JPH11139396A - Formation flying control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow a plurality of aircrafts to automatically perform formation flying without forcing pilots to carry excessive work load. SOLUTION: A formation flying control device comprises relative position measuring means 1-4 for originating relative position data by measuring the relative positions of one aircraft B and the other aircraft A which perform formation flying and a guidance control device 5 automatically controlling the one aircraft B according to the relative position data and controlling the relative positions within a predetermined range to maintain the formation flying. The relative position measuring means 1-4 comprise a GPS position measuring device 1, a transmitter 2, a receiver 3, and a D-GPS position measuring device 4, and form a differential GPS system between the other aircraft A and the one aircraft B to make accurate measurements of the relative positions. Once the data about the accurate relative positions of the other aircraft A and the one aircraft B are obtained, formation flying can be effected automatically by means of the guidance control device 5 without applying excessive work load to the pilots.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The flight control device of the present invention belongs to the technical field of a flight control device for an aircraft including a passenger aircraft.

[0002]

2. Description of the Related Art Flight control devices for automatically flying an aircraft are not publicly known and used, at least as far as the inventor knows. The flight of an aircraft is performed by relying on the skill of a pilot.

[0003]

In the world of commercial aircraft (passenger aircraft and cargo aircraft) called airlines,
Reducing operating costs while maintaining safety is a major challenge for airlines, and each airline is making significant efforts to reduce operating costs. Since fuel costs account for a large proportion of operating costs, and reducing fuel costs directly reduces operating costs, aircraft manufacturers and airlines have made reducing fuel costs a major issue.

[0004] By the way, an airplane flying by using lift acting on the main wing flies by pulling a pair of wing vortices from the left and right wing tips of the main wing. It has long been known that there is a region where a strong updraft exists due to the induction speed at which the flow occurs. The same is true for birds, where migratory birds make the best use of the updraft created by the wing tip vortex. Migratory birds
Echelon (stepped formation) and key formation (combination of left and right Echelon in a U-shaped formation), the subsequent birds use the upflow of the preceding bird, saving energy to fly They are traveling a long distance.

[0005] Even in an airplane, if the succeeding aircraft flies using the updraft generated by the wing tip vortex of the preceding aircraft, the succeeding aircraft can fly while saving energy spent on the flight. According to East literature (Tosho, "Innovation Technology for Aviation", Jintosha / 1996, pp.47-48), Boeing 747 "Jumbo Jet" formed an appropriate formation in research conducted by the Aerospace Research Institute. If you fly, more than 10%
It is reported that thrust savings can be achieved and fuel economy can be greatly reduced. Therefore, if you fly in flight with multiple planes, all but the first one will be able to fly energy-saving and save significant fuel.

However, according to the above document, the range of the relative position of the succeeding machine that can use the upflow of the preceding machine is as follows:
Although it is several hundred meters in the front-back direction, it is limited to a very narrow range in the vertical and horizontal directions. Therefore, it is necessary for the succeeding aircraft to continue formation flight while maintaining the vertical, horizontal, and right relative positions with respect to the preceding aircraft. On the other hand, in the world of military aircraft, in addition to the same fuel economy saving effect, if it is possible to maintain a dense formation precisely, it will be possible to deceive the number and types of formations to radar, and tactical Considered worthwhile.

However, maneuvering the aircraft to keep each other precisely and maintain formation flight imposes a significant workload on the pilot. For example, the acrobat team gathers in the air to form a precise formation and performs various aerial maneuvers while keeping the dense formation, but after only a few thirty flights the pilot heard that he was sweating too much tension. I have.

[0008] Therefore, even when there is a great benefit to flying in formation, civil aircraft do not usually fly in formation because of the danger of imposing an excessive workload on the pilot. Therefore, an object of the present invention is to provide a formation flight control device which is a flight control device for automatically flying an aircraft in formation flight.

[0009]

Means for Solving the Problems and Their Functions and Effects In order to solve the above problems, the inventors have invented the following means. (First Means) A first means of the present invention is a formation flight control device according to the first aspect. That is, the present means is a flight control device mounted on the aircraft for automatically flying the aircraft in formation flight, and includes a relative position measuring means and a guidance control device. In this means, the relative position measuring means generates relative position data by measuring a relative position between the own aircraft and another aircraft (another aircraft forming a formation), and performs guidance control based on the relative position data. The device controls the relative position within a predetermined range by guiding the self-machine and automatically controlling the relative position. Therefore, since the own aircraft flies by the automatic control while maintaining a predetermined relative position with respect to the other aircraft, it is possible to automatically maintain the formation flight between the other aircraft and the own aircraft.

Similarly, a large number of aircraft equipped with the formation flight control device of the present invention form a large formation as a whole by automatically performing formation flight between each other aircraft and the own aircraft, and automatically. It is also possible to maintain formation flight. Therefore, according to this means, there is provided a formation flight control device which is a guidance control device for automatically flying a plurality of aircraft in formation, and has an effect that automation of formation flight by a plurality of aircraft can be realized. . As a result, the fuel consumption of the succeeding aircraft can be reduced, the dense formation can be maintained without imposing an excessive workload on the pilot, and the air refueling can be easily performed.

