Aircraft flight control system

Abstract

To reduce the burden of operations by a pilot and smoothly perform the next flight operation by assisting in an operation required for the next flight operation.SOLUTION: An operation (pressure, rotation) of a steering wheel 31A operated by a pilot is detected, a next flight operation of an aircraft 10 in a horizontal flight is determined based on the detected operation, and a flight member is controlled to perform the next flight operation determined for the aircraft 10. For example, if the next flight operation is an ascent of the aircraft 10, output of an engine 20 is increased at a predetermined rate. If the next flight operation is a descent of the aircraft 10, the output of the engine 20 is decreased at a predetermined rate. If the next flight operation is a turn of the aircraft 10, control of the rudder 1802 directs a nose 1202 of the aircraft 10 in a turning direction, and control of an elevator 1602 directs the nose 1202 of the aircraft 10 upward and increases the output of the engine 20 at a predetermined rate.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a flight control device for an aircraft. [Background technology]

[0002] Traditionally, aircraft are operated by multiple pilots (usually a captain and a co-pilot) who take turns flying the aircraft. For example, the following Patent Document 1 discloses an information transmission system for reducing pilot workload in an aircraft, and includes a transmission information determination unit, an output device, and a vibration device. The transmission information determination unit determines information to be transmitted to the pilot of the aircraft. The output device transmits the transmission information to the pilot as a message, voice, sound, or light. The vibration device transmits vibrations to the pilot when the transmission information is transmitted to the pilot. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-038349 A Summary of the Invention [Problem to be solved by the invention]

[0004] An aircraft is equipped with various control devices, and when a pilot operates these devices, multiple flight components (engines, ailerons, etc.) installed on the aircraft are operated to perform various flight operations such as ascent, descent, turning, etc. The pilot operates the control devices by comprehensively judging the situation around the aircraft, but the operation is complicated because the pilot must frequently adjust the output of the engine and the attitude of the flight components such as the ailerons. Therefore, when making an aircraft in level flight execute the next flight action, the pilot may not operate the control members required for the next flight action properly due to lack of skill or carelessness. For example, the timing of operating the control members may be too early or too late, the amount of operation of the control members may be excessive or insufficient, or there may be an error in operating the control members. If the operation of the control members is not performed properly in this way, there is a concern that the aircraft's next flight action may not be performed smoothly.

[0005] The present invention has been developed in consideration of the above circumstances, and aims to provide a flight control device for an aircraft that assists in the operations required for the next flight operation, thereby reducing the operational burden on the pilot and smoothly performing the next flight operation. [Means for solving the problem]

[0006] In order to achieve the above-mentioned object, one embodiment of the present invention is a flight control device for an aircraft equipped with a plurality of flying members, which is characterized by comprising: operating members operated by a pilot to perform flight operations of the aircraft; a detection unit that detects operations on the operating members; an operation judgment unit that judges the next flight operation of the aircraft during horizontal flight based on the detected operation; and a flight control unit that controls the flying members to cause the aircraft to perform the judged next flight operation. In one embodiment of the present invention, the multiple flying members include an engine that generates thrust, the operating member has a gripping portion that is gripped by the pilot, and the detection portion is a pressure sensor that is provided on the gripping portion and detects the pressure when gripped by the pilot, and the operation determination portion determines that the next flight operation is an ascent of the aircraft when the detected pressures include a front pressure in the fore-and-aft direction of the aircraft that is higher than a rear pressure, and the flight control portion increases the output of the engine at a predetermined rate when it is determined that the next flight operation is an ascent of the aircraft. In addition, one embodiment of the present invention is characterized in that the flight control unit adjusts the output of the engine so that the aircraft returns to a speed during horizontal flight after the aircraft has ascended and the nose of the aircraft points upward. In addition, one embodiment of the present invention is characterized in that it further includes an alarm unit that notifies the user when the aircraft ascends and the nose of the aircraft points upward to the extent that the aircraft's speed cannot be maintained even when the engine output is maximized. In one embodiment of the present invention, the multiple flying members include an engine that generates thrust, the operating member has a gripping portion that is gripped by the pilot, and the detection portion is a pressure sensor that is provided on the gripping portion and detects the pressure when gripped by the pilot, and the operation determination portion determines that the next flight operation is a descent of the aircraft when the pressure at the rear side in the fore-and-aft direction of the aircraft becomes higher than the pressure at the front side among the detected pressures, and the flight control portion reduces the output of the engine at a predetermined rate when it is determined that the next flight operation is a descent of the aircraft. In addition, one embodiment of the present invention is characterized in that the flight control unit adjusts the output of the engine so that the aircraft returns to a speed during horizontal flight after the aircraft descends and the nose of the aircraft points downward. In one embodiment of the present invention, the plurality of flying members further include a deceleration member that decelerates the aircraft, and further includes an alarm unit that notifies the aircraft when the aircraft descends and the nose of the aircraft points downward to the extent that the aircraft's speed cannot be maintained even when the engine output is minimized, and the flight control unit decelerates the aircraft by controlling the deceleration member. In one embodiment of the present invention, the plurality of flight members include an engine that generates thrust, an elevator that displaces the nose of the aircraft in an up and down direction, and a rudder that displaces the nose of the aircraft in a left and right direction; the operating member has a gripping portion that is gripped by the pilot and a connection portion that rotatably holds the gripping portion; the detection portion is a rotation sensor provided on the connection portion and detects rotation of the gripping portion; if rotation of the gripping portion is detected, the operation determination portion determines that the next flight operation is a turning of the aircraft; and if the flight control portion determines that the next flight operation is a turning of the aircraft, the flight control portion controls the rudder to point the nose of the aircraft in the turning direction, which is the rotation direction of the gripping portion, and controls the elevator to point the nose of the aircraft upward, and increases the output of the engine at a predetermined rate. In one embodiment of the present invention, the plurality of flight members include an engine that generates thrust, an elevator that displaces the nose of the aircraft in a vertical direction, and a rudder that displaces the nose of the aircraft in a left-right direction, and the operating member has a gripping portion that is gripped by the pilot, The detection unit is a pressure sensor provided in the gripping unit and detects the pressure when gripped by the pilot, and the operation judgment unit judges that the next flight operation is a turning of the aircraft when one of the detected pressures on the left and right sides in the left-right direction of the aircraft becomes higher than the other pressure, and when the flight control unit judges that the next flight operation is a turning of the aircraft, it controls the rudder to point the nose of the aircraft in the turning direction which is the direction of the lower pressure, controls the elevator to point the nose of the aircraft upward, and increases the output of the engine at a predetermined rate. In addition, one embodiment of the present invention is characterized in that, when the aircraft begins to turn, the flight control unit adjusts the output of the engine so as to return to a speed during horizontal flight. In addition, one embodiment of the present invention is characterized in that it further includes an alarm unit that notifies the user when the aircraft turns and the fuselage of the aircraft tilts to such an extent that the aircraft's speed cannot be maintained even when the engine output is maximized. In addition, one embodiment of the present invention is characterized in that, when the inclination of the aircraft's fuselage exceeds a predetermined angle, the flight control unit controls the rudder to point the nose of the aircraft in a direction opposite to the turning direction, and the notification unit notifies that the inclination of the aircraft's fuselage has exceeded the predetermined angle. Effect of the Invention

