System and method for VTOL aircraft flight control manipulator

Abstract

The VTOL manipulator arrangement is operated by a single pilot and consists of or comprises a first manipulator and a second manipulator. The first manipulator is capable of controlling at least one axis of motion, while the second manipulator is capable of controlling at least three axes of motion. The first manipulator is configured to be operated by a first hand of the pilot, while the second manipulator is configured to be operated by a second hand of the pilot, different from the first hand. These two hand-operated manipulators enable reliable operation based on joystick motion (i.e. the respective hands of the pilot grasping the respective manipulators, respectively), rather than relying on motion of switches, knobs, etc. - which motion of switches, knobs, etc. can not allow for precise control in a vibrating or turbulent environment or conditions.

Description

[0001] Cross-references to related applications

[0002] This application claims priority to 63 / 062,741, filed on 7 August 2020, the entire contents of which are incorporated herein by reference and used for all purposes. Technical Field

[0003] This article relates to the technology used in vertical takeoff and landing (VTOL) aircraft. This technology is particularly suitable for the operation of VTOL aircraft, but it can also be applied to any type of aircraft or helicopter. Background Technology

[0004] Urban air mobility (UAM) has the potential to fundamentally reshape urban and intercity transportation.

[0005] Based on key design drivers such as safety in terms of noise and emissions, passenger experience, affordability, and minimal footprint in the community, vertical takeoff and landing (VTOL) aircraft are needed to serve passengers in urban environments. Figure 1 An example VTOL aircraft 100 is shown, which includes eight elevator rotors 102 and two thrusters 104. When the VTOL 100 has sufficient forward velocity under the power of the thrusters 104, the wings 108 provide lift. By controlling the various rotors, thrusters, and control surfaces (e.g., rudder 106), the VTOL aircraft is capable of movement in six degrees of freedom (6DOF), namely:

[0006] • Looking up

[0007] ·roll

[0008] ·yaw

[0009] • Up / Down

[0010] • Left / Right

[0011] • Forward / Backward.

[0012] Multiple such movements are often combined (e.g., causing the VTOL to pitch upwards while moving forward).

[0013] Using these different movements, the operation of the VTOL can be controlled at different stages of flight, for example:

[0014] The hovering feature is present during the vertical takeoff or landing phase (primarily based on the use of the elevator rotor 102);

[0015] The transition is characterized by a phase in which there is forward aircraft motion but the airspeed is insufficient for the wing to provide lift for the VTOL alone (where the elevator rotor 102 maintains altitude while the thruster 104 provides forward thrust); and the cruise is characterized by a phase in which there is forward aircraft motion and the airspeed is sufficient for the wing to provide lift for the VTOL alone (in which the wing 108 provides lift while the thruster 104 provides forward thrust).

[0016] To improve VTOL efficiency, a key factor is aircraft weight. To reduce weight while increasing usable space in the cockpit, one solution is to use more compact controllers than existing technologies. In modern fly-by-wire (FBW) aircraft, rudder pedals are used less than in previous mechanically controlled versions because FBWs can automatically perform tasks such as coordinating curves (controlled rotation around the longitudinal axis without feeling lateral forces) without the need for pedals. Therefore, using controllers with different configurations has certain advantages in modern FBW control systems, especially in emerging UAM aircraft.

[0017] Other VTOL aircraft have proposed different technologies, but they are either more complex or may be more difficult to control during turbulent atmospheric conditions. For example, some aircraft use a single side stick that can control four (4) axes of motion, thus eliminating the need for pedals, but one of the axes is controlled by a rotatable knob, which may be difficult to adjust to provide precise control during vibration or turbulence.

[0018] Furthermore, typical controls for aircraft or helicopters are often unsuitable for transitions between different phases of flight in VTOL operations. Therefore, there are advantages to having controllers with different configurations, which allow for the same motion sensing throughout all phases of flight while still maintaining precise control. Summary of the Invention

[0019] The purpose of this disclosure is to provide a flight control system that overcomes the deficiencies in the prior art.

[0020] According to one aspect of this disclosure, the above objective is achieved by providing a flight control system comprising: a first manipulator capable of or configured to control at least one motion axis of a VTOL aircraft; a second manipulator capable of controlling at least three additional motion axes of the VTOL aircraft; and at least one processor coupled to the first manipulator and the second manipulator, wherein the at least one processor is configured to change the control type of the first manipulator and / or the second manipulator on a specific motion axis of the VTOL aircraft based on the flight phase of the VTOL aircraft.

