RU108685U1 - UNIVERSAL PILOT MODELING STAND - Google Patents

Abstract

 1. A universal flight simulator stand containing the operator’s workstation, a computer control complex, a visualization system, a cockpit layout including dashboard and console simulators, a central control knob, pedals and engine control levers with feedback sensors (DOS), hard control wiring with a loading and trimmer mechanism with a feedback sensor for pitch, roll and course channels and a trimmer mechanism, characterized in that the control wiring is universal sebaceous, of the same type for each control channel, adapted for a specific type of aircraft (LA) and providing testing of automatic flight control systems for aircraft of various types and testing the interaction of the pilot-autopilot circuit, for which an electromechanical sliding rod has been installed in the control wiring, made with the possibility of changes in the known limits of the thrust length and connecting the control handle and the rocking arm, the electromechanical brake rigidly mounted on the platform, the loading mechanism with movable rods, the ends of which are connected to the electromechanical brake and the second rocking arm, a dry friction clutch also connected to the second rocking arm, DOS for controlling the deviation of the control handle, DOS for controlling the output of the electromechanical sliding rod, DOS for controlling the compression of the loading mechanism, DOS outputs connected to the inputs computing control complex, and the outputs of the computing control complex are connected to the control inputs of electromechanical sliding traction and electromechanical brake, etc.

Description

The utility model relates to aeronautical simulator building (training facilities), in particular, to aerobatic simulator stands of various types of aircraft and can be used to develop control systems for aircraft of various types, to work in closed loop control with a pilot of all flight modes, including special cases in flight.

A patent for the invention “The system for loading control levers of an aircraft simulator” (Patent for the invention of the Russian Federation No. 2298836) is known, in which the system for loading control levers of a simulator contains a calculator and several (by the number of control levers) executive loading units, each of which contains a power electric drive, mechanically connected with a control lever and equipped with a position sensor, characterized in that each actuating loading unit to provide direct conversion of the signal of a given force into furs The effort on the control levers is equipped with a controlled current source, while the input of the calculator is connected to the position sensor, and the output is connected to the input of the controlled current source, the output of which is connected to the power electric drive.

This analogue has the following drawback - it allows you to change only the effort on the control handle transmitted to the control lever and felt by the pilot. At the same time, it does not allow reproducing real physical processes in the control wiring and using standard loading devices.

The closest to the performance analogue, adopted as a prototype of a utility model, is an aircraft simulator (Patent for a utility model of the Russian Federation No. 38511) containing a model of the cockpit, which contains simulators of the dashboard, remotes, central control knob and pedals with load and trim mechanism the effect on the pitch, roll and heading channels, and engine control levers, a computer control system, a training system, as well as systems for simulating the external environment and acoustic noise, and the instrument workplace torus, characterized in that the training system of the simulator contains a calculator that implements the software module of the "reference" pilot, which provides control signals to the inputs of the playback devices for educational visual, sound and tactile information, and the central control handle, pedals and control levers of engines with corresponding electromechanisms of movement and feedback sensors, in addition, the calculator of the training system is connected with the instructor’s workstation and the simulator’s computer control system, which is also connected to the external environment simulation system and with the simulator’s switchboard, training system and flight control modes located at the instructor’s workplace.

Moreover, the flight simulator is characterized in that the electromechanisms for moving the central control knob and pedals are included in the control system along the pitch, roll and course channels with the ability to perform the functions of the corresponding mechanisms of the trim effect, and the electric position sensors of the moving rods that form the signals are installed on the control lever loading mechanisms through appropriate control channels.

The above prototype flight simulator with high accuracy allows you to simulate flight dynamics, automatic control modes and the external environment.

However, the above prototype cannot be used to solve research problems in terms of developing automatic flight control systems for aircraft of various types (with mechanical control wiring, with remote control wiring), testing the interaction of the pilot-autopilot circuit, testing electronic indication systems and rational layout of the information control field (IUP) of the cockpit, bench research on the development of promising systems of avionics and airborne “crew-avionics” actions, as the prototype has a narrow specialization for a specific type of aircraft, in part: control levers; control wiring; control lever loading system (SNRU); software; dashboards and control panels; the system of visualization of the outside space and is used for the tasks of training flight personnel on a specific type of aircraft.

