ES2359325B1 - SYSTEM TO CONTROL THE OPERATION OF A CONVERTIBLE AIRCRAFT BETWEEN HELICOPTER, AUTOGIRO AND PLANE MODES. - Google Patents

Abstract

System to control the operation of a convertible aircraft between helicopter, autogyro and airplane modes. # System to control the operation of a convertible aircraft (1) between helicopter, autogyro and airplane modes. The system is provided with a "multimode" active flight control (CAVM) (10), comprising a configuration control device (14), which receives information from the sensors (26) of each and every one of the surfaces of control (23) and power (24), and on the position of the control organs (20); a flight mode selector (16) (FMS), to modify the flight mode if certain conditions captured by said sensors (26) are verified, which informs the pilot about whether the safe conditions for a mode change are verified; and a computer (15), which has as inputs the instructions given by the pilot and the data of the control surfaces (23), power (24) and the ADIRU (21), and that sends to the PCU (22) the order of which control surfaces and which power modules must be operated.

Description

System to control the operation of a convertible aircraft between helicopter, autogyro and airplane modes.

Technical sector of the invention

The present invention relates to a system for controlling the operation of a convertible aircraft between helicopter, autogyro and airplane modes, according to the preamble of claim 1.

Background of the invention

EP1731420 describes a method of operation of a convertible aircraft, equipped with a fuselage, conventional fixed wings provided with ailerons, a tail with rudders, propeller engines, a blade rotor, a transmission between the engines and the rotor, equipped with brake and clutch means, and a landing gear. The method comprises a direct and reverse transition from helicopter mode to autogyro mode and a direct and reverse transition from autogyro-helicopter mode to airplane mode.

Patent ES2277476 describes a rotor for convertible aircraft between rotating wing modes to airplane mode that allows the implementation of the method of EP1731420. The rotor is driven by propeller engines of the aircraft itself through a torque transmission, based on cardan joints, provided with rotor clutch and brake means, and with means for controlling the pitching and warping of the rotor's rotation shaft.

Typically, aircraft are provided with a flight control system, comprising:

-

cockpit control organs, such as joysticks, pedals, power levers, etc., from which command orders are supplied to active flight control;

-

an ADIRU (or Air Data and Inertial Unit), for the acquisition of inertial data (dynamics of the aircraft) and air conditions (dynamic pressure) in which the aircraft operates;

-

a power control unit (PCU), which receives the signal from the active flight control (CAV), and is responsible for calculating the setpoints for the control surfaces (flip-offs, rudders, etc.) and the power modules ( propulsion and rotation turbines and engines);

-

a set of actuators, which act as a function of the output of the PCU on said control surfaces and power modules; Y

-

a set of sensors to capture the state of the control surfaces and the power modules.

In the following, both the previous acronyms and their entire original expressions will be used interchangeably, since acronyms are widely used in the aeronautical and avionics industry, and a person skilled in the art is very used to their use.

The patents cited above do not describe or suggest how these active flight control systems should be adapted to their particular characteristics, in particular derived from describing convertible aircraft between airplane mode, autogyro mode and helicopter mode.

The purpose of the present invention is to provide an active flight control system for convertible aircraft between airplane mode, gyroplane mode and helicopter mode, which allows simplifying and unifying the flight instruments and controls and their distribution in the cockpit so that that allows a simple, ergonomic and, above all, safe operation.

Explanation of the invention.

To this end, the object of the present invention is a system for controlling the operation of a convertible aircraft between helicopter, autogyro and airplane modes, of new concept and functionality, characterized, according to the characterizing part of claim 1, because it comprises a "multimode" active flight control (CAVM), which in turn includes:

-

a configuration control device, which receives information from the sensors of each and every one of the control and power surfaces, and about the position of the control organs;

-

a flight mode selector, to modify the flight mode if certain conditions captured by said sensors are verified, which informs the pilot about whether the safe conditions for a mode change are verified; Y

-

a computer, which has as input the instructions given by the pilot and the data of the control, power and ADIRU surfaces, and which sends to the PCU the order of which control surfaces and which power modules must be activated.

Preferred embodiments of the present invention are described in claims 2 and following.

Brief description of the drawings

The detailed description of a preferred, but not exclusive, embodiment of the system for controlling the operation of a convertible aircraft between helicopter, autogyro and airplane modes, object of the invention, for which better understanding is accompanied by drawings, will be made below. in which, by way of non-limiting example, embodiments of the present invention are illustrated. In these drawings:

Fig. 1 is a side elevational view of a convertible aircraft that is managed according to the system to control the operation according to the present invention, with the rotor blades deployed for operation in rotating wing modes (autogyro or helicopter);

Fig. 2 is a top plan view of the aircraft of Fig. 1.

Fig. 3 is a functional block diagram illustrating the operating mode of the system for controlling the operation of the convertible aircraft according to the present invention;

Fig. 4 is a flow chart illustrating an embodiment of the management of transitions between helicopter, autogyro and airplane modes of operation; Y

Fig. 5 is an analogous view of Fig. 2, of the aircraft of Fig. 2, but with the rotor blades rotated and deployed aft, for operation in fixed-wing airplane mode.