[0021] Therefore, the VTOL controller arrangement is operated by a single pilot and consists of or includes a first controller and a second controller. The first controller is capable of controlling at least one axis of motion, while the second controller is capable of controlling at least three axes of motion. The first controller is configured to be operated by the pilot's first hand, while the second controller is configured to be operated by the pilot's second hand, which is different from the first hand. These two manually operated controllers can achieve reliable operation based on the movement of the control stick (i.e., the pilot's corresponding hand grips the corresponding controller), rather than relying on the movement of switches, knobs, etc.—movements that may not allow for precise control in vibrating or turbulent environments or conditions. Attached Figure Description

[0022] Figure 1 An example VTOL aircraft is shown.

[0023] Figure 2 An example VTOL aircraft cockpit is shown, which includes a control arrangement structure comprising a first control 2A and a second control 2B.

[0024] Figure 2A An example configuration of the first manipulator 2A is shown.

[0025] Figure 2B An example configuration of the second manipulator 2B is shown.

[0026] Figure 3 Other example VTOL aircraft cockpits are shown, which include a control arrangement structure comprising a first control 3A and a second control 3B.

[0027] Figure 3A An example configuration of the first manipulator 3A is shown.

[0028] Figure 3B An example configuration of the second manipulator 3B is shown.

[0029] Figure 4 It is by Figure 5 The flowchart shown is a sample program control step executed by the flight control computer.

[0030] Figure 5 A block diagram of the example system is shown. Detailed Implementation

[0031] The technology presented in this paper provides a system and method according to which a vertical takeoff and landing (VTOL) aircraft is controlled by a control arrangement structure without the need for rudder pedals.

[0032] This type of controller arrangement allows for operation by a single pilot (see...) Figure 2 and Figure 3 The system comprises or includes two differently configured controllers: a first controller and a second controller. The first controller is capable of controlling at least one axis of motion (hereinafter referred to as the "1-axis controller"), while the second controller is capable of controlling at least three axes of motion (hereinafter referred to as the "3-axis controller"). The first controller is configured to be operated by the pilot's first hand, while the second controller is configured to be operated by the pilot's second hand, which is different from the first hand. Both manually operated controllers are reliably operated based on stick movements (i.e., the pilot's corresponding hands gripping the corresponding controllers), rather than relying on the movement of switches, knobs, etc., which may not allow for precise control in vibrating or turbulent environments or conditions.

[0033] VTOL systems and methods using such manipulators include the following non-limiting embodiments:

[0034] Figure 2 , Figure 2A and Figure 2B The non-limiting embodiment 1 shown: According to this embodiment, the "1-axis manipulator" 2A is used to control the forward / backward movement of the aircraft; while the "3-axis manipulator" 2B is used to provide the following aircraft control:

[0035] a) Control the lateral movement and roll of the aircraft by applying commands to the lateral axes of the "3-axis manipulator";

[0036] b) Control the up / down movement of the aircraft by applying commands to the pitch axis of the "3-axis controller";

[0037] c) The aircraft's yaw (clockwise or counterclockwise) motion is controlled by twisting the handle of the "3-axis controller".

[0038] In some embodiments, depending on whether the pilot is left-handed or right-handed, the controls 2A and 2B can be swapped relative to the pilot's left and right hands.

[0039] Figure 3 , Figure 3A and Figure 3B The non-limiting embodiment 2 shown: According to this embodiment, the "1-axis manipulator" 3A is used to control the upward / downward movement of the aircraft; while the "3-axis manipulator" 3B is used to provide the following aircraft control:

[0040] a) Control the lateral movement and roll of the aircraft by applying commands to the lateral axes of the "3-axis manipulator";

[0041] b) Control forward / backward movement by applying commands to the pitch axis of the "3-axis manipulator"; and

[0042] c) The aircraft's yaw (clockwise or counterclockwise) motion is controlled by twisting the handle of the "3-axis controller".