(Second Means) A second means of the present invention is the formation flight control device according to the second aspect. In this means, the relative position measuring means has a GPS positioning device, a transmitter, a receiver, and a differential GPS positioning device (abbreviated as D-GPS positioning device). The GPS positioning device receives positioning radio waves from a plurality of Nabster GPS satellites, measures its own position, and generates its own positioning data corresponding to latitude, longitude and altitude (the altitude is supplemented by other means such as a radio altimeter). May be provided). Then, the transmitter transmits communication data including the positioning data. On the other hand, the receiver receives the same communication data transmitted from the transmitter of another device. The communication data from the other device received by the receiver includes positioning data corresponding to the latitude, longitude, and altitude of the other device. Therefore, the D-GPS positioning device calculates the difference between the positioning data of the other device and the positioning data of the own device described above,
The relative position of the own device with respect to another device is calculated, and relative position data is generated. The relative position data is provided to the guidance control device as described in the section of the first means, is used as basic data for guidance control, and is used for automatic driving.

According to this means, assuming that a future aircraft is equipped with a GPS positioning device as standard equipment, a transmitter and a receiver and a D-GPS positioning device are simply added as relative position measuring means. Only needs to be done. Therefore, the increase in cost and weight of the aircraft equipped with the formation flight control device of the means is minimized. Further, since only the transmitter and receiver antennas are additionally provided on the surface of the aircraft, an increase in air resistance is also minimized.
Furthermore, if the GPS positioning device detects the phase of a positioning radio wave from a GPS satellite and uses it as positioning information, the D-GP
With the S positioning device, it is possible to accurately measure the relative position with an error of 10 cm or less, and the relative position accuracy in formation flight is improved.

Therefore, according to this means, in addition to the effects of the first means, the increase in cost, weight and air resistance is suppressed to a minimum, and the relative position can be measured with high accuracy. This has the effect. Furthermore, if the phase of the positioning radio wave from each GPS satellite S is measured, the three-dimensional positioning accuracy of the GPS positioning device is further improved, and the D-GPS positioning device can measure the relative position with extremely high accuracy. There is. As a result, there is an effect that the relative position between the other aircraft and the own aircraft in forming a formation can be controlled with higher accuracy.

(Third Means) A third means of the present invention is a formation flight control device according to the third aspect. In this means, the transmitter is an infrared transmitter that transmits an infrared signal, and the receiver is an infrared receiver that receives a similar infrared signal from another device. Is transmitted. Infrared rays generally attenuate faster in the atmosphere than radio waves, and have high directivity and are not reflected by the ionosphere or the like. In addition, since infrared signals used for relatively short-distance communication are weak, even if short-distance communication is possible, there is a characteristic that it is difficult to observe from a long distance. Therefore, since the infrared signal emitted from the infrared transmitter is hard to be detected from a distant place, the communication using the infrared signal of the present means is harder to be detected from a distant place than the communication using radio waves, and the secrecy is high.

Therefore, according to this means, in addition to the effect of the above-described second means, there is also an effect that the covertness is high and it is suitable for military use. (Fourth Means) A fourth means of the present invention is the formation flight control device according to the fourth aspect. In this means, the relative position measuring means includes a camera device that generates image data of the other device, and an image analysis device that analyzes image data from the camera device and measures a direction of the other device and a distance to the other device. Having. The camera of the camera device is a video camera, and can be configured to be fixed to the aircraft, but it is possible to scan a position that may be occupied by another aircraft and search for another aircraft,
A configuration mounted on a pivotable turret is desirable. Camera device orientation (eg azimuth and elevation depression)
Then, the direction of the other device is determined from the position of a predetermined point (for example, the center of the area of the image) in the acquired image data. In addition, if the image data can be analyzed and the position on the image data such as the nose and tail end of the other aircraft, the vertical tail wing tip, the wing tip of the main wing, etc. can be identified from the image of the other aircraft, By collating with the dimension data, it is possible to determine the attitude of the other machine and the distance to the other machine.

For nighttime use, the camera of the camera device may be a visible light video camera and navigation lights and formation lights may be recognized as predetermined points in the image data. It may be a video camera. In the case of military aircraft, equipment for low altitude flight at night (L
It is also possible to use an infrared camera such as ANTIRN) or a camera for telescope aiming as the camera device of the present means.

In this manner, the position to the other aircraft and the direction of the other aircraft can also be determined by the present means. Therefore, the distance and direction to the other aircraft required for formation flight can be determined by measuring the relative position of the present means. Given by means. This means uses a completely passive sensor (camera device) as a relative position measuring means and does not actively emit radio waves or infrared rays, so that it is extremely concealed.

Therefore, according to this means, in addition to the effect of the above-mentioned first means, there is an effect that a transmitter is not required for another device and extremely high covertness can be obtained. (Fifth Means) A fifth means of the present invention is the formation flight control device according to the fifth aspect. In this means, the relative position measuring means automatically aims at a predetermined portion of the other device and measures a direction of the other device, and measures a distance to a predetermined portion of the other device in conjunction with the aiming device. And a distance measuring device. The aiming device and the distance measuring device are mounted on, for example, one turret, and are directed in conjunction with a predetermined portion of another device. As an aiming device, for example, the use of a video camera is also possible,
For example, the navigation light at the upper end of the vertical tail of another aircraft may be automatically aimed. In this case, the reflector (reflector) is fixed at a predetermined distance directly below the navigation light at the upper end of the vertical tail of another aircraft, and the distance measuring device is connected to the aiming device at the same predetermined distance immediately below the aiming device. For example, the distance measuring device is naturally directed to the reflector in conjunction with the aiming device. As the distance measuring device, a reflection pulse type laser distance measuring device which has a slightly inferior distance measuring accuracy but can surely measure a distance in a short time may be used, or a phase measuring type laser distance measuring device having excellent distance measuring accuracy may be used. .