[0007] According to one embodiment of the present invention, the operation of the control member by the pilot is detected, the next flight action of the aircraft in horizontal flight is determined based on the detected operation, and the flight member is controlled to cause the aircraft to execute the determined next flight action. Therefore, even if the pilot does not properly operate the control member required for the next flight action due to lack of skill or carelessness when causing the aircraft in horizontal flight to execute the next flight action, the operation required for the next flight action is supported by following the operation of the control member by the pilot, thereby reducing the operational burden on the pilot and being advantageous in smoothly executing the next flight action. Specifically, for example, when an aircraft in level flight is made to execute the next flight action, if the timing of operating a control component is too early or too late, if the amount of control component operation is excessive or insufficient, or if there is an error in operating the control components, the operation required for the next flight action can be assisted, thereby preventing the pilot from erroneously operating the control components, thereby improving the safety of the aircraft. For example, the system detects the pressure when the pilot grips the operating member, and if the detected pressure at the front of the aircraft in the longitudinal direction is higher than the pressure at the rear, it determines that the next flight action will be for the aircraft to ascend, and increases the engine output at a predetermined rate. This supports the operations required to ascend the aircraft, reducing the burden on the pilot and being advantageous for the aircraft to ascend smoothly. In addition, after the aircraft climbs and the nose of the aircraft points up, the engine output is adjusted to return the aircraft to its speed in level flight, allowing the aircraft to climb while maintaining a speed close to that of level flight. In addition, if the aircraft is climbing and the nose of the aircraft points up so much that even maximum engine power cannot maintain the aircraft speed, an alert can be issued to urge the pilot to improve the unstable flight conditions, which is advantageous for the aircraft to climb smoothly. Also, for example, the pressure when the pilot grips the operating member is detected, and if the detected pressure at the rear side in the longitudinal direction of the aircraft becomes higher than the pressure at the front side, it is determined that the next flight action will be the descent of the aircraft, and the engine output is reduced at a predetermined rate. This supports the operations required to descend the aircraft, reducing the burden on the pilot and being advantageous for the smooth descent of the aircraft. In addition, after the aircraft descends and the nose of the aircraft points downward, the engine output can be adjusted to return the aircraft to its speed in level flight, allowing the aircraft to descend while maintaining a speed close to that of level flight. In addition, if the aircraft descends and the nose of the aircraft points downward to the point where the aircraft speed cannot be maintained even with engine output at minimum, an alert will be issued and the aircraft will be slowed down by controlling the deceleration members, urging the pilot to improve the unstable flight conditions and slowing the aircraft down, which is advantageous for the aircraft's smooth descent. Also, for example, when rotation of the grip part is detected when the pilot operates the operating member, it is determined that the next flight operation is a turn of the aircraft, and the rudder is controlled to point the nose of the aircraft in the direction of the turn, the elevator is controlled to point the nose of the aircraft up, and the engine output is increased at a predetermined rate. This supports the operations required to turn the aircraft, reducing the burden on the pilot and being advantageous for smoothly turning the aircraft. In addition, if the aircraft begins to turn, the engine output can be adjusted to return the aircraft to its speed in level flight, allowing the aircraft to turn while maintaining a speed close to that in level flight. In addition, if the tilt of the aircraft fuselage exceeds a specified angle, the rudder is controlled to turn the aircraft's nose in the opposite direction to the turning direction, and an alert is issued to that effect, thereby correcting the aircraft's tilt and urging the pilot to improve the unstable flight conditions, which is advantageous for smooth turning of the aircraft. Also, for example, the system detects the pressure when the pilot grips the operating member, and if one of the detected left and right pressures becomes higher than the other, it determines that the next flight action is to turn the aircraft, and controls the rudder to point the nose of the aircraft in the turning direction, controls the elevator to point the nose of the aircraft up, and increases the engine output at a predetermined rate. This supports the operations required to turn the aircraft, reducing the burden on the pilot and being advantageous for smoothly turning the aircraft. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a plan view of an aircraft according to a first embodiment. [Diagram 2] FIG. 1 is a plan view showing the configuration inside an aircraft cockpit. [Diagram 3] 1 is a block diagram showing a configuration of a flight control device for an aircraft according to a first embodiment. [Figure 4] FIG. 2 is a front view showing the configuration of the control wheel according to the first embodiment. [Diagram 5] FIG. 2 is a side view showing the configuration of the control wheel according to the first embodiment. [Figure 6] 1A and 1B are side views showing the configuration of a rudder pedal according to a first embodiment, in which (A) shows a state before the rudder pedal is depressed, and (B) shows a state in which the rudder pedal is depressed. [Figure 7] FIG. 2 is a side view showing the configurations of a thrust lever, a speed brake lever, and a flap lever in the first embodiment. [Figure 8] 4 is a flowchart showing a flow of an ascent operation process and a descent operation process performed by a flight control device for an aircraft according to the first embodiment. [Figure 9] 4 is a flowchart showing a flow of turning operation processing by a flight control device for an aircraft according to the first embodiment. [Figure 10] FIG. 11 is a front view showing the configuration of a control stick according to a second embodiment. [Figure 11] FIG. 11 is a side view showing the configuration of a control stick according to a second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] (First embodiment) Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an external view of an aircraft according to a first embodiment. As shown in FIG. 1, the aircraft 10 includes a fuselage 12 , a wing 14 , a horizontal stabilizer 16 , a vertical stabilizer 18 , an engine 20 , and a cockpit 30 . As shown in Figure 1, in this embodiment, the symbol FR indicates the forward direction (nose side) of the aircraft 10, the symbol RR indicates the rearward direction of the aircraft 10, the symbol L indicates the left direction of the aircraft 10, and the symbol R indicates the right direction of the aircraft 10.

[0010] The aircraft body 12 accommodates the crew, including the pilot, and passengers (or cargo), and the front end in the forward direction (direction of travel) is the nose 1202. The main wing 14 extends in the left-right direction of the aircraft 12 from approximately the center of the aircraft 12, and generates lift that lifts the aircraft 12. The main wing 14 is fixed to the aircraft 12.

[0011] A spoiler 1402 that reduces (spoils) the lift generated by the main wing 14 is provided near the center of the upper surface of the main wing 14. The spoiler 1402 is normally in a lowered state so that it is flush with the surface of the main wing 14, but when the speed brake lever 34 described below is operated, it rises up perpendicular to the surface of the main wing 14. This disrupts the airflow that had been flowing along the surface of the main wing 14, and the spoiler separates from the surface of the main wing 14, reducing lift and increasing drag, which slows down the aircraft 10. The spoiler 1402 is used when making a steep descent during landing, etc. The spoiler 1402 is provided as a deceleration member that decelerates the aircraft 10.

[0012] Further, a flap 1404 is provided at the center of the trailing edge of the main wing 14 in the extension direction of the main wing 14 . The flap 1404 normally extends along the main wing 14, but when a flap lever 35, which will be described later, is operated, the flap 1404 tilts downward (toward the ground) with respect to the longitudinal extension direction of the main wing 14, increasing the lift of the aircraft 12. The flap 1404 is a high-lift device provided to obtain high lift at low speeds, such as during takeoff and landing.

[0013] Additionally, an aileron 1406 is provided at the tip of the trailing edge of the main wing 14 in the extension direction of the main wing 14, and controls the left and right tilt of the aircraft 12, that is, the attitude in the roll direction. The ailerons 1406 normally extend along the main wing 14, but when the control wheel 31A described later is operated, the left and right ailerons 1406 tilt downward (toward the ground) or upward (toward the sky) relative to the fore-and-aft extension direction of the main wing 14, displacing the aircraft 12 in the roll direction.

[0014] The horizontal stabilizer 16 extends in the left-right direction from near the rear end of the aircraft 12, and stabilizes the pitch direction attitude of the aircraft 12. The horizontal stabilizer 16 is fixed to the aircraft 12. An elevator 1602 that can move up and down is provided at the trailing edge of the horizontal stabilizer 16 and controls the attitude of the aircraft 12 in the pitch direction. The elevator 1602 normally extends along the fore-and-aft direction of the horizontal stabilizer 16, but when the control wheel 31A described later is operated in the fore-and-aft direction, it tilts up and down relative to the extension direction of the horizontal stabilizer 16, displacing the nose 1202 of the aircraft 10 in the up and down direction (pitch direction).

[0015] The vertical tail 18 stands vertically from near the rear end of the aircraft 12, and stabilizes the yaw direction attitude of the aircraft 12. The vertical tail 18 is fixed to the aircraft 12. A rudder 1802 that can move left and right is provided at the trailing edge of the vertical stabilizer 18 to control the attitude of the aircraft 12 in the yaw direction. The rudder 1802 normally extends along the vertical tail 18, but when the rudder pedals 32 described below are operated, the rudder 1802 tilts left and right relative to the vertical tail 18, displacing the nose 1202 of the aircraft 10 left and right (yaw direction), thereby changing the direction of travel of the aircraft 12 left and right.