Detailed description of the drawings

In Figs. 1, 2 and 5 it can be seen that the convertible aircraft 1 to which the flight control system of the invention is applied is a hybrid aircraft between a helicopter, a gyroplane and a fixed-wing aircraft. The convertible aircraft 1 comprises a fuselage 2, conventional fixed wings 3 equipped with ailerons, a conventional tail 4 with rudders, propeller engines 5, a rotor 6 with blades 7, 8, a transmission between the propeller engines 5 and the rotor 6, equipped with brake and clutch means of the rotor 6, a landing gear, transition means from helicopter mode to autogyro mode and vice versa, direct and reverse transition means from autogyro-helicopter mode to airplane mode, which are described below. , and means of pressurization and heating of the cabin ("cockpit").

In one embodiment, the convertible aircraft 1 illustrated in the drawings is an apparatus with two propeller motors 5 that move two variable pitch propellers 11. The pitch of the propellers 11 may become negative. In addition, the drive motors 5 are connected to the rotor 6 by means of a transmission equipped with brake and clutch.

To measure the speed of the aircraft, the knot or nautical mile is usually used, expressed in the International System of Units, the conversion being as follows: 1 knot is equal to 1 nautical mile per hour or 1,852.00 m / h (System Units International).

The lift for a range of “negative” or low speeds (typically between 0 and about 185.2 km / h), is produced by means of the rotor 6, whose axis of rotation has been represented with the numerical reference 19, and the convertible aircraft 1 operates in rotating wings mode, that is to say in helicopter mode or autogyro mode, while for higher speeds the lift is carried out through fixed wings 3, for a flight in airplane mode or fixed wings. The lift can also occur, for a given range of intermediate speeds, by means of wings 3 and rotor 6 in autogyro mode, simultaneously.

The convertible aircraft 1 of the invention can take off and land on "rotating wings", that is to say both in autogyro mode and in helicopter mode, with the propellant engines 5 clutched to the rotor 6, and the direct or reverse transition to airplane mode can be carried out both from helicopter mode and from autogyro mode.

For example, the aircraft can take off in helicopter mode, and operate in this mode for VNO (normal operating speed) values between 0 and 55.56 km / h. In this mode the VNE speed (speed never exceeding) can be set to VNE = 83.34 km / h. For VNO ≥ 55.56 km / h, the transition to autogiro mode occurs, in which VNO is between 55.56 km / h and 157.42 km / h, and VNE = 203.72 km / h. For VNO ≥ 157.42 km / h it is transitioned to airplane mode, in which VNO is between 157.42 km / h and a higher value that may be the usual ones in fixed wing avionics. A diagram of flight modes and their transitions (with generic definition of VNO and VNE) is illustrated in Fig. 4:

An exemplary embodiment of a convertible aircraft 1 according to the present invention is illustrated in Fig. 1, with the blades 7 and 8 of the rotor 6 deployed for operation in autogyro or helicopter mode, and with the landing gear 9 deployed and three wheels retractable 10. They also indicate the trajectories of the tips of the blades 7 and 8 of the rotor 6.

In Fig. 2 a top plan view of the aircraft of Fig. 1 is observed. Circle 13 indicates that the rotor 6 is rotating in one of these two flight modes (flight modes in rotating wings).

Fig. 5 shows the convertible aircraft 1 with the rotor blades 7, 8 rotated and partially deployed aft, for operation in fixed-wing airplane mode. The blades 7, 8 may be either fully retracted or retracted. In this flight mode the rotor 6 is stopped, as shown by the absence of circles. The propellers 11 keep turning.

The example of rotor 6 of the convertible aircraft 1 illustrated by way of non-limiting example has two blades 7 and 8 of the collapsible type, both on the ground and in flight, of symmetric aerodynamic profile with respect to the string of the aerodynamic profile of the shovel and variable rope, the rope being greater at the root than at the tip of the blades. Advantageously, the ratio between the thickness and the rope of the aerodynamic profile of the blades is between 0.1 and 0.2. More specifically, the profile of the blades is advantageously of the NACA 0012 type or another of the symmetrical type. The rotor 6 is hinged, in the conventional manner, and on the longitudinal axis of the blades, to change its pitch both cyclically and collectively.

The blades 7 and 8 of the rotor 6 can rotate on vertical shafts equipped with first motors 19, for example servo-motors, controlled by electric command piloting (known as "x-by-wire" in English), which is described later. The longitudinal axes of the blades are equipped with a few second motors, for example servo motors, also driven by the system itself "by electric control". This type of paddles 7, 8 foldable on the ground allows folding the blades and obtaining minimum dimensions of the aircraft 1, and thus having a place in the elevators of aircraft carriers or in small hangars.

The mode of operation of the drive elements of the rotor motors and their blades (rotation and collective pitch), for the transition from one mode to another is described in patents ES2275370 and ES2277476, to which we refer as reference. The active control of these motors and rotor, as well as the control surfaces (fl aps, rudders, air brakes, slats, compensator, landing gear, etc.) is carried out by means of the control system of the present invention, whose diagram of blocks are illustrated in Fig. 3.

