activés que lorsque ladite accélération verticale y dépasse un seuil prédéterminé gammas. - The present invention relates to a system for reducing the forces applied to the airfoil and in particular to the root (1) of the wings (2) of an aircraft (3) in flight, comprising means (4) for detection and measurement of the vertical acceleration y of the aircraft, and means (5) for providing control signals of aerodynamic surfaces (6) linked to the wings (2) of the aircraft, said control means (5) controlling the steering angle of said aerodynamic surfaces (6) as a function of the acceleration signals they receive. - According to the invention, said control means (5) are only activated when said vertical acceleration exceeds a predetermined threshold gammas therein.

METHOD FOR CONTROLLING AN AIRCRAFT IN THE APPROACH PHASE

- Procédé de pilotage d'un aéronef en phase d'approche.- Selon l'invention, on déploie simultanément et automatiquement les becs hypersustentateurs (13) et les volets hypersustentateurs (14), lorsque la vitesse de l'aéronef est égale et inférieure à un seuil AES. - Method of piloting an aircraft in the approach phase.- According to the invention, it deploys simultaneously and automatically the high lift spouts (13) and the high lift flaps (14), when the speed of the aircraft is equal and inferior at an AES threshold.

Method of controlling the control surfaces of an aircraft to compensate for low speed a lateral deviation of trajectory.

METHOD AND DEVICE FOR LATERAL BALANCING IN FLIGHT OF AN AIRCRAFT

METHOD FOR CONTROLLING THE GOVERNORS OF AN AIRCRAFT TO ACT AGAINST A LATERAL DEVIATION OF A GROUND TRAJECTORY

Method and device to control vertical turbulence on aircraft

FIELD: aircraft engineering. ^ SUBSTANCE: invention relates to aircraft control methods and hardware. In compliance with proposed method, to reduce vertical turbulence effects, wind vertical component and danger level are automatically determined. Aids for automatic computation of control instructions are used to minimise load factor variation amplitude caused by vertical turbulence. Proposed device comprises moving element to act on aircraft lift, aids to determine wind vertical component and danger level, those to compute and transmit control instructions and to check up activation conditions. ^ EFFECT: possibility to reduce vertical turbulence effects. ^ 18 cl, 2 dwg РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 377 159 (13) C1 (51) МПК B64C 13/16 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21), (22) Заявка: 2008118362/11, 09.10.2006 (24) Дата начала отсчета срока действия патента: 09.10.2006 (72) Автор(ы): КОЛОМЕР Александр (FR), ДАЛЬ САНТО Ксавье (FR) (45) Опубликовано: 27.12.2009 Бюл. № 36 C 1 2 3 7 7 1 5 9 R U C 1 (85) Дата перевода заявки PCT на национальную фазу: 12.05.2008 (86) Заявка PCT: FR 2006/002256 (09.10.2006) (87) Публикация PCT: WO 2007/042652 (19.04.2007) Адрес для переписки: 129090, Москва, ул.Б.Спасская, 25, стр.3, ООО "Юридическая фирма Городисский и Партнеры", пат.пов. А.В.Мицу, рег.№ 364 (54) СПОСОБ И УСТРОЙСТВО ДЛЯ ОСЛАБЛЕНИЯ ВОЗДЕЙСТВИЙ ВЕРТИКАЛЬНОЙ ТУРБУЛЕНТНОСТИ НА ЛЕТАТЕЛЬНОМ АППАРАТЕ (57) Реферат: Изобретение относится к области управления летательными аппаратами. В соответствии со способом для ослабления воздействия вертикальной турбулентности автоматически определяют с использованием вертикальной составляющей ветра вертикальную составляющую ветра, уровень опасности. Используется средство для автоматического вычисления команды управления для управляемого элемента, которая дает возможность минимизировать амплитуду коэффициентов нагрузки, вызванных на летательном ...