The direction of the predetermined point of the other device is automatically measured by the aiming operation of the aiming device, and the distance to the predetermined point of the other device is automatically measured by the distance measuring operation of the distance measuring device. As a result, the relative position of the other aircraft to a predetermined point is measured in the polar coordinate system, so the minimum relative position data required for formation flight can be obtained, and automatic formation flight with other aircraft by guidance control device is possible Becomes

Therefore, according to this means, in addition to the effect of the above-mentioned first means, there is an effect that formation flight can be performed even if another aircraft is not equipped with a transmitter. (Sixth Means) A sixth means of the present invention is the formation flight control device according to the sixth aspect. In this means, the vertical position control is performed mainly by direct lift control (direct lift control) performed by steering the flap.
The trim adjustment is performed by the data. Therefore, the self-machine does not perform the pitching movement in the vertical position control, so that the riding comfort does not decrease. In addition, the position control in the left and right direction is performed by a wing glow method in which the aircraft's own axis is kept in a certain direction and a slight bank angle is taken to slide sideways. Is performed. Therefore, since the aircraft does not yaw when controlling the position in the left-right direction,
Ride comfort is not reduced.

[0021]

[Example 1]

(Structure of First Embodiment) As shown in FIG. 1, a formation flight control device according to a first embodiment of the present invention is mounted on each aircraft forming a formation in order to automatically fly an aircraft. It is a control device. The formation flight control device of the present embodiment includes relative position measuring means 1 to 4 which measure relative positions of the other aircraft A, which is another aircraft forming the formation, and the own aircraft B to generate relative position data. And a guidance control device 5 for guiding the own machine B based on the generated relative position data and automatically controlling the relative position of the own machine B with respect to the other machine A within a predetermined range.

The relative position measuring means 1 to 4 are composed of a GPS positioning device 1, a transmitter 2 and a receiver 3, and a D (differential) -GPS positioning device 4. G
The PS positioning device 1 simultaneously receives positioning radio waves from at least four GPS satellites S, measures the three-dimensional position of the own device B, and generates positioning data including the latitude, longitude, and altitude occupied by the own device B. The GPS positioning device 1 has a positioning radio wave receiving circuit of 6 channels, and at least 4
Each channel always receives positioning radio waves from different GPS satellites S. Here, in each positioning radio wave receiving circuit,
It has a function to measure the phase of each positioning radio wave.

The GPS satellite S received by the GPS positioning device 1
Is changed, the identification code of the GPS satellite S to stop receiving and the identification code of the GPS satellite S to newly start receiving are transmitted to the transmitter 2 in advance and included in the communication data T from the transmitter 2. Therefore, in the GPS positioning devices 1 of the other device A and the own device B, three-dimensional positioning is always performed by the combination of the same GPS satellites S, and a large relative position jump may occur in the D-GPS positioning device 4. Absent.

The transmitter 2 is a UHF transmitting a weak radio wave.
The transmitter transmits communication data T including the above-described positioning data. As described above, when there is a change in the combination of the GPS satellites S that receive the positioning radio waves from the GPS positioning device 1, the transmitter 2 transmits a new GP between the positioning data.
A code for notifying the combination of the S satellites S is inserted, and the communication data T is transmitted. Note that the transmission frequency of the transmitter 2 is switchable, and assuming that the first airplane in the formation transmits at a predetermined frequency ω, the first succeeding aircraft occupying the right rear is ω + α, and the second The succeeding machine shall gradually increase the frequency gradually to ω + 2α. Conversely, the first subsequent aircraft occupying the left rear of the formation's leading aircraft is ω-α,
It is assumed that the frequency of the second succeeding machine is gradually reduced to ω−2α in order.

The receiver 3 is a UHF receiver whose communication standard matches that of the transmitter 2. The receiver 3 transmits similar communication data T transmitted from another device A that immediately precedes the formation to a distance of about 100 km. Has sensitivity to receive from The receiving frequency of the receiver 3 can be switched in the same manner as the transmitter 2, and is used by being manually or automatically adjusted to the transmitting frequency of the transmitter 2 of the other device A.

The D-GPS positioning device 4 calculates the difference between the positioning data of the other device A and the positioning data of the own device B contained in the communication data T received by the receiver 3 of the own device B, and The relative position of the own machine B with respect to A is calculated, and precise relative position data is generated. GPS positioning device 1 of other device A and own device B
Detects the phase of the positioning radio wave from the GPS satellite S as described above, the positioning accuracy of the relative position by the D-GPS positioning device 4 is extremely high, with an error within 10 cm.

The guidance control device 5 is a D-GPS positioning device 4
A function of automatically controlling the own aircraft B based on the relative position data generated by the above, guiding the own aircraft B to a predetermined position behind or left of the other aircraft A, and occupying the predetermined position. And a function of controlling the relative position of the own machine B with respect to the other machine A within a predetermined range. In keeping the formation by controlling the relative position within a predetermined range, the guidance control device 5 mainly controls the flap to perform direct lift control (direct lift control) when performing vertical position control.
When performing position control in the left-right direction, a wing glow is performed in which a bank angle is set and the vehicle slides sideways. The actuators operated by the guidance control device 5 are each control surface (aileron, rudder, elevator, flap, etc.) and thrust control of the engine.