The system for controlling the operation of a convertible aircraft 1 comprises, in a manner known per se, an active flight controller 10 (CAV); cockpit control elements 20, such as joysticks, pedals, power levers, etc., from which command orders are supplied to active flight control; an ADIRU 21 (or Air Data and Inertial Unit), for the acquisition of inertial data (dynamics of the aircraft) and air conditions (dynamic pressure) in which the aircraft operates; a power control unit 22 (PCU), which receives the signal from the CAV 10, and is responsible for calculating the command setpoints for the control surfaces 23 (fl aps, rudders, air brakes, slats, compensator, landing gear, etc.) and for power modules 24 (motors, rotor, collective pitch of the blades); a set of actuators 25, which act according to the output of the PCU on said control surfaces and power modules; and a set of sensors 26 to capture the state of the control surfaces and the power modules.

According to the invention, and as can be seen in Fig. 3, the active control is a "multimode" active flight control (CAVM, 10), comprising:

-

a configuration control device 14, feedback to the CAVM 10, and that receives information from the sensors 26 of each and every one of the control and power surfaces, and about the position of the control organs;

-

a flight mode selector 16 (FMS), to modify the flight mode if certain conditions captured by said sensors are verified, which informs the pilot about whether the safe conditions for a mode change are verified; Y

-

a computer 15, which has as inputs the instructions given by the pilot and the data of the control, power and ADIRU 21 surfaces, and which sends the order of which control surfaces and which power modules to the PCU 22 Be powered.

The power module 24 responds to the order that arrives from the Multimode Active Flight Control Unit 10 (CAVM), for the control of the rotation speed of the engines the rotating organs (engines 5, rotor 6), of the pairs and of the passages of the propellers 11 and the collective of the blades 7, 8, which integrates a collective passage control system, a power control system with electronic fuel and air adjustment, an automatic step control system of propeller 11, and an automatic control system of the so-called torque (Revolutions per minute (RPM) -RPM rotor-Collective motor) and a yaw control system.

The CAVM 10 comprises at least one memory with a database containing the enclosures and flight settings and their corresponding transitions. The memory contains a database with the particular parametric flight laws for each flight mode (“sub-envelopes”) helicopter, gyroplane and airplane. Parametric laws data will consist of the angles of attack, VNE and VNO speeds, safety margins, Lmo, particular flight conditions, vector accelerations, etc., for each flight mode.

The main difference with the existing systems is that the CAVM 10 Multimode Active Flight Control of the present invention allows to have envelopes and flight laws for each flight mode and its transition, this makes it an optimal system for converters and VTOL aircraft (Takeoff and Vertical Landing), preventing the aircraft 1 from entering unsafe situations. The system consists of the Multimode Active Flight Control Computer 15, the Flight Mode Selector (FMS, 16) and the Configuration Control 14, mentioned above. The system works with multiple databases of envelopes and flight settings and their corresponding transitions such as:

The functions of the CAVM 10 Active Control System are basically two, the first one, the filtering of the command according to the con fi guration of the aircraft 1 applying the envelope and flight laws for each case, the second, managing the con fi guration changes.

The Computer 15 of the CAVM 10 has two basic functions, on the one hand the pilot command command according to the envelope and flight laws of the current con fi guration of the aircraft 1, and on the other hand it sends to the PCU 22 (“Power Control Unit ”), the order that command surfaces must be acted upon to achieve the order of the pilot, determined according to the current con fi guration of the aircraft.

The Con fi guration Control 14 controls and manages the con fi guration of the aircraft 1. To this end, it receives information through the sensors 26, from each and every one of the control and power surfaces. And on the position secondary controls (fl aps, air brakes, slats, compensator, landing gear, etc.). Share information with the CAVM 10 Computer 15 to know if it is possible or not to change the Mode, if the condition is “yes”, send a signal to the FMS Flight Mode Selector 16, so that it can warn the pilot of the possibility of changing mode. It also receives information from the Flight Mode Selector 16, if the mode change command is given, the Configuration Control starts the sequence to configure the aircraft 1 according to mode.

The Flight Mode Selector 16 is constituted by a console arranged in the cockpit's pilot post, which by means of illuminated pushbuttons indicates to the pilot the current Flight Mode and if the “safe transition” conditions of a flight mode are met to another. The decision to transition from one flight mode to another is of the pilot of the aircraft 1, when the light button indicates that the transition is possible, the pilot can start it by pressing on that light. This unit acts as a security element since it will not allow the transition if the pilot does not give the order. It receives information from the Con fi guration Control 14 which indicates the status of the con fi guration of the aircraft 1 at all times.

A functional block diagram illustrating the operating mode of the system for controlling the operation of the convertible aircraft 1 is shown in Fig. 3, showing the inclusion and interrelation of the CAVM 10 according to the present invention. It can be seen that the system receives the command command, the fi lter and sends the appropriate signal as they are for the control surfaces, mode change actuators, power module.

The Power Module 24 controls the 5-propeller 11-rotor 6 motor assembly, regulating the ratio of RPM, propeller pitch, collective, and "torque" (understood as differential rotation speed). Basically it is an integrated system in which, as already said, there is a collective control, a power control with electronic fuel and air adjustment, an automatic propeller passage control system, and an automatic control system "Torque" (RPM motor -RPM rotor-Collective) and a yaw control system. It responds to the order that arrives from the CAVM 10 Multimode Active Flight Control Unit.

