RU136011U1 - AIRCRAFT WITH THE CONTROL SYSTEM OF THE AIR-PLANE EQUIPMENT AND AIRCRAFT SYSTEMS - Google Patents

Abstract

1. Aircraft containing the fuselage, wing, control and stabilizing surfaces, engines, auxiliary power unit, landing gear, cockpit, passenger cabin, general aircraft equipment, aircraft systems, on-board computer system and a two-circuit control system for general aircraft equipment and aircraft systems, equipped with the main and backup control loops, characterized in that, in order to increase reliability and safety, both of these control loops are made in the form of a primary and backup bloc of calculator-hubs with identical main channel A and backup channel B installed in each of them, controlling general aircraft equipment via a bi-directional multiplex information exchange channel that complies with the ARINC-825 standard, using a double-redundant signal conversion unit with identical main channel A and backup channel B in each of them and through twice redundant blocks of switching and protection of direct and alternating electric current, I submit s power supply voltage to the actuators of aircraft systems and control signals to the on-board equipment, the main channel with identical redundant channel A and B in each of them.2. The aircraft according to claim 1, characterized in that all the pairwise identical channels (the main channel A and the backup channel B) of the computers-hubs, signal conversion units and switching and protection units of direct and alternating electric current are equipped with built-in performance monitoring means, allowing as a result compare�

Description

The technical field to which the utility model relates.

The utility model relates to aircraft and is intended for use in controlling aircraft, primarily passenger aircraft.

In a modern aircraft, the technical capabilities and efficiency of the control system for general aircraft equipment and aircraft systems (SUOSOSS) are of great importance for ensuring flight safety, increasing reliability, as well as reducing the cost of operating aviation equipment.

The specified control system is designed to perform the tasks of converting and transmitting information about the parameters of aircraft equipment systems, to control general aircraft equipment and aircraft systems, to monitor the status of systems, to issue information to prepare for displaying their status on indicators, to issue alarm messages about the status of systems and their operating modes.

State of the art

A well-known aircraft with a control system for general aircraft equipment (RF patent for the invention RU 2263044 C1, B64C 13/00, 10.27.2005) with "increased mobility, flight efficiency" and the ability to comprehensively manage general aircraft equipment (CCA) in both automatic and manual mode. The aircraft contains the fuselage, wing, tail, chassis, engines of the main power plant, air intakes, an auxiliary power plant located in the rear of the fuselage and the CCA control system (CCS). SUOSO has two automatic control circuits, structurally designed into the main and backup conversion and computation units, connected to executive devices through the control and monitoring unit, as well as a manual control circuit with control panels, a light-signal board and a central light-signal fire. SUSO is interfaced via a multiplex channel with a complex of on-board electronic computers, electronic control systems for left and right engines, a registration and control system, guidance and landing equipment, an integrated control system, and via code lines of communication - with a fuel control and control system, speech equipment communications, a comprehensive electronic display system and auxiliary power unit.

The prototype of the utility model, in terms of the number and content of functionally similar features, which develops the technical solution according to the RF patent for the invention RU 2263044, is a passenger plane with a control system for general aircraft equipment according to the RF patent for the invention RU 2359868 C2, B64C 13/00, 07/27/2008. The patent provides for the installation of two control systems for general aircraft equipment to improve flight safety. The first control system for general aircraft equipment has a manual control circuit and two automatic control circuits. They are structurally designed in the main and backup units of transformations and calculations and are connected to the executive devices through the control and monitoring unit. The manual control loop is made with control panels, light-signal boards and a central light-signal fire. The control system is connected via a multiplex channel to a complex of on-board computers, electronic engine control systems, a registration and control system, guidance and landing equipment, and an integrated control system. The second aircraft control system consists of an independent and non-pilot-controlled emergency automatic circuit. This third circuit of automatic control in emergency situations includes an independent backup system of general aircraft equipment, consisting of an independent backup emergency system for recording and monitoring the operation of all aircraft systems and units. Such a passenger aircraft control system, consisting of two systems and three automatic control loops, reduces the likelihood of aircraft accidents caused by the human factor (pilot error).

In the prototype, three automatic control circuits are installed on the aircraft, which provide three-fold redundancy of the automatic control function and duplication of the emergency registration and control system for the operation of all aircraft systems and units. In critical emergency situations, the prototype may not provide the required, high level of safety, which is presented to modern, and even more so, to promising passenger aircraft.