(Effects of Embodiment 1) In the formation flight control device of this embodiment, since the D-GPS positioning system is formed between the preceding other aircraft A and the following own aircraft B, the relative position is determined. The positioning accuracy by the measuring means 1 to 4 is within 10 cm. Therefore, in a horizontal steady straight flight in the stratosphere where there is almost no turbulence, it is estimated that the position control accuracy of the guidance control device 5 is kept within 1 m as a relative position error. Therefore, even when performing a formation flight for the purpose of saving fuel cost described later, an automatic formation flight can be realized with sufficient relative positional accuracy, and a precise formation can be maintained. Similarly, a large number of aircraft equipped with the formation flight control device of this embodiment make a formation flight between each of the other aircraft A and the own aircraft B, and as a result, a large formation (trap-shaped or (Formation formation) to automatically maintain formation flight.

Therefore, according to the present embodiment, a formation flight control device, which is a guidance control device for automatically forming a plurality of aircrafts in formation flight, is provided, and a plurality of flight control devices are provided without imposing an excessive workload on a pilot. There is an effect that automation of formation flight by an aircraft can be realized. Further, in the formation flight control device of this embodiment, if it is assumed that a future aircraft is equipped with a GPS positioning device as a standard,
As for the relative position measuring means 1 to 4, only the transmitter 2 and the receiver 3 and the D-GPS positioning device 4 need to be additionally provided. Therefore, the increase in cost and weight of the aircraft equipped with the formation flight control device of the present embodiment is minimized. Further, since the additional equipment on the surface of the aircraft is only the antennas of the transmitter 2 and the receiver 3, an increase in air resistance is suppressed to a minimum.

Therefore, according to the formation flight control device of the present embodiment, in addition to the above-mentioned effects, there is also an effect that increases in equipment cost, weight and air resistance are minimized. (Fuel saving effect of Embodiment 1) After the airplane passes,
As shown in Fig. 2 (reprinted from the above-mentioned document courtesy of Dr. Higashiaki), a pair of wing vortices remains from both wing tips of the main wing, so that a region where a blow-up flow occurs on both sides (blowing region)
Exists. Therefore, the region of the updraft generated by the wing tip vortex of the other aircraft A, which is the preceding aircraft, is changed to the own aircraft B, which is the succeeding aircraft.
If (see FIG. 1) flies, the succeeding aircraft can fly with less energy spent on the flight, utilizing the updraft flow caused by the wing tip vortex of the preceding aircraft.

For example, as described above, if a large Boeing 747 class aircraft flies in a formation at an appropriate relative position and flies, the following aircraft can save thirty percent of thrust, and can greatly reduce fuel consumption. Therefore, if formation flight is performed by a plurality of airplanes, all of the other airplanes (followers) except the one at the head can perform energy-saving flight, and a remarkable fuel saving effect can be obtained.

However, according to the above-mentioned east document, the range of the relative position of the succeeding machine B in which the upflow of the preceding machine A can be used is several hundred meters in the front-rear direction, but in the vertical and horizontal directions. Limited to a very narrow range. Therefore, it is necessary for the succeeding aircraft B to continue formation flight while maintaining a precise relative position with respect to the preceding aircraft A. However, according to the formation flight control device of this embodiment, the relative position error is maintained extremely precisely. To maintain formation flight. Therefore, according to the formation flight control device of the present embodiment, there is an effect that the fuel saving effect described above can be sufficiently enjoyed.

(Operation of Embodiment 1) As an example of an operation method in which a plurality of large airplanes equipped with the formation flight control device of this embodiment form a formation, maintain the formation, and release the formation, the following procedure is used. The operation is exemplified. In this operation example, for example, several thousand to 10,000 km like the route from Japan to the United States over the Pacific Ocean
In long-distance flights flying about the same flight distance, formation flight in horizontal steady straight flight in the stratosphere is assumed.

The flight sequence in this operation example includes a normal flight phase, an approach phase, an approach phase, an occupation phase, a formation maintenance phase, and a departure phase. In this flight sequence, the leading aircraft A, which is in the forefront of the formation, maintains a conventional horizontal steady straight flight (constant altitude, speed and attitude) in the stratosphere. With respect to the preceding aircraft A, the succeeding aircraft B performs automatic control for guiding, controlling the own aircraft, forming, maintaining, and leaving the formation.

In the first normal flight phase, the vehicle is directed diagonally to the left or right of the preceding aircraft A at the command of the ground controller,
This is a phase in which the vehicle is guided from the preceding aircraft A to a position in a predetermined angular direction (for example, 45 ° rearward) at the same altitude as the preceding aircraft A. In this phase, the succeeding aircraft B reduces the distance from the preceding aircraft A to a predetermined distance (for example, about 10 km) by a normal automatic pilot device, and during that time, the receiver 3 receives the communication data T from the preceding aircraft A by the receiver 3. Try. If this reception is stabilized, a D-GPS positioning system is stably formed between the relative position measuring means 1 to 4 of the preceding machine A and the relative position measuring means 1 to 4 of the succeeding machine B. The relative position with respect to A can be obtained from the D-GPS positioning device 4 of the subsequent machine B. Note that whether the succeeding aircraft B occupies the left or right behind the preceding aircraft A is naturally determined from the initial positional relationship between the preceding aircraft A and the succeeding aircraft B, but can be appropriately specified for the convenience of control. it can.