The PCU 22 (“Power Control Unit”) distributes the signal from the CAVM 10 to the actuators of the control, warping, nodding, yaw, collective surfaces, also to those that modify the con fi guration of the aircraft. This PCU 22 unit controls the operation of the actuators, whether they are based on an electrical or hydraulic system.

As for the ADIRU 21 Air Data and Inertial References unit, it is basically a Static / Pitot system together with an inertial unit that provides acceleration data on the three spatial axes.

At this point, a mention must be made of the system protections, which in addition to the regulatory requirements for its certification will have the following protection systems:

one.

The CAVM 10, Multimode Active Control Unit, will have a self-check system that the pilot must activate before each flight.

2.

When required for certification issues, the system will be completed with one or more CAVM 10, which will be in passive mode and will check the main CAVM, in the event that the active CAVM fails, the crew will be notified and informed that Another CAVM has passed active mode.

3.

“Degradation” of the system, when the aircraft 1 is in emergency or emergency conditions, the system may be degraded depending on the severity of the anomalies so that the pilot has more control over the aircraft.

Four.

The Flight Mode Selector 16 will have a “test” function, check, to check the correct operation of the buttons and the light series.

5.

No transition action will take place without the pilot of the order in Flight Mode Selector 16.

In flight mode, whatever is stable, the system's responses are based on the feedback mode (feedback) from the signals and data of the aircraft's sensors. Always active, the CAVM 10 also has a feed forward (anticipation) control system to identify when transition conditions are approaching. This system advises the pilot, by means of a light signal and a synthetic voice, that one can proceed to the transition from one flight mode to another.

The design of the instrument panel and flight controls for convertible aircraft 1 in multi-flight mode (helicopter, autogyro and airplane, their configurations and transitions between flight modes), to operate according to the active flight control system of The present invention. The purpose of this panel is to simplify and unify the instruments and flight controls and their distribution in the cabin in a way that allows a simple, safe and ergonomic operation.

The central panel and the pedestal group; flight instrumentation, navigation, communications, and status and flight selector. This can be complemented with existing systems such as an angle of attack indicator, a Head Up Display (HUD), inertial and a Global Navigation Satellite System (GPS) among others.

1. Electronic Instruments System. EIS The complexity of the aircraft and the large amount of information that needs to be assimilated makes it necessary for the avionics to be based on a system of electronic instruments. This system must also provide information on the characteristics of the aircraft, such as configuration, trend vector, speed and attitude protections, among others. The system will be composed of screens that can be presented in combination:

to.

An electronic flight instrument system (EFIS), which displays a display of the primary flight instruments Main Flight Display (Primary Flight Display -PFD) and another navigation instrument Navigation Screen - Navigation Display - NAVD), this last display is multifunction and can be compatible with the radio system, transponder, weather radar, radio meter and GPS among others.

b.

A centralized system of engine instruments, systems and crew alerts (ECAM; Electronic Centralized Aircraft Monitor) that presents its data through a display with engine data and warnings and another with aircraft system information, it will also show a graphic in three views of the aircraft that will show the status and movement of the primary and secondary control surfaces and other moving parts of the aircraft.

2.

Basic or auxiliary instruments are the minimum flight instruments, compass, altimeter, anemometer, arti fi cial horizon with slip indicator, and clock / stopwatch.

3.

Flight Mode Selector FMS 16 (Fligth Mode Selector): it has three possible modes; helicopter (HC), autogyro (AG) and airplane (ACFT). The selection of a certain flight mode is carried out by the pilot, within the appropriate conditions (envelope and flight configuration). If these are not given, the mode selector, in communication with the Multimode Active Flight Control unit 10, will not allow it:

to.

Steady orange light: Flight modes not possible - away from transition conditions.

b.

Flashing orange light: Flight conditions close to a possible transition - flight mode available for transition. At this time you can click on the flashing amber light, with this action the system is indicated that we want to start the transition from the active mode to the selected one.

C.

Flashing green light: transit mode. Mark the con fi guration that the aircraft will have when the transition is finished.

d.

Fixed green light: flight mode set - flight mode and current setting.

The flight controls and their function are described below.

The complexity of handling a convertible aircraft 1 makes it necessary to find the lowest common denominator, that is, the pilot transmits to the active flight control he needs to achieve, altitude, speed, warping, yaw, and the system responds by acting on the controls of the aircraft, aileron power, cyclic, collective, and rudder depth, depending on the mode in which the aircraft is located, Airplane Mode, Autogyro Mode, Helicopter Mode.

The system consists of Joystick, Pedals and Power Lever. Each one has the peculiarity that acts on different parts of the aircraft 1 according to its configuration. The signal is interpreted by the Multimode Active Flight Control unit, which sends the command to the control surfaces determined according to the current con fi guration of the aircraft. If the pilot does not give any orders, the system is responsible for operating the control surfaces to maintain the flight characteristics.