Utility Model Essence

The utility model for this application solves the problem of improving reliability and ensuring flight safety.

This goal is achieved due to the fact that in an aircraft containing the fuselage, wing, control and stabilizing surfaces, engines, auxiliary power plant, landing gear, cockpit, passenger cabin, general aircraft equipment, aircraft systems, on-board computer system and dual-circuit control system for general aircraft equipment and aircraft systems, equipped with the main and backup control loops, both of these control loops are made in the form of the main and backup blocks of calculators-con centralizers with identical main channel A and backup channel B installed in each of them, controlling general aircraft equipment via a bi-directional multiplex information exchange channel that complies with the ARINC-825 standard, using a two-redundant signal conversion unit with identical main channel A and backup channel B in each of them and through twice redundant switching and protection units of direct and alternating electric current supplying voltage to power supply to executive devices of aircraft systems and control signals to on-board equipment, with identical main channel A and backup channel B in each of them.

In addition, in an airplane, all pairwise identical channels (main channel A and backup channel B) of calculator-concentrator blocks, signal conversion blocks and switching and protection units of direct and alternating electric current are equipped with built-in performance monitoring tools that allow, as a result of comparing calculations and readings, each main channel of each main block, in case of their mismatch, identify the failed channel and switch to the use of a working backup channel in the same block, and in the next Taking into account the failure of this backup channel, switch to the use of the primary channel A of the backup unit, with the repetition of similar procedures for the main channel A and the backup channel B of the specified backup unit.

In an airplane for transmitting control commands in manual control mode, the integrated ceiling console located in the cockpit is connected to general aircraft equipment via a bi-directional multiplex information exchange channel that complies with the ARINC-825 standard, and to aircraft systems - via a unidirectional multiplex information channel that complies with the ARINC-standard 429.

In an airplane, for transmitting control commands in the automatic control mode, the units of calculator-hubs are connected to general aircraft equipment via a bi-directional multiplex information exchange channel that complies with the ARINC-825 standard, and to aircraft systems - via a unidirectional multiplex information channel that complies with the ARINC-429 standard.

In the aircraft, the control system for general aircraft equipment and aircraft systems is connected to the aircraft's on-board computer system via a high-speed, highly reliable information exchange channel that complies with the ARINC-664 standard.

In the aircraft, the control system for general aircraft equipment and aircraft systems is connected to the aircraft's on-board computer system via a bi-directional multiplex information exchange channel that complies with the ARINC-825 standard.

Brief Description of the Drawings

In the future, the utility model is illustrated with specific examples of its implementation with reference to the attached drawing (Figure 1), which shows a block diagram of a control system for general aircraft equipment and aircraft airplane systems.

Utility Model Implementation

An airplane with a control system for general aircraft equipment and aircraft systems contains two blocks of calculators-concentrators: the main block of calculators-concentrators (BVK1-O) 1 (Figure 1) and the backup block of calculators-concentrators (BVK2-R) 2; Integrated system for the collection, control, processing and registration of flight information (ISSCOR) 3; two airborne computing stations: a main airborne computing station (BVS1-O) 4 and a backup airborne computing station (BVS2-R) 5; dashboard 6; integrated ceiling remote 7; aircraft systems 8; general aircraft equipment 9; two signal conversion blocks: a main signal conversion block (BPS1-O) 10 and a reserve signal conversion block (BPS2-R) 11; two units for protection and switching of direct electric current: the main unit for protection and switching of direct electric current (BZK1-O) 12 and a backup block of protection and switching of direct electric current (BZK1-R) 13; two units of protection and switching of alternating electric current: the main block of protection and switching of alternating electric current (BZK2-O) 14 and a backup block of protection and switching of alternating electric current (BZK2-R) 15; high-speed highly reliable information exchange channel that meets the ARINC-664, 16 standard; unidirectional multiplex information exchange channel compliant with the ARINC-429, 17 standard; and bi-directional multiplex information exchange channel compliant with the ARINC-825, 18 standard.

The aircraft systems 8 (Figure 1) include: marching propulsion system; auxiliary power unit; fuel system; wheel braking system; front wheel steering control system; power supply system; fire system; external lighting equipment system; airborne maintenance system; integrated management system.