[0016] The engines 20 generate thrust necessary for the aircraft 10 to fly. In this embodiment, a total of two engines 20 are provided, one on each of the left and right main wings 14. In this embodiment, engine 20 is a reciprocating engine that converts thermal energy of fuel into reciprocating motion of a piston and outputs the motion as rotational motion. A propeller 22 is disposed in front of the engine 20. The propeller 22 rotates due to the rotary motion output from the engine 20, generating the thrust required for the aircraft 10 to fly. The engine 20 may be an engine other than a reciprocating engine, and may be configured using other known engines, such as a turbofan engine that generates thrust toward the rear by burning a mixture of fuel and air.

[0017] In this embodiment, spoilers 1402, flaps 1404, ailerons 1406, elevators 1602, rudders 1802, engines 20, and the like are provided as a number of flight components for flying the aircraft 10.

[0018] 3, the behavior of these components of the aircraft 10 is controlled by an aircraft control unit 50. The aircraft control unit 50 is a computer that manages the behavior of the entire aircraft 10, and controls the behavior of each component of the aircraft 10 based on the operation of control members 31, 32, 33, 34, and 35, which will be described later.

[0019] A cockpit 30 is located at the interior forward end of the fuselage 12 and houses the controls of the aircraft 10. FIG. 2 is a diagram showing the configuration inside the cockpit. FIG. 3 is a block diagram showing the configuration of a flight control device for an aircraft. The cockpit 30 is equipped with two pilot seats 300 in which two pilots (the captain and the co-pilot) are seated, a control panel 302 equipped with monitors and various instruments, and a control wheel 31A, rudder pedals 32 (32A, 32B), thrust levers 33, speed brake levers 34, and flap levers 35, which constitute multiple control members.

[0020] The plurality of control members 31 , 32 , 33 , 34 , 35 are members that are operated by the pilot to control the plurality of flight members of the aircraft 10 . A control wheel 31A (31) and rudder pedals 32 are provided for each of the captain and the co-pilot. In addition to the control members listed in FIG. 2, the cockpit 30 is provided with various other control members, such as a wheel retraction lever, but in this embodiment, only representative control members will be described.

[0021] As shown in FIG. 3, aircraft 10 is equipped with the multiple flight components shown in FIG. 1, including spoiler 1402, flap 1404, aileron 1406, elevator 1602, rudder 1802, and engine 20, and the control components shown in FIG. 2, including control wheel 31A, rudder pedals 32 (32A, 32B), thrust lever 33 (33A, 33B), speed brake lever 34, and flap lever 35, as well as first to seventh detection units 41 to 47 and aircraft control unit 50 that detect the pilot's operation (pressure, rotation) and the amount of operation of each control component.

[0022] The control wheel 31A is a mechanism for adjusting the attitude of the ailerons 1406 and elevators 1602 of the aircraft 10. The control wheel 31A in this embodiment is provided as an operating member that is held and operated by the pilot to perform flight operations of the aircraft 10. 4 and 5 are diagrams showing the configuration of the control wheel, with FIG. 4 being a front view as seen by a pilot seated in the cockpit, and FIG. 5 being a left side view. The steering wheel 31A includes a swing shaft 3100 that stands upright on the floor F, a connection part 3104 provided at the tip of the swing shaft 3100, and a pair of left and right grip parts 3102 that protrude from both the left and right sides of the connection part 3104. The pair of gripping parts 3102 include a pair of first arms 3102A extending laterally from a first rotating shaft 3106 (described later) in the connecting part 3104, and a pair of second arms 3102B extending upward from the tip of each of the first arms 3102A. Each of the second arms 3102B has an arc shape, and more specifically, extends on the circumference of an imaginary circle whose diameter connects the tips of the pair of first arms 3102A.

[0023] When the pilot flies the aircraft 10, he or she grips the pair of second arms 3102B of the pair of gripping portions 3102 to perform the operation. In the present embodiment, a pressure sensor that detects pressure is provided as the first detection unit 41 shown in Fig. 3 on the pair of second arms 3102B of the pair of gripping units 3102. The first detection unit 41 (pressure sensor) detects pressure when the pair of second arms 3102B are gripped by the pilot, and outputs the pressure to the aircraft control unit 50.

[0024] The pair of gripping parts 3102 are held rotatably about a first rotation shaft 3106 extending in the front-rear direction and provided in the connection part 3104. That is, the connection part 3104 functions as a rotating part that allows the pair of gripping parts 3102 to rotate around the first rotation shaft 3106, and the pair of gripping parts 3102 can rotate to the right (clockwise) or left (counterclockwise). In this embodiment, the connection unit 3104 is provided with a rotation sensor that detects rotation as the second detection unit 42 shown in Fig. 3. The second detection unit 42 (rotation sensor) detects the rotation of the pair of grip parts 3102 gripped by the pilot and the rotation state when rotated, and outputs the result to the aircraft control unit 50.

[0025] When the pair of grippers 3102 are rotated to the right, the aircraft control unit 50 raises the aileron 1406 of the main wing 14 on the right side of the aircraft 10 and lowers the aileron 1406 of the main wing 14 on the left side of the aircraft 10. This causes the fuselage 12 to tilt to the right about the center of gravity, and the aircraft 10 turns right. Furthermore, when the pair of grippers 3102 are directed leftward, the aircraft control unit 50 raises the aileron 1406 of the left main wing 14 of the aircraft 10 and lowers the aileron 1406 of the right main wing 14 of the aircraft 10. This causes the fuselage 12 to tilt leftward about the center of gravity, and the aircraft 10 turns left. That is, the control wheel 31A functions as a control member that adjusts the attitude of the aircraft 10 in the roll direction.

[0026] As shown in FIG. 5, the swing shaft 3100 of the control wheel 31A can swing from the floor surface F in the front-rear direction of the fuselage 12. In this embodiment, the swing shaft 3100 is provided with a swing sensor that detects swing as the third detection unit 43 shown in Fig. 3. The third detection unit 43 (swing sensor) detects the swing state when the pilot grips the pair of gripping units 3102 and swings the swing shaft 3100, and outputs the result to the aircraft control unit 50. When the pair of grippers 3102 is moved (pushed out) forward to tilt the swing shaft 3100 forward, the aircraft control unit 50 lowers the rear side of the elevator 1602. This causes the nose 1202 of the aircraft 10 to lower. Furthermore, when the pair of grippers 3102 are moved (pulled together) rearward to tilt the swing shaft 3100 rearward, the aircraft control unit 50 lowers the front side of the elevator 1602. This causes the nose 1202 of the aircraft 10 to rise. That is, the control wheel 31A also functions as a control member for adjusting the attitude of the aircraft 10 in the pitch direction.

[0027] The rudder pedal 32 is a mechanism for adjusting the attitude of the rudder 1802. FIG. 6 is a side view showing the configuration of the rudder pedals, where (A) shows the state before the rudder pedals are depressed by the pilot, and (B) shows the state after the rudder pedals have been depressed by the pilot. The rudder pedals 32 are provided near the floor surface F in the vicinity of the cockpit 300. The rudder pedals 32 include a pedal tread portion 3200 against which the soles of the pilot's feet contact, a pedal arm 3202 having one end fixed to the underside of the pedal tread portion 3200 (the surface opposite to the surface against which the soles of the feet contact), a base 3206 fixed to the floor surface F, and a rotating shaft 3204 connecting the base 3206 and the other end of the pedal arm 3202. The amount of depression of the rudder pedals 32 is detected as the amount of rotation of the rotating shaft 3204 by a fourth detection unit 44 (rotation sensor) shown in FIG. 3 and output to the aircraft control unit 50.

[0028] As shown in Fig. 1, the rudder pedals 32 are provided on the left and right sides of the control wheel 31A. When the right rudder pedal 32A, which is located on the right side as seen by the pilot, is depressed, the aircraft control unit 50 tilts the rudder 1802 of the vertical stabilizer 18 to the right. This causes the aircraft 12 to turn to the right. When the left rudder pedal 32B, which is located on the left side as seen by the pilot, is depressed, the aircraft control unit 50 tilts the rudder 1802 of the vertical stabilizer 18 to the left. This causes the aircraft 12 to turn to the left. That is, the rudder pedals 32 function as control members that adjust the attitude of the aircraft 10 in the yaw direction.