The technical result, which allows to overcome the shortcomings of the described analogues, is achieved by the universality of the control wiring, which on the one hand uses the elements of standard on-board devices (loading mechanisms, electromechanical sliding rods, electromechanical couplings), and on the other hand allows them to be replaced by similar units, with predetermined characteristics, to adapt to a specific type of aircraft. At the same time, the data input-output system and software are universal and can be configured for a specific type of aircraft.

The technical result is achieved by the fact that in a universal aerobatic modeling bench containing the operator’s workstation, a computer control complex, a visualization system, a cockpit layout including dashboard and console simulators, a central control knob, pedals and engine control levers with feedback sensors (DOS) ), hard control wiring with loading mechanism and trim effect with feedback sensor on pitch, roll and course channels and trim mechanism, control wiring The flight control was universal, of the same type for each control channel, adapted for a specific type of aircraft (LA) and providing testing of automatic flight control systems for aircraft of various types and testing the interaction of the pilot-autopilot circuit, for which an electromechanical sliding rod was installed in the control wiring. with the possibility of changing within known limits of the length of the rod and connecting the control handle and the rocking arm. An electromechanical brake rigidly fixed to the platform, a loading mechanism with movable rods, the ends of which are connected to the electromechanical brake and the second rocking arm. Dry friction clutch also connected to the second rocking arm. DOS control deviation control knobs. DOS control rod output electromechanical sliding traction. DOS control compression of the loading mechanism. The outputs of the DOS are connected to the inputs of the computing control complex, and the outputs of the computing control complex are connected to the control inputs of the electromechanical sliding rod and the electromechanical brake. In this case, the operator’s workstation has two-way communication with the computing control complex, one of the outputs of the computing control complex is connected to the input of the visualization system. In addition, the computer control complex has a second two-way communication with a system of touch monitors. The control levers have two-way communication with universal control wiring; if there is a pilot in the control loop (the pilot is located in the cockpit), the pilot receives information from the visualization system, from the system of touch monitors and control levers (effort on the handle) and produces a control action on the control levers and on system of touch monitors.

On the control levers there are service buttons that are electrically connected to the input of the computer complex, for example, the “trimmer” button. For each control channel, you can use the elements of the standard on-board devices (loading mechanisms, electromechanical sliding rods, electromechanical couplings) or replace with similar units with predetermined characteristics.

The loading mechanism is made of a loading spring with movable rods, the ends of which are connected to a magnetic brake, with a pilot control lever and with a control drive (autopilot steering machine) by an automatic swash or tail rotor of the helicopter, while the loading mechanism acts as a mechanism for bringing the control levers to neutral the position with the load created by the loading spring, and the information from the sensors of the position of the control wiring is used in algorithms with which they provide a conflict-free interaction action of a pilot with an automatic control system for a helicopter and, in particular, with an automatic trim system.

Thus, the utility model provides the adaptation of the stand for a specific type of aircraft. At the same time, the data input-output system and software are universal and can be configured for a specific type of aircraft. In addition, the proposed stand provides simulation of control over four channels, in contrast to the prototype: in a cyclic step (roll and pitch control), in the pitch of the tail rotor (track control), in the common step (rotor), development of automatic flight control systems Aircraft of various types and testing the interaction of the pilot-autopilot circuit.

The essence of this technical solution is illustrated by drawings, which show:

figure 1 is a structural block diagram of a universal aerobatic modeling stand;

figure 2 is a schematic diagram of a universal control wiring, a separate channel (the same for all control channels);

figure 3 is an external view of a universal aerobatic modeling stand;

figure 4 - location of the control levers on a universal aerobatic modeling stand;

figure 5 - display of the dashboard and control panels on the system of touch monitors;

figure 6 - installation diagram of the loading system of the control levers.

Universal aerobatic modeling stand contains (1, 2, 3, 4, 5):

- workplace of the operator 1;

- computing control complex 2;

- layout of the cockpit 3;

- universal control wiring 4;

- the central control knob, pedals and control levers 5;

- system of touch monitors 6;

- visualization system 7;

- pilot 8;

- universal control wiring 4;

- electromechanical sliding traction (linear actuator LAM3) 9;

- Electromechanical brake (EMT-2M) 10;

- dry friction clutch 11;

- loading mechanism 12;

- feedback sensor (DOS) control deviation of the control lever 13;

- DOS control rod output electromechanical sliding rod (linear actuator) 14;

- DOS control compression of the loading mechanism 15.