1. Joystick: There are two, one for each pilot position. The Joystick can be equipped with different buttons, such as the Push-to-talk PTT of communications, the disconnection of the autopilot, the electric trim (trigger), etc. Its effects, (forward, backward, right or left) are different, depending on the flight mode.

to.

Airplane Mode (ACFT): Controls the speed and attitude of the aircraft 1. For example when moving the Joystick, forward or backward, the system, in airplane mode, would act on the rudder to get the order given by the pilot, if it moves to the left or right the system will act on the warping surfaces of each wing 3 which can be the ailerons, or fl aps, or spoilers according to the design of the aircraft 1.

b.

Helicopter (HC) mode: Forward or backward control the system acts on the cyclic of the blades 7, 8 to achieve the desired pitching moment. Command to the right or left the system acts on the cyclic to achieve the desired warping.

C.

Autogyro (AG) mode: Forward or backward control the system acts on the cyclic to achieve the desired pitching moment. Command to the right or left the system acts on the cyclic to achieve the desired warping. In addition, depending on the level of aerodynamic forces and loads, it can act on the typical control surfaces in the airplane configuration.

2. Pedals: There are two pairs a pair for each pilot position. The pedals have a double function, in addition to allowing and controlling the yaw, when pressing on the upper end of the pedal, it swings by actuating the brakes of the main train, this allows the direction of the aircraft 1 to be modified on land by applying differential braking .

to.

Airplane Mode (ACFT): The system acts on the steering wheel. Maintains a neutral yaw at all times, until the pilot does not act on the pedals, at that time the system acts on the steering wheel to allow the yaw ordered by the pilot.

b.

Helicopter (HC) mode: The system acts, depending on the design of the aircraft, on the tail rotor (if any) or the power plants (engine assembly 5, propellers 11), to create the necessary asymmetry to compensate for the torque of Rotation of the rotor 6, maintaining a neutral yaw until the pilot does not act on the pedals, at that time the system acts on the power plants or tail rotor (if any) to allow the yaw ordered by the pilot.

C.

Autogyro (AG) mode: The system acts, according to the design of the aircraft, disconnecting the rotor from the aircraft's engine, so it rotates freely, driven by air, thus generating lift force. In normal operation, such rotation occurs automatically thanks to the speed that the device carries with respect to the air.

3. Power lever: It is located on the power pedestal, it has the characteristic of controlling the 5-propeller 11-rotor 6 motor assembly, regulating the ratio of RPM, propeller pitch, collective, and torque. Basically it is an integrated system in which there is a control of the collective of the blades 7, 8, a power control with electronic adjustment of fuel and air, an automatic propeller passage control system 11, and an automatic control system of the torque (RPM motor -RPM rotor-Collective).

to.

Airplane mode (ACFT): By moving the power lever forward the system increases the engine power, if the lever moves back the system decreases the power of the engine 5, in both cases the system also adjusts the pitch of the propeller 11 to give the best performance according to the aerodynamic speed of the aircraft 1.

b.

Helicopter (HC) mode: By moving the power lever the system acts on the collective, and on the power of the motor applied to the rotor shaft to maintain the torque and rpm of the motor 5 and the rotor 6. By moving the lever towards forward increases the collective of the blades 7, 8, and the power applied to the axis 19 of the rotor 6 (Fig. 2), and keeps the torque (rpm motor -rpm rotor) within limits. Moving the power lever backwards decreases the collective, and the power applied to axis 19 of rotor 9, and keeps the torque (rpm motor -rpm rotor) within limits.

C.

Autogyro (AG) mode: By moving the power lever forward the system acts on the bus and increases the engine power, if the lever moves backwards the system acts on the bus and decreases the engine power, in both cases The system also adjusts the pitch of the propeller to give the best performance according to the aerodynamic speed of the aircraft.

In HC and AG modes, when moving the power lever backwards, it must also serve as a brake.

The system can also operate in automatic mode, similar to the combined “Autopi-lot / Autothrotel / Yaw Damper” systems that currently exist, but with one more mode of operation, an assisted mode in which the pilot can act on a command without the rest of the parameters being modified, for example in the assisted mode in helicopter configuration, if the pilot only acts on the Joystick to increase the speed the system in addition to acting on the cyclic will do so on the power command to compensate the increase / decrease in lift caused by the pitching moment.

The difference is that in the current automatic flight systems if the pilot acts on the controls, this is disconnected, the assisted mode maintains all the flight conditions except those that the pilot wants to modify by acting on the joystick. The assisted mode will be of great help especially in maneuvers close to the ground since it will simplify many maneuvers that might otherwise require a very high workload.

Finally, indicate that the instrumentation is as follows:

1. EFIS (Electronic Flight Instrument System): Integrates the following information screens

to.

PFD - Primary Flight Display

b.

NAVD - Navigation Display

2.

PFD - Displays basic flight information, (speed, altitude, attitude.). It is an industry standard.

3.

NAVD - Displays navigation information, it is also a multifunction screen and can present meteorological radar data, traffic information, terrain information.

Four.

MFD -Multifunction Display (Multi Function Display): Displays navigation and weather information it receives from other information systems. It is an industry standard.

5.

