Apparatus and method for controlling aircraft, particularly remotely-controlled aircraft

Claim 2

A remotely-controlled aircraft, including ailerons for controlling the roll changes of the aircraft, an aileron drive, elevators for controlling the pitch changes of the aircraft, an elevator drive, and a receiver for receiving, from a remotely-located transmitter, a bank-angle command signal to be applied to the aileron drive for controlling the aircraft roll changes, and a pitch-angle command signal to be applied to the elevator drive for controlling the aircraft pitch changes; characterized in that said aircraft further includes a sensor for sensing the actual rate-of-turn of the aircraft and for generating a rate-of-turn signal proportional thereto, which signal is inherently also proportional to the actual bank-angle of the aircraft; and means for applying said rate-of-turn signal to the aileron drive as a negative feedback signal with said bank-angle command signal to thereby position stabilize the bank-angle of the aircraft.

Claim 3

The aircraft according to claim 1, further characterized in that the aircraft also includes: a further sensor for sensing the actual rate-of-climb of the aircraft and for generating a rate-of-climb signal proportional thereto, which latter signal is inherently also proportional to the actual pitch-angle of the aircraft; and means for applying said rate-of-climb signal to the elevator drive as a negative feedback signal with said pitch-angle command signal to thereby position stabilize the pitch-angle of the aircraft.

Claim 4

The aircraft according to claim 2, wherein said bank-angle command signal is applied to the aileron drive by means which includes a limiter circuit for limiting the bank-angle command signal to safe values to prevent turnover, and an adder circuit including a low pass filter for optimizing the dynamic response characteristic of the aircraft, and for adding the rate-of-turn signal and the bank-angle command signal to produce an aileron drive signal applied to the aileron drive.

Claim 5

The aircraft according to claim 2, wherein said pitch-angle command signal is applied to the elevator drive by means which includes a limiter circuit for limiting the pitch-angle command signal to safe values to prevent stall and rapid descent, and an adder circuit including a low pass filter for optimizing the dynamic response characteristic of the aircraft, and for adding the rate-of-climb signal and the pitch-angle command signal to produce an elevator drive signal applied to the elevator drive.

Claim 6

The aircraft according to claim 2, wherein said bank-angle command signal and said pitch-angle command signal are transmitted by a radio link from a remotely-located radio transmitter; said aircraft further including pre-programmed position control means for generating position command signals; switching means normally applying said bank-angle and pitch-angle command signals from the radio transmitter to the aileron drive and elevator drive, respectively; and a radio link identifier effective, in response to interference with, or break in, the radio link between the radio transmitter and the aircraft, to actuate said switching means and to cause said switching means to apply said position command signals generated by said pre-programmed position control means to said aileron drive and elevator drive, respectively.

Claim 7

A remotely-controlled aircraft, comprising: ailerons and a drive therefor for controlling the roll changes of the aircraft; elevators and a drive therefor for controlling the pitch changes of the aircraft; a receiver for receiving, from a remotely-located transmitter, a bank-angle command signal to be applied to the aileron drive for controlling the aircraft roll changes, and a pitch-angle command signal to be applied to the elevator drive for controlling the aircraft pitch changes; a sensor for sensing the actual rate-of-climb of the aircraft and for generating a rate-of-climb signal proportional thereto, which latter signal is inherently also proportional to the actual pitch-angle of the aircraft; and means for applying said rate-of-climb signal to the elevator drive as a negative feedback signal with said pitch-angle command signal to thereby position stabilize the pitch-angle of the aircraft.

Claim 8

A remotely-controlled aircraft, comprising: ailerons and a drive therefor for controlling the roll changes of the aircraft; elevators and a drive therefor for controlling the pitch changes of the aircraft; a receiver for receiving, from a remotely-located transmitter, a bank-angle command signal to be applied to the aileron drive for controlling the aircraft roll changes, and a pitch-angle command signal to be applied to the elevator drive for controlling the aircraft pitch changes; a sensor for sensing the actual rate-of-climb of the aircraft and for generating a rate-of-climb signal proportional thereto, which latter signal is inherently also proportional to the actual pitch-angle of the aircraft; and means for applying said rate-of-climb signal to the elevator drive as a negative feedback signal with said pitch-angle command signal to thereby position stabilize the pitch-angle of the aircraft.