[0029] As described above, the ailerons 1406 can be used to turn left and right by rotating the pair of grips 3102 of the control wheel 31A in the left and right directions, but turning using only the control wheel 31A or the rudder pedals 32 (rudders 1802) increases the acceleration in the turning direction, making the passengers uncomfortable. Therefore, when turning, it is necessary to combine the left and right rotation of the control wheel 31A and the depression of the rudder pedals 32 in a balanced manner.

[0030] The thrust lever 33 is a mechanism for adjusting the output of the engine 20. Generally, the number of thrust levers 33 provided is equal to the number of engines 20. In this embodiment, since two engines 20 are provided, two thrust levers 33 are also provided. The thrust lever 33A located on the right side as seen by the pilot is the thrust lever for the engine 20 attached to the right main wing 14, and the thrust lever 33B located on the left side as seen by the pilot is the thrust lever for the engine 20 attached to the left main wing 14.

[0031] FIG. 7 is a diagram showing the configuration of a thrust lever. The thrust lever 33 is provided on a center console 304 provided between the left and right cockpits 300. The thrust lever 33 protrudes toward the cockpit 30 from a notch 304A provided in the center console 304, and is equipped with a swing shaft 3300 provided to be swingable in the forward direction of the aircraft 12, and a gripping portion 3302 provided at the tip of the swing shaft 3300 and to be held by hand. The notch 304A is provided along the swing direction of the swing shaft 3300.

[0032] The thrust lever 33 is tiltable within a range from a neutral position to the front of the fuselage 12. The swing state of the thrust lever 33 is detected by a fifth detection unit 45 (swing sensor) shown in FIG. The aircraft control unit 50 increases the output of the engine 20 as the forward tilt of the thrust lever 33 increases (the swing angle from the reference position increases). This increases the flight speed of the aircraft 10. Moreover, the aircraft control unit 50 decreases the output of the engine 20 as the forward tilt of the thrust lever 33 decreases (the swing angle from the reference position decreases).

[0033] The speed brake lever 34 is a mechanism for adjusting the attitude of the spoiler 1402. The speed brake lever 34 has substantially the same structure as the thrust lever 33, and will therefore be described with reference to FIG. The speed brake lever 34 is provided on the center console 304 (control panel) in the same manner as the thrust lever 33. The speed brake lever 34 protrudes toward the cockpit 30 side from a notch 304B provided in the center console 304 and is equipped with a swing shaft 3400 provided so as to be swingable toward the rear of the aircraft 12, and a gripping portion 3402 provided at the tip of the swing shaft 3400 and to be gripped by hand. The notch 304B is provided along the swing direction of the swing shaft 3400.

[0034] The speed brake lever 34 is tiltable from a neutral position to a range toward the rear of the aircraft 12. In other words, the speed brake lever 34 tilts in the opposite direction to the thrust lever 33. The swing state of the speed brake lever 34 is detected by a sixth detection unit 46 (swing sensor) shown in FIG. When the speed brake lever 34 is pulled, the aircraft control unit 50 raises the spoilers 1402 provided on the main wing 14 in proportion to the inclination angle of the speed brake lever 34. This increases the air resistance acting on the aircraft 10, slowing down the flight speed of the aircraft 10.

[0035] The flap lever 35 is a mechanism for adjusting the position of the flap 1404 . The configuration of the flap lever 35 is substantially the same as that of the thrust lever 33, and therefore will be described with reference to FIG. The flap lever 35 is provided on the center console 304, similar to the thrust lever 33. The flap lever 35 protrudes toward the cockpit 30 from a notch 304C provided in the center console, and includes a swing shaft 3500 provided to be swingable toward the rear of the fuselage 12, and a grip 3502 provided at the tip of the swing shaft 3500 and held by hand. The notch 304C is provided along the swing direction of the swing shaft 3500.

[0036] The flap lever 35 is provided so as to be tiltable from a neutral position to a range toward the rear of the fuselage 12. In other words, the flap lever 35 tilts in the opposite direction to the thrust lever 33. The swing state of the flap lever 35 is detected by a seventh detection unit 47 (swing sensor) shown in FIG. When the flap lever 35 is pulled, the aircraft control unit 50 lowers the flap 1404 provided at the rear end of the main wing 14 toward the ground in proportion to the inclination angle of the flap lever 35. This increases the lift of the aircraft 10, making it possible to maintain the lift even when the flight speed of the aircraft 10 is reduced for landing, for example.

[0037] The aircraft control unit 50 has a hardware configuration that utilizes a normal computer, including control devices such as a CPU (Central Processing Unit), storage devices such as a ROM (Read Only Memory) for storing a control program and a RAM (Random Access Memory) as the operating area for the control program, output devices such as a display device and speaker, input devices, and a communication I / F (interface) for communicating with the first to seventh detection units 41 to 47 and each part of the aircraft, and functions as an operation judgment unit 52, a flight control unit 54, and an alarm unit 56 by the CPU executing the control program stored in the ROM.

[0038] The operation judgment unit 52 judges the next flight operation of the aircraft 10 during horizontal flight based on the operation detected by the first detection unit 41 (pressure sensor) provided on a pair of grip portions 3102 of the control wheel 31A and the second detection unit 42 (rotation sensor) provided on the connection portion 3104 of the control wheel 31A. Specifically, when the pilot grasps and operates the control wheel 31A and pressure is detected by the first detection unit 41, the operation judgment unit 52 judges that the next flight operation will be an ascent of the aircraft 10 if the pressure at the front in the fore-and-aft direction of the aircraft 10 becomes higher than the pressure at the rear among the detected pressures. That is, when the pilot grasps the pair of gripping parts 3102 and moves them rearward (toward the pilot) to tilt control wheel 31A rearward, the pair of gripping parts 3102 are pulled together and press primarily against the front side (the rear side as seen by the pilot), so that the pressure on the front side of the pair of gripping parts 3102 is greater than the pressure on the rear side. In this way, when control wheel 31A is tilted rearward, the front side of elevator 1602 is lowered and nose 1202 of aircraft 10 rises, so that operation determination unit 52 determines that the next flight operation is for aircraft 10 to ascend.

[0039] Furthermore, when the pressure at the rear side in the longitudinal direction of the aircraft 10 among the detected pressures becomes higher than the pressure at the front side, the operation determination unit 52 determines that the next flight operation is a descent of the aircraft 10. That is, when the pilot grasps the pair of gripping parts 3102 and moves them forward (toward the rear as seen by the pilot) to tilt control wheel 31A forward, the pair of gripping parts 3102 are pushed out and mainly press against the rear side (toward the pilot), so that the pressure on the rear side of the pair of gripping parts 3102 is higher than the pressure on the front side. In this way, when control wheel 31A is tilted forward, the rear side of elevator 1602 is lowered and nose 1202 of aircraft 10 is lowered, so that operation determination unit 52 determines that the next flight operation is a descent of aircraft 10.

[0040] Furthermore, when the pilot grasps and operates the control wheel 31A and the second detection unit 42 detects rotation of the pair of gripping units 3102, the operation judgment unit 52 judges that the next flight operation is a turn of the aircraft 10. At this time, if the second detection unit 42 detects a left rotation of the pair of gripping parts 3102, the left aileron 1406 of the aircraft 10 will rise and the right aileron 1406 will lower, causing the aircraft 12 to tilt to the left around its center of gravity, and the operation judgment unit 52 will judge that the next flight operation is a left turn of the aircraft 10. On the other hand, when the second detection unit 42 detects a right rotation of the pair of gripping parts 3102, the right aileron 1406 of the aircraft 10 rises and the left aileron 1406 lowers, causing the aircraft 12 to tilt to the right around the center of gravity, and the operation judgment unit 52 judges that the next flight operation is a right turn of the aircraft 10. In addition, the motion determination unit 52 determines that level flight is being maintained when the pressure on the rear side and the pressure on the front side are approximately equal and the pair of gripping parts 3102 are not substantially rotating.