[0043] Therefore, in one configuration, a reduced-function controller is used to control only one of the up / down and forward / backward movements of the VTOL aircraft, while another increased-function controller is used to control the other of the up / down and forward / backward movements, as well as other types of movements of the VTOL aircraft. This offers the pilot an advantage in terms of simplicity in controlling either the up / down or forward / backward movement with one hand and all or most of the other movements with the other. Furthermore, in some embodiments, the type of control for a specific axis of motion (e.g., up / down or forward / backward) is varied or customized based on the flight phase of the VTOL aircraft.

[0044] The challenges in the controllability of VTOL aircraft relate to the potentially different aircraft responses to controller commands in different flight phases, such as hovering, transition, and cruise, as well as other possible flight phases. The system and method presented in this paper avoid the different motion sensing in these different flight phases.

[0045] As discussed above:

[0046] The characteristic of hovering is during the vertical takeoff or landing phase;

[0047] The transition is characterized by a phase in which the aircraft moves forward but its airspeed is insufficient for the wings to provide lift for the VTOL independently;

[0048] Cruise is characterized by a phase where the aircraft is moving forward and its airspeed is sufficient for the wings to provide lift for the VTOL independently; and

[0049] There may be other flight phases (such as climb and descent), and they are considered to be combinations of the phases mentioned above.

[0050] To avoid inconsistent motion sensing during these different flight phases, the control systems and methods of the embodiments herein use at least one processor or computer coupled to a manipulator to control (i) rotor 102 and / or thruster 104 and / or (iii) actuators of control surfaces 106 and 108 of the aircraft to maintain the same motion sensing for all flight phases.

[0051] To provide the same motion sensing throughout all phases of flight, based on the control required by the controller, example non-limiting embodiments are provided:

[0052] An increase or decrease in the lift of one or more rotors 102; and / or

[0053] Changes in the thrust of one or more thrusters 104; and / or

[0054] The motion of flight control surfaces 106 and 108.

[0055] Figure 5 An example schematic block diagram of a VTOL FBW system 200 is shown, which includes a flight control computer 202 that receives input signals from controllers 2A / 2B or 3A / 3B and sensors 204, and provides control outputs to control rotor 102, thruster 104 and control surfaces 106 and 108. Figure 4 Example program control steps executed by flight control computer 202, which executes instructions stored in non-transient memory, are illustrated. These example program control steps receive command inputs 302 from manipulators 2A / 2B or 3A / 3B and map these command inputs to desired aircraft responses (box 304). This mapping may include lookup tables, control laws, and / or other dynamic algorithms, and may take into account the current flight phase of the VTOL, such that the mapping varies depending on the current flight phase (see box 310). The flight phase can be determined by voting sensors 204, such as air data, inertial, GPS, and possibly other sensors (but not all), as well as current control status indicators. In the event that some sensors are invalid or unavailable, the remaining sensors will be used to provide fault tolerance. The computer calculates control outputs (box 306) and maps the control outputs to control actuation elements, such as actuators on control surfaces 106 and 108, and a motor or engine (box 307) that provides rotational energy to rotor 102 and thruster 104. The conversion of the input from the controller to the output of the actuators (actuators, rotors, thrusters, tilting mechanisms, etc.) is based on the flight phase and the predetermined control assignment programmed into the computer.

[0056] Key elements of the example embodiment

[0057] 1. A flight control system and method, comprising a manipulator capable of controlling at least one axis and another manipulator capable of controlling at least three axes of motion, and at least one processor coupled to the manipulator.

[0058] 2. The above-described flight control system and method, wherein a 1-axis manipulator is used to control forward / backward aircraft movement; and a 3-axis manipulator is used to provide the following aircraft control: a) lateral movement and roll; b) up / down movement; and c) aircraft yaw (clockwise or counterclockwise) movement.

[0059] 3. The above-described flight control system and method, wherein, alternatively, a 1-axis controller is used to control the upward / downward motion of the aircraft; and a 3-axis controller is used to provide the following aircraft controls: a) lateral motion and roll; b) forward / backward motion; c) yaw (clockwise or counterclockwise) motion of the aircraft.

