Report of the Second Piloted Aircraft Flight Control System - Acgsc.org

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7 135 REE-CES James, Nichols, Phillip : Theory of Servomechanisms. Laboratory Series, Vol. 24, 1947, pp. 360-368. Radiation Randall, R. H., Russell, F. A., and Rsgassini, J. R.8 Engineering Aepecte of the Humen Being ae a Servomechaniem. Unpubliehed mimeographed no tee, 1947. Tuatin, A.: The Nature of the Operator's Reeponse in llanuel Control and its Implications for Controller Design. Journal Institution of Electrical Engineem, Pert 11 A, No. 2, Niay 1947. Russell, L. : Characterietics of the Human a8 a Linear Servo-Element. Sc.M. Thesis, Mass. Inst. Tech., Cambridge, Mass., May 1951. North, J. D.: The Human Transfer Function in Servo Systems. Minis try of Supply, Report No. ~iRD/6/50, November 1950. Krendel, E. S.: A Preliminery Study of the Power Spectrum Approach to the Analysis of Perceptual Motor Performance. UW1, Vright- Patterson Air Force Base, Dayton, Ohio, AFTR 6723, Oct. 1951. Krendel, E. S. : A Spectral Density Study of Tracking Performance, The Effect of Instructions. Uw, Wright-Patterson Air Force Base, Dayton, Ohio, !uADC TR 52-ll Part 1, Jan. 1952. Krendel, E. S. : A Spectral Density Study of Tracking Performance, The Effects of Input Amplitude and-Practice. U W , Wright- Patterson Air Force Base, Dayton, Ohio, TR 52-11 Part 2, Jan. 1952.
SYNTHESIS OF FLIGHT CONTROL SYSTEMS by DR. JOHN G. TRUXAL of Purdue University Lafayetfe, Indiana During the past year Purdue University has been privileged to have a contract from the Office of liaval Research to investigate design techniques for power boost systems for aircraft control. We at Purdue feel that the university research groups can not, and should not, be in direct or indirect competition with industrial research. Rather we feel that the primary job of university research should be the development of basic synthesis techniques. In line with these aims, our prima~g interest has been in the investigation of the basic general problem of the stabilization and design of power boost qystems. He have attempted to clarify and delineate the problems involved in this design and to develop and determine those design technique8 which will be generally applicable in this problem. We have not worried particularly about specialized methods of stabilization which might be applicable to one aircraft, not to another. Rather, our main concern has been with methods which we hope will be generally: applicable; in the absence of any one specific problem, we leave the more specialized techniques to the industrial research groups. What is the fundamental problem? As we see it, the problem arises from a basic conflict between speed of response and stability. On the one nand, we have the speed of response of our control system; on the other, the stability of the overall aircraft. The relative location of these two conflicting requirements depends on a number of factors--e.g., the aircraft speed. As long as we are dealing with low-speed aircraft, there is essentially no problem. At low-speeds, a relatively sluggish aircraft response is permissible. In addition, the aerodynanlical characteristics of the plane itself may be relatively stable. however, as the required aircraft speed increases, two things start to happen: the speed of response must be increased; the relative stability of the aircraft decreases. Inevitably, as we demand better and better perforlance frdm our aircraft, the problems involved in realizing a system which is sufficiently stable and at the same time responds with adequate spee4 becomes more difficult . 'tie feel that we are now at the point where design has become difficult, particularu in those cases in which we deal with the aircraft as a gun platform. Essentially, the situation here is no different t t u that in ~nany fields of engineering. TPis is a universal phenoniena--this development of tauter and tauter specifications, as the years go by; this demand, as these specifications become more taut, for a more complete understanding of the basic system--and in particukr a fuller understanding of what factors influence the system performance. Chw first concern then has been with a deten~unation of those factors which do determine the stability and the speed of response of the aircrafts
