RU2214943C1 - Method of landing flying vehicle - Google Patents

Abstract

FIELD: flying vehicle landing systems. SUBSTANCE: runway is equipped with four reference points mounted on its longitudinal and transversal axes. Information on coordinates of reference points and magnitude of relative bearing of runway is transmitted to flying vehicle. Radar observation of earth surface is performed from flying vehicle and distance between reference points and flying vehicle is determined by signals from these reference points. On basis of these data, heading of flying vehicle, bank and pitch angles and vertical velocity are calculated for forming control signal in horizontal and vertical planes. EFFECT: enhanced safety of flight. 3 dwg

Description

 The invention relates to landing systems (SP) of aircraft (LA), in particular, to airborne autonomous SP LA in difficult weather conditions (SMU) at any time of the day on non-radio-equipped runways (runways), including even sections roads and the earth's surface.

 Known [1, p. 244-247; 2, p. 96-103, 108-115, 187-190; 3, p. 306-311, 314-318; 4, p.305-311, 339-345] radio beacon SPs of the LA meter and centimeter ranges, consisting of ground and airborne radio equipment in the form of course, glide path, marker, azimuth, elevation, rangefinder radio beacons and corresponding radios on board the aircraft; radar joint ventures, consisting of a ground landing radar and means of communication between the operator and the pilot; simplified joint ventures with ground-based equipment in the form of driven radio stations, marker beacons, direction finders and airborne equipment used in beacon joint ventures. However, these joint ventures have a number of significant drawbacks: the impossibility of rapid operational deployment of such joint ventures on temporary runways, flat sections of roads and the earth's surface due to the large mass, dimensions and complexity of the equipment, the inability to measure the distance between the aircraft and the runway for radio beacon SPs of the meter wavelength range and etc.

 There are also known methods of landing an aircraft on an airdrome not equipped with radio systems using a system of landmarks (BUT) in the form of plates [5] or signal lights located near the runway [3, p. 355-357]. However, a significant drawback of such a joint venture is the need for visual observation by the pilot of the BUT, which is often impossible in SMU.

 Of the known technical solutions, the closest (prototype) is a method for autonomously generating landing information for an aircraft and a device for its implementation [6], intended for landing an aircraft in low visibility conditions on runways that are not equipped with radio landing equipment. The method involves the following steps.

 When the aircraft approaches the landing, a radar survey of the underlying surface of the earth is performed using the airborne radar station (radar) in order to detect the runway and obtain its image on the indicator screen.

 The lateral deviation of the aircraft from the glide path in the horizontal plane is visually determined by the deviation of the axis of symmetry of the runway image on the indicator screen relative to the axis of symmetry of the indicator screen and the distance to the underlying surface is measured in the direction of the antenna line of sight set at an elevation angle equal to the angle of inclination of the glide path to the horizontal plane.

 The deviation of the aircraft from the glide path in the vertical plane is determined by the deviation in the image range on the display of the runway start indicator relative to the distance to the underlying surface in the direction of the line of sight.

 To determine the aircraft control error at the heading, the difference between the current heading and the target runway heading angle is calculated. The magnitude and sign of the indicated error are displayed on the indicator screen.

 When controlling an aircraft during its approach, descent and landing, the mark of the antenna’s zero position in azimuth is combined with the mark of the aircraft’s longitudinal axis and the axis of symmetry of the runway image.

 The disadvantages of the prototype are: limited range and low accuracy of measuring the distance to the start of the runway due to the small effective scattering area (EPR) of the runway and the earth’s surface at a close to zero angle of the radar antenna relative to the horizon, large errors in measuring the deviation of the aircraft from the glide path in horizontal and vertical planes, since their assessment is carried out by the pilot visually and without taking into account the speed of deviation of the aircraft from the glide path.

 Thus, the object of the invention is to increase the range of the landing system, improve the accuracy of measuring the deviation of the aircraft from the glide path, provide measurements of the speed of deviation of the aircraft from the glide path in the horizontal and vertical planes and the formation of control signals of the aircraft, ensuring high accuracy of maintaining a given landing path and, thereby Safety landing in the SMU on an unequipped runway landing radio systems.

от НО_i до продольной оси симметрии ВПП Х₃ и расстояния х_иi от НО_i до поперечной оси симметрии ВПП Z₃, при этом к каждому измеренному значению х_иi прибавляют l/2, где l - длина ВПП, определяя тем самым координаты
х_i=x_иi+l/2
местоположения НО_i относительно О_цнвпп - центра начала ВПП.Значения координат x₁ и z₁= z_и1 HO₁, x₂ и z₂=z_и2 НО₂, х₃ и x₃=z_и3 НО₃, x₄ и x₄=z_и4 HO₄, а также значения курсового угла ВПП ψ_впп и рекомендуемое направление посадки передают на совершающий посадку ЛА, где их запоминают.The task is achieved in that the runway is equipped with four BUTs, for example, passive radar corner reflectors [7] or beacon transponders [4, p.342-344]. BUTs are placed (see Fig. 1) on the longitudinal and transverse axes of symmetry of the runway at its edges, and it is believed that the BUT farthest from the approaching aircraft is the first (HO ₁ ), the closest to the aircraft is the second (HO ₂ ) observed with the aircraft to the left of the runway - the third (HO ₃ ), observed with the aircraft to the right of the runway - the fourth (HO ₄ ). If it is impossible to establish BUT in these places for any reason, then they are placed near these places. Measure the distances z and _i , where