[0060] 4. The above system and method, wherein the processor implements a control law suitable for each specific flight phase to avoid different motion sensing in these different flight phases, as follows:

[0061] 4.1) For one embodiment of the system and method, during hovering, a 1-axis manipulator controls the forward / reverse vehicle speed proportional to the manipulator deflection, or adjusts the speed using a gain shaper to achieve optimal controllability. During transitions or cruise, it controls the forward / reverse acceleration of the aircraft. A 3-axis manipulator is used to provide the following aircraft control:

[0062] a) During hovering, lateral movements on the controller proportionally control the aircraft's lateral velocity to the controller deflection, or adjust using a gain shaper to achieve optimal controllability. During cruise, it controls the roll rate and uses a lateral orientation control law to execute a coordination curve when there is no need for a controller yaw axis, and a sideslip curve when there is a need for a yaw axis. During transitions, it blends from pure lateral velocity requirements to coordination curve requirements or sideslip curves.

[0063] b) During hovering, the 3-axis maneuvering controls the rate of altitude gain by yawing backward and the rate of altitude loss by yawing forward. During cruise, it controls the rate of change of course. During transitions, it reconciles the rate of change of altitude with the rate of change of course.

[0064] c) During hovering, the torsion of the 3-axis control handle controls the aircraft's yaw rate (clockwise or counterclockwise). During cruise, it controls the aircraft's sideslip. During transitions, it adjusts from yaw rate to sideslip.

[0065] 4.2) For another embodiment of the system and method, during hovering, a 1-axis controller controls the rate of change of altitude. During cruise, it controls the rate of change of course. During transitions, it harmonizes from the rate of change of altitude to the rate of change of course. A 3-axis controller is used to provide the following aircraft controls:

[0066] a) During hovering, lateral movements on the controller proportionally control the aircraft's lateral velocity to the controller deflection, or adjust using a gain shaper to achieve optimal controllability. During cruise, it controls the roll rate and uses a lateral orientation control law to execute a coordination curve when there is no controller yaw axis requirement, and a sideslip curve when there is a yaw axis requirement. During transitions, it reconciles from pure lateral velocity requirements to coordination curve requirements or sideslip curves.

[0067] b) During hovering, the backward / forward yaw of the 3-axis controller proportionally controls the forward / backward vehicle speed, or an adjustment using a gain shaper for optimal controllability. During transitions or cruise, it controls the forward / backward acceleration of the vehicle.

[0068] c) During hovering, the torsion of the 3-axis control handle controls the aircraft's yaw rate (clockwise or counterclockwise). During cruise, it controls the aircraft's sideslip. During transitions, it adjusts from yaw rate to sideslip.

[0069] 5. The flight control system and method described above, wherein, based on the control requirements of the controller and any other sensors required for calculating the aircraft state, the processor provides the same motion sensing throughout all flight phases by determining the following:

[0070] - An increase or decrease in the thrust of one or more rotors; and / or

[0071] - A change in the thrust direction of one or more rotors; and / or

[0072] - The movement of the flight control surface.

[0073] 6. The above systems and methods also include a switch that switches control from a flight control manipulator to another control device (such as an autonomous flight system, a backup control device, or a remote station) and vice versa.

[0074] While the invention has been described with respect to embodiments currently considered to be most practical and preferred, it should be understood that the invention is not limited to the disclosed embodiments. For example, although in some embodiments manipulators 2A and 2B have different electromechanical configurations / shape factors and manipulators 3A and 3B have different electromechanical configurations / shape factors, in other embodiments, left-hand and right-hand manipulators may have the same electromechanical configuration and / or shape factor, but the output provided will be interpreted differently by the computer depending on whether the manipulator is designated as a left-hand or right-hand manipulator. Therefore, the invention is intended to cover various variations and equivalent arrangements included within the spirit and scope of the appended claims.

Claims

1. A flight control system, comprising: A first controller, which is capable of or configured to control at least one axis of motion of the VTOL aircraft. A second controller, capable of controlling at least three additional axes of motion of the VTOL aircraft, and At least one processor, said at least one processor being coupled to the first manipulator and the second manipulator, The at least one processor is configured to change the control type of the first controller and / or the second controller on a specific motion axis of the VTOL aircraft based on the flight phase of the VTOL aircraft.

2. The flight control system according to claim 1, wherein, The first manipulator is configured and connected to control the forward / reverse movement of the VTOL aircraft; and The second controller is configured and connected to provide the following movements of the VTOL aircraft: a) Lateral movement and tumbling; b) Upward / downward movement; and c) Clockwise or counterclockwise yaw motion of VTOL aircraft.