FLIGHT CONTROL SYSTEM FOR AN AIRCRAFT

Ce système comportant des dispositifs (26, 28) de manoeuvre des axes de roulis et de tangage, un détecteur altimétrique (14) et un détecteur d'assiette (12), comprend un détecteur d'accélération verticale (42), des moyens (46) de commande de l'accélération verticale pour calculer un écart d'accélération et le corriger, des moyens (36) de calcul d'un angle d'inclinaison de référence, des moyens de commande d'altitude (34) pour calculer un écart entre l'altitude de l'avion et une altitude de consigne, et des moyens (26) de commande de l'axe de roulis pour calculer un écart de l'angle d'inclinaison et en effectuer la correction. Application notamment au système de commande de vol d'avions-cibles. This system comprising devices (26, 28) for maneuvering the roll and pitch axes, an altimetric detector (14) and an attitude detector (12), comprises a vertical acceleration detector (42), means ( 46) vertical acceleration control for calculating an acceleration deviation and correcting it, means (36) for calculating a reference angle of inclination, altitude control means (34) for calculating a difference between the altitude of the airplane and a setpoint altitude, and means (26) for controlling the roll axis to calculate a difference in the angle of inclination and to correct it. Application in particular to the flight control system of target aircraft.

FLIGHT CONTROL SYSTEM FOR AN AIRPLANE

System and method for reducing the loads acting on the fuselage structure in means of transport

The invention relates to a system for reducing the loads acting on the fuselage structure in means of transport, in particular in aircraft, comprising at least one sensor element 6, at least one actuator, an active material integrated in the fuselage structure or a supporting active force or position set system, and at least one control unit 11. According to the invention, the amplitude characteristic and/or a phase characteristic of fuselage structure design loads, accelerations and/or deformations are/is modifiable such that a reduction in the design load or acceleration acting on a fuselage structure 5 of a means of transport occurs, as a result of which a significant reduction in weight or improvement in comfort of a means of transport is possible in a particular frequency interval. Furthermore, the invention relates to a method for reducing the loads acting on the fuselage structure in means of transport, in particular in aircraft, comprising at least one sensor element 6, at least one actuator, an active material integrated in the fuselage structure or a supporting active force or position set system, and at least one control unit 11. According to the method of the invention, an amplitude characteristic and/or phase characteristic of fuselage structure design loads, accelerations and deformations are/is modified such that a reduction in the design load or acceleration acting on a fuselage structure 5 of a means of transport occurs, as a result of which a significant reduction in weight or improvement in comfort of a means of transport in a particular frequency range is possible.

Method of guidance for aircraft trajectory correction

A guidance method of an aircraft is provided. The method determines an instant when the aircraft starts an alignment phase with a guidance system and determines a stored wind speed on a basis of a wind speed that is calculated. A current air speed of the aircraft with respect to surrounding air is loaded to the guidance system. A current estimated ground speed is determined based on the current air speed and stored wind speed. Current angular divergence is loaded. The method computes a roll command of the aircraft with the guidance system during the phase of alignment on the basis of the current angular divergence and the current estimated ground speed. The computation avoids using a satellite navigation system during the alignment phase. This can be useful in correcting trajectory deviation due to presence of wind during phase of alignment of a trajectory.

Method and apparatus for automatically reducing load on aircraft high lift surface system, landing flap system

Integrated lift/drag controller for aircraft

A system for altering the lift/drag characteristics of powered aircraft to provide a safe means of glide path control includes a control device integrated for coordination action with the aircraft throttle. Such lift/drag alteration devices as spolers, dive brakes, and the like are actuated by manual operation of a single lever coupled with the throttle for integrating, blending or coordinating power control with control of the lift/drag ratio of aircraft. Improper operation of the controller is inhibited by safety mechanisms.