The control levers 5 contain (figure 4):

- cyclic pitch handle (RCS) for the helicopter stand 16;

- general pitch handle (ROSH) for the helicopter stand 17;

- control pedals 18.

Rocking chair 19.

Universal aerobatic modeling stand contains (see Fig. 1, 2) contains the operator’s workstation 1, computer control complex 2, visualization system 7, pilot cabin 3 layout, including dashboard and console simulators, central control handle 5, pedals 5 and levers control engines 5 with feedback sensors (DOS), hard control wiring 4 with a loading mechanism and trim effect with a feedback sensor on the pitch, roll and course channels and trim mechanism, control wiring 4 is made un versal same type for each control channel. An electromechanical sliding rod 9 is installed in the control wiring 4, adapted to vary within a certain range of the rod length and connecting the control handle 5 and the rocker arm 19. An electromechanical brake 10 rigidly mounted on the platform, a loading mechanism with movable rods 12, the ends of which are connected to the electromechanical brake 10 and the second rocking arm 19. The dry friction clutch 11 is also connected to the second rocking arm 19. DOS control deviation of the control handle 13. DOS control the output of the rod electromechanically oh sliding thrust 14. DOS control compression of the boot mechanism 15. The outputs of the DOS are connected to the inputs of the computing control complex 2, and the outputs of the computing control complex 2 are connected to the control inputs of the electromechanical sliding rod 9 and the electromechanical brake 10. In this case, the operator's station 1 has two-way communication with the computing control complex 2, one of the outputs of the computing control complex 2 is connected to the input of the visualization system 7. In addition, the computing control com Plex 2 has a second two-way communication with the system of touch monitors 6. The control levers 5 have two-way communication with the universal control wiring 4, if there is a pilot in the control loop (the pilot is located in the cockpit 3), the pilot receives information from the visualization system 7, from the system of touch monitors 6 and control levers (efforts on the handle) and produces a control action on the control levers and on the system of touch monitors 6.

Service levers are equipped with service buttons that are electrically connected to the input of the computer complex2, for example, a button for trimming.

Operator’s workstation 1 is designed to control the bench, provide control and management of the simulation process (set the initial simulation conditions, “flight scenario”, start and operational control of the simulation, enter failures, stop and complete the simulation process). The operator’s workstation 1 is made on the basis of a computer, consisting of a personal computer system unit with a set of necessary software, information display tools (three computer displays based on liquid crystal matrices on one table) and control levers: a computer keyboard, a mouse-type manipulator.

Computing control complex 2 is designed to simulate flight dynamics, the operation of on-board systems and aircraft equipment. Computing control complex 2 is made on the basis of universal computer technology with the necessary performance - one personal computer, which implements the corresponding mathematical software modules for modeling dynamics and the corresponding aircraft systems.

Cabin 3 is designed to create a pilot's workplace in the cockpit, with the reproduction of the information-control field of the cockpit, depending on the type of aircraft and the location of the universal control wiring 4, control levers 5, the system of touch monitors 6. The cockpit is made in the form of a metal frame made by modular the diagram on which are installed: a regular pilot's seat, a system of touch monitors 6, control levers 5 (standard control knobs and pedals), universal control wiring 4, located under the cabin floor.

For the helicopter (Fig.6), the stand is made with a loading mechanism 12 containing a loading spring with movable rods, the ends of which are connected to a magnetic brake 10, with a pilot control lever 5 and with a control drive (autopilot steering machine) of the helicopter swash and tail rotor, wherein the loading mechanism acts as a mechanism for bringing the control levers to a neutral position with the load created by the loading spring, and the information of the sensors 13, 15 of the position of the control wiring is used to form the algorithm TMs, with the help of which they ensure conflict-free interaction between the pilot and the automatic helicopter control system indicating that there is an effort in the loading system.

Universal control wiring 4 is designed for testing automatic flight control systems of promising helicopters and airplanes and testing interaction in the pilot-autopilot circuit. Universal control wiring 4 is the same for each of the four control channels. Universal control wiring provides the movement of control levers 5 using electromechanisms 9 on commands from the computing control complex 2.