The second approach phase is a phase in which the succeeding aircraft B is guided from the preceding aircraft A in a predetermined angular direction, and the succeeding aircraft B is placed on the approach course in the predetermined angular direction while approaching the preceding aircraft A. It is. From this phase, follower B
Is automatically guided and controlled by the formation flight control device of this embodiment. In the third approach phase, along the approach course extending from the preceding aircraft A in a predetermined angular direction, the preceding aircraft A
To a predetermined distance (for example, 450 m diagonally backward)
This is the phase of approaching. From the beginning to the middle of this phase, the relative speed is relatively fast, about several tens of m / s, and the succeeding aircraft B approaches the preceding aircraft A, but gradually decelerates in the latter half of this phase, and the relative distance from the preceding aircraft A increases. When the (direct distance) becomes smaller than the predetermined distance, the relative speed with the preceding machine A is set to zero.

In the fourth occupying phase, the succeeding machine B makes a very gentle S-shaped turn from the state where it is stationary with respect to the preceding machine A, and moves a predetermined distance (for example, 300) behind the preceding machine A.
m), and occupies a position where the updraft by the preceding aircraft A can be used most effectively. In each of the phases up to this point, the flight state is maintained as a steady flight or a balanced turn, so that the riding comfort in the passenger cabin does not decrease.

In the fifth formation maintaining phase, the relative position of the succeeding aircraft B with respect to the preceding aircraft A is set to a predetermined range (for example, the distance behind the preceding aircraft A by the above-mentioned predetermined distance in which the upflow by the preceding aircraft A can be used most effectively). This is a phase in which control is performed to ± 10 m forward and backward and ± 1 m vertically and horizontally. In this phase, the guidance control device 5 performs position control in the front-rear direction, the up-down direction, and the left-right direction, and the subsequent machine B guides itself to the center of the predetermined range.

In the formation maintaining phase, the position control in the front-back direction is mainly performed by adjusting the thrust of the engine, and the trim is adjusted by the elevator. Vertical position control is mainly performed by direct lift control (direct lift control) performed by steering a flap, and trim adjustment by an elevator is also performed. Therefore, since the succeeding aircraft B does not perform a pitching motion in controlling the position in the vertical direction, the riding comfort does not decrease. The position control in the left-right direction is performed by a wing glow method in which the aircraft of the succeeding machine B keeps the machine axis in a fixed direction and skids while taking a slight bank angle. Rudder steering is performed. Therefore, since the succeeding aircraft B does not perform a yawing motion in controlling the position in the left-right direction, the riding comfort does not decrease.

Conversely, if there is a sharp pitching motion or a sharp yawing motion, the ride comfort particularly in the rear passenger seats becomes noticeable, which is not particularly preferable in the case of a passenger aircraft. Therefore, the position control function in the up-down and left-right directions performed by the guidance control device 5 by directly performing the lift control and the wing row as described above is important for maintaining a good ride comfort.

In the formation maintenance phase,
Since the updraft flow on the wing near the wing tip vortex of the preceding aircraft A is strong, and the blast flow of the wing far from the wing tip vortex of the preceding aircraft A is weak, the lift of the left and right wings is balanced (rolling). In order to cancel the moment), aileron steering is required. However, if the steering angle of the aileron is large, the air resistance increases, so it is not preferable to take the steering angle of the aileron to offset the rolling moment. Therefore, fuel is transferred from the tank in the main wing farther from the wing tip vortex of the preceding aircraft A by a pump, and the tank in the wing closer to the wing tip vortex of the preceding aircraft A is filled with fuel, and the rolling moment due to gravity is reduced. Is also feasible. In this way, if the rolling moment due to the bias of the lift of the main wing in the unequal left and right upflow can be partially offset, the steering of the aileron can be reduced or made unnecessary, and the air resistance decreases. Therefore, a further fuel saving effect can be obtained.

In the sixth departure phase, the formation with the preceding aircraft A is released, the vehicle turns counterbalanced from the preceding aircraft A, and the relative distance is increased until the danger of collision with the preceding aircraft A disappears. This is a phase that enters a different flight path. In this phase, from the left and right rearmost succeeding aircraft B of the formation, leave the formation in order at a predetermined time interval,
Finally, the leading aircraft A, which is the leading aircraft of the formation, will fly alone.

The above is a sequence in the case where the positioning radio waves from four or more GPS satellites S can be received by the GPS positioning device 1 at all times and the function of the formation flight control device of this embodiment has no problem at all. In preparation for actual operation, it is necessary to be prepared even if a problem occurs. Therefore, for example, positioning radio waves can be received only from three or less GPS satellites S.
When normal three-dimensional positioning by the S positioning device 1 is temporarily disabled, the inertial navigation device continues the steady flight for a predetermined time within a range in which the formation does not collapse. Then, when the three-dimensional positioning by the GPS positioning device 1 is recovered again within the predetermined time, the formation flight control device of the present embodiment is operated in the formation maintenance phase, and the precise formation flight is resumed. However, if the three-dimensional positioning by the GPS positioning device 1 is not recovered within the above-mentioned predetermined time, the vehicle automatically enters the above-described departure phase and sequentially departs from the last airplane to secure a safe distance. . After that, keep the formation with a large distance between each aircraft and wait for the recovery of the three-dimensional positioning, or release the formation and continue flying with each individual. For the purpose of enabling such an operation, an aircraft equipped with the formation flight control device of the present embodiment is equipped with an INS / GPS combined navigation device having a navigation device combined with an inertial navigation device. Is desirable.