Method to fly aircraft in landing approach phase

Изобретение относится к способу пилотирования летательного аппарата в фазе приземления на посадочную полосу. Способ заключается в том, что одновременно и автоматически выдвигают увеличивающие подъемную силу предкрылки (13) и увеличивающие подъемную силу закрылки (14), когда скорость летательного аппарата равна или ниже порога AES. Достигается ускорение перехода от одной конфигурации к другой без использования сверхмощных, тяжелых и объемных средств привода предкрылков и закрылков. 2 н. и 7 з.п. ф-лы, 5 ил. РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2 389 647 (13) C1 (51) МПК B64C 13/18 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ (21), (22) Заявка: 2009100839/11, 07.06.2007 (24) Дата начала отсчета срока действия патента: 07.06.2007 (73) Патентообладатель(и): ЭРБЮС ФРАНС (FR), ЭЙРБАС ДОЙЧЛАНД ГМБХ (DE) (45) Опубликовано: 20.05.2010 Бюл. № 14 2 3 8 9 6 4 7 (56) Список документов, цитированных в отчете о поиске: Николаев Л.Ф. Аэродинамика и динамика полета транспортных самолетов. М.: Транспорт, 1990, с.132-133. ЕР 1498794 А1, 19.01.2005. FR 2817535 А1, 07.06.2006. (85) Дата перевода заявки PCT на национальную фазу: 13.01.2009 2 3 8 9 6 4 7 R U (87) Публикация PCT: WO 2007/144485 (21.12.2007) C 1 C 1 (86) Заявка PCT: FR 2007/000940 (07.06.2007) Адрес для переписки: 129090, Москва, ул.Б.Спасская, 25, стр.3, ООО "Юридическая фирма Городисский и Партнеры", пат.пов. А.В.Мицу, рег.№ 364 (54) СПОСОБ ПИЛОТИРОВАНИЯ ЛЕТАТЕЛЬНОГО АППАРАТА В ФАЗЕ ЗАХОДА НА ПОСАДКУ (57) Реферат: Изобретение относится к способу пилотирования летательного аппарата в фазе приземления на посадочную полосу. Способ заключается в том, что одновременно и автоматически выдвигают увеличивающие подъемную силу предкрылки (13) и увеличивающие подъемную силу закрылки (14), когда скорость летательного аппарата равна или ниже порога AES. Достигается ускорение перехода от одной конфигурации к другой без использования сверхмощных, тяжелых и ...

METHOD AND DEVICE FOR REDUCING THE VIBRATORY MOVEMENTS OF THE FUSELAGE OF AN AIRCRAFT

- Procédé et dispositif pour réduire les mouvements vibratoires du fuselage d'un aéronef. - Selon l'invention, on monte des accéléromètres (9, 10) sur des moteurs (M 1, M4) de l'aéronef (1) et, à l'aide des mesures accélérométriques ainsi obtenues et du modèle aéroélastique dudit aéronef, on détermine des ordres de commande (dZ, dY) à appliquer aux ailerons (M1 à M4) pour contrecarrer les oscillations desdits moteurs. - Method and device for reducing the vibratory movements of the fuselage of an aircraft. - According to the invention, accelerometers (9, 10) are mounted on engines (M 1, M4) of the aircraft (1) and, using the accelerometric measurements thus obtained and the aeroelastic model of said aircraft, one determines control commands (dZ, dY) to be applied to the ailerons (M1 to M4) to counteract the oscillations of said motors.

Input system for a landing flap control of an aircraft

An input system ( 2 ) for a landing flap control of an aircraft. In order to make the input system ( 2 ) compact, light and reliable, it is provided with a selector lever ( 4 ) mounted pivotably by a shaft unit ( 10 ) for the input of a landing flap position, and a sensor arrangement ( 22 ) being arranged at one side of the selector lever ( 4 ) and having two mutually redundant optoelectronic sensor units ( 24 ) each for detecting a position of the selector lever ( 4 ), wherein a one-piece shaft element ( 40 ) of the shaft unit ( 10 ) is passed from the selector lever ( 4 ) through the sensor units ( 24 ).

METHOD FOR CONTROLLING THE GOVERNORS OF AN AIRCRAFT TO ACT AGAINST A SIDE DEFLECTION OF A GROUND TRAJECTORY

The invention concerns a method for controlling an aeroplane control surfaces to counter ground lateral drift during landing or an interrupted take-off, which consists in producing an unbalanced exit of the aileron control surfaces.

Device for maintaining the speed of an aircraft within a range of determined speeds

Un dispositif automatique pour maintenir un aéronef à une vitesse autorisée compatible avec les capacités techniques de l'aéronef. Ce dispositif comporte des calculateurs pour comparer la vitesse effective de l'aéronef à des vitesses de référence définies en fonction des capacités techniques de l'aéronef; d'autres calculateurs pour calculer, en fonction des comparaisons, des valeurs de commande modifiées susceptibles d'aligner la vitesse effective sur ces vitesses. de référence ; et des moyens pour imposer à l'aéronef l'une de ces valeurs calculées, si cela est nécessaire pour maintenir l'aéronef à une vitesse autorisée.

