SYSTEM, A METHOD AND A COMPUTER PROGRAM PRODUCT FOR MANEUVERING OF AN AIR VEHICLE WITH TILTABLE PROPULSION UNIT

• US 20180002004A1
• Filed: 08/11/2017
• Published: 01/04/2018
• Est. Priority Date: 01/12/2012
• Status: Active Grant

• Current Assignee: Israel Aerospace Industries Limited (Government of Israel)
• Original Assignee: Israel Aerospace Industries Limited (Government of Israel)
• Inventors: DEKEL, Guy, ZIVAN, Lior, EFRATY, Yoav, WOLFF, Amit, VOLOVICK, Avner
• Granted Patent: US 10,474,167 B2
• Time in Patent Office: Days
• CPC Class Codes: B64C 29/00 Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft rotorcraft B64C27/00
• CPC Class Codes: B64C 29/0033 the propellers being tiltable relative to the fuselage
• CPC Class Codes: B64C 39/024 of the remote controlled vehicle type, i.e. RPV
• CPC Class Codes: B64U 10/25 Fixed-wing aircraft VTOL aircraft B64U10/20
• CPC Class Codes: B64U 30/10 Wings
• CPC Class Codes: B64U 30/297 Tilting rotors
• CPC Class Codes: B64U 50/13 using external fans or propellers
• CPC Class Codes: B64U 50/14 ducted or shrouded
• CPC Class Codes: B64U 50/19 using electrically powered motors
• CPC Class Codes: B64U 70/60 Take-off or landing of UAVs from a runway using their own power
• CPC Class Codes: G05D 1/0676 specially adapted for landing
• CPC Class Codes: G05D 1/0858 specially adapted for vertical take-off of aircraft

Abstract

A control system configured to control a deceleration process of an air vehicle which comprises at least one tiltable propulsion unit, each of the at least one tiltable propulsion units is tiltable to provide a thrust whose direction is variable at least between a general vertical thrust vector direction and a general longitudinal thrust vector direction with respect to the air vehicle.

Claims

1-38. -38. (canceled)

39. A system comprising:

a control system configured to control a deceleration process of an air vehicle, which comprises at least one tiltable propulsion unit, each of the at least one tiltable propulsion units is tiltable to provide a thrust whose direction is variable at least between a general vertical thrust vector direction and a general longitudinal thrust vector direction with respect to the air vehicle;

the air vehicle further comprises a wing configured to provide lift to the air vehicle;

the wing being in a fixed position during flight of the air vehicle, the control system comprising;

at least one input for receiving information indicative of monitored airspeed of the air vehicle and of monitored altitude of the air vehicle; and

a control unit, configured to issue controlling commands to controllers of aerodynamic systems of the air vehicle, the aerodynamic systems comprising the at least one tiltable propulsion unit;

wherein the control unit is configured issue the controlling commands for;

controlling, during a descent of the air vehicle, a descending course of the air vehicle based on at least monitored airspeed and monitored altitude of the air vehicle, at least by controlling in a first part of the descent, an operation of the at least one tiltable propulsion unit to provide thrust in the general longitudinal thrust vector direction for propelling the air vehicle; and

following a tilting of the at least one tiltable propulsion unit, controlling in a second part of the descent an operation of the at least one tiltable propulsion unit to provide thrust in the general vertical thrust vector direction for providing lift to the air vehicle; and

controlling a reducing of a groundspeed of the air vehicle substantially to a hover, while the at least one tiltable propulsion unit provides thrust in the general vertical thrust vector direction, at least by controlling thrust power of the at least one tiltable propulsion unit for reducing a difference between measured groundspeed of the air vehicle and set groundspeed, while restricting reduction of the thrust power based on a lower threshold that is determined in response to a measured airspeed of the air vehicle;

wherein the control unit is configured to issue the controlling commands while balancing between aerodynamic effects resulting from the wing and from the at least one tiltable propulsion unit.

40. The system of claim 39, further comprising the tiltable propulsion unit.

42. The system according to 39, wherein the control unit is configured to control the descending course and the reducing of the groundspeed automatically.