In performing the above formation flight, in order to prevent a collision with the succeeding aircraft B from behind,
It is preferable that a rear-end surveillance camera is provided in each of the aircraft, and a rear-end collision warning is provided to the pilot when the image of the subsequent aircraft B becomes large. In the case of a rear-end collision with the preceding aircraft A, it is possible to sufficiently prevent the collision by visual observation of the pilot, but it is necessary to provide a front monitoring camera and alarm means similar to the rear monitoring camera to back up the pilot. Is desirable. Further, for the purpose of ensuring safety, it is desirable that each unit is equipped with a formation wireless communication device that enables mutual communication during the formation.

(Modification 1 of Embodiment 1) As Modification 1 of this embodiment, the IMU (inertial measurement unit) of the preceding machine A
The configuration in which the acceleration in the three-axis direction and the angular acceleration around the three axes measured by the above are included in the communication data T from the preceding machine A is also feasible. According to this modification, the motion of the preceding aircraft A can be predicted to some extent by the extended Kalman filter or the like, so that the formation flight can be maintained even in flight conditions including gentle turning other than steady straight flight. Become. Therefore, it is possible to form a formation while maintaining an appropriate relative position even in ascending flight and descending flight in the troposphere, and it is possible to further improve the fuel saving effect.

(Modification 2 of Embodiment 1) As Modification 2 of the present embodiment, it is assumed that equipment for a military aircraft is used.
An infrared transmitter for transmitting an infrared signal, and a receiver 3
Can be used to implement a formation flight control device having an infrared receiver for receiving a similar infrared signal from the other aircraft A. For example, the transmitter 2 is mounted on both sides of the vertical tail and the rear end of the tail cone, and the receiver 3 is mounted on the nose of the nose.
May be mounted directly above the engine and on both sides of the nose. Alternatively, the receiver 3 may be combined with LANTIRN (military equipment equipped with an infrared camera for low altitude flight and aiming at night).

In this modification, the transmitter 2 is an infrared transmitter for transmitting an infrared signal, and the receiver 3 is an infrared receiver for receiving a similar infrared signal from the other device A.
The communication data T is transmitted not via radio waves but via infrared signals (see FIG. 1). Infrared rays generally attenuate faster in the atmosphere than radio waves, and have high directivity and are not reflected by the ionosphere or the like. Also,
Infrared signals used for relatively short-distance communication are weak, so that even if short-distance communication is possible, there is a property that it is difficult to observe from a long distance. Forming a formation close to a distance of about 10m by manual operation is an ordinary aerial operation for a small military aircraft, so the infrared signal output of the transmitter 2 can start infrared communication from several tens of meters for the first time. It is sufficient. Therefore, the infrared signal emitted from the infrared transmitter is hard to be detected from a distant place. Therefore, it is more difficult to detect the infrared signal from the distant place than the communication using the radio wave as in the first embodiment. It is hard to be done and has high concealment.

Therefore, according to the present modification, the formation of the formation can be performed while reducing the workload of the pilot, so that there is an effect that the covertness is high and the aircraft is suitable for military aircraft. In addition, the fuel consumption of the succeeding aircraft can be reduced, the dense formation can be maintained without imposing an excessive workload on the pilot, and the air refueling can be easily performed. In addition, in addition to the fuel economy saving effect similar to the first embodiment, if the dense formation can be maintained precisely,
It is possible to deceive the number and type of military aircraft formation to radar, which is considered to have tactical value.

[Second Embodiment] (Structure and Operation and Effect of Second Embodiment) As shown in FIG. 3, a formation flight control device according to a second embodiment of the present invention includes a relative position measuring means 61 to 63 and a guidance control device. 5, and the relative position measuring means 61 to 63 are composed of a camera device 61, an image analyzing device 62, and a database 63.

The camera device 61 includes a CCD camera that captures an image of the preceding other device A and generates image data thereof,
It consists of a two-axis orthogonal turret that supports the camera in a rotatable manner and measures the direction (azimuth ψ and elevation θ) of the CCD camera. The turret scans the direction in which the presence of the other aircraft A is expected, and the image of the other aircraft A is
When captured by a CD camera, the line of sight LO of the CCD camera
S is aimed at the tail light of the other aircraft A. When the CCD camera captures the image of the other device A, it automatically performs zooming so that the other device A becomes an appropriate size in the field of view FOV. Note that the camera device 61 is desirably installed on the upper surface of the nose immediately after the redome so that the search range is wide both left and right and up and down so that it is easy to search for the preceding other aircraft A.

