System and method for integrating aircraft instruction

Abstract

The invention relates to a system and method for integrating aircraft instructions. Integrated aircraft instructions (IAC) unify the control of the VTOL pilot in a single controller or receiver device so that the aircraft can operate with pilot manual control using only one component at all stages of flight and on the ground. This makes the cockpit control solution lighter in weight and smaller in installation footprint compared to conventional systems for different classes of airplanes present in the industry.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of U.S. Provisional Patent Application No. 63 / 519,661, filed on August 15, 2023, the entire contents of which are incorporated herein by reference for all purposes. Technical Field

[0003] The technology herein relates to the technical field of aircraft control systems, and more particularly, to a system and method for integrating aircraft commands wherein a pilot may use a single input device that is capable of controlling all axes of motion of the aircraft. Background Art

[0004] It has been found that pilot commands to aircraft flight and ground control systems are of different types and forms in the aviation industry. These solutions use a variety of devices, such as center column, pedals, engine throttle levers, cyclic pitch levers, collective pitch levers or side sticks. Each of these components has a different effect on the movement of the aircraft and may require the pilot to coordinate commands simultaneously, i.e., link these devices. Figure 1 Some of the pilot controls currently found in aviation are shown. In some cases, Figure 1 Each of the devices shown may be found on a given aircraft. Typically, redundant devices are provided for multiple pilots or other flight crew members.

[0005] Such aircraft control components are well known and widely used in different classes and types of aircraft. However, the use of multiple devices by the pilot to control the aircraft results in an increase in the weight of the cockpit control system and takes up more physical space to accommodate all the control components. In the case of jet airliners or other large aircraft, this is usually not a serious problem.

[0006] However, aircraft developed for urban air mobility (UAM), such as Fig.10 Electric vertical take-off and landing aircraft (eVtol) such as those shown in the figure usually have reduced space available for the pilot in the cockpit and have very strict weight restrictions, so lighter solutions can help to improve efficiency in terms of the performance of these aircraft. Fig.10 The example eVtol design shown may use a carbon fiber fuselage to reduce weight, with a total weight of approximately 1000 to 2000 pounds, and carry a pilot and 4 passengers and luggage. A regular pickup truck weighs twice as much as this eVtol and may have more cargo and passenger space. Therefore, a new pilot command solution is needed that better solves the problem of aircraft used for UAM in terms of reducing weight, size and complexity.

[0007] Work has been done in the past. See, for example, JP7275272B2. Further advances and improvements are possible and desirable. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 Shown is an example of a prior art cockpit control currently found in the aviation industry.

[0009] Figure 2 Example flight phases for a VTOL aircraft are shown.

[0010] Figure 3 An example of IAC device movement is shown. All rotation axes can be repositioned in different positions to enable project flexibility and better ergonomics of the device.

[0011] Figure 4 An example installation of the AIC device is shown. This position enables the device to be used with one hand.

[0012] Figure 5 An example of IAC motion and aircraft effects during the taxi phase is shown.

[0013] Figure 6 Examples of IAC motion and aircraft response during the hover and cruise phases are shown.

[0014] Figure 7 An example of IAC second variant motion and aircraft response during the taxi phase is shown.

[0015] Figure 8 Examples of IAC second variant motion and aircraft response for hover and cruise phases are shown.

[0016] Fig. 9 An example of integration of an IAC device with a flight control system is shown.

[0017] Fig. 9A A flow chart showing example program control steps is shown.

[0018] Fig.10 An example eVtol aircraft is shown, and the VTOL degrees of freedom are illustrated. DETAILED DESCRIPTION

[0019] The technology herein is directed to a system and method for integrated aircraft commands from a pilot for controlling an airborne vehicle, such as an eVtol for a UAM, through a single receiver device using integrated aircraft commands (IAC) during all phases of flight of the eVtol.

[0020] Integrated Aircraft Command (IAC) is a system designed to unify the pilot's controls in a single controller or receiver unit. This makes it possible to operate the aircraft in all flight phases and on the ground by using only one component for the pilot to manually control. This results in a cockpit control solution that is lighter in weight and has a smaller installation footprint than traditional systems that exist in the industry for different categories of aircraft.