[0041] The flight control unit 54 converts the amount of operation of each control component detected by the second to seventh detection units 42 to 47 into command information for the amount of movement of the flying components of the aircraft 10, and controls the multiple flying components provided on the aircraft 10 to fly the aircraft 10. That is, the flight control unit 54 raises and lowers the ailerons 1406 based on the amount of rotation of the pair of grippers 3102 of the control wheel 31A detected by the second detection unit 42, thereby adjusting the attitude of the aircraft 10 in the roll direction. In addition, the flight control unit 54 raises and lowers the elevator 1602 based on the amount of swing of the swing shaft 3100 of the control wheel 31A detected by the third detection unit 43, and as a result, the attitude of the aircraft 10 in the pitch direction is adjusted. In addition, the flight control unit 54 tilts the rudder 1802 to the left or right based on the amount of depression of the rudder pedal 32 detected by the fourth detection unit 44, and as a result, the attitude of the aircraft 10 in the yaw direction is adjusted. In addition, the flight control unit 54 increases or decreases the output of the engine 20 based on the amount of swing of the thrust lever 33 detected by the fifth detection unit 45, and as a result, the flight speed of the aircraft 10 is adjusted. In addition, the flight control unit 54 raises and lowers the spoiler 1402 based on the amount of swing of the speed brake lever 34 detected by the sixth detection unit 46, and as a result, the flight speed of the aircraft 10 is adjusted. In addition, the flight control unit 54 raises and lowers the flap 1404 based on the amount of swing of the flap lever 35 detected by the seventh detection unit 47, and as a result, the lift of the aircraft 10 is adjusted.

[0042] In addition, when the operation judgment unit 52 judges the next flight operation of the aircraft 10 during horizontal flight, the flight control unit 54 controls the flying members to cause the aircraft 10 to execute the judged next flight operation. Specifically, when the operation determination unit 52 determines that the next flight operation is for the aircraft 10 to ascend, the flight control unit 54 increases the output of the engine 20 by a predetermined percentage, for example, 10%. Then, the flight control unit 54 adjusts the output of the engine 20 so that the aircraft 10 ascends and the nose 1202 of the aircraft 10 points upward, so that the aircraft 10 returns to the speed during horizontal flight. This is because when the aircraft 10 ascends, its speed decreases, so the output of the engine 20 is increased to suppress the decrease in speed. That is, when the pilot tilts the control wheel 31A backward during level flight to cause the aircraft 10 to ascend, the front side of the elevator 1602 is lowered and the nose 1202 of the aircraft 10 rises, so the angle of attack of the aircraft 10 increases. When the angle of attack increases, the lift increases, but at the same time, the drag on the aircraft 10 also increases, so in order to suppress the decrease in the speed of the aircraft 10, it is necessary to increase the output of the engine 20.

[0043] Furthermore, when the operation determination unit 52 determines that the next flight operation is a descent of the aircraft 10, the flight control unit 54 reduces the output of the engine 20 by a predetermined percentage, for example, 10%. Then, the flight control unit 54 adjusts the output of the engine 20 so that the aircraft 10 returns to the speed during horizontal flight after the aircraft 10 descends and the nose 1202 of the aircraft 10 points downward. This is because as the aircraft 10 descends, its speed increases, so the power of the engine 20 is reduced to suppress the increase in speed. Furthermore, when the nose of the aircraft 10 points downward to the extent that the speed of the aircraft 10 cannot be maintained even when the output of the engine 20 is minimized, the flight control unit 54 decelerates the aircraft 10 by controlling the spoiler 1402 (deceleration member). That is, the flight control unit 54 increases drag by raising the spoiler 1402 in a direction perpendicular to the surface of the main wing 14, and this drag decelerates the aircraft 10.

[0044] Furthermore, when the operation determination unit 52 determines that the next flight operation is a turning of the aircraft 10, the flight control unit 54 controls the rudder 1802 to point the nose 1202 of the aircraft 10 in the turning direction which is the rotation direction of the pair of grippers 3102, controls the elevator 1602 to point the nose 1202 of the aircraft 10 upward, and increases the output of the engine 20 by a predetermined percentage, for example, 10%. Then, when the aircraft 10 starts to turn, the flight control unit 54 adjusts the output of the engine 20 so that the speed returns to that during horizontal flight. When turning the aircraft 10, it is necessary not only to tilt the fuselage 12 but also to orient the nose 1202 in the turning direction. Therefore, for example, when the pilot turns the pair of grips 3102 of the control wheel 31A to the left during horizontal flight to turn the aircraft 10 to the left, the flight control unit 54 tilts the rudder 1802 to the left to displace the nose 1202 to the left. On the other hand, when turning the aircraft 10 to the right, the flight control unit 54 tilts the rudder 1802 to the right to displace the nose 1202 to the right. Furthermore, when the fuselage 12 is tilted to turn the aircraft 10 during horizontal flight, the lift also tilts, so the upward component of the lift becomes smaller than the force of gravity. Therefore, in order to maintain flight altitude, it is necessary to balance the upward component of the lift with the force of gravity, so the lift is increased more than during horizontal flight. Therefore, the flight control unit 54 increases the lift by lowering the front side of the elevator 1602 to raise the nose 1202 of the aircraft 10 and increase the angle of attack. Furthermore, increasing the angle of attack also increases drag, causing the speed of the aircraft 10 to decrease, so the flight control unit 54 increases the power output of the engine 20.

[0045] In addition, if the inclination of the aircraft 10 exceeds a predetermined angle, for example 45 degrees, the flight control unit 54 controls the rudder 1802 to point the nose 1202 of the aircraft 10 in the opposite direction to the turning direction. If the inclination of the fuselage 12 exceeds a predetermined angle when the aircraft 10 is turning, the aircraft axis and the flight direction do not easily match, which may result in skidding, so the flight control unit 54 points the nose 1202 of the aircraft 10 in the opposite direction to the turning direction in order to balance the aileron 1406 and the rudder 1802. For example, when the aircraft 10 is turning left, the flight control unit 54 tilts the rudder 1802 to the right, thereby displacing the nose 1202 back to the right.

[0046] When the aircraft 10 ascends and the nose 1202 of the aircraft 10 points upward to such an extent that the aircraft 10 cannot maintain its speed even if the engine 20 output is maximized, the notification unit 56 issues a notification to that effect. In addition, when the aircraft 10 descends and the nose 1202 of the aircraft 10 points downward to the extent that the aircraft 10 cannot maintain its speed even when the output of the engine 20 is minimized, the notification unit 56 issues a notification to that effect. In addition, when the aircraft 10 turns and the fuselage 12 of the aircraft 10 tilts to such an extent that the speed of the aircraft 10 cannot be maintained even if the output of the engine 20 is maximized, the notification unit 56 issues a notification to that effect. Furthermore, when the tilt of the fuselage 12 of the aircraft 10 exceeds a predetermined angle (e.g., 45 degrees), the notification unit 56 issues a notification to that effect.

[0047] The notification unit 56 notifies the pilot of the above-mentioned situation, for example, by displaying red characters on the display device 302A provided on the control panel 302 or by outputting a sound from a speaker (not shown). This enables the pilot to take necessary action to improve the unstable flight state. Specifically, for example, if the nose 1202 of the aircraft 10 is pointing up so far that the aircraft cannot maintain speed, the pilot tilts the control wheel 31A forward to lower the rear side of the elevator 1602, thereby lowering the nose 1202. Also, if the nose 1202 of the aircraft 10 points too downward to maintain speed, the pilot tilts the control wheel 31A backward to lower the front side of the elevator 1602 and raise the nose 1202. In addition, if the fuselage 12 of the aircraft 10 tilts to the point where it cannot maintain speed, or if the tilt of the fuselage 12 exceeds a predetermined angle (e.g., 45 degrees), the pilot can rotate the pair of grips 3102 of the control wheel 31A to the right or left to correct the tilt of the fuselage 12 and return it to a direction closer to horizontal.