Control interface for leading and trailing edge devices

A system for controlling a high-lift device of an aircraft may include an interface for placement in a flight deck of an aircraft. The interface may include an edge control device for controlling a position of the high-lift device. The interface may be operable to select any of a plurality of control device positions. Each one of the plurality of control device positions may correspond to a different flight phase of the aircraft. The edge control device may be operable to engage, in response to a selection of a first control device position, a command mode for actuating the high-lift device in an automated manner based on the flight phase associated with the first control device position.

Input system for flap control of an airplane

本发明涉及一种用于飞行器着陆襟翼控制的输入系统(2)。为了让该输入系统(2)紧凑、重量轻且可靠，提出了给该系统设置选择杆(4)，该选择杆借助轴单元(10)枢转安装，用于输入着陆襟翼位置；和传感器装置(22)，该传感器装置布置在所述选择杆(4)一侧并具有两个相互备用的光电传感器单元(24)，每个传感器单元用于检测所述选择杆(4)的位置，其中所述轴单元(10)的整体式轴元件(40)从所述选择杆(4)一直通到所述传感器单元(24)。

METHOD AND DEVICE FOR LATERAL BALANCING IN FLIGHT OF AN AIRCRAFT

Le dispositif (1) comporte des moyens (6) pour braquer, de façon dissymétrique, des volets (4A, 4B) de l'avion dans le but d'équilibrer latéralement ledit avion. The device (1) comprises means (6) for asymmetrically flanging flaps (4A, 4B) of the aircraft for the purpose of laterally balancing said aircraft.

Process and device for reducing vibration movement of an aircraft fuselage

- Procédé et dispositif pour réduire les mouvements vibratoires du fuse- lage d'un aéronef. - Selon l'invention, on monte des accéléromètres (9, 10) sur des moteurs (M1, M4) de l'aéronef (1) et, à l'aide des mesures accélérométriques ainsi obtenues et du modèle aéroélastique dudit aéronef, on détermine des ordres de commande (dZ, dY) à appliquer aux ailerons (M1 à M4) pour contrecarrer les oscillations desdits moteurs. - Method and device for reducing the vibratory motions of the fuse- lage of an aircraft. - According to the invention, is mounted accelerometers (9, 10) of the motors (M1, M4) of the aircraft (1) and, using the accelerometric measurements thus obtained and aeroelastic model of said aircraft is determined control commands (dZ, dY) to be applied to fins (M1 to M4) to counteract the oscillations of said motors.

Aeroplane control system, aeroplane and aeroplane control method

FIELD: physics, control. SUBSTANCE: group of inventions relates to a device and methods of controlling an aeroplane. An aeroplane, fitted with a control system, which comprises control means based on two control laws, means of detecting control surface failure/damage, computing means for computing angles and rate of change of deviation angles of the control surfaces, as well as for computing the required changes in aeroplane moments, means of evaluating the need to switch from one control law to the other. When controlling the aeroplane according to a first law, the deviation angles of the control surfaces are controlled and when controlling according to the second law, engine thrust is controlled. The method includes switching from the first law to the second law based on results of computing angles and rates of change of deviation angles of control surfaces taking into account the result of detecting control surface failure/damage by evaluating whether or not calculated values exceed allowable measurement ranges. EFFECT: ensuring flight safety. 6 cl, 3 dwg, 1 tbl РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) (51) МПК B64C 13/00 (13) 2 561 168 C2 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ (12) ОПИСАНИЕ (21)(22) Заявка: ИЗОБРЕТЕНИЯ К ПАТЕНТУ 2013139093/11, 08.03.2012 (24) Дата начала отсчета срока действия патента: 08.03.2012 (72) Автор(ы): ЯМАСАКИ Койти (JP) (73) Патентообладатель(и): МИЦУБИСИ ХЕВИ ИНДАСТРИС, ЛТД. (JP) Приоритет(ы): (30) Конвенционный приоритет: (43) Дата публикации заявки: 20.04.2015 Бюл. № 11 R U 14.03.2011 JP 2011-055320 (45) Опубликовано: 27.08.2015 Бюл. № 24 (85) Дата начала рассмотрения заявки PCT на национальной фазе: 14.10.2013 (86) Заявка PCT: 2 5 6 1 1 6 8 (56) Список документов, цитированных в отчете о поиске: JP 2003-291893 A, 15.10.2003. JP 8136199 A, 31.05.1996. RU 22564 U1, 10.04.2002. US 2010/0025544 A1, 04.02.2010 2 5 6 1 1 6 8 R U (87) Публикация заявки PCT: WO 2012/124594 (20.09.2012) Адрес для переписки: 191002, Санкт- ...