[0021] In one embodiment, an integrated aircraft control system for a VTOL aircraft having fixed rotors and no tilt rotors includes: a pilot receptor providing at least four degrees of freedom of motion; at least one processor converting the at least four degrees of freedom of motion of the pilot receptor into corresponding control outputs in response, at least in part, to a flight phase of the VTOL aircraft; and at least one actuator controlling the VTOL aircraft in response to the corresponding control outputs without requiring aircraft configuration changes for changing the flight phase of the VTOL.

[0022] The pilot receiver is configured to output signals indicative of pitch motion, roll motion, yaw motion, and roll motion.

[0023] The at least one processor is configured to convert the pitch motion of the pilot receptor into a vertical response during a hover flight phase and to convert the pitch motion of the pilot receptor into a flight path control during a forward flight phase.

[0024] Alternatively, the at least one processor is configured to convert the pitch movement of the pilot receptor into longitudinal translation during the hover flight phase and to convert the pitch movement of the pilot receptor into speed control during the forward flight phase.

[0025] In this alternative, the at least one processor is configured to convert pitching movement of the pilot receptor into an increase or decrease in ground speed during ground operation of the VTOL aircraft.

[0026] The at least one processor is configured to convert rolling motion of the pilot receptor into lateral translation during a hover flight phase and to convert rolling motion of the pilot receptor into a coordinated turn during a forward flight phase.

[0027] The at least one processor is configured to convert rolling motion of the pilot receptor into a change in heading and a reduction in ground speed during ground operation of the VTOL aircraft.

[0028] The at least one processor is configured to convert the yaw motion of the pilot receptor into a yaw motion of the VTOL aircraft during a hover flight phase and to convert the yaw motion of the pilot receptor into a sideslip during a forward flight phase.

[0029] The at least one processor is configured to convert yaw motion of the pilot receptor into heading changes during ground operation of the VTOL aircraft.

[0030] The at least one processor is configured to convert the tumbling motion of the pilot receptor into longitudinal translation of the VTOL during a hover flight phase and to convert the tumbling motion of the pilot receptor into speed control of the VTOL aircraft during a forward flight phase.

[0031] The at least one processor is configured to convert a tumbling motion of the pilot receptor into an increase or decrease in ground speed during ground operation of the VTOL aircraft.

[0032] Alternatively, the at least one processor is configured to convert the tumbling motion of the pilot receptor into a vertical response of the VTOL aircraft during a hover flight phase and to convert the tumbling motion of the pilot receptor into a flight path control of the VTOL aircraft during a forward flight phase.

[0033] The taxiing phase is achieved via hovering at low altitude to allow the VTOL aircraft to reposition, and the transitions for the taxiing phase are the same as those for the hovering phase. Alternatively, if the aircraft is equipped with wheels, taxiing is performed by the movement of the VTOL aircraft when operating on the ground.

[0034] Example VTOL aircraft flight phases

[0035] like Fig.10 As shown, this example technology uses a lift plus cruise design - fixed elements. The aircraft has dedicated rotors for vertical flight, fixed wings, and one specific rotor (at the rear) for cruise flight. All rotors are fixed rotors and there are no tilt rotors. No additional parts are required to change the rotor position during flight. The transition between these phases does not require any changes in the aircraft configuration. Other methods require additional elements (such as tilt) to modify the aircraft between the hover configuration and the forward configuration. In addition, the first exemplary embodiment does not require the function of pitch-axis-braking motion during ground operation, while some other methods do.

[0036] The flight phases of an aircraft capable of vertical take-off and landing (VTOL) include taxiing out, take-off, increasing thrust (transition), climbing, cruising, descending, reducing thrust (detransition), landing, taxiing in, and any one or more other intermediate phases. For simplicity, in one embodiment, the operation phases of a VTOL aircraft can be grouped into three phases (gliding, hovering, and cruising), such as Figure 2 In this figure, the VTOL taxis to the final approach and take-off area (FATO), where it rises (hover) into the air and then begins to move forward (cruise). When landing, the flight mode is reversed (cruise -> hover -> taxi).