Claim 9

The aircraft according to claim 6, wherein said aircraft also includes a sensor for sensing the actual rate-of-turn of the aircraft and for generating a rate-of-turn signal proportional thereto, which signal is inherently also proportional to the bank-angle of the aircraft; and means for applying said rate-of-turn signal to the aileron drive as a negative feedback signal with said bank-angle command signal to thereby position stabilize the bank-angle of the aircraft.

Claim 10

The aircraft according to claim 7, wherein said bank-angle command signal is applied to the aileron drive by means which includes a limiter circuit for limiting the bank-angle command signal to safe values to prevent turnover, and an adder circuit including a low pass filter for optimizing the dynamic response characteristic of the aircraft, and for adding the rate-of-turn signal and the bank-angle command signal to produce an aileron drive signal applied to the aileron drive.

Claim 11

The aircraft according to claim 7, wherein said pitch-angle command signal is applied to the elevator drive by means which includes a limiter circuit for limiting the pitch-angle command signal to safe values to prevent stall and rapid descent, and an adder circuit including a low pass filter for optimizing the dynamic response characteristic of the aircraft, and for adding the rate-of-climb signal and the pitch-angle command signal to produce an elevator drive signal applied to the elevator drive.

Claim 12

The aircraft according to claim 7, wherein said bank-angle command signal and said pitch-angle command signal are transmitted by a radio link from a remotely-located radio transmitter; said aircraft further including pre-programmed position control means for generating position command signals; switching means normally applying said bank-angle and pitch-angle command signals from the radio transmitter to the aileron drive and elevator drive, respectively; and a radio link identifier effective, in response to interference with, or break in, the radio link between the radio transmitter and the aircraft, to actuate said switching means and to cause same to apply said position command signals generated by said pre-programmed position control means to said aileron drive and elevator drive, respectively.

Claim 13

An aircraft control system including: a remotely-controlled aircraft according to claim 10; a radio-transmitter including means for transmitting the bank-angle and pitch-angle command signals to the remotely-controlled aircraft via a radio link; and a mode selector for selecting either a Normal Mode of operation, or an Automatic Mode of operation; said bank-angle and pitch-angle command signals, in the Normal mode, specifying the changes in the bank-angle and pitch-angle, and in the Automatic mode, specifying the actual bank-angle and pitch-angle; said aircraft including means effective when the transmitter selects a Normal Mode of operation normally to disable said bank-angle and pitch-angle position stabilizations, but to enable said position stabilizations and also said pre-programmed position control means in response to interference or break in the radio link; said aircraft including further means effective when the transmitter selects an Automatic Mode of operation, to enable said bank-angle and pitch-angle position stabilizations, and also to enable said pre-programmed position control means in response to interference with, or break in, the radio link.

Claim 16

The method according to claim 12, further characterized in also sensing the actual rate-of-climb of the aircraft and generating a rate-of-climb signal proportional thereto, which latter signal is inherently also proportional to the actual pitch-angle of the aircraft; and applying said rate-of-climb signal to the elevator drive as a negative feedback signal with said pitch-angle command signal to thereby position stabilize the pitch-angle of the aircraft.

Claim 19

The method according to claim 14, further characterized in also sensing the actual rate-of-turn of the aircraft and generating a rate-of-turn signal proportional thereto, with latter signal is inherently also proportional to the actual bank-angle of the aircraft; and applying said rate-of-turn signal to the aileron drive as a negative feedback signal with said bank-angle command signal to thereby position stabilize the bank-angle of the aircraft.

Claim 20

The method according to claim 12, wherein said aircraft is remotely controlled by a remotely-located transmitter.