from HO _i to the longitudinal axis of symmetry of the runway X ₃ and distances x and _i from HO _i to the transverse axis of symmetry of the runway Z ₃ , with each measured value x and _i add l / 2, where l is the length of the runway, thereby determining the coordinates
x _i = x and _i + l / 2
the location of HO _i relative to O _tsnvpp - the center of the beginning of the runway. Coordinate values x ₁ and z ₁ = z _{and 1} HO ₁ , x ₂ and z ₂ = z _{and 2} HO ₂ , x ₃ and x ₃ = z and ₃ HO ₃ , x ₄ and x ₄ = z _{and 4} HO ₄ , as well as the values of the runway heading angle ψ _runway and the recommended landing direction are transmitted to the aircraft landing, where they are remembered.

соответственно. Измеряют высоту полета ЛА Н_ла, курс ЛА ψ_ла, угол тангажа ЛА ϑ_ла, угол крена ЛА γ_ла, и вертикальную скорость ЛА

По измеренным значениям дальностей Д₁, Д₃, Д₄ и запомненным значениям координат НО x₁, z₁, х₃, z₃, x₄, z₄ вычисляют координаты ЛА Х_ла и z_ла относительно центра начала ВВП в горизонтальной плоскости по формулам

Вычисляют ε_к курсовой угол ЛА - угол между осевой линией ВПП и проекцией на горизонтальную плоскость линии, соединяющей ЛА с центром начала ВПП, по формуле

и ε_г угол наклона глиссады - угол между осевой линией ВПП и проекцией на вертикальную плоскость линии, соединяющей ЛА с центром начала ВПП, по формуле

Вычисляют скорости изменения координат ЛА

и скорости изменения углов

по формулам:

По вычисленным значениям

измеренным значениям углов ψ_ла, ϑ_ла, γ_ла и запомненному значению курсового угла ВПП ψ_{впп =} в системе автоматического управления (САУ) ЛА известным образом [1, с. 188-191] формируют сигналы управления ЛА в горизонтальной и вертикальной плоскостях и по ним осуществляют управление ЛА на этапах снижения и посадки.A radar survey of the earth's surface is performed, the signals of four landmarks HO ₁ , HO ₂ , HO ₃ and HO _{4 are} detected, which measure the distances D ₁ , D ₂ , D ₃ and D ₄ between the aircraft and the corresponding mentioned NO and the speed of approach of the aircraft with them

respectively. Measure the flight altitude of the aircraft LA N _la , the course of the aircraft ψ _la , the pitch angle of the aircraft LA ϑ _la , the angle of heel of the aircraft γ _la , and the vertical speed of the aircraft

From the measured values of the distances D _1, D _3, D _4, and the stored values of the coordinates NO x _1, z _1, x ₃ z _3, x _4, z ₄ is calculated coordinates LA X _la and z _la relative to the center beginning GDP in the horizontal plane formulas

Calculate ε _to the aircraft heading angle - the angle between the runway center line and the projection onto the horizontal plane of the line connecting the aircraft with the center of the runway start, according to the formula

and ε _g the glide path angle is the angle between the runway center line and the projection onto the vertical plane of the line connecting the aircraft with the center of the runway start, according to the formula

Calculate the speed of change of coordinates of the aircraft

and rate of change of angles

according to the formulas:

According to the calculated values

the measured values of the angles ψ _la , ϑ _la , γ _la and the stored value of the runway heading angle ψ _{runway =} in the automatic control system (ACS) of the aircraft in a known manner [1, p. 188-191] form the control signals of the aircraft in the horizontal and vertical planes and control the aircraft at the stages of descent and landing.

 The following should be noted.

 1. Formulas (1) - (8) were obtained in figures 1 and 2.

НО_i на ЛА всегда определяют в соответствии с вышеописанной методикой, что обеспечивает проведение всех вышеописанных вычислений по формулам (1)-(8) независимо от направления посадки.2. When you approach the room

BUT _i on an aircraft is always determined in accordance with the method described above, which ensures that all the above calculations are performed according to formulas (1) - (8) regardless of the direction of landing.

3. When calculating, always use the values of only three HO (HO ₁ , HO ₃ and HO ₄ ). The presence of HO _{2 is} necessary to ensure the landing of an aircraft from any direction.