ECAM: -Electronic Centralized Aircraft Monitor. (Electronic Centralized Aircraft Monitor): Displays information on engine operating parameters, temperature, pressure, rpm, etc. As well as indications of the systems and warnings to the crew.

6.

HUD: Transparent display on the windshield of the cabin that presents flight information without obstructing the view of the pilot and without having to look away from the flight path. It is a stagnant industry.

7.

FMS: Flight Mode Selector. It is not an industrial standard. It is a specific development for the purpose described in this document.

8.

CAVM: Active Multimode Flight Control. It is not an industrial standard. It is a specific development whose purpose, functionality and mode of operation as described herein.

Fig. 4 is a flow chart illustrating an embodiment of the management of transitions between helicopter (Flight = HC) 27, autogyro (Flight = AG) 28 and airplane (Flight = ACFT) 29 modes of operation. Depending on the activated mode, the behavior is as follows:

1. Flight Mode Selector = HC 27, perform orders 30:

one.

Rest: prepared

2.

Tear.

3.

Boot: Wings and spoilers

Four.

Vertical position.

5.

Take off in HC mode.

6.

Variable pitch change from negative to positive of the propellers

7.

Activate thrusters.

2. Flight Mode Selector = AG 28, perform orders 31:

one.

Transition from HC to AG

2.

Wings and spoilers in flight position

3.

Landing gear pickup.

3. Flight Mode Selector = ACFT performs orders 32

one.

Transition from AG to ACFT:

2.

Folding the rotor blades, one of them rotates on itself.

Following this flow chart, the aircraft can take off in helicopter mode, and operate in this mode for VNO (normal operating speed) values between 0 and 55.56 km / h. In this mode the VNE speed (speed never exceeding) can be set to VNE = 83.34 km / h. For VNO ≥ 55.56 km / h, the transition to autogiro mode occurs, in which VNO is between 55.56 km / h and 157.42 km / h, and VNE = 203.72 km / h. For VNO ≥ 157.42 km / h it is transitioned to airplane mode 35, in which VNO is between 157.42 km / h and a higher value that may be the usual ones in a fixed-wing aircraft.

Claims (18)

1. System for controlling the operation of a convertible aircraft (1) between helicopter, autogyro and airplane modes, comprising:

-

cockpit control organs, such as joysticks, pedals, power levers, etc., from which command orders are supplied to active flight control;

-

an ADIRU (Air Data and Inertial Unit) (21), for the acquisition of dynamic inertial data of the aircraft (1) and air conditions (dynamic pressure) in which the aircraft operates;

-

a power control unit (PCU) (22), which receives the signal from the CAVM (10), and is responsible for calculating the command setpoints for the control surfaces (fl aps, rudders, air brakes, slats, compensator, train of landing, etc.) and for the power modules (motors (5), rotor (6), collective pitch of the blades (7, 8));

-

a set of actuators, which act as a function of the output of the PCU (22) on said control surfaces

(23) and power modules (24); Y

-

a set of sensors (26) to capture the state of the control surfaces and the power modules;

characterized in that the system is provided with a "multimode" active flight control (CAVM) (10), comprising:

-

a configuration control device (14), which receives information from the sensors (26) of each and every one of the control surfaces (23) and power (24), and about the position of the control elements (20) ;

-

a flight mode selector (16) (FMS), to modify the flight mode if certain conditions captured by said sensors (26) are verified, which informs the pilot about whether the safe conditions for a mode change are verified; Y

-

a computer (15), which has as inputs the instructions given by the pilot and the data of the control surfaces (23), power (24) and the ADIRU (21), and which sends the PCU (22) the order of which control surfaces and which power modules must be operated.

2. System for controlling the operation of a convertible aircraft, according to claim 1, characterized in that it comprises a power module (24), which responds to the order that arrives from the CAVM Multimode Active Flight Control Unit (10), for the control of the rotational speed of the rotating organs (5, 6, 11), of the torques and of the propeller (11) and rotor rotor (6), which integrates one or more selected control systems of the group: control system of the collective passage of the rotor (6), power control system with electronic fuel and air adjustment, automatic propeller pitch control system (11), automatic torque control system (RPM motor -RPM rotor-Collective), and yaw control system.

3.

System for controlling the operation of a convertible aircraft, according to claim 1, characterized in that the CAVM (10) comprises at least one memory with a database containing the envelopes and flight configurations and their corresponding transitions.

Four.

System for controlling the operation of a convertible aircraft, according to claim 1, characterized in that the FMS flight mode selector (16) comprises means for informing the pilot if the transition conditions between the modes, helicopter, autogyro or airplane are met. , and to allow the transition only when the pilot gives the order.

5.

System for controlling the operation of a convertible aircraft, according to claim 4, characterized in that said means for informing comprise a console arranged in the pilot position which, by means of illuminated pushbuttons, indicates to the pilot the flight mode present and if the conditions of “ safe transition ”from one flight mode to another.

6.

System for controlling the operation of a convertible aircraft, according to claim 1, characterized in that it comprises a board with a three-way flight mode selector (helicopter, autogyro or airplane), and at least one joystick for passing command instructions to the control surfaces (23) and the control systems of the power modules (24) depending on the mode selected.

7.