Aircraft with wings whose maximum lift can be altered by controllable wing components

The present invention relates to an aircraft with wings whose maximum lift can be altered by controllable wing components. By means of a regulating device (20), depending on flight state parameters and the actually measured load on the wings (10), wing components (11, 12) are acted upon such that the maximum possible aerodynamic lift does not exceed a desired upper limit value.

Method and device for providing automatic load alleviation to a high lift surface system, in particular to a landing flap system, of an aircraft

Described are a method and a device for providing automatic load alleviation to a high lift surface system, in particular to a landing flap system, of an aircraft when a blockage occurs, wherein in response to a control signal emitted by a control device (31, 32, 35) at least one high lift surface (11, 12, 21), which is actuated by means of a local mechanical final control element (16, 26), is brought to a predetermined position by a central drive unit (13, 23) that is connected by way of a rotary shaft arrangement (15, 25) to the local final control element (16, 26) by means of generating a torque transmitted by the central drive unit (13, 23) to the rotary shaft arrangement (15, 25). According to the invention, if a signal is registered that indicates that there is a blockage within the high lift surface system, the torque transmitted by the central drive unit (13, 23) to the rotary shaft arrangement (15, 25) is automatically reduced to a predetermined low torque value, and the position of the high lift surface system is fixed.

Control system of aircraft, aircraft, control program for aircraft, and control method for aircraft

METHOD FOR ENSURING THE SAFETY OF A HORIZONTALLY LOW SPEED AIRCRAFT.

Method and device for reducing vibration movements of an aircraft fuselage

Input system for flap control of an airplane

Um das Eingabesystem (2) kompakt, leicht und zuverlässig zu gestalten wird vorgeschlagen, dass es mit einem mittels einer Welleneinheit (10) schwenkbar gelagerten Wahlhebel (4) zur Eingabe einer Landeklappenstellung und einer an einer Seite des Wahlhebels (4) angeordneten Sensoranordnung (22) mit zwei zueinander redundanten optoelektronischen Sensoreinheiten (24) jeweils zum Erfassen einer Stellung des Wahlhebels (4) ausgestattet ist, wobei ein einstückiges Wellenelement (40) der Welleneinheit (10) vom Wahlhebel (4) bis durch die Sensoreinheiten (24) hindurchgeführt ist. In order to make the input system (2) compact, light and reliable, it is proposed that it be arranged with a selector lever (4) pivotally mounted by means of a shaft unit (10) for inputting a landing flap position and a sensor arrangement (22) arranged on one side of the selector lever (4) ) is equipped with two mutually redundant optoelectronic sensor units (24) each for detecting a position of the selector lever (4), wherein a one-piece shaft member (40) of the shaft unit (10) from the selector lever (4) is passed through the sensor units (24).

Flight control system for airplane

Control system for automatic flight in windshear conditions

A flight control system is configured for controlling the flight of an aircraft through windshear conditions. The system has means for measuring values of selected flight performance states of the aircraft and a control system for operating flight control devices on the aircraft. A windshear detection system located on the aircraft uses at least some of the measured values of the selected flight performance states to calculate a gust average during flight for comparison to pre-determined values in a table for determining whether windshear conditions exist. The control system then operates at least some of the flight control devices in response to an output of the windshear detection system.

Method and device for attenuating on an aircraft the effects of a vertical turbulence

Disclosed are a method and device for attenuating vertical turbulence encountered by an aircraft during flight. Incorporated into the method and device is a wind determination device, which is used to determine a vertical wind component existing outside the aircraft. A severity level determination unit is used to determine a severity level of the vertical wind component determined by the wind determination device. A control unit calculates at least one control order based on the vertical wind component determined by the wind determination device. In addition, the control unit determines the actual existence of activation conditions determined according to the severity level determined by the severity level determination unit. Upon verifying the activation conditions, the control unit transmits the control order to at least one actuator of the at least one controllable movable member.