The control levers 5 are intended for the pilot forming control actions with their subsequent transfer to the universal control wiring 4 and then to the computing control complex 2 and moving them in accordance with the commands of the automatic control system (ACS). Moving the control levers 5 provides a mechanical connection between the control levers 5 and the universal control wiring 4. The control levers are standard control knobs 5 and pedals 18i can be replaced depending on the simulated aircraft (aircraft control knob (RUS), engine control knob (ORE) and pedals - for airplanes; cyclic step knob 16 (RCSH), general pitch knob (ROSH) 17 (Step-Gas knob) and pedals 18 - for helicopters) (see figure 4).

The system of touch monitors 6 (see figure 5) is designed to simulate the dashboards and remotes of the cockpit and control the corresponding remotes. In addition, the system of touch monitors 6 can be used to test promising many functional indicators (MFIs). The corresponding simulated remotes are controlled by pressing a finger on the touch monitor. The control actions when working with the consoles are transmitted to the computer control complex 2. The system of touch monitors 6 includes touch monitors, as well as computers, with a set of necessary software, which are connected to the modeling complex 2.

The visualization system 7 is designed to generate images of the interior of the hull. This system consists of several personal computers and a correction unit, combined into a high-speed local area network, projectors and spheres. This visualization system displays the pilot’s extra-cab space on a spherical screen with viewing angles: -40 / + 20 degrees vertically and 160 degrees horizontally, which makes it possible to simulate flight conditions in the entire range of expected operating conditions.

Electromechanical sliding rod (linear actuator LAM3) 9 is designed to move the control wiring and can be used as a trimmer.

Electromechanical brake (EMT-2M) 10 is designed to remove the load in the universal control wiring 4.

The dry friction clutch 11 is designed to eliminate oscillations in the universal control wiring 4.

The loading mechanism 12 is designed to create efforts in the universal control wiring 4.

DOS control deviation of the control lever 13 is designed to control the deviation of the control lever 5.

DOS control the output of the rod of the electromechanical extension rod 14 is designed to control the output of the rod of the electromechanical extension rod 9.

DOS control compression of the loading mechanism 15 is designed to control the compression of the loading mechanism 12, i.e. pilot intervention in the piloting process during self-propelled guns.

Options for the proposed universal aerobatic modeling stand.

Before starting the simulation, the pilot (if necessary) takes his workplace in the booth of booth 3, and the operator - behind the workplace of operator 1.

Next, the operator selects one of the following options for the operation of the stand on the computing control complex 2:

- Piloting a pilot;

- Automatic flight;

- Play a previously recorded flight.

For the “Pilot Pilot” and “Automatic Flight” options, a simulation is performed, which consists of: setting the initial conditions or simulation scenario, the simulation process, and stopping the simulation process.

For the option “Play a previously recorded flight” - a flight record is selected, which is put on playback.

For the “Pilot Pilot” option, the universal control wiring 4 works like the control wiring of the corresponding aircraft. The spatial position of the aircraft is obtained by calculating the dynamics of motion in the computing control complex 2 with appropriate control from the pilot 8. During the piloting process, the pilot 8 deflects the control levers 5, which moves the universal control wiring 4 through mechanical communication. DOS control deviation of the control lever 13 measures the obtained value of the deviation and transfers it to the computing control complex 2. For an aircraft type aircraft when you press the trim tab on the control handle, a signal is issued to the electromechanical extension rod 9, which biases the control wiring 4 and, accordingly, the handle control in the right direction until the effort is completely removed from the control levers. For an aircraft such as a helicopter that has boosters in the control system, when the “trimmer” button is pressed, the electromechanical brake 10 is unlocked, the loading mechanism is released and the universal control wiring and control levers move effortlessly. After releasing the "trimmer" button, the electromechanical brake 10 is locked, the loading mechanism is captured and the control levers 5 are moved with effort. At the same time, the position of the control levers 5 on which there will be zero effort will correspond to the moment of release of the trimmer button. In a particular case, for an aircraft of the helicopter type, the pilot control lever loading system consists of a loading spring 12 and a magnetic brake 10. The magnetic brake is part of the MSU-1 rotary drive, with which automatic trimming of the control wiring is provided. The loading system, acting as a mechanism for bringing the control levers to a neutral position with the load created by the spring, provides the pilot with an artificial sense of effort when he performs maneuvers manually. The installation diagram of the boot system is shown in Fig.6. The rotary drive includes a shaft position sensor (DP-M2), the information of which, together with the information of the control wiring position sensors (DP-M1), is used to form a sign of the presence of force in the loading system. The presence of this feature allows using special algorithms to ensure conflict-free interaction between the pilot and the helicopter automatic control system and, in particular, with the automatic trim system. In the automatic trim system, as soon as the average position of the rods of the autopilot steering machines approaches the set limits of their operating range (30% of their full range of movement), the auto trim system returns them to the central (middle) position again. To do this, the autopilot calculates in which direction and by what amount the cyclic pitch knob, general pitch knob or pedals should be moved, in order to bring the steering gear rod back to the center position, and actuate the rotary drive. When the cyclic, common pitch knob or pedals are moved by trimmer machines, an oncoming signal is sent to the input of the autopilot steering machines, making the final rotor or tail rotor movement equal to zero.