The structure of general aircraft equipment 9 (Figure 1) includes: a control system for cleaning and landing gear; hydraulic system; oxygen system; neutral gas system; integrated air conditioning system; monitoring system of temperature and pressure of wheels; emergency equipment system; water supply and waste disposal system; control system for the position of doors and hatches; system of household and kitchen equipment; glass heating system; anti-icing system; control system for the position of doors and hatches.

In the claimed aircraft, the control system for general aircraft equipment and aircraft systems solves the problems of converting and transmitting information about the parameters of aircraft equipment systems, controlling general aircraft equipment and their executive devices, monitoring systems, issuing information to prepare a display of their status, issuing alarm messages about the status of systems and their modes work.

Blocks of calculators-concentrators BVK1-O 1 and BVK2-R 2 (Figure 1) carry out information exchange in accordance with the requirements of current standards and technical regulations: GOST 18977-79, RTM 1495-75 rev. 3, with the ARINC-825 standard (АС 1.1. 825-2009), with the ARINC-664 standard, reception of input one-time commands of the first (PK1) and second (PK2) levels from the paired equipment, self-control, logical processing of information, control of the unit supply voltage , current control of the health of the block, the formation of the current state of the block.

The signal conversion blocks BPS1-O 10 and BPS2-R 11 (Figure 1) receive all analog and discrete signals, their primary processing and issuance via an intra-system code line, power sensors, control voltage supply unit, current control unit health, forming current block status.

Blocks of protection and switching of direct electric current BZK1-O 12 and BZK2-R 13 in the version with a voltage of 27 V (Figure 1) receive information via the intra-system code line, as well as five discrete direct control signals coming from the integrated ceiling panel, self-control, formation of control commands for actuators of general aircraft systems, "echo-control" of control commands and protection of the output power circuits of the unit against overloads, control of supply voltage of the unit, current control block spine, the formation of the current state of the unit.

The protection and switching units of alternating electric current BZK2-O 14 and BZK2-R 15 in the version with a voltage of 115 V (Figure 1) receives information via an intra-system code line, receives discrete direct control signals from the upper pilot panel, self-control, generation of commands control of actuators of general aircraft systems, "echo-control" of control commands and protection of the output power circuits of the unit against overloads, control of supply voltage of the unit, current monitoring of the health of the unit, the formation of the current state of the block.

In an aircraft, the control system for general aircraft equipment and aircraft systems provides the functions in the manual and automatic control modes. Manual control mode is carried out by receiving a command to execute a control sequence diagram of the aircraft system actuator from the controls located in the cockpit. In the automatic control mode, the signs of activation of the CCA control cyclograms are generated on the basis of information received by the system from aircraft systems. Manual control has higher priority than automatic control.

The control of general aircraft equipment is carried out by the SUOSOSS system by comparing the generated control commands with the information received from the systems as a result of its implementation and using the "request" commands that initiate the start of the built-in self-monitoring of avionics equipment complexes. Information about the results of the control of the SUOSOSS is transmitted to the integrated system for collecting, controlling, processing and recording flight information (ISSCOR) and to the on-board computer stations. This ensures the issuance to the ISSCOR 3 system (Figure 1) via a high-speed highly reliable information exchange channel in accordance with the ARINC-664 standard, values of current parameters, event codes and codes of failed system blocks detected at all stages of the facility operation.

The control system blocks are developed based on the use of multiprocessor tools that provide high performance and functional division of the tasks being solved (digital signal processing, execution of control algorithms for parametric information, execution of reconfiguration algorithms for the control system to minimize the consequences of failure, the formation of control commands, evaluation of their own performance. Without application ground test equipment). Each SUOSOSS block consists of universal functionally independent modules.

The analog signal receiving modules, discrete signal receiving modules, and control command generation modules are configured to transmit signals to the processor module and input / output via a bi-directional multiplex communication channel corresponding to the ARINC-825 standard.

All the main blocks in the control system for general aircraft equipment and aircraft systems of the aircraft are made according to the double backup scheme, that is, they include the main and backup blocks: BVS1-O and BVS2-R, BVK1-O and BVK2-R, BPS1-O and BPS2-R, BZK1-O and BZK1-R, BZK2-O and BZK2-R (Figure 1).

