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

More documents

Recommendations

Info

changing flight corditions. Idea-, one would design dynamic compensation networks, as suggested in some of the earlier talks--compensation networks which would be automatically compensated for c-ng longitudinal velocity, eta. If the compensation is effected entirely electricalJy, thle dynamic cornpensat ion can be approximated fairly well, although the complexity of the instrumentation necessarily is greater than with a linear qystem. If as we have tried to suggest in the past fm moments, the campensation is effected hydraulically and mechanically, dynamic compensation is a more difficult problem. Ae yet we have done nothing along this line. I would like to summarize briefly. We feel that the time is rapidly approaching when the stability and controllability problems of design will be of paramount importance. We feel that it is essential that logical design procedures be established in anticipation of these difficulties. logical desiep prodwe must proceed from quantitative 8pecifications. It must lead to suitable general networks for accomplishing the cornpeneation. We feel that conpensation system can be determined which will essentially force the airplane to meet the selected performance specifications. The realization of these compensation systems can be accoqlished electronically. We al8o feel that compensation can be effected hydraulically and mechanically. We believe that there is a great deal of work yet to be done in evaluating various Q-draulic-mechanical systems for compensation, in studying the effects of various locations of these networks in the overall system, in considering the poabibillty of using parallel compensation, and in the related probldl~lb. The system. I have ueed throughout this paper as an ~ l of some e of these ideas is about as simple a system as one can devime to scoomplish even theoretically the desired control. We feel that it is essential that mare complar (and reallatie) system8 be considered from this standpoint of stabillaation devices. appreciable complication of the system will necessitate going to computer and simulator studies, as the introduction of additional degrees of freedom rapidly places the complex it^ of the wstsa beyond the bounds of human comprehension. Thus far, we have not done Whlq appreciable with d o g computer studies, as we have felt that intelligent us. of ccenputer data required a solid understanding and background in the behavior of simpler elystams.
Int e~pretat ion of Specificat ions in Tenas of Syat em Parametera Specification on low-2requency loop gain: At low frequencies, open-loop transfer function behaves as $ is directly related to the polee and zeros of the closed-loor, transfer function: Specification on time lag between stick mtion and nrotion of control -face: Denote transfer function from stick motion to control surface as: = J(s) xsb) Then with constant velocity input, time lag (steady-state) is: with our unstabilized system specification on stability r A specification that the short period dynamic oscillation of normil acceleration shall be damped to 0.1 amplitude in one cycl* msane that if the response is primarily controlled by one pair of condugate complex polee, the associated relative damping ratio should be greater than about 0.37. 4 i) .So Air Force Specification No. 1815-B
Page 1 and 2:
-3-a'uo#Su!qs~~ MVN 3Hl 4 0 lN3WlIJ
Page 3 and 4:
CONTENTS 1, Centering Charauteristi
Page 5 and 6:
CENTERING CHARACTERISTICS OF POWER
Page 8:
Since pilqt effort and s*face force
Page 14:
The centering characteristics excep
Page 18:
-mtla= etlq 30 pwdo o q m ~APA opl
Page 21 and 22:
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
Page 29 and 30:
precisely. The fir at demonstration
Page 31 and 32:
to hare thq coakpit controle comman
Page 33 and 34:
conrtsnt speed). While this ryrtem
Page 35 and 36:
I I SURFACE I AIRCRAFT DYNAMICS LOA
Page 37 and 38:
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
Page 48 and 49:
Ooeo red em;Co* ey tg areqm - a d m
Page 50 and 51:
Variation of Valve Flcnr with Press
Page 52 and 53:
p - instantaneons density (mare per
Page 54 and 55:
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
Page 66 and 67:
EFFECT OF ADDRIG A SPEUNC IllbD AT
Page 70:
The outtmt 4 is then -tion (a) may
Page 74 and 75:
71 It is of interest to anmine the
Page 77 and 78:
It w ill now be shrnm that the quad
Page 79:
tp = 4 1' ( 4 include. aU flaxibill
Page 83 and 84:
Frequancy Response of Another prore
Page 85 and 86:
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 and 138: to determine if there was behaviora
Page 139 and 140: SYNTHESIS OF FLIGHT CONTROL SYSTEMS
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 166 and 167: A,. Area of bydraullc jack giston.
show all

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

Create successful ePaper yourself

Delete template?

Save as template?