Aircraft With Wings Whose Maximum Lift Can Be Altered By Controllable Wing Components

The present invention relates to an aircraft with wings whose maximum lift can be altered by controllable wing components. By means of a regulating device ( 20 ), depending on flight state parameters and the actually measured load on the wings ( 10 ), wing components ( 11, 12 ) are acted upon such that the maximum possible aerodynamic lift does not exceed a desired upper limit value.

An aircraft wing section assembly

The invention provides an aircraft wing section assembly 103 comprising a structural spine 180 and a movement mechanism 120 comprising a support rod 121 extending through the structural spine. There is a first lever 130, for connection to and for moving a first moveable control surface 115, pivotally mounted to the support rod and a second similar lever 192 for connection to and for moving a second moveable control surface 114. A connection mechanism 191a, 191b connects the first and second levers such that pivotal movement of the first lever causes pivotal movement of the second lever. An actuation mechanism 160 actuates pivotal movement of the first lever, such that, in use, the second lever also pivotally moves, thus causing movement of both the first and second moveable control surfaces. The invention also provides an aircraft wing assembly 100, an aircraft 10 and a method of operating an aircraft.

System to lower the stresses applied to a wing, especially at the mast-base connection of the wings from a flying aircraft

The present invention relates to a system for lowering the forces applied to the wing structure and especially the wing root (1) of the wings (2) of an aircraft (3) in flight, comprising means (4) for detection and for measurement of the vertical acceleration gamma of the aircraft, and means (5) for supplying control signals to aerodynamic surfaces (6) linked to the wings (2) of the aircraft, said means of control (5) driving the deflection angle of the said aerodynamic surfaces (6) as a function of the acceleration signals which they receive. <??>According to the invention, the said means of control (5) are activated only when the said vertical acceleration gamma exceeds a predetermined threshold gamma s.

GUIDE METHOD FOR TRACK CORRECTION OF AN AIRCRAFT

L'invention concerne un procédé de guidage d'un aéronef pour corriger une déviation de trajectoire due à la présence de vent, comprenant une étape de calcul d'une commande de roulis de l'aéronef lors d'une phase d'alignement de la trajectoire de l'aéronef selon une direction d'alignement imposée passant par un point déterminé. Le calcul de la commande de roulis s'effectue à partir d'un écart angulaire courant entre une droite passant par le point déterminé et l'aéronef d'une part et la direction d'alignement d'autre part et d'une vitesse sol estimée courante de l'aéronef par rapport à un référentiel lié au sol. La vitesse sol estimée courante est calculée à partir d'une vitesse air courante de l'aéronef par rapport à l'air environnant et d'une vitesse du vent mémorisée. La vitesse du vent mémorisée est obtenue à partir d'au moins une vitesse du vent calculée à partir d'une première valeur d'une première vitesse égale à la vitesse dudit aéronef par rapport à un référentiel lié au sol provenant d'un système de navigation par satellites et d'une deuxième valeur d'une deuxième vitesse égale à la vitesse air par rapport à l'air environnant. Les première valeur et deuxième valeur sont prises en compte simultanément à au moins un instant antérieur ou égal à l'instant où l'aéronef débute la phase d'alignement.

Wing-body load alleviation for aircraft

A computer implemented method, apparatus, and computer usable program product for symmetric and anti-symmetric control of aircraft flight control surfaces to reduce wing-body loads. Commands are sent to symmetrically deploy outboard control surfaces to shift wing air-loads inboard based on airplane state and speed brake deployment. Surface rate retraction on a wing with peak loads is limited to reduce maximum loads due to wheel checkback accompanied by utilization of opposite wing control surfaces to retain roll characteristics. Airloads are shifted inboard on a swept wing to move the center of pressure forward, thereby reducing the tail load required to perform a positive gravity maneuver. In a negative gravity maneuver, speed brakes are retracted, thereby reducing the positive tail load and reducing the aft body design loads. High gain feedback commands are filtered from wing structural modes above one hertz by a set of linear and non-linear filters.