[0048] Next, the ascent operation process and descent operation process performed by the flight control device of the aircraft will be described. Fig. 8 is a flowchart showing the flow of the ascent operation process and descent operation process performed by the flight control device of the aircraft.

[0049] First, when the aircraft 10 is in level flight and pressure is detected by the first detection unit 41 as the pilot grasps and operates the control wheel 31A, the operation judgment unit 52 determines whether the pressure on the front side is higher than the pressure on the rear side (step S100). When the pressure on the front side becomes higher than the pressure on the rear side (step S100: YES), the operation determination unit 52 determines that the next flight operation is for the aircraft 10 to ascend. When it is determined that the aircraft 10 is ascending, the flight control unit 54 increases the output of the engine 20 at a predetermined rate (step S102).

[0050] Next, the flight control unit 54 determines whether the aircraft 10 has ascended and the nose 1202 of the aircraft 10 is pointing upward (step S104), and if the nose 1202 is not pointing upward (step S104: NO), returns to step S102 and repeats the process. On the other hand, if the nose 1202 points upward (step S104: YES), the flight control unit 54 adjusts the output of the engine 20 so as to return to the speed during level flight (step S106).

[0051] Next, the flight control unit 54 determines whether the aircraft 10 is ascending and the nose 1202 of the aircraft 10 is pointing upward so that the speed of the aircraft 10 cannot be maintained even if the output of the engine 20 is maximized (step S108). If the nose 1202 of the aircraft 10 is pointing upward so that the speed cannot be maintained (step S108: YES), the notification unit 56 notifies the aircraft 10 of this by displaying text or outputting sound (step S110), and the processing ends. This allows the pilot to perform the necessary control, such as tilting control wheel 31A forward to lower the rear side of elevator 1602 and lowering nose 1202. On the other hand, in step S108, if the nose 1202 of the aircraft 10 is not pointing upward enough to prevent the aircraft from maintaining its speed (step S108: NO), no action by the pilot is required, and the process returns to step S106 and is repeated to adjust the output of the engine 20 and return the aircraft to the speed required for level flight.

[0052] Furthermore, in step S100, if the front pressure is not higher than the rear pressure (step S100: NO), the movement determining unit 52 determines whether the rear pressure is higher than the front pressure (step S112). If the rear pressure is not higher than the front pressure (step S112: NO), the rear pressure and the front pressure are approximately equal, so the operation judgment unit 52 judges that level flight is being maintained and ends the processing.

[0053] On the other hand, if the pressure on the rear side becomes higher than the pressure on the front side (step S112: YES), the operation determination unit 52 determines that the next flight operation is the descent of the aircraft 10. When it is determined that the aircraft 10 is descending, the flight control unit 54 reduces the output of the engine 20 at a predetermined rate (step S114).

[0054] Next, the flight control unit 54 determines whether the aircraft 10 has descended and the nose 1202 of the aircraft 10 is pointing downward (step S116), and if the nose 1202 is not pointing downward (step S116: NO), returns to step S114 and repeats the process. On the other hand, if the nose 1202 points downward (step S116: YES), the flight control unit 54 adjusts the output of the engine 20 so as to return the speed to that during level flight (step S118).

[0055] Next, the flight control unit 54 determines whether the aircraft 10 is descending and the nose 1202 of the aircraft 10 is pointing downward to the extent that the speed of the aircraft 10 cannot be maintained even if the output of the engine 20 is minimized (step S120). If the nose 1202 of the aircraft 10 is pointing downward to the extent that the speed cannot be maintained (step S120: YES), the notification unit 56 notifies the aircraft 10 by displaying text or outputting sound to that effect (step S122). This allows the pilot to perform the necessary operations, such as tilting control wheel 31A backward to lower the front side of elevator 1602 and raise nose 1202. Then, the flight control unit 54 controls the spoiler 1402 to raise it vertically relative to the surface of the main wing 14, thereby increasing the drag, and decelerates the aircraft 10 using this drag (step S124), and ends the processing. On the other hand, in step S120, if the nose 1202 of the aircraft 10 is not pointing downward enough to maintain the speed (step S120: NO), no action by the pilot is required, so the process returns to step S118 and repeats, adjusting the output of the engine 20 to return to the speed for level flight.

[0056] Next, a turning operation process by the flight control device of the aircraft will be described. Fig. 9 is a flowchart showing the flow of the turning operation process by the flight control device of the aircraft. In Fig. 9, the process when the aircraft 10 turns left will be described, but the process when the aircraft turns right is similar.

[0057] First, while the aircraft 10 is flying level, when the pilot grasps and operates the control wheel 31A and the second detection unit 42 detects that the pair of gripping units 3102 have rotated to the left (step S140), the action judgment unit 52 determines that the next flight action is a left turn of the aircraft 10. If it is determined that the aircraft 10 is making a left turn, the flight control unit 54 controls the rudder 1802 to turn the nose 1202 of the aircraft 10 to the left (step S142), controls the elevator 1602 to turn the nose 1202 of the aircraft 10 upward (step S144), and increases the output of the engine 20 at a predetermined rate (step S146).

[0058] Next, the flight control unit 54 determines whether or not the aircraft 10 has started to turn left (step S148), and if the aircraft 10 has not started to turn left (step S148: NO), returns to step S142 and repeats the process. On the other hand, if the aircraft 10 starts to turn left (step S148: YES), the flight control unit 54 adjusts the output of the engine 20 so as to return to the speed during level flight (step S150).

[0059] Next, the flight control unit 54 determines whether the aircraft 10 is turning left and the fuselage 12 of the aircraft 10 is tilted to the left so that the speed of the aircraft 10 cannot be maintained even if the output of the engine 20 is maximized (step S152), and if the fuselage 12 of the aircraft 10 is not tilted to the left so that the speed cannot be maintained (step S152: NO), the flight control unit 54 returns to step S150 and repeats the process. On the other hand, if the fuselage 12 of the aircraft 10 has banked to the left to the extent that the speed cannot be maintained (step S152: YES), the notification unit 56 notifies the fact by displaying text or outputting sound (step S154). This allows the pilot to take the necessary control, i.e., rotate the pair of grips 3102 of the control wheel 31A to the right to return the inclination of the aircraft 12 to a position closer to horizontal.

[0060] Furthermore, the flight control unit 54 determines whether the inclination of the aircraft 10's fuselage 12 has exceeded 45° (step S156), and if the inclination of the aircraft 12 has not exceeded 45° (step S156: NO), returns to step S150 and repeats the processing. On the other hand, if the inclination of the fuselage 12 exceeds 45° (step S156: YES), the flight control unit 54 controls the rudder 1802 to turn the nose 1202 of the aircraft 10 to the right (step S158). Then, the notification unit 56 notifies the user of this by displaying text or outputting sound (step S160), and ends the process.

[0061] In this way, the flight control device for an aircraft of this embodiment detects the operation of the control wheel 31A by the pilot, determines the next flight action of the aircraft 10 during horizontal flight based on the detected operation, and controls the flight members to cause the aircraft 10 to execute the determined next flight action. Therefore, even if the pilot does not properly operate the control members 31-35 required for the next flight action due to lack of skill or carelessness when causing the aircraft 10 during horizontal flight to execute the next flight action, the operation required for the next flight action is supported by following the operation of the control wheel 31A by the pilot, thereby reducing the operational burden on the pilot and being advantageous in smoothly executing the next flight action. Specifically, for example, when causing an aircraft 10 in level flight to execute the next flight operation, if the timing of operation of the control components 31-35 is too early or too late, if the amount of operation of the control components 31-35 is excessive or insufficient, or if there is an error in the operation of the control components 31-35, the operation necessary for the next flight operation is assisted, thereby preventing the pilot from erroneously operating the control components 31-35, thereby improving the safety of the aircraft 10.