43. The system according to claim 39, wherein the aerodynamic effects are contradictory aerodynamic effects resulting from the wing and from the at least one tiltable propulsion unit.

44. The system according to claim 39, wherein the control unit is configured to control the reducing of the groundspeed of the air vehicle during a substantially horizontal flight of the air vehicle.

45. The system according to claim 44, wherein the control unit is configured to control, during at least the second part of the descent, reduction of the groundspeed below a maximum permitted threshold speed before an end of the descent and before a beginning of the substantially horizontal flight of the air vehicle.

46. The system according to claim 39, wherein the control unit comprises an altitude control module configured to minimize a vertical deviation of the air vehicle from a set altitude when the control unit controls the reducing of the groundspeed, and to restrict the minimizing at least based on the restricting of the reduction of the thrust power based on the lower threshold.

47. The system according to claim 45, wherein the altitude control module is configured to further restrict the minimizing by restricting a rate of thrust power reduction based on a maximal permitted thrust power reduction rate.

48. The system according to claim 39, wherein the control unit comprises a speed control module that is configured to determine the set groundspeed in response to a distance of the air vehicle from a predetermined hover destination position.

49. The system according to claim 39, wherein the control unit further includes a monitor, configured to repeatedly check, starting at the first part of the descent and at least until a first occurrence of an event selected from (a) receiving a negative result and (b) reduction of the groundspeed to substantially hovering, whether flight parameters are within an envelope permitting deceleration to hover at a predetermined hover destination position;

wherein the control unit is configured to selectively instruct tilting of the at least one tiltable propulsion unit to provide thrust in the general longitudinal thrust vector direction if a result of the checking was negative, and to further control a directing of the air vehicle to a position and a state in which the flight parameters are within the envelope.

50. The system according to claim 39, wherein the control unit further comprises a tilting control module that is configured to determine timing for tilting of the at least one tiltable propulsion unit between the first and the second parts of the descent, for minimizing a duration between the tilting and the substantial hover.

51. The system according to claim 39, wherein the control unit is configured to restrict the reduction of the groundspeed for preventing a reduction of the airspeed below a predetermined threshold until reaching a vicinity of a predetermined hover destination position.

52. The system according to claim 39, wherein the control unit comprises a pitch control module, configured to keep a pitch of the air vehicle within a permitted pitch range when the control unit controls the reducing of the groundspeed, wherein the permitted pitch range is dynamically determined in response to the measured airspeed of the air vehicle.

53. The system according to claim 52, wherein the pitch control module is configured to prevent stalling of the air vehicle at least by keeping the pitch within the permitted pitch range.

54. The system according to claim 39, wherein the control unit is configured to:

determine, before the second part of the descent, a permitted air vehicle descending angle for at least a part of the descending course based on atmospheric conditions, and

control the descending course during at least a part of the first part of the descent based on the permitted air vehicle descending angle.

55. The system according to claim 39, wherein the control unit is configured to control a substantially vertical descent of the air vehicle, after the reducing of the groundspeed of the air vehicle substantially to hover, until a fulfillment of at least one ground detection condition.

56. The system according to claim 55, wherein the control unit comprises a landing altitude control module that is configured to control a reduction of an altitude of the air vehicle during at least a part of the vertical descent, and to control modification of thrust power of the at least one tiltable propulsion unit, when controlling the reduction of the altitude, for minimizing a deviation of the monitored altitude of the air vehicle from a monotonously decreasing set altitude that decreases below a local ground level more than five times a height of the air vehicle.

57. The system according to claim 56, wherein the control unit is configured to initiate the controlling of the substantially vertical descent of the air vehicle if predetermined time elapsed from the tilting of the at least one tiltable propulsion unit, regardless of sensors data.

58. The system according to claim 39, wherein the control unit is configured to issue the controlling commands to the controllers of the aerodynamic systems for controlling an operation of at least one aerodynamic system of the air vehicle selected from a group consisting of an aileron, an elevator, a rudder, a ruddervator, a flaperon, elevons, and a wing flap.