For the option “Automatic flight” - the universal control wiring fulfills the control levers 5 specified ACS positions of the control levers, the spatial position of the aircraft is obtained by calculating the dynamics of movement with appropriate control. Testing by the control levers the preset positions of the control levers 5 is carried out by issuing commands from the computing control complex 2 to the electromechanical sliding rod 9 of the corresponding channel, which moves the control wiring of the corresponding channel, and, accordingly, the control lever 5 of the corresponding channel, in the necessary direction by the required amount. If during the automatic flight from the side of pilot 8 there is an intervention in control, compression of the loading mechanism 12 occurs, which is measured by the DOS of the monitoring of the loading mechanism 15, and the corresponding signal is supplied to the computing control complex 2, and then the simulation is carried out in accordance with the specified logic of the loop interaction " autopilot pilot. "

For the option “Play a previously recorded flight”, the universal control wiring fulfills the recorded positions of the control levers with the control levers, while the spatial position of the aircraft is based on the recorded data. The operating levers control the recorded positions of the control levers by sending commands from the computing control complex 2 to the electromechanical sliding rod 9 of the corresponding channel, which moves the universal control wiring 4, and, accordingly, the control lever 5 of the corresponding channel, in the right direction by the required amount.

The industrial applicability of the utility model is determined by the fact that the proposed stand can be made in accordance with the above description and graphic materials based on well-known components and technological equipment.

Claims (3)

1. A universal flight simulator stand containing the operator’s workstation, a computer control complex, a visualization system, a cockpit layout including dashboard and console simulators, a central control knob, pedals and engine control levers with feedback sensors (DOS), hard control wiring with a loading and trimmer mechanism with a feedback sensor for pitch, roll and course channels and a trimmer mechanism, characterized in that the control wiring is universal sebaceous, of the same type for each control channel, adapted for a specific type of aircraft (LA) and providing testing of automatic flight control systems for aircraft of various types and testing the interaction of the pilot-autopilot circuit, for which an electromechanical sliding rod has been installed in the control wiring, made with the possibility of changes in the known limits of the thrust length and connecting the control handle and the rocking arm, the electromechanical brake rigidly mounted on the platform, the loading mechanism with moving rods, the ends of which are connected to the electromechanical brake and the second rocking arm, a dry friction clutch, also connected to the second rocking arm, DOS for controlling the deviation of the control handle, DOS for controlling the output of the electromechanical sliding rod, DOS for controlling the compression of the loading mechanism, DOS outputs connected to the inputs computing control complex, and the outputs of the computing control complex are connected to the control inputs of electromechanical sliding traction and electromechanical brake, etc. In this case, the operator’s workstation has two-way communication with the computer control complex, one of the outputs of the computer control complex is connected to the input of the visualization system, in addition, the computer control complex has a second two-way communication with the system of touch monitors, control levers have two-way communication with universal control wiring, the presence of a pilot in the control loop (the pilot is located in the cockpit) the pilot receives information from the visualization system, from the sensor system Ithor and control arms (force on the handle), and produces a control action on the controls and on the system touch-screen monitors. 2. The universal aerobatic modeling bench according to claim 1, characterized in that on the control levers there are service buttons electrically connected to the input of the computer complex, for example, a trimmer button. 3. The universal flight simulator stand according to claim 1, characterized in that the loading mechanism is made of a loading spring with movable rods, the ends of which are connected to a magnetic brake, with a pilot control lever and with a control drive (autopilot steering machine) with a swashplate or tail rotor the helicopter, while the loading mechanism, acts as a mechanism for bringing the control levers into a neutral position with the load created by the loading spring, and the information from the position sensors of the control wiring is used lzuyut algorithms with which pilot providing conflict-free interaction with the automatic control system of the helicopter, and in particular, to an automatic trimming system.