Patent Application
20090250551
The present invention relates to a method for improving the roll steering of an aircraft, as well as to an aircraft implementing this method.
It is known that the wings of an aircraft are provided with controllable aerodynamic surfaces—principally ailerons and subsidiarily spoiler flaps—making it possible to steer said aircraft roll-wise about its longitudinal axis. It is also known that, in particular for aircraft of large dimensions, said wings are flexible and deformable so that, in certain flight situations (high speed, high Mach number, high dynamic pressure), the deflection of said aerodynamic roll control surfaces results in the twisting of said wings, thereby causing the latter to take up a local angle of incidence opposing the aerodynamic roll effects of said aerodynamic surfaces and greatly reducing their effectiveness. The roll response of the aircraft does not therefore correspond to the roll instructed by said aerodynamic surfaces.
The object of the present invention is to remedy this drawback.
Accordingly, according to the invention, the method for improving the roll steering of an aircraft comprising:
a fuselage,
two wings, symmetric with respect to said fuselage, provided with controllable aerodynamic surfaces able to produce a roll movement for the aircraft, and
a vertical fin projecting with respect to the rear part of said fuselage and provided with a rudder extending along the rear edge of said fin and able to turn, with respect to the latter, about an axis of rotation,
is noteworthy in that:
said rudder is divided, transversely to said axis of rotation, into at least two rudder elements disposed successively along said axis of rotation and being independently controllable in rotation about the latter; and
when said wing aerodynamic surfaces are deflected so as to communicate a roll movement to said aircraft in a determined direction:
Thus, said rudder elements produce antagonistic lifting forces transverse to said aircraft, which exert on the latter roll moments, likewise antagonistic, with respect to the longitudinal axis of said aircraft. However, on account of the fact that the rudder elements which exert a roll moment in the same direction as the movement due to said aerodynamic surfaces of the wings are further from said axis than said rudder elements which exert a roll moment in the opposite direction, the resultant moment exerted roll-wise by said rudder elements therefore enhances the roll movement produced by said aerodynamic surfaces of the wings.
Preferably, the number, the surface area, the disposition, etc., of said rudder elements is chosen in such a way that the antagonistic yaw effects, produced by said rudder elements deflected in opposite directions, balance one another at least approximately, the resultant yaw effect being practically zero.
In an advantageous mode of implementation of the present invention, said rudder comprises just two rudder elements, namely a lower rudder element and an upper rudder element, and, during a roll movement produced by said aerodynamic surfaces of the wings, said upper rudder element is deflected in the direction of the roll movement and said lower rudder element is deflected in the opposite direction simultaneously. In this case, the surface areas of said lower and upper rudder elements are at least approximately equal and said lower and upper rudder elements are deflected symmetrically about said axis of rotation of the rudder. Thus, no yaw effect results therefrom.
Regardless of the number of said rudder elements, it is preferable for the extra roll control afforded by said rudder elements to take place only when the aircraft is in a flight situation in which said aerodynamic surfaces of the wings exhibit a loss of roll effectiveness. Generally, in such a situation, the speed, the Mach number or the dynamic pressure of the aircraft are very high. So, in order to determine such a situation, it is possible to measure at least one of the three quantities hereinabove in the guise of parameter and to compare the measurement of said parameter with a threshold, for example determined experimentally, beyond which said situation occurs. Thus, as long as the measurement of the parameter is below said threshold, the roll effectiveness of the aerodynamic surfaces of the wings is satisfactory and it is not necessary to involve the rudder elements. On the other hand, when the measurement of the parameter is above said threshold, the roll effectiveness of the aerodynamic surfaces of the wings is no longer satisfactory and the method according to the invention is implemented.
The present invention relates moreover to an aircraft implementing the above-described method of the invention. Such an aircraft, comprising:
a fuselage;
two wings, symmetric with respect to said fuselage, provided with controllable aerodynamic surfaces able to produce a roll movement for the aircraft;
means of roll steering of said aircraft able to control said controllable aerodynamic surfaces;
a vertical fin projecting with respect to the rear part of said fuselage and provided with a rudder extending along the rear edge of said fin and able to turn, with respect to the latter, about an axis of rotation; and
means of yaw steering of said aircraft able to control said rudder,
is noteworthy in that:
said rudder consists of at least two rudder elements disposed successively along said axis of rotation;
said means of yaw steering are able to produce first individual deflection orders for each of said rudder elements;
said means of roll steering are able to produce, in addition to deflection orders for said aerodynamic surfaces, second individual deflection orders for said rudder elements, said second deflection orders being such that the resultant yaw action is at least approximately zero; and
means of addition are provided for adding, for each of said rudder elements, the second individual deflection order to the corresponding first individual deflection order, when the measurement of a parameter representative of a particular flight situation exceeds a preset threshold.