The image analysis device 62 is an arithmetic processing device having software for image analysis, and analyzes image data from the camera device 61 to measure the direction of the other device A and the distance to the other device A. . On the other hand, the database 63 is a randomly accessible storage device that stores the positions of navigation lights (also referred to as aeronautical lights or airplane lights) for each model, and the model of the other machine A is manually or automatically input to the image analyzer 62. Then, the position of the navigation light of the other aircraft A is transmitted to the image analysis device 62. The image analysis device 62 calculates the relative attitude (azimuth ψA, elevation θA) of the other aircraft A that matches the position in the field of view FOV of each of the navigation lights (anti-collision lights, wing-end lights on both sides, tail lights, etc.) of the other aircraft A. , Roll angle φA) is estimated, and the distance r to the other aircraft A is measured from the angle between the navigation lights.

A calculation method using an extended Kalman filter or the like has already been established for estimating the relative attitude of the other device A. In addition, in order to accurately estimate the relative attitude of the other aircraft A, it is necessary to capture four points that are not on the same plane. desirable. When using the formation flight control device of this embodiment, the navigation lights are turned on even during the day to fly.

The configuration and operation of the guidance control device 5 are the same as those of the first embodiment, and the operation method of the formation flight control device of this embodiment is also substantially the same as that of the first embodiment. Therefore, according to the formation flight control device of the present embodiment, the first embodiment
Similarly to the above, there is an effect that it is possible to form a formation automatically without imposing an excessive workload on a pilot, to maintain a formation while maintaining a relative position within an appropriate range, and to be able to separate from the formation. As a result, in the case of a large commercial aircraft operating over long distances, all of the formation except for the first one is used by using the updraft flow of the wing tip vortex of the preceding aircraft A (see FIG. 2). The effect is that the airplane can save fuel.

(Various Modifications of Embodiment 2) As a modification of this embodiment, a formation flight in which the image analysis device 62 estimates the relative attitude of the other aircraft A and the distance r to the other aircraft A without relying on the navigation lights. Implementation of the control device is also possible. In this variation,
The image analysis device 62 analyzes the image data by means of arithmetic means such as an extended Kalman filter and the like, and from the image of the other aircraft A on the image data such as the nose and tail end of the other aircraft A or the vertical tail tip, the wing tip of the main wing, etc. Identify the location. And the image analysis device 6
In step 2, the relative attitude of the other device A and the distance r to the other device A are determined by checking the data of the body size of the other device A stored in the database 63.

According to this modification, the same effect as in the second embodiment can be obtained. Regarding the operation method, the image analysis device 62 may be operated during the daytime as shown in the above-described modified embodiment, and the image analysis device 62 may be operated at nighttime as described in the second embodiment. Alternatively, a modification is possible in which the visible light CCD camera of the second embodiment is replaced with an infrared camera so that the camera can be used day or night. In the case of military aircraft, equipment for low altitude flight at night (LANTIRN)
It is also possible to use an infrared camera such as that described above or a camera for telescope aiming as the camera device 61.

Further, the formation flight control device according to the present modified embodiment includes:
Special effects can be obtained by applying to military aircraft. That is, unlike the first embodiment, the formation flight control device of the present modified embodiment does not have the transmitter 2 and has a completely passive sensor (camera device 6) as relative position measuring means.
Since 1) is used, radio waves and infrared rays are not emitted actively unless the navigation lights are turned on. Therefore,
According to the formation flight control device of this modification, there is an effect that extremely high covertness can be obtained.

Third Embodiment (Structure and Operation and Effect of Third Embodiment) As shown in FIG. 4, a formation flight control device according to a third embodiment of the present invention includes a relative position measuring means 71 to 74 and a guidance control device. And 5. The relative position measuring means 71 to 74 include a turret 73 having two orthogonal axes, a CCD camera 71 and a distance measuring device 72 connected in parallel with the turret 73 at a predetermined interval, and a sight for controlling these 71 to 73. And a distance measurement control device 74. That is, relative position measuring means 71 to 7
Reference numeral 4 denotes an aiming device 71 + 73 that automatically aims at a predetermined portion of the other device A to measure the direction of the predetermined portion of the other device A, and measures a distance to the predetermined portion of the other device A in conjunction with the aiming devices 71 + 73. And a distance measuring device 72.

The aiming device 71 + 73 comprises a turret 73 having two orthogonal axes and a CCD camera 71 supported by the turret 73, and is controlled by an aiming distance measurement control device 74. The CCD camera 71 searches for a navigation light N at a predetermined portion of the other aircraft A by the image recognition function of the aiming and ranging control device 74 while shifting the field of view by the turret 73. When the target navigation light N enters the field of view of the CCD camera 71, the turret 7 is
3 is operated, and the line of sight LOS of the CCD camera 71 is directed to the navigation light N (the navigation light N is captured in the center of the field of view of the CCD camera 71). In this state, the angles ψ and θ of the axes of the turret 73 are measured by the aiming distance measurement control device 74, so that the direction of the navigation light N of the other aircraft A is measured.

The distance measuring device 72 is an eye-safe pulse laser distance measuring device, and is supported by a turret 73 in parallel with the CCD camera 71 at a predetermined distance. The ranging device 72 uses the aiming device 71 + 73 to control the navigation light N of the other aircraft A.
After the aim is set, the laser pulse irradiation is started, and the distance to the reflector R installed immediately below the navigation light N of the other aircraft A is measured. The reflecting plate R is a retro-reflector that reflects an incident light beam in the incident direction, has a thin plate shape with a predetermined area, and has a center portion having an interval corresponding to an interval between the CCD camera 71 and the distance measuring device 72. It is installed just below the navigation light N with a space. The pulse light of the eye-safe laser emitted from the distance measuring device 72 is reflected by the reflector R and returns to the distance measuring device 72. Therefore, if the distance measuring device 72 is a stratosphere, 1
The direct distance r from a distance of 0 km or more to the reflector R can be measured.