System for controlling the operation of a convertible aircraft, according to claim 1, characterized in that said cockpit control elements comprise at least one joystick, at least two pedals, and at least one power lever, whose controls on the surface actuators of control and of the power module through the CAVM (10) differ according to the present mode of the aircraft (1).

8.

System for controlling the operation of a convertible aircraft, according to claim 7, characterized in that the joystick is adapted to control, in airplane mode, the speed and attitude of the aircraft (1), through the action of the depth rudder and warping surfaces (spoilers, fl aps, spoilers, etc.).

9.

System for controlling the operation of a convertible aircraft according to claim 7, characterized in that the joystick is adapted to control, in helicopter mode and in autogyro mode, the cyclic passage of the rotor (6) to achieve the desired pitching moment, and the cyclic step to achieve the desired warping.

10.

System for controlling the operation of a convertible aircraft, according to claim 9, characterized in that the joystick is adapted to control, in autogiro mode, also the control surfaces corresponding to fixed wings.

eleven.

System for controlling the operation of a convertible aircraft, according to claim 7, characterized in that said pedals, in airplane mode, act on the steering wheel, to maintain a neutral yaw at all times, until the pilot does not act on the pedals, at that time the system acts on the steering wheel to allow the yaw ordered by the pilot.

12.

System for controlling the operation of a convertible aircraft, according to claim 7, characterized in that said pedals, in helicopter mode, act on the eventual tail rotor or power plants (engine assembly (5), propellers (11)), for create the necessary asymmetry to compensate the rotor torque (6), maintaining a neutral yaw until the pilot does not act on the pedals, at that time the system acts on the power plants or the eventually present tail rotor to allow the yaw ordered by the pilot.

13.

System for controlling the operation of a convertible aircraft, according to claim 7, characterized in that said pedals, in autogyro mode, act on the eventual tail rotor, or the rudder, or the power plants (engine assembly, propeller), to create the necessary asymmetry to compensate the rotor's torque, maintaining a neutral yaw until the pilot does not act on the pedals, at that time the system acts on the power plants or the eventual present tail rotor to allow yaw ordered by the pilot.

14.

System for controlling the operation of a convertible aircraft, according to claim 7, characterized in that said power lever is adapted to control the engine (5) -propeller (1) -rotor (6), by regulating the RPM ratio, propeller pitch, collective, and even.

fifteen.

System for controlling the operation of a convertible aircraft, according to claim 14, characterized in that said power lever is adapted to control, in helicopter mode, the collective, and the power applied to the shaft (19) of the rotor (6) and maintain the torque and rpm of the motor (5) and the rotor (6), so that moving the lever forward increases the collective pitch of the blades (7, 8) of the rotor (6), and the power applied to the shaft (19) of the rotor (6), and keeps the torque (rpm motor -rpm rotor) within limits, and moving the lever backwards reduces said collective pitch and the power applied to the shaft (19) of the rotor (6), and keeps the torque (rpm motor -rpm rotor) within limits.

16.

System for controlling the operation of a convertible aircraft, according to claim 14, characterized in that said power lever is adapted to control, in autogiro mode, the collective passage of the rotor (6) and the engine power (5), so that By moving the lever forward, the system acts on the bus and increases the power of the engine, and by moving the lever back the system acts on the bus and decreases the power of the engine.

17.

System for controlling the operation of a convertible aircraft, according to claim 16, characterized in that the lever is adapted so that, when actuated, the system adjusts the pitch of the propellers (11) to give the best performance according to the aerodynamic speed of the aircraft (1).

SPANISH OFFICE OF THE PATENTS AND BRAND Application no .: 200802937 SPAIN Date of submission of the application: 17.10.2008 Priority Date: REPORT ON THE STATE OF THE TECHNIQUE 51 Int. Cl.: See Additional Sheet RELEVANT DOCUMENTS

Category

Documents cited Claims Affected

Y

EN 2275370 A1 (HELICAT INDUSTRY AND ROTATING WINGS) 01.06.2007, page 7, 1-2,6-17

line 29 - page 9, line 54; Figures 1-6.

Y

US 20030080242 A1 (KAWAI) 01.05.2003, paragraphs [0056] - [0064]; Figures 5-14. 1-2,6-17

Y

EN 2277476 A1 (HELICAT INDUSTRY AND ROTATING WINGS) 01.07.2007, page 7, 1-3,6-17

line 66 - page 10, line 51; Figures 3-6.

Y

US 20080237392 A1 (PIASECKI et al.) 02.10.2008, paragraphs [0018] - [0062]; Figures 1-6. 1-3,6-17

TO

US 20040093130 A1 (OSDER et al.) 13.05.2004, 1-3,6-17

paragraphs [0004] - [0007], [0040] - [0041], [0045] - [0069]; Figures 1-6.

TO

US 5948023 A (EVANS et al.) 07.09.1999, column 8, lines 34-59; column 10, 4-5

line 5 - column 11, line 67; Figures 1-3.