LARGE LIFT FORCE AIRCRAFT SYSTEM

1. Система обеспечения большой подъемной силы для самолета, имеющая основное крыло (1), расположенный на основном крыле (1) и выполненный с возможностью регулировки относительно основного крыла (1) посредством органов управления закрылками и приводного устройства между убранным положением и несколькими выпущенными положениями закрылок (2), и расположенную на основном крыле (1) несущую деталь (3, 21), с которой соединены органы управления закрылками и относительно которой органы управления закрылками выполнены с возможностью перемещения для регулировки закрылка (2), ! отличающаяся тем, что ! несущая деталь (3, 21) установлена на основном крыле посредством опорного устройства (10), которое имеет регулирующее устройство с первым регулирующим устройством (31) и вторым регулирующим устройством (32), которые в направлении потока расположены на расстоянии друг от друга, с помощью которого ориентация несущей детали относительно ориентации основного крыла является регулируемой, ! по меньшей мере одно из регулирующих устройств (31, 32) имеет устройство (41) регулировки удаления, с помощью которого удаление верхней стороны несущей детали (3, 21) на устройстве (41) регулировки удаления от хорды крыла основного крыла является регулируемым и которое имеет винтовое соединение с относящимся к несущей детали установочным устройством (42) и относящимся к основному крылу установочным устройством (43), соединительным элементом (44) для соединения установочных устройств, а также распоркой (45) для регулировки удаления верхней стороны несущей детали (3, 21) на устройстве (41) регулировки удаления от хорды крыла основного крыла и тем самым ориентации несу РОССИЙСКАЯ ФЕДЕРАЦИЯ (19) RU (11) 2010 107 880 (13) A (51) МПК B64C 9/16 (2006.01) ФЕДЕРАЛЬНАЯ СЛУЖБА ПО ИНТЕЛЛЕКТУАЛЬНОЙ СОБСТВЕННОСТИ, ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ (12) ЗАЯВКА НА ИЗОБРЕТЕНИЕ (21)(22) Заявка: 2010107880/11, 06.08.2008 (71) Заявитель(и): ЭРБУС ОПЕРЕЙШНС ГМБХ (DE) (72) Автор(ы): ФОСС Тимо (DE), ЛЁРКЕ Йоахим (DE) (43) Дата ...

Aircraft with wings whose maximum lift can be altered by controllable wing components

The present invention relates to an aircraft with wings whose maximum lift can be altered by controllable wing components. By means of a regulating device (20), depending on flight state parameters and the actually measured load on the wings (10), wing components (11, 12) are acted upon such that the maximum possible aerodynamic lift does not exceed a desired upper limit value.

Aircraft pitch-axis stability and command augmentation system

A bias correction system for use in a neutrally-stable aircraft having a control column and a pitch control system is provided. The position of the control column is generally represented by a control column position signal. The bias correction system is for removing control column bias when the control column is in a neutral position. The bias correction system includes a first combining unit for combining the control column position signal and a correction signal, and a switch. The switch includes activated and deactivated states. The switch is set to the deactivated state when the control column is physically displaced from its neutral position. The deactivated state allows the correction signal to remain at its last value, the activated state allows the correction signal to equal approximately the control column position signal. In one embodiment, the bias correction system includes a smoothing filter for receiving the control column position signal and outputting a smoothed correction signal when the switch is in the activated state. In another embodiment, the bias correction system includes a unit for limiting the correction signal to control column position signal values within a limited predefined range.