[0037] The taxi phase consists of the movement of the aircraft from the apron to the final approach and take-off area (FATO). During this phase, the aircraft should be controlled to be able to remain stationary, to increase and decrease its ground speed while moving, and to modify its direction (i.e., to rotate so that the aircraft nose points in any desired azimuth direction). During the taxi phase, the aircraft can rotate left / right ("yaw"), and can move forward / backward, or remain stationary.

[0038] During the hover phase, the vehicle should be controlled so that it can rise into the air and remain stationary relative to the ground, and be able to perform four types of movements: forward and backward translation, lateral translation, rotation, and up and down movement. In other words, the vehicle in the hover phase can be able to move in all three translation directions (X, Y, Z) and to rotate in the yaw direction (in hover, the vehicle changes pitch to move forward / backward, and roll to move sideways). This movement can be described as four (4) degrees of freedom. In addition, during the hover phase, the vehicle is thrust-bearing, that is, the aircraft is able to remain in flight thanks to the action of the propulsion system.

[0039] During the cruise phase, the aircraft should be able to make movements that allow changes in heading, speed, and altitude for navigation. During the cruise phase, in some embodiments, lift may be generated primarily or solely by the aircraft wings. During the cruise phase, the aircraft may move in all six (6) degrees of freedom (pitch up / down, yaw left / right, roll left / right, and translation in each of the X, Y, and Z directions).

[0040] Example Integrated Aircraft Command (IAC) System

[0041] In an exemplary embodiment, the integrated aircraft command (IAC) system is thus able to convert the pilot's commands to the flight control system in all these flight phases. Thus, four movements of this unified device are defined, such as Figure 3 As shown:

[0042] 1 - IAC pitch movement (pitch of the controller),

[0043] 2 - IAC roll motion (roll of the controller),

[0044] 3 - IAC yaw motion (yaw of the controller),

[0045] 4 - IAC tumbling motion (tumbling of the controller).

[0046] These movements are performed about four axes of rotation, the locations of which can be varied to ensure flexibility in device design.

[0047] This means that the IAC device has no particular shape, if it has at least the four motions ( Figure 3 ) as input to the flight control system, it can be adapted to different projects and ergonomics.

[0048] For each of the four axes of rotation of the IAC system (1-IAC pitch, 2-IAC roll, 3-IAC yaw, 4-IAC roll), there is a neutral position (NP) in which, if deflected relative to these neutral positions, a restoring force will be generated to return to these neutral positions (NP). For example, this restoring force can be provided by a biasing device such as a spring, a spring-like element, or a spring equivalent.

[0049] The installation location of the IAC device can be in a number of locations in the cockpit of the aircraft (EVTOL), as long as the installation location allows the pilot to input commands in a manner that results in movements with good ergonomics. In one variant, the device is located on the side of the pilot (like a sidestick) and is operated with only one hand. Figure 4 An example is shown where the IAC device is mounted on a base or other mounting location in a single pilot aircraft, resulting in a reduced installation footprint. In other embodiments, the IAC device may be completely handheld and may move in 6DOF.

[0050] Example IAC Control of a VTOL Aircraft

[0051] In an example embodiment, four movements of the integrated aircraft command result in different effects on the aircraft depending on the flight phase. In a first non-limiting embodiment, for the taxi phase:

[0052] •IAC pitch motion (1) does not result in an aircraft response (the aircraft cannot pitch because it is on the ground).

[0053] • The IAC roll motion (2) results in a change in the aircraft's heading and a reduction in ground speed, for example, by applying differential commands to the aircraft's brakes (in other words, during translational motion, the IAC roll motion is converted into an azimuth rotation of the aircraft and the amount or rate or change in rate of the IAC roll motion is converted into a rate of change of the aircraft's azimuth rotation).

[0054] • For example, IAC yaw motion (3) results in a lateral directional effect (changing heading) on ​​the aircraft by using an auxiliary landing gear rotation motion response. In one example, the aircraft may be stationary (not translating on the asphalt), and this type of motion control may cause the aircraft to rotate about a vertical axis without translating (the yaw rotation of the IAC is applied as a yaw rotation of the aircraft).