[0062] For example, the pressure when the pair of grips 3102 of the control wheel 31A is gripped by the pilot is detected, and if the pressure at the front in the longitudinal direction of the aircraft 10 is higher than the pressure at the rear among the detected pressures, it is determined that the next flight operation is for the aircraft 10 to ascend, and the output of the engine 20 is increased at a predetermined rate. This assists the operations required to ascend the aircraft 10, thereby reducing the operational burden on the pilot and being advantageous for the aircraft 10 to ascend smoothly. In addition, after the aircraft 10 ascends and the nose 1202 of the aircraft 10 points upward, the output of the engine 20 is adjusted to return the aircraft to the speed during horizontal flight, thereby allowing the aircraft 10 to ascend while maintaining a speed close to that during horizontal flight. In addition, if the aircraft 10 ascends and the nose 1202 of the aircraft 10 points upward to the extent that the speed of the aircraft 10 cannot be maintained even if the engine 20 output is maximized, an alert can be issued to that effect, urging the pilot to improve the unstable flight condition and providing a warning, which is advantageous for the aircraft 10 to ascend smoothly.

[0063] Also, for example, the pressure when the pair of gripping parts 3102 of the control wheel 31A is gripped by the pilot is detected, and if the detected pressure at the rear side in the longitudinal direction of the aircraft 10 becomes higher than the pressure at the front side, it is determined that the next flight operation will be a descent of the aircraft 10, and the output of the engine 20 is reduced at a predetermined rate. This assists in the operations required to descend the aircraft 10, thereby reducing the operational burden on the pilot and being advantageous for a smooth descent of the aircraft 10. In addition, after the aircraft 10 descends and the nose 1202 of the aircraft 10 points downward, the output of the engine 20 is adjusted so that the aircraft 10 returns to the speed during horizontal flight, allowing the aircraft 10 to descend while maintaining a speed close to that during horizontal flight. In addition, if the aircraft 10 descends and the nose 1202 of the aircraft 10 points downward to the extent that the speed of the aircraft 10 cannot be maintained even when the output of the engine 20 is minimized, an alert is issued to that effect and the spoiler 1402 is controlled to slow down the aircraft 10, thereby urging the pilot to improve the unstable flight condition, issuing a warning and slowing down the aircraft 10, which is advantageous for a smooth descent of the aircraft 10.

[0064] Also, for example, if rotation of the pair of grips 3102 is detected when the pilot operates control wheel 31A, it is determined that the next flight operation is a turn of aircraft 10, and rudder 1802 is controlled to point nose 1202 of aircraft 10 in the turning direction, elevator 1602 is controlled to point nose 1202 of aircraft 10 upward, and the output of engine 20 is increased at a predetermined rate. This assists in the operations required to turn aircraft 10, reducing the operational burden on the pilot and being advantageous for smooth turning of aircraft 10. Furthermore, when the aircraft 10 begins to turn, the output of the engine 20 is adjusted so that the aircraft 10 returns to the speed during horizontal flight, allowing the aircraft 10 to turn while maintaining a speed close to that during horizontal flight. In addition, if the inclination of the aircraft 10 exceeds a predetermined angle (for example, 45°), the rudder 1802 is controlled to turn the nose 1202 of the aircraft 10 in the opposite direction to the turning direction, and an announcement is made to that effect, thereby correcting the inclination of the aircraft 10 and urging the pilot to improve the unstable flight condition, thereby providing an attention-grabbing message, which is advantageous for smooth turning of the aircraft 10.

[0065] (Second embodiment) The first embodiment is different in that a control wheel 31A having a pair of grips 3102 that rotate is provided, whereas the second embodiment is provided with a control stick 31B that can be tilted forward / backward and left / right. In the following description of the embodiment, the same parts and members as those in the first embodiment are denoted by the same reference numerals, and the description thereof will be omitted, and the description will focus on the parts that are different from the first embodiment.

[0066] In the flight control device for an aircraft of this embodiment, a control stick 31B as shown in Figs. 10 and 11 is provided instead of the control wheel 31A of the first embodiment. The control stick 31B is a mechanism for adjusting the attitude of the ailerons 1406 and elevators 1602 of the aircraft 10, and, as in the first embodiment, is provided as an operating member that is held and operated by the pilot to perform flight operations of the aircraft 10. 10 and 11 are diagrams showing the configuration of the control stick, with FIG. 10 being a front view as seen by a pilot seated in the cockpit, and FIG. 11 being a left side view.

[0067] The control stick 31B includes a swing shaft 3100 that stands upright on the floor F, and a grip portion 3112 provided at the tip of the swing shaft 3100. The grip portion 3112 is a rod-shaped handle that extends in the same direction as the oscillation shaft 3100 extends.

[0068] When the pilot operates the aircraft 10, he or she grasps the grip portion 3112 to perform the operation. In the present embodiment, the grip portion 3112 is provided with a pressure sensor that detects pressure as the first detection unit 41 shown in Fig. 3. The first detection unit 41 (pressure sensor) detects the pressure when the grip portion 3112 is gripped by the pilot, and outputs the pressure to the aircraft control unit 50. As shown in FIGS. 10 and 11, the swing shaft 3100 of the control stick 31B can swing from the floor surface F in the front-rear and left-right directions of the fuselage 12. In this embodiment, the swing shaft 3100 is provided with a swing sensor that detects swing as the third detection unit 43 shown in Fig. 3. Therefore, the third detection unit 43 (swing sensor) detects the swing state when the grip unit 3112 is gripped and swung by the pilot, and outputs the detected swing state to the aircraft control unit 50. In this embodiment, the second detection section 42 (rotation sensor) provided in the first embodiment is not provided.

[0069] When the gripper 3112 is moved to the right to tilt the swing shaft 3100 to the right, the aircraft control unit 50 raises the aileron 1406 of the main wing 14 on the right side of the aircraft 10 and lowers the aileron 1406 of the main wing 14 on the left side of the aircraft 10. This causes the fuselage 12 to tilt to the right about the center of gravity, and the aircraft 10 turns right. Furthermore, when the gripper 3112 is moved leftward to tilt the swing shaft 3100 to the left, the aircraft control unit 50 raises the aileron 1406 of the left main wing 14 of the aircraft 10 and lowers the aileron 1406 of the right main wing 14 of the aircraft 10. This causes the fuselage 12 to tilt to the left about the center of gravity, and the aircraft 10 turns left. That is, the control stick 31B functions as a control member that adjusts the attitude of the aircraft 10 in the roll direction by swinging it left and right. Incidentally, the case where the control stick 31B is moved in the fore-aft direction to function as a control member for adjusting the attitude of the aircraft 10 in the pitch direction is the same as in the first embodiment.

[0070] The movement determination unit 52 in this embodiment determines the next flight movement of the aircraft 10 during level flight, based on the operation detected by the first detection unit 41 (pressure sensor) provided on the grip portion 3112 of the control stick 31B. In determining the next flight operation, the ascent and descent of the aircraft 10 are determined based on the forward / rearward pressure detected by the first detection unit 41, as in the first embodiment, while the turning of the aircraft 10 is determined based on the detected left / right pressure.

[0071] When pressure is detected by the first detection unit 41 as the pilot grasps and operates the control stick 31B, the operation judgment unit 52 judges that the next flight operation is a turn of the aircraft 10 if one of the detected pressures on the left side and right side in the left-right direction of the aircraft 10 becomes higher than the other. That is, when the pressure on the right side among the detected pressures becomes higher than the pressure on the left side, the operation determination unit 52 determines that the next flight operation is a left turn of the aircraft 10. On the other hand, when the pressure on the left side among the detected pressures becomes higher than the pressure on the right side, the operation determination unit 52 determines that the next flight operation is a right turn of the aircraft 10.

[0072] When the flight control unit 54 determines that the next flight operation is a turning of the aircraft 10, it controls the rudder 1802 to point the nose 1202 of the aircraft 10 in the turning direction which is the direction of lower pressure, and controls the elevator 1602 to point the nose 1202 of the aircraft 10 upward, and increases the output of the engine 20 by a predetermined percentage, for example 10%. That is, in the case of a left turn, the rudder 1802 is controlled to turn the nose 1202 of the aircraft 10 to the left, the elevator 1602 is controlled to turn the nose 1202 of the aircraft 10 up, and the output of the engine 20 is increased at a predetermined rate. On the other hand, in the case of a right turn, the rudder 1802 is controlled to turn the nose 1202 of the aircraft 10 to the right, the elevator 1602 is controlled to turn the nose 1202 of the aircraft 10 up, and the output of the engine 20 is increased at a predetermined rate.