TO

US 5115996 A (MOLLER) 26.05.1992, columns 11-15; Figures 6a-7d. 1-3.6-10

TO

WO 20050005250 A2 (LOPER) 20.01.2005, paragraphs [0062] - [0066]; figure 17. 1-2,8-17

TO

US 6405980 B1 (CARTER, JR.) 06.18.2002

TO

US 6431494 B1 (KINKEAD et al.) 08.18.2002

TO

US 6478262 B1 (KINKEAD et al.) 12.11.2002

TO

US 6474603 B1 (KINKEAD et al.) 05.11.2002

TO

US 20030057331 A1 (KINKEAD et al.) 27.03.2003

TO

US 5428543 A (GOLD et al.) 27.06.1995

Category of the documents cited X: of particular relevance Y: of particular relevance combined with other / s of the same category A: reflects the state of the art O: refers to unwritten disclosure P: published between the priority date and the date of priority submission of the application E: previous document, but published after the date of submission of the application

This report has been prepared • for all claims • for claims no:

Date of realization of the report 09.05.2011

Examiner L. Dueñas Campo Page 1/4

REPORT OF THE STATE OF THE TECHNIQUE Application number: 200802937 CLASSIFICATION OBJECT OF THE APPLICATION B64C27 / 24 (2006.01) B64C27 / 26 (2006.01) G05D1 / 08 (2006.01) Minimum documentation sought (classification system followed by classification symbols) B64C, G05D Electronic databases consulted during the search (name of the database and, if possible, terms of search used) INVENTIONS, EPODOC State of the Art Report Page 2/4  WRITTEN OPINION Application number: 200802937 Date of Written Opinion: 09.05.2011 Statement

Novelty (Art. 6.1 LP 11/1986)

Claims Claims 1-17 IF NOT

Inventive activity (Art. 8.1 LP11 / 1986)

Claims Claims 4-5 1-3, 6-17 IF NOT

The application is considered to comply with the industrial application requirement. This requirement was evaluated during the formal and technical examination phase of the application (Article 31.2 Law 11/1986).  Opinion Base.- This opinion has been made on the basis of the patent application as published. State of the Art Report Page 3/4  WRITTEN OPINION Application number: 200802937 1. Documents considered.- The documents belonging to the state of the art taken into consideration for the realization of this opinion are listed below.

Document

Publication or Identification Number publication date

D01

EN 2275370 A1 (HELICAT INDUSTRY AND ROTATING WINGS) 01.06.2007

D02

US 20030080242 A1 (KAWAI) 01.05.2003

D03

EN 2277476 A1 (HELICAT INDUSTRY AND ROTATING WINGS) 01.07.2007

D04

US 20080237392 A1 (PIASECKI et al.) 02.10.2008

2. Statement motivated according to articles 29.6 and 29.7 of the Regulations for the execution of Law 11/1986, of March 20, on Patents on novelty and inventive activity; quotes and explanations in support of this statement The first claim of the application defines a system for controlling the operation of a convertible aircraft between helicopter, autogyro and airplane modes, which comprises in its preamble and in a summarized way: some cockpit control organs, an ADIRU for data acquisition of Aircraft flight, a power control unit, actuators and sensors. In its characterizing part it also highlights, in a summary way, a configuration control device, a flight mode selector and a control computer. Document D01 presents in detail, as you know in your own request, the helicopter, autogyro and airplane flight modes and their respective transitions. Especially, it establishes the actions on the different control surfaces and flight organs in said flight modes and transitions. Even on page 7, lines 45-49, it indicates the programming of these transitions to be able to perform them automatically. Document D02 presents an automated control system of an aircraft with various flight modes. Presents cockpit control organs (see figure 13; paragraph [0056]; reference 105); flight data acquisition system (see figure 13; paragraph [0056]; references 101, 103, 104); power control unit, which is the same element 100 that controls the actuators of motors 108-112 and aerodynamic surfaces 113-115; actuators (see figure 13; paragraph [0056]; references 108-115); and sensors (see figure 13; paragraph [0056]; references 101, 103-104, 108-115). Likewise, said element 100 is a flight control computer (see figure 13; paragraph [0056]) that receives information from the sensors and the control organs and is the one that sends the orders to operate the control surfaces and control elements. power. Finally, a flight mode selector for pilot operation is shown in Figure 14, paragraph [0047]. It is considered, therefore, that one skilled in the art would attempt to combine the main parts of document D02 with document D01 of the closest state of the art to obtain the characteristics of claim 1 and have a reasonable expectation of success. Therefore, it is considered that claim 1 lacks inventive activity. The same can be argued, mutatis mutandis, from the combination of documents D03 and D04. The latter also describes an automated control system of an aircraft that can fly in helicopter and airplane modes, controlling computer control surfaces and power organs. Dependent claim 2 is obvious from the foregoing in relation to claim 1, both from the combination of documents D01 and D02 and D03 and D04, and is considered to be devoid of inventive activity. Dependent claim 3 appears in document D04 (see figure 4; paragraph [0047]; reference 60). Therefore, the combination of D03 and D04 overrides the inventive activity of this claim 3. Dependent claims 6-17 are considered obvious from both combinations of documents. The D01 / D03 present which actuators, control surfaces and power organs must be acted upon in each case, and the D02 / D04 present an example of their automation. Therefore, it is considered that they lack inventive activity. State of the Art Report Page 4/4