[0055] • The IAC roll motion (4) results in an acceleration of the aircraft's ground speed when commanded in a forward direction and a deceleration of the aircraft's ground speed when commanded in a reverse direction, for example, by accelerating using the aircraft's thrusters and decelerating using the aircraft's brakes.

[0056] • When the IAC roll motion is in the neutral position, the vehicle has no brakes applied and is free moving.

[0057] These vehicle responses to IAC motion during the taxi phase are summarized in Figure 5 middle.

[0058] In a first non-limiting embodiment, as in Figure 6 As outlined in , for the hover phase:

[0059] • The IAC pitch motion (1) causes the aircraft to respond in altitude, producing a climb response when it moves in the rearward direction and a descent response when the motion is in the forward direction. In other words, the pitch motion of the IAC is converted into an ascent / descent of the aircraft.

[0060] •The IAC rolling motion (2) results in a lateral translation response in which the aircraft increases its lateral velocity in the same direction in which it moves in the device. In other words, the IAC's rolling motion translates into an aircraft lateral velocity that is proportional to the deflection of the receiver.

[0061] • IAC yaw motion (3) causes the aircraft to yaw, therefore, moving the pilot's wrist allows the aircraft's heading to change. In this example, an IAC yaw motion is applied to cause the aircraft to yaw.

[0062] • The IAC roll motion (4) results in a longitudinal translation response of the vehicle, where movement of the pilot's thumb allows the translational velocity of the aircraft to be changed.

[0063] In a first non-limiting embodiment, during the cruise phase (such as also in Figure 6 as summarized in (

[0064] •IAC pitch motion (1) results in a longitudinal flight path response for the aircraft.

[0065] • IAC roll motion (2) with coordinated turning response from the aircraft. In this embodiment, the IAC roll motion is converted into a rotation of the aircraft to change the aircraft heading.

[0066] • IAC yaw motion (3) causes the aircraft to side-slip maneuver. Note that while yaw is the rotation of the aircraft's nose to an angle, a side-slip is movement in the direction of the angle, not in the direction of the nose.

[0067] •The IAC tumbling motion (4) causes the vehicle's velocity to change.

[0068] As noted above, the vehicle response to IAC motion during the hover and cruise phases is summarized in Figure 6 middle.

[0069] In a second non-limiting embodiment of the present invention, the impact on the aircraft is different for the taxiing phase, the hovering phase and the cruising phase. In this non-limiting embodiment, for the taxiing phase:

[0070] •IAC pitch motion (1) results in acceleration of the aircraft's ground speed when commanded in the forward direction and deceleration of the aircraft's ground speed when commanded in the aft direction, for example, by using the aircraft's thrusters to accelerate and by using the aircraft's brakes to decelerate.

[0071] • The IAC roll motion (2) results in a change in aircraft heading and a reduction in ground speed, for example by applying a differential command to the aircraft brakes (as in the first embodiment).

[0072] • IAC yaw motion (3) results in inducing a side-to-side directional effect (changing heading) on ​​the aircraft, for example by using an auxiliary landing gear rotational motion response (same as in the first embodiment).

[0073] •IAC roll motion (4) does not result in aircraft response.

[0074] • When the IAC pitch motion is in the neutral position, the aircraft has no brake application and is free to move. The aircraft response to IAC motion during the taxi phase in a second non-limiting embodiment is Figure 7 Shown in.

[0075] In a second non-limiting embodiment, for the hovering phase:

[0076] • The IAC pitch motion (1) results in a longitudinal translational response of the vehicle, increasing the translational velocity of the aircraft when it moves in the forward direction and decreasing its translational velocity when it moves in the rearward direction.

[0077] • The IAC roll motion (2) causes a lateral translation response, where the vehicle increases its lateral velocity in the same direction it moved in the device (same as in the first embodiment).

[0078] • IAC yaw motion (3) causes a heading response of the aircraft, so moving the pilot's wrist allows the aircraft's heading to change (same as in the first embodiment).

[0079] •The IAC roll motion (4) causes the aircraft to respond in altitude, thereby producing a climb or descent response.

[0080] In a second non-limiting embodiment, during the cruise phase:

[0081] •IAC pitch motion (1) causes the aircraft's speed to change.

[0082] • IAC roll motion (2) with coordinated turning response from the aircraft (same as in the first embodiment).