59. The system according to claim 39, wherein the control unit is further configured to reduce rotation speed of at least one rotating component of one or more of the at least one tiltable propulsion units between the first and the second parts of the descent, for reducing angular momentum on the at least one tiltable propulsion unit.

60. The system according to claim 39, wherein the air vehicle comprises at least one non-tiltable propulsion unit and the control unit is configured, during at least part of the second part of the descent, to control operating of at least one non-tiltable propulsion unit to provide thrust in the general vertical thrust vector direction.

80. The method according to claim 59, further comprising reducing rotation speed of at least one rotating component of one or more of the at least one tiltable propulsion units between the first and the second parts of the descent, for reducing angular momentum on the at least one tiltable propulsion unit.

41. The system of 40, further comprising the wing being in a fixed position during flight of the air vehicle.

61. A method for controlling a deceleration process of an air vehicle which comprises at least one tiltable propulsion unit, each of the at least one tiltable propulsion unit is tiltable to provide a thrust whose direction is variable at least between a general vertical thrust vector direction and a general longitudinal thrust vector direction with respect to the air vehicle;

the air vehicle further comprises a wing configured to provide lift to the air vehicle;

the wing being in a fixed position during flight of the air vehicle, the method comprising;

during a descent of the air vehicle, controlling a descending course of the air vehicle based on at least monitored airspeed and monitored altitude of the air vehicle, said controlling comprising carrying out in the following order;

in a first part of the descent, controlling an operation of the at least one tiltable propulsion unit to provide thrust in the general longitudinal thrust vector direction for propelling the air vehicle; and

following a tilting of the at least one tiltable propulsion unit, controlling in a second part of the descent an operation of the at least one tiltable propulsion unit to provide thrust in the general vertical thrust vector direction for providing lift to the air vehicle; and

controlling a reducing of a groundspeed of the air vehicle substantially to a hover, while the at least one tiltable propulsion unit provides thrust in the general vertical thrust vector direction, at least by;

controlling thrust power of the at least one tiltable propulsion unit for reducing a difference between measured groundspeed of the air vehicle and set groundspeed, while restricting reduction of the thrust power based on a lower threshold that is determined in response to a measured airspeed of the air vehicle; and

balancing, during the deceleration process, between aerodynamic effects resulting from the wing and from the at least one tiltable propulsion unit.

62. The method according to claim 61, wherein the controlling of the descending course and the controlling of the reducing of the groundspeed comprises automated controlling by at least one processor of a control unit mounted on the air vehicle.

63. The method according to claim 61, wherein the controlling of the deceleration process comprises controlling the deceleration process of the air vehicle that includes a wing, and balancing between contradictory aerodynamic effects resulting from the wing and from the at least one tiltable propulsion unit.

64. The method according to claim 61, wherein at least part of the controlling of the reducing of the groundspeed is carried out after the controlling of the descending course of the air vehicle, during a substantially horizontal flight of the air vehicle.

65. The method according to claim 64, further comprising controlling, during at least the second part of the descent, reduction of the groundspeed below a maximum permitted threshold speed before an end of the descent and before a beginning of the substantially horizontal flight of the air vehicle.

66. The method according to claim 61, further comprising minimizing a vertical deviation of the air vehicle from a set altitude concurrently with at least a part of the controlling of the reducing of the groundspeed, wherein the minimizing is restricted at least by the restricting of the reduction of the thrust power based on the lower threshold.

67. The method according to claim 66, wherein the minimizing is further restricted by restricting a rate of thrust power reduction based on a maximal permitted thrust power reduction rate.

68. The method according to claim 61, further comprising determining the set groundspeed in response to a distance of the air vehicle from a predetermined hover destination position.

69. The method according to claim 61, further comprising:

repeatedly checking, starting at the first part of the descent and at least until a first occurrence of an event selected from (a) receiving a negative result and (b) reduction of the groundspeed to substantially hovering, whether flight parameters are within an envelope permitting deceleration to hover at a predetermined hover destination position; and

selectively instructing tilting of the at least one tiltable propulsion unit to provide thrust in the general longitudinal thrust vector direction if a result of the checking was negative, and controlling a directing of the air vehicle to a position and a state in which the flight parameters are within the envelope, and reinitiating the method starting again with the controlling during the first part of the descent.