Arrangement and method for protecting an aircraft fuselage

Die Erfindung betrifft eine Anordnung und ein Verfahren zum Schutz eines Flugzeugrumpfes, um während der Start- oder Landephase eines Flugzeuges besondere kritische Situationen der mechanischen Beanspruchung der rumpfheckunterseitigen Bereiche durch Bodenberührung mit der Start- und Landebahn weitestgehend zu vermeiden. Mit ihrem Einsatz wird erreicht, daß unter normalen Flugbedingungen während der Start- und Landephase ungewünschte Bodenberührungen des Flugzeugrumpfes mit der Start- und Landebahn verhindert werden. DOLLAR A Es wird eine Anordnung zum Schutz eines Flugzeugrumpfes während der Start- oder Landephase eines Flugzeuges (50) vorgeschlagen, mit der besondere kritische Situationen der mechanischen Beanspruchung des Flugzeugrumpfes durch Bodenberührung mit einer Start- und Landebahn für Flugzeuge ausgeschlossen werden. Die Anordnung, die der Flugführungs-Einrichtung angeschlossen ist, besteht aus einem Flugrotations-Piloten und einer Bodenabstands-Meßeinrichtung. Letztere befindet sich rumpfunterseitig der Rumpf(heck)struktur und ist mit dem Flugrotations-Piloten verbunden. Sie erfaßt meßtechnisch den Abstand des Flugzeugrumpfes zur Start- und Landebahn, den sie in ein Abstandssignal umsetzt, das dem Flugrotations-Piloten (2) übermittelt wird. The invention relates to an arrangement and a method for protecting an aircraft fuselage, in order to largely avoid particular critical situations of the mechanical stresses of the areas on the underside of the fuselage tail side by touching the ground with the runway during the takeoff or landing phase of an aircraft. With their use it is achieved that under normal flight conditions during the take-off and landing phase undesired ground contact of the fuselage with the runway is prevented. DOLLAR A An arrangement for protecting an aircraft fuselage during the take-off or landing phase of an aircraft (50) is proposed, with which special critical situations of the mechanical stress of the aircraft fuselage due to ground ...

Aircraft wing flaps automatic adjustment - uses vertically moving mass or bobweight connected to bell crank

The appts is used for automatically adjusting wing trailing-edge flaps, depending on at least one flight-position determining parameter. It has a mechanical linkage (8) connecting the hinged flap (6) to a mass (10) free to move vertically, so that the flap rotates in the same direction as the mass moves. The linkage comprises a bell-crank lever (16) pivoted to tilt substantially in a vertical-longitudinal plane of the aircraft, carrying the mass at one end and linked to the flap via a connecting rod (14) and lever-arm (12) at the other. The appts. includes a dashpot (20). Damping and/or mass and/or lever ratio are variable.

Control system for automatic flight in windshear conditions

A flight control system is configured for controlling the flight of an aircraft through windshear conditions. The system has means for measuring values of selected flight performance states of the aircraft and a control system for operating flight control devices on the aircraft. A windshear detection system located on the aircraft uses at least some of the measured values of the selected flight performance states to calculate a gust average during flight for comparison to pre-determined values in a table for determining whether windshear conditions exist. The control system then operates at least some of the flight control devices in response to an output of the windshear detection system.

METHOD FOR RIGID MANAGEMENT OF SPATIAL MOVEMENT OF AIRCRAFT AND SYSTEM OF ITS IMPLEMENTATION

1. Способ грубого управления пространственным движением самолета, заключающийся в том, что формируют сигнал задания по углу крена, формируют сигнал задания по углу рыскания, измеряют угол крена, измеряют угол рыскания, измеряют угол тангажа, формируют сигналы управления по углу крена и по углу рыскания, отличающийся тем, что формируют эталонный сигнал по углу рыскания, определяют первый сигнал разности между эталонным сигналом по углу крена и углом крена, определяют второй сигнал разности между эталонным сигналом по углу рыскания и углом рыскания, первый сигнал разности отдельно интегрируют, дифференцируют, масштабируют и суммируют с сигналом управления по углу крена, второй сигнал разности отдельно масштабируют, дифференцируют, интегрируют и суммируют их с сигналом управления по углу тангажа.2. Система грубого управления пространственным движением самолета, содержащая последовательно соединенные задатчик угла рыскания, первый регулятор, первое исполнительное устройство и объект управления (самолет), последовательно соединенные задатчик угла крена, второй регулятор и второе исполнительное устройство, выход которого соединен со вторым входом объекта управления, первый выход которого соединен через датчик угла рыскания с первыми входами первого и второго регуляторов, второй выход - через датчик угла тангажа соединен со вторыми входами первого и второго регуляторов, третий выход - через датчик угла крена соединен с третьими входами первого и второго регуляторов, к четвертым входам которых подключены соответственно задатчик угла рыскания и задатчик угла крена, отличающаяся тем, что дополнительно содержит две эталонные м