[0083] • The IAC yaw motion (3) causes a sideslip maneuver of the aircraft (same as in the first embodiment).

[0084] •IAC roll motion (4) results in a longitudinal flight path response.

[0085] Figure 8 The impact of the second variant of IAC on the aircraft for both the hover and cruise phases is summarized.

[0086] See below for Fig.10 Example comparison between the effects of each individual axis on the aircraft shown:

[0087]

[0088] Example Control System Implementation

[0089] For these two non-limiting embodiments, the integration of the IAC with the control system can be accomplished in different ways using analog interfaces and / or digital interfaces. For redundancy reasons, each of the four motions can have more than one associated sensor and mechanism. The nature of these sensors can also vary if they can translate the pilot's needs into the four motions emphasized in the IAC. Fig. 9 A possible integration of IAC and FCS is illustrated.

[0090] Fig. 9AExample program control steps are shown executed by at least one processor coupled to a non-transitory memory storing instructions that cause the at least one processor to perform the operations shown. In this process, the received IAC input (102) is normalized (104) and analyzed for deadband to ensure that the neutral position produces a neutral output. Then, according to Figure 5 , Figure 6 , Figure 7 , Figure 8 and the table above, the IAC pitch input, yaw input, roll input, and roll input are converted to control outputs, respectively, based on the current flight phase of the aircraft. In this case, "flight phase" includes ground operations (i.e., operations when the VTOL is on the ground) in addition to operations when the VTOL is not on the ground. This transfer function or mapping can be implemented by a lookup table, digital signal processing performed by at least one processor and / or digital circuit, analog signal processing performed by at least one analog processor and / or analog circuit, or any combination of these. Displays in the cockpit (see Figure 4 ) can be used to display the current flight phase and the corresponding function of the IAC, so that the pilot is always informed of what IAC movement causes what aircraft movement. The converted output signal is applied to the control law of the flight control system, which in turn controls the motors, actuators, etc. to achieve Figure 5 , Figure 6 , Figure 7 , Figure 8 and the functions shown in the table above.

[0091] In aircraft whose landing gear is taxiing (i.e. without wheels in contact with the ground for movement), the taxiing phase is achieved by hovering at low altitude to allow the vehicle to reposition. In this case, for two non-limiting examples, the taxiing phase instructions are the same as Figure 6 and Figure 8 Therefore, before all elements of the system for movement on the ground are installed and operational, Figure 5 and Figure 7 The instructions during the defined taxi phase will be disabled.

[0092] All patents and publications cited herein are incorporated by reference as if expressly set forth.

[0093] While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiments, it should be understood that the invention is not limited to the disclosed embodiments, but on the contrary, the invention is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.

Claims

1. An integrated aircraft control system for a VTOL aircraft having fixed rotors and no tilt rotors, the integrated aircraft control system comprising: a pilot receptor providing at least four degrees of freedom of movement; at least one processor that converts the at least four degrees of freedom of motion of the pilot receiver into corresponding control outputs responsive at least in part to a phase of flight of the VTOL aircraft; and At least one actuator is responsive to the corresponding control output to control the VTOL aircraft without requiring a change in aircraft configuration for changing a flight phase of the VTOL.

2. The integrated aircraft control system according to claim 1, wherein: The pilot receiver is configured to output signals indicative of pitch motion, roll motion, yaw motion, and roll motion.

3. The integrated aircraft control system of claim 1, wherein: The at least one processor is configured to convert the pitch motion of the pilot receptor into a vertical response during a hover flight phase and to convert the pitch motion of the pilot receptor into a flight path control during a forward flight phase.

4. The integrated aircraft control system of claim 1, wherein: The at least one processor is configured to convert the pitch motion of the pilot receptor into longitudinal translation during a hover flight phase and to convert the pitch motion of the pilot receptor into velocity control during a forward flight phase.

5. The integrated aircraft control system according to claim 4, wherein: The at least one processor is configured to convert a pitching movement of the pilot receptor into an increase or decrease in ground speed during ground operation of the VTOL aircraft.