[0073] The flow of the ascent operation process, descent operation process, and turning operation process by the flight control device of the aircraft is similar to that of the first embodiment.

[0074] In this way, the flight control device for an aircraft of this embodiment detects the operation (pressure) of the control stick 31B operated by the pilot, determines the next flight action of the aircraft 10 in horizontal flight based on the detected operation, and controls the flight members to cause the aircraft 10 to execute the determined next flight action. Therefore, even if the pilot does not properly operate the control members required for the next flight action due to lack of skill or carelessness when causing the aircraft 10 in horizontal flight to execute the next flight action, the operation required for the next flight action is supported by following the operation by the pilot, thereby reducing the burden on the pilot and being advantageous in smoothly executing the next flight action.

[0075] For example, the pressure of grip 3112 when the pilot operates control stick 31B is detected, and if one of the detected left and right pressures becomes higher than the other, it is determined that the next flight operation is a turn of aircraft 10, and rudder 1802 is controlled to point nose 1202 of aircraft 10 in the turning direction, elevator 1602 is controlled to point nose 1202 of aircraft 10 upward, and the output of engine 20 is increased at a predetermined rate. This supports the operations required to turn aircraft 10, reducing the burden on the pilot and being advantageous for smoothly turning aircraft 10. Furthermore, the same members and configurations as those in the first embodiment provide the same effects as those in the first embodiment. [Explanation of symbols]

[0076] 10 aircraft 12 Aircraft 1202 Nose 14 Wing 1402 Spoiler 1404 Flap 1406 Aileron 16 Horizontal stabilizer 1602 Elevator 18 Vertical stabilizer 1802 Rudder 20 Engine 22 Propeller 30 Cockpit 31~35 Control parts 31A Steering wheel (operating member) 31B Control stick (operating member) 3102 Pair of gripping parts 3112 Grip 32 Rudder Pedal 32(32A, 32B) Rudder pedals 33 (33A, 33B) Thrust lever 34 Speed ​​brake lever 35 Flap lever 41~47 Detection section 50 Aircraft Control Unit 52 Operation judgment section 54 Flight Control Unit 56 Notification Department

Claims

1. A flight control device for an aircraft having a plurality of flying members, A plurality of operating members operated by a pilot to perform flight operations of the aircraft; A plurality of detection units that detect operations on the plurality of operating members; An operation determination unit that determines a next flight operation of the aircraft during horizontal flight based on an operation detected by a predetermined detection unit provided on a predetermined operating member; A flight control unit controls the flying member based on the detected amount of operation of the operating member, and performs support control of the flying member to guide the next flight operation to an appropriate operation, thereby causing the aircraft to execute the determined next flight operation; An aircraft flight control device comprising:

2. the plurality of flight members include an engine that generates thrust and an elevator that displaces a nose of the aircraft in a vertical direction; The predetermined operating member is a control wheel having a grip portion to be gripped by the pilot, The predetermined detection unit is a pressure sensor provided in the gripping unit and detecting a pressure when gripped by the pilot, the operation determination unit determines that the next flight operation is an ascent of the aircraft when a front pressure in a longitudinal direction of the aircraft becomes higher than a rear pressure among the detected pressures; When the flight control unit determines that the next flight operation is an ascent of the aircraft, the flight control unit controls the elevator based on the amount of swing of the control wheel to point the nose of the aircraft up and increases the output of the engine at a predetermined rate.

2. The aircraft flight control system according to claim 1.

3. The flight control unit adjusts the output of the engine so that the aircraft returns to a speed during horizontal flight after the aircraft has ascended and the nose of the aircraft has turned up.

3. An aircraft flight control system according to claim 2.

4. and a notification unit that notifies the aircraft when the nose of the aircraft is pointing upward to such an extent that the aircraft speed cannot be maintained even if the engine output is maximized as the aircraft ascends.

4. The flight control device for an aircraft according to claim 2 or 3.

5. the plurality of flight members include an engine that generates thrust and an elevator that displaces a nose of the aircraft in a vertical direction; The predetermined operating member is a control wheel having a grip portion to be gripped by the pilot, The predetermined detection unit is a pressure sensor provided in the gripping unit and detecting a pressure when gripped by the pilot, the operation determination unit determines that the next flight operation is a descent of the aircraft when a rear pressure in a longitudinal direction of the aircraft becomes higher than a front pressure among the detected pressures; When the flight control unit determines that the next flight operation is a descent of the aircraft, the flight control unit controls the elevator based on the amount of swing of the control wheel to point the nose of the aircraft downward and reduces the output of the engine at a predetermined rate.

2. The aircraft flight control system according to claim 1.

6. The flight control unit adjusts the output of the engine so that the aircraft returns to a speed during horizontal flight after the aircraft descends and the nose of the aircraft points downward.

6. An aircraft flight control system according to claim 5.

7. The plurality of flight members further includes a deceleration member for decelerating the aircraft; a notification unit that notifies the aircraft when the aircraft descends and the nose of the aircraft points downward to such an extent that the aircraft speed cannot be maintained even if the engine output is minimized, The flight control unit decelerates the aircraft by controlling the deceleration member.

7. An aircraft flight control device according to claim 5 or 6.

8. the plurality of flight members include an engine that generates thrust, an elevator that displaces a nose of the aircraft in a vertical direction, a rudder that displaces the nose of the aircraft in a horizontal direction, and an aileron that displaces a body of the aircraft in a roll direction; The predetermined operating member is a control wheel having a grip portion to be gripped by the pilot and a connection portion to rotatably hold the grip portion, The predetermined detection unit is a rotation sensor provided in the connection unit and detecting rotation of the grip unit, The motion determination unit determines that the next flight motion is a turn of the aircraft when a rotation of the gripping unit is detected, When the flight control unit determines that the next flight operation is a turning of the aircraft, the flight control unit tilts the fuselage of the aircraft toward the turning direction, which is the rotation direction of the gripper, by controlling the aileron based on the rotation amount of the gripper, and also controls the rudder to point the nose of the aircraft in the turning direction, controls the elevator to point the nose of the aircraft upward, and increases the output of the engine at a predetermined rate.

2. The aircraft flight control system according to claim 1.

9. the plurality of flight members include an engine that generates thrust, an elevator that displaces a nose of the aircraft in a vertical direction, a rudder that displaces the nose of the aircraft in a horizontal direction, and an aileron that displaces a body of the aircraft in a roll direction; The predetermined operating member is a control stick having a grip portion to be gripped by the pilot, The predetermined detection unit is a pressure sensor provided in the gripping unit and detecting a pressure when gripped by the pilot, the operation determination unit determines that the next flight operation is a turning of the aircraft when one of the detected left pressure and right pressure in the left-right direction of the aircraft becomes higher than the other pressure; When the flight control unit determines that the next flight operation is a turning of the aircraft, the flight control unit tilts the body of the aircraft toward the turning direction, which is the direction of lower pressure, by controlling the aileron based on the amount of swing of the control stick, and also controls the rudder to point the nose of the aircraft in the turning direction, controls the elevator to point the nose of the aircraft upward, and increases the output of the engine at a predetermined rate.

2. The aircraft flight control system according to claim 1.

10. When the aircraft starts to turn, the flight control unit adjusts the output of the engine so as to return to a speed during horizontal flight.

10. The flight control device for an aircraft according to claim 8 or 9.

11. and a notification unit that notifies the aircraft when the aircraft turns and the aircraft tilts to such an extent that the aircraft speed cannot be maintained even when the engine output is maximized. The flight control device for an aircraft according to any one of claims 8 to 10.

12. the flight control unit, when the inclination of the aircraft exceeds a predetermined angle, controls the rudder to point the nose of the aircraft in a direction opposite to the turning direction; The notification unit notifies that the tilt of the aircraft has exceeded the predetermined angle.

12. An aircraft flight control system according to claim 11.

Images