The aiming and ranging control device 74 calculates the direct distance r to a predetermined portion (reflector R) of the other device A and the same portion (navigation light N).
The azimuth 示 す and the elevation を indicating the direction to are transmitted to the guidance control device 5. The guidance control device 5 is substantially the same as that of the first embodiment, and the distance r in the polar coordinate system is
And the two angles ψ and θ, and the attitude of the own aircraft B from the INS (inertial navigation device), the relative position between the other aircraft A and the own aircraft B can be calculated. If the relative position is calculated, the guidance control device 5 can perform formation flight automatically by performing the same operation as in the first embodiment.

Therefore, according to the formation flight control device of the present embodiment, it is possible to automatically perform the formation flight without applying an excessive workload to the pilot, as in the first embodiment. This has the effect. (Supplementary note of Embodiment 3) Here, in FIG.
Anti-collision light installed at the upper end of the vertical tail V
When flying in formation to save fuel,
It is better to catch the taillight installed at the tail end of the camera with the aiming device 71 + 73. Of course, it is desirable that the reflector R is provided immediately below the taillight in order to enable distance measurement from a long distance. Further, instead of the reflection plate R, a corner cube which is a precise retro reflector may be employed.

On the other hand, when a formation is made up of military aircraft of the same model, the navigation light N cannot be turned on during the operation in many cases. If possible, it is desirable to be able to aim at formation lights. Conversely, during the daytime, the user may aim at a predetermined portion of the fuselage of the other device A (for example, the center of the nationality mark). Also, so that it is hard to be captured by laser radar,
It may be desirable that the reflector R is not provided.

In the case of military aircraft, when performing a formation flight for the purpose of refueling in the air, the other aircraft A, which is a refueling aircraft, should be equipped with a taillight which is a navigation light or a similar target light. Is desirable.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a formation flight control device according to a first embodiment.

FIG. 2 is a schematic diagram showing a blow-up area caused by a wing tip vortex.

FIG. 3 is a block diagram showing a configuration of a formation flight control device as a second embodiment;

FIG. 4 is a block diagram showing a configuration of a formation flight control device as a third embodiment;

[Explanation of symbols]

1 + 2 + 3 + 4: Relative position measuring means of Example 1 1: GPS positioning device 2: Transmitter 3: Receiver 4: Differential GPS positioning device (D-GPS positioning device) 5: Guidance control device 61 + 62 + 63: Relative position measurement of Example 2 Means 61: Camera device 62: Image analysis device 63: Model-specific database 71 + 72 + 73 + 74: Relative position measurement device of the third embodiment 71 + 73: Aiming device 71: CCD camera 73: Turret 72: Laser pulse ranging device 74: Aiming ranging control device A: Other aircraft (preceding aircraft) B: Own aircraft (succeeding aircraft) S: GPS satellite T: Communication data LOS: Line of sight FOV: Field of view DB: Database L: Laser beam N: Navigation light R: Reflector V:
Vertical tail r: Direct distance to other aircraft A ψ: Relative azimuth angle to other aircraft A (azimuth) θ: Relative elevation angle to other aircraft A (elevation) ψA, θA, φA: Relative attitude of other aircraft A Corner

Claims (6)

[Claims] 1. A flight control device mounted on an aircraft for automatically flying the aircraft in formation, which measures a relative position between another aircraft (another aircraft with which the formation is formed) and its own aircraft. And a relative position measuring means for generating relative position data; and a guidance control device for guiding the own aircraft based on the relative position data to automatically control the relative position within a predetermined range. A formation flight control device. 2. The GPS device according to claim 1, wherein said relative position measuring means receives positioning radio waves from a plurality of GPS satellites, measures a position of the own device, and generates positioning data of the own device. A transmitter for transmitting communication data including the communication data, a receiver for receiving the same communication data transmitted from the other device, a positioning data of the other device included in the communication data received by the receiver, and 2. The formation flight control device according to claim 1, further comprising: a differential GPS positioning device that calculates a relative position of the own device with respect to the other device by calculating a difference from the positioning data of the device and generates the relative position data. 3. 3. The formation according to claim 2, wherein the transmitter is an infrared transmitter that transmits an infrared signal, and the receiver is an infrared receiver that receives a similar infrared signal from the other device. Flight control device. 4. A relative position measuring means, comprising: a camera device for generating image data of the other device; and an image analyzer for analyzing the image data to measure a direction of the other device and a distance to the other device. The formation flight control device according to claim 1, comprising a device. 5. A sighting device for automatically sighting a predetermined portion of the other device and measuring a direction of the other device, wherein the relative position measuring means is linked to the sighting device to a predetermined portion of the other device. The formation flight control device according to claim 1, further comprising a distance measurement device that measures a distance of the flight. 6. The guide control device performs direct lift control (direct lift control) mainly by steering a flap when performing position control in the vertical direction, and performs position control in the left and right direction. 2. The formation flight control device according to claim 1, wherein a wing glow for skidding by taking a bank angle is performed.