In addition, the main and backup blocks BVK1-O and BVK2-R, BPS1-O and BPS2-R, BZK1-O and BZK1-R, BZK2-O and BZK2-R (Figure 1) have internal double redundancy using the main channel A and backup channel B (Figure 1).

All modules of these blocks contain built-in health monitoring.

In all of these blocks, the main channel A and the backup channel B operate simultaneously. Moreover, the results of calculations evaluating their performance are continuously compared. If these results coincide, the indicated channels A and B continue to work. Otherwise, the means of health monitoring are turned on, the faulty channel is detected and eliminated. In the future, only a working channel continues to work. In case of failure of a working channel of the main unit, a backup unit is connected to operation. A similar procedure for finding failures and eliminating a faulty channel in the backup unit is repeated.

Thus, in the claimed aircraft implemented fourfold redundancy of the main functions of the control system of general aircraft equipment and aircraft systems. This provides high reliability and flight safety, which is significantly higher than that of the prototype.

The inventive control system for general aircraft equipment and aircraft systems has a certain versatility, as it can be connected to various on-board computer systems having different interfaces for using both a high-speed highly reliable information exchange channel conforming to the ARINC-664 standard and a bi-directional multiplex information exchange channel corresponding to ARINC-825 standard.

Utility Model Industrial Applicability

The utility model is intended for use in the aviation industry in the design and manufacture of modern and promising passenger aircraft that provide high reliability and flight safety during mass transportation of air passengers in various conditions.

All hardware and software that support their work, the use of which is provided for by the invention, are developed and produced by both domestic industrial enterprises and leading companies in foreign countries.

The interaction of means envisaged by the utility model is implemented in well-known processes for various purposes in the field of aircraft construction. In the manufacturing process of all devices included in the control system of general aircraft equipment and aircraft systems, standard, standard industrial equipment, known materials and components can be used.

Claims (6)

1. Aircraft containing the fuselage, wing, control and stabilizing surfaces, engines, auxiliary power unit, landing gear, cockpit, passenger cabin, general aircraft equipment, aircraft systems, on-board computer system and a two-circuit control system for general aircraft equipment and aircraft systems, equipped with the main and backup control loops, characterized in that, in order to increase reliability and safety, both of these control loops are made in the form of a primary and backup bloc of calculator-hubs with identical main channel A and backup channel B installed in each of them, controlling general aircraft equipment via a bi-directional multiplex information exchange channel that complies with the ARINC-825 standard, using a double-redundant signal conversion unit with identical main channel A and backup channel B in each of them and through twice redundant blocks of switching and protection of direct and alternating electric current, I submit s power supply voltage to the actuators of aircraft systems and control signals to the on-board equipment, the main channel with identical redundant channel A and B in each of them. 2. The aircraft according to claim 1, characterized in that all the pairwise identical channels (main channel A and backup channel B) of calculator-concentrator units, signal conversion units and switching and protection units of direct and alternating electric current are equipped with built-in operability monitoring facilities, allowing as a result of comparing calculations and indications in each main channel of each main unit, if they do not match, identify the failed channel and switch to using a workable backup channel in this th block, and in the event of failure of the backup channel migrate to the main channel and the backup unit with the repetition of similar procedures for the primary channel A and channel B backup of said backup unit. 3. The aircraft according to claim 1, characterized in that for transmitting control commands in manual control mode, the integrated ceiling console located in the cockpit is connected to general aircraft equipment via a bi-directional multiplex information exchange channel corresponding to the ARINC-825 standard, and to aircraft systems - unidirectional multiplex information exchange channel compliant with the ARINC-429 standard. 4. The aircraft according to claim 1, characterized in that for transmitting control commands in the automatic control mode, the blocks of calculator-hubs are connected to general aircraft equipment via a bi-directional multiplex communication channel corresponding to the ARINC-825 standard, and to aircraft systems - via a unidirectional multiplex channel information exchange in accordance with the ARINC-429 standard. 5. The aircraft according to claim 1, characterized in that the control system for general aircraft equipment and aircraft systems is connected to the aircraft's on-board computer system via a high-speed, highly reliable information exchange channel corresponding to the ARINC-664 standard. 6. The aircraft according to claim 1, characterized in that the control system for general aircraft equipment and aircraft systems is connected to the on-board computer system of the aircraft via a bi-directional multiplex information exchange channel corresponding to the ARINC-825 standard.

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