6. The integrated aircraft control system of claim 1, wherein: The at least one processor is configured to convert rolling motion of the pilot receptor into lateral translation during a hover flight phase and to convert rolling motion of the pilot receptor into a coordinated turn during a forward flight phase.

7. The integrated aircraft control system according to claim 6, wherein: The at least one processor is configured to convert rolling motion of the pilot receptor into a change in heading and a reduction in ground speed during ground operation of the VTOL aircraft.

8. The integrated aircraft control system of claim 1, wherein: The at least one processor is configured to convert the yaw motion of the pilot receptor into a yaw motion of the VTOL aircraft during a hover flight phase and to convert the yaw motion of the pilot receptor into a sideslip during a forward flight phase.

9. The integrated aircraft control system of claim 1, wherein: The at least one processor is configured to convert yaw motion of the pilot receptor into heading changes during ground operation of the VTOL aircraft.

10. The integrated aircraft control system of claim 1, wherein: The at least one processor is configured to convert the tumbling motion of the pilot receptor into longitudinal translation of the VTOL during a hover flight phase and to convert the tumbling motion of the pilot receptor into speed control of the VTOL aircraft during a forward flight phase.

11. The integrated aircraft control system of claim 10, wherein: The at least one processor is configured to convert a tumbling motion of the pilot receptor into an increase or decrease in ground speed during ground operation of the VTOL aircraft.

12. The integrated aircraft control system of claim 1, wherein: The at least one processor is configured to convert the tumbling motion of the pilot receptor into a vertical response of the VTOL aircraft during a hover flight phase and to convert the tumbling motion of the pilot receptor into a flight path control of the VTOL aircraft during a forward flight phase.

13. The integrated aircraft control system of claim 1, wherein: The glide phase is achieved via hovering at low altitude to allow the VTOL aircraft to reposition, and the transitions used for the glide phase are the same as those used for the hover phase.

14. A method of operating a VTOL aircraft having fixed rotors and no tilt rotors, the method comprising: receiving a signal from a pilot receptor, the signal indicating at least four degrees of freedom of motion of the pilot receptor; responsive at least in part to a flight phase of the VTOL aircraft, converting, using at least one processor, the pilot receptor signal into a corresponding control output; as well as At least one VTOL aircraft actuator is controlled in response to the corresponding control output without requiring a change in aircraft configuration for changing a flight phase of the VTOL aircraft.

15. The method according to claim 14, wherein: The pilot receiver signals are indicative of pitch, roll, yaw and roll motions.

16. The method according to claim 14, wherein: The conversion includes converting the pitch motion of the pilot receiver into a vertical response during the hover flight phase, and converting the pitch motion of the pilot receiver into a flight path control during the forward flight phase.

17. The method according to claim 14, wherein: The conversion includes converting the pitch motion of the pilot receptor into longitudinal translation during the hover flight phase of the VTOL aircraft, converting the pitch motion of the pilot receptor into speed control during the forward flight phase of the VTOL aircraft, and converting the pitch motion of the pilot receptor into an increase or decrease in ground speed during ground operation of the VTOL aircraft.

18. The method according to claim 14, wherein: The conversion includes converting the rolling motion of the pilot receptor into lateral translation during the hover flight phase and converting the rolling motion of the pilot receptor into a coordinated turn during the forward flight phase.

19. The method according to claim 14, wherein: The conversion includes: converting the yaw movement of the pilot receptor into the yaw movement of the VTOL aircraft during the hovering flight phase, and converting the yaw movement of the pilot receptor into a side slip during the forward flight phase.

20. The method according to claim 14, wherein: The conversion includes converting the rolling motion of the pilot receptor into the longitudinal translation of the VTOL aircraft during the hovering flight phase, and converting the rolling motion of the pilot receptor into the speed control of the VTOL aircraft during the forward flight phase.

21. The method according to claim 20, wherein: Converting includes converting a tumbling motion of the pilot receptor into an increase or decrease in ground speed during ground operation of the VTOL aircraft.

22. The method according to claim 14, wherein: The conversion includes converting the rolling motion of the pilot receptor into a vertical response of the VTOL aircraft during the hovering flight phase, and converting the rolling motion of the pilot receptor into a flight path control of the VTOL aircraft during the forward flight phase.

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