3. The flight control system according to claim 1, wherein, The first manipulator is configured and connected to control the up / down movement of the VTOL aircraft; and The second controller is configured and connected to provide the following control for the VTOL aircraft: a) Lateral movement and tumbling; b) Forward / backward movement; and c) The clockwise or counterclockwise yaw motion of the VTOL aircraft.

4. The flight control system according to claim 1, wherein, The processor implements control laws applicable to each specific flight phase to avoid different motion sensing in these different flight phases, as follows: When the VTOL aircraft is hovering, the first controller controls the forward / reverse speed of the VTOL aircraft proportionally to the controller deflection, or uses a gain shaper to adjust the forward / reverse speed for optimal controllability; and During the transition or cruise of the VTOL aircraft, the first controller controls the forward / reverse acceleration of the VTOL aircraft; When the VTOL aircraft is hovering, lateral movement on the second controller proportionally controls the lateral velocity of the VTOL aircraft to the controller deflection, or uses a gain shaper to adjust the lateral velocity for optimal controllability; and During cruise, the second controller controls the roll rate and uses a lateral orientation control law to execute a coordination curve when there is no controller yaw axis requirement, and executes a sideslip curve when there is a yaw axis requirement. During the transition, the second manipulator adjusts from a pure lateral speed requirement to a coordinated curve requirement or sideslip curve. When the VTOL aircraft is hovering, the second controller controls the rate of altitude gain by yawing backward and the rate of altitude loss by yawing forward. During the cruise of the VTOL aircraft, the second controller controls the rate of change of the flight path; During the transition of the VTOL aircraft, the second control is adjusted from the rate of change of altitude to the rate of change of flight path; When the VTOL aircraft is hovering, the twisting of the handle of the second controller controls the clockwise or counterclockwise yaw rate of the VTOL aircraft. During cruise, the twisting of the second control handle controls the sideslip of the VTOL aircraft; and During the transition of the VTOL aircraft, the second control adjusts from yaw rate to sideslip.

5. The flight control system according to claim 1, wherein, The processor implements control laws applicable to each specific flight phase to avoid different motion sensing in these different flight phases, as follows: When the VTOL aircraft is hovering, the first controller controls the rate of altitude change. During the cruise of the VTOL aircraft, the first controller controls the rate of change of the flight path; During the transition of the VTOL aircraft, the first control unit adjusts from the rate of change of altitude to the rate of change of flight path. The second controller is used to provide the following controls for the VTOL aircraft: When the VTOL aircraft is hovering, lateral movement on the second controller controls the lateral velocity of the VTOL aircraft in a proportionate manner to the controller deflection, or uses a gain shaper to adjust the lateral velocity of the VTOL aircraft for optimal controllability. During the cruise of the VTOL aircraft, the second controller controls the roll rate, and the processor uses a lateral orientation control law to execute a coordination curve when there is no controller yaw axis requirement, and executes a sideslip curve when there is a yaw axis requirement. During the transition, the second manipulator adjusts from a pure lateral speed requirement to a coordinated curve requirement or sideslip curve. When the VTOL aircraft is hovering, the backward / forward deflection of the second controller controls the forward / backward speed of the VTOL aircraft in proportion to the controller deflection, or uses a gain shaper to adjust the forward / backward speed of the VTOL aircraft for optimal controllability. During the transition or cruise of the VTOL aircraft, the second controller controls the forward / reverse acceleration of the VTOL aircraft; When the VTOL aircraft is hovering, the twisting of the handle of the second controller controls the clockwise or counterclockwise yaw rate of the VTOL aircraft. During the cruise phase of the VTOL aircraft, it controls the sideslip of the VTOL aircraft; and During the transition of the VTOL aircraft, the second control adjusts from yaw rate to sideslip.

6. The flight control system according to claim 1, wherein, The processor is configured to provide the same motion sensing throughout all phases of flight by determining the following, based on the control required for the first and second manipulators and any other sensors required for calculating the VTOL aircraft state: An increase or decrease in the thrust of one or more rotors; and / or A change in the thrust direction of one or more rotors; and / or The movement of the flight control surface.

7. The flight control system of claim 1 further includes a switch that switches control from the first manipulator and the second manipulator to another control device.

8. The flight control system according to claim 7, wherein, The other control device includes an autonomous flight system, a backup control device, or a remote station.

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