In a preferred embodiment, said rudder consists of a lower rudder element and of an upper rudder element.
The figures of the appended drawing will elucidate the manner in which the invention may be embodied. In these figures, identical references designate similar elements.
The wide-bodied civil aircraft 1, shown in
Moreover, said wings 3D and 3G are respectively provided with spoiler flaps 8D and 8G, pair-wise symmetric with respect to the fuselage 2, said spoiler flaps 8D and 8G being usable, in a known manner, for the roll control of the aircraft 1, to enhance the action of the ailerons 5D and 5G.
According to a first particular feature of the exemplary implementation of the present invention, represented in
The upper 6S and lower 6I rudder elements may be controlled jointly in rotation so that the rudder 6 behaves as if it were monolithic. The rudder elements 6S and 6I may also be controlled individually and, as the case may be, in opposite directions.
When, as is illustrated in
To remedy this drawback, according to the invention, at the same time as the ailerons 5G, 5D (and possibly the spoiler flaps 8G, 8D) are deflected to obtain a roll movement of the aircraft 1 about the longitudinal axis L-L, the rudder elements 6S and 6I are deflected in a symmetric manner with respect to the fin 4 of the aircraft (see
Under these conditions, the upper and lower rudder elements produce respectively lateral lifting forces FS and FI, of equal moduli, but of opposite directions. In their turn, these forces FS and FI respectively produce, and with respect to the longitudinal axis L-L of the aircraft 1, a moment in the direction of the roll movement instructed and a moment antagonistic to said roll movement. Since the lever arm of the force FS is larger than that of the force FI, the moment in the direction of roll is greater than the moment in the antagonistic direction and the resultant moment of these two moments therefore acts in the direction of the roll movement instructed.
Thus, the rudder elements 6S and 6I assist the ailerons 5G, 5D (and possibly the spoiler flaps 8G, 8D) in the achieving of said instructed roll movement.
Moreover, it will be noted that, since the rudder elements 6S and 6I exhibit almost identical surface areas and are deflected symmetrically with respect to the fin 4, their deflections do not cause any yaw effect.
The device for the implementation of the method described above, represented diagrammatically in
a stick system 11, able to produce, among other things, roll control orders for the ailerons 5G, 5D and, possibly, for the spoiler flaps 8G, 8D;
a rudder bar system 12, able to produce control orders for the rudder elements 6S and 6I;
a computer 13 receiving said control orders originating from the stick system 11 and from the rudder bar system 12 and delivering, to its outputs and as a function of the electric flight control laws that it possesses in memory, respectively, a moment order instructed yaw-wise and a moment order instructed roll-wise;
a computer 14 receiving from said computer 13 the yaw-wise instructed moment order and formulating respective control orders for the rudder elements 6S and 6I, which orders are addressed to the actuators of the latter, respectively by lines 15 and 16;
an adder 17 interposed on the control line 15 for the upper rudder element 6S;
an adder 18 interposed on the control line 16 for the lower rudder element 6I;
a computer 19 receiving from said computer 13 the roll-wise instructed moment order and formulating respective roll-wise control orders:
a comparator 25 receiving, from a terminal 26, the measurement of a parameter P, such as the speed of the aircraft, the Mach number, the dynamic pressure, etc., and comparing this measurement with a preset threshold Po representative of a flight situation beyond which the roll control by the ailerons 5G, 5D assisted possibly by the spoiler flaps 8G, 8D, is no longer satisfactory, said comparator 25 being able to control said switches 21 and 23 by an action line 27.
Thus, when the aircraft 1 is not in a flight situation for which the roll action of the ailerons 5G, 5D (and possibly that of the spoiler flaps 8G, 8D) is lessened, the rudder elements 6S and 6I are controlled by the rudder bar system 12, through the computers 13 and 14 and the lines 15 and 16.
On the other hand, when such a situation occurs, it is detected by the measurement of the parameter P which becomes greater than the threshold Po and the comparator 25 toggles the switches 21 and 23, from their resting positions r to their working positions t, so that the roll orders formulated by the computer 19 respectively for the upper rudder element 6S and for the lower rudder element 6I are transmitted to the adders 17 and 18, respectively by the lines 22 and 24. In this case, the orders addressed to the rudder elements 6S and 6I comprise, on the one hand, yaw orders instructed by the rudder bar system 12 and, on the other hand, roll-assist orders originating from the computer 14.
| Number | Date | Country | Kind |
|---|---|---|---|
| 0413400 | Dec 2004 | FR | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/FR05/03026 | 12/5/2005 | WO | 00 | 6/4/2007 |