70. The method according to 61, further comprising determining timing for tilting of the at least one tiltable propulsion unit between the first and the second parts of the descent for minimizing a duration between the tilting and the substantial hover.

71. The method according to 61, wherein the controlling of the reducing of the groundspeed comprises restricting the reduction of the groundspeed for preventing a reduction of the airspeed below a predetermined threshold until reaching a vicinity of a predetermined hover destination position.

72. The method according to claim 61, further comprising keeping a pitch of the air vehicle within a permitted pitch range concurrently with at least a part of the controlling of the reducing of the groundspeed, wherein the permitted pitch range is dynamically determined in response to the measured airspeed of the air vehicle.

73. The method according to claim 72, wherein the keeping of the pitch within the permitted pitch range prevents stalling of the air vehicle.

74. The method according to claim 61, wherein the controlling in the second part of the descent is preceded by determining a permitted air vehicle descending angle for at least a part of the descending course based on atmospheric conditions, wherein the controlling of the descending course during at least a part of the first part of the descent is based on the permitted air vehicle descending angle.

75. The method according to claim 61, further comprising controlling a substantially vertical descent of the air vehicle, after the reducing of the groundspeed of the air vehicle substantially to hover, until a fulfillment of at least one ground detection condition.

76. The method according to claim 75, comprising controlling a reduction of an altitude of the air vehicle during at least a part of the vertical descent, wherein the controlling of the reduction of the altitude comprises controlling modification of thrust power of the at least one tiltable propulsion unit for minimizing a deviation of the monitored altitude of the air vehicle from a monotonously decreasing set altitude that decreases below a local ground level more than five times a height of the air vehicle.

77. The method according to claim 76, comprising initiating the controlling of the substantially vertical descent of the air vehicle if predetermined time elapsed from the tilting of the at least one tiltable propulsion unit, regardless of sensors data.

78. The method according to claim 61, wherein at least the controlling of the descending course comprises controlling an operation of at least one aerodynamic part of the air vehicle selected from a group consisting of an aileron, an elevator, a rudder, a ruddervator, a flaperon, elevons, and a wing flap.

81. The method according to claim 61, wherein the air vehicle comprises at least one non-tiltable propulsion unit, the method comprising:

during at least part of the second part of the descent, controlling operating of at least one non-tiltable propulsion unit to provide thrust in the general vertical thrust vector direction.

82. A program storage device readable by machine, tangibly embodying a computer readable code portion executable by the machine for controlling a deceleration process of an air vehicle which comprises at least one tiltable propulsion unit, each of the at least one tiltable propulsion units is tiltable to provide a thrust whose direction is variable at least between a general vertical thrust vector direction and a general longitudinal thrust vector direction with respect to the air vehicle;

the air vehicle further comprises a wing configured to provide lift to the air vehicle;

the wing being in a fixed position during flight of the air vehicle, the computer readable code portion comprising instructions for balancing, during the deceleration process, between aerodynamic effects resulting from the wing and from the at least one tiltable propulsion unit, the instruction comprising;

during a descent of the air vehicle, controlling a descending course of the air vehicle based on at least monitored airspeed and monitored altitude of the air vehicle, said controlling comprising carrying out in the following order;

in a first part of the descent, controlling an operation of the at least one tiltable propulsion unit to provide thrust in the general longitudinal thrust vector direction for propelling the air vehicle; and

following a tilting of the at least one tiltable propulsion unit, controlling in a second part of the descent an operation of the at least one tiltable propulsion unit to provide thrust in the general vertical thrust vector direction for providing lift to the air vehicle; and

controlling a reducing of a groundspeed of the air vehicle substantially to a hover, while the at least one tiltable propulsion unit provides thrust in the general vertical thrust vector direction, at least by;

controlling thrust power of the at least one tiltable propulsion unit for reducing a difference between measured groundspeed of the air vehicle and set groundspeed, while restricting reduction of the thrust power based on a lower threshold that is determined in response to a measured airspeed of the air vehicle.