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-3-a'uo#Su!qs~~ MVN 3Hl 4 0 lN3WlIJ
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CONTENTS 1, Centering Charauteristi
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CENTERING CHARACTERISTICS OF POWER
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Since pilqt effort and s*face force
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The centering characteristics excep
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-mtla= etlq 30 pwdo o q m ~APA opl
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HELICOPTER POWERED CONTROL SYSTEM P
Page 23 and 24:
Returning to the discussion of the
Page 25 and 26:
loaded by-pass valve closes, and fr
Page 27 and 28:
FUGET RESEARCH ON FORCE WHEEL CONTR
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precisely. The fir at demonstration
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to hare thq coakpit controle comman
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conrtsnt speed). While this ryrtem
Page 35 and 36:
I I SURFACE I AIRCRAFT DYNAMICS LOA
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AUTOMATIC PUT DYNAMICS a LOAD DISTU
Page 39 and 40:
FORCE ME- SERVO. \ - = AMPLIFIER =
Page 41 and 42:
The configuration described above r
Page 43:
AN ANALYSIS OF FULLY-POWERED AIRCRA
Page 46 and 47:
"W@J@tI pendm ao poqtmeard euofenfo
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Ooeo red em;Co* ey tg areqm - a d m
Page 50 and 51:
Variation of Valve Flcnr with Press
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p - instantaneons density (mare per
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where %, , %+ , fi , and A r' are p
Page 57 and 58:
The error equation (l), with XI * i
Page 61 and 62:
C C U P m ZERO - (Bulk Modulus infi
Page 63 and 64:
Canparing equation (32) vith eqatio
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EFFECT OF ADDRIG A SPEUNC IllbD AT
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The outtmt 4 is then -tion (a) may
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71 It is of interest to anmine the
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It w ill now be shrnm that the quad
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tp = 4 1' ( 4 include. aU flaxibill
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Frequancy Response of Another prore
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or, ii the pinton s p w A, in f ~ t
Page 88 and 89: $ - BZ~W~ pfY88WC)* - presstam on e
Page 90 and 91: INTRODUCTION PARAMETERS FOR THE DES
Page 92 and 93: to the piston. When the spool membe
Page 94 and 95: Figure 2 shows an oscillographlc re
Page 96: lication of equations. - The method
Page 99 and 100: The solution to equation (11) , is
Page 101 and 102: I RATIO OF PEAK TRANSIENT CYLINDER
Page 103 and 104: Equations (21) and (22) are written
Page 105 and 106: variation of this rise time with T
Page 107 and 108: CHART ILLUSTRATING EFFECT OF INERTI
Page 109 and 110: pa lo=$ $8 uoy$eyQd moy pamwam $ndq
Page 111 and 112: IMPROVEMENT OF POWER SURFACE CONTRO
Page 113 and 114: FIG. 2 INSTALLATION - POWER OPERATE
Page 115 and 116: AMPLITUDE RATIO- DB I 0 I 0 I cn 0
Page 117 and 118: The overall reaotien rpring rate ir
Page 119 and 120: FIG.5 - SCHEMATIC -- BASIC TYPE POW
Page 122 and 123: With theae substitutions into equat
Page 124: Although only one type of power oon
Page 127 and 128: 0 AMPLITUDE RATIO- D8 I I I I rU rU
Page 129: In the range ai airplane natural fr
Page 132 and 133: Figure 1. anticipation of the targe
Page 134 and 135: The constant k helped to improve th
Page 137: to determine if there was behaviora
Page 145 and 146: The hydraulic system itself is a hi
Page 147: P :: 7 OT- a- ' 06- 09- . I
Page 150 and 151: Zeros introduced by resonance of th
Page 152 and 153: explicit set of specifications-or a
Page 155: her@ is to lnake the push-rod as st
Page 160: particular problem. We then choose
Page 164 and 165: changing flight corditions. Idea-,
Page 166 and 167: A,. Area of bydraullc jack giston.
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