Figure 1 shows: runway - runway; O _tsvpp X ₃ Z ' ₃ - horizontal non-rotating terrestrial rectangular coordinate system with the center O _tsvpp located in the center of the runway; О _щнвПП Х ₃ Z ₃ - horizontal non-rotating terrestrial rectangular coordinate system with the center О _ЦнвПП located in the center of the start of the runway; HO ₁ , HO ₂ , HO ₃ , HO ₄ - four landmarks; x and _i , z and _i , x _{and 2} , z _{and 2} , x and ₃ , z and ₃ , x _{and 4} , z _{and 4} are the measured values of the coordinates HO ₁ , HO ₂ , HO ₃ , HO ₄ , respectively, in the coordinate system O _tsvpp X ₃ Z '₃; About _la - the position of the aircraft at approach; x _la , Z _la - coordinates of the aircraft; X _la - the longitudinal axis of the aircraft; V _la - aircraft airspeed vector; D ₁ , D ₂ , D ₃ , D ₄ - the distance between the aircraft and the corresponding BUT; ε _to - heading angle of the aircraft; N — direction to the north; ψ _la - LA course; ψ _runway - _runway heading angle.

Figure 2 shows: O _tsnvpp X ₃ Y ₃ - vertical non-rotating terrestrial rectangular coordinate system with the center O _tsnvpp located in the center of the start of the runway, the X ₃ axis located along the longitudinal axis of symmetry of the runway and the Y ₃ axis perpendicular to the X ₃ axis; About _la - the position of the aircraft at approach; N _la - flight altitude; x _la - coordinate of the aircraft; ε _g - the angle of inclination of the glide path.

For a better understanding of the proposed method as a process of performing actions on a material object with the help of material means and confirming the possibility of implementing the claimed invention, Fig. 3 shows a simplified structural diagram of a possible variant of a device (system) for landing an aircraft on a radio-equipped runway, where:
1, 2, 3, 4 - landmarks HO ₁ , HO ₂ , HO ₃ , HO _4, respectively;
5 - radar transmitter;
6 - radar antenna system;
7 - radar receiver;
8 - measuring range and speed of approach radar;
9 - a computer, which includes a storage device (memory);
10 - automatic control system (ACS) of the aircraft;
11 - a system of heading and airborne aircraft signals;
12 - radio altimeter;
13 - communication means (any connected radio station or data transmission system);
14 - aircraft.

 Passive radar corner reflectors or transponder beacons used as HO, 1, 2, 3, 4 create narrowly directed radiation of a radar signal of maximum intensity in the direction of the radiation source moving in a wide solid angle [7; 4, p. 342-344]. On the principles of construction and operation of radar, radar transmitter 5, radar antenna system 6, radar receiver 7, range and proximity radar 8, as well as calculator 9, SAU LA 10, vertical direction and airborne signal systems LA 11, radio altimeter 12, Communications 13, the inventive method does not impose any restrictions, they are described in detail in the literature [1, p. 59, 81-88, 319, 336-337; 8, p. 35, 36, 64-70, 158-167].

 The aircraft landing system on a non-radio-equipped runway with the inventive method implemented therein works as follows.

Runways are equipped with four HO: HO ₁ , HO ₂ , HO ₃ and HO ₄ . The coordinates of all HO x ₁ , z ₁ , x ₂ , z ₂ , x ₃ , z ₃ , x ₄ , z ₄ relative to the center of the start of the runway, as well as the directional angle of the runway ψ _runway and the recommended approach direction, are transmitted to the aircraft using communication means 13. On the aircraft in the memory of the calculator 9 from the communication medium 13 enter and store the obtained values ψ _runway and x ₁ , z ₁ , x ₂ , z ₂ , x ₃ , z ₃ , x ₄ , z ₄ .

соответственно [4, с. 342-344; 8, с. 158-167; 9, с. 270-271; 10, с. 195-202] , которые подают в вычислитель 9. С помощью системы курсовертикали и воздушных сигналов ЛА 11 измеряют значения курса ЛА ψ_ла, угла тангажа ЛА ϑ_ла, угла крена ЛА γ_ла и подают их в САУ ЛА 10. С помощью системы курсовертикали и воздушных сигналов ЛА 11 также измеряют значение вертикальной скорости ЛА

и подают ее в вычислитель 9. С помощью радиовысотомера 12 измеряют значение высоты полета ЛА Н_ла и подают его в вычислитель 9. В вычислителе 9: по формулам (1) и (2) вычисляют значения координат ЛА х_ла, z_ла; по формуле (3) - значение курсового угла ЛА ε_к; по формуле (4) - значение угла наклона глиссады ε_г; по формулам (5)-(8) - значения скорости изменения указанных углов

Значения углов ε_к и ε_г и значения скорости изменения указанных углов

подают на вход САУ ЛА 10, где по ним и по значениям углов ψ_впп, ψ_ла, ϑ_ла и γ_ла формируют сигналы управления ЛА в горизонтальной и вертикальной плоскостях [1, с. 59-68, 81-84], по которым управляют ЛА 14, тем самым обеспечивая требуемую траекторию его движения в горизонтальной и вертикальной плоскостях.A high-frequency signal is generated in the radar transmitter 5, which is radiated through the radar antenna system 6 in the direction of HO 1, 2, 3, 4. Using the radar antenna system 6, the radio signals reflected from HO 1, 2, 3, 4 are received and fed to the input radar receiver 7. The latter amplifies, converts them, distinguishes against the background of noise and decides to detect BUT [8, p. 64-70, 15 8-167]. From the output of the radar receiver 7, these signals are fed to the input of the radar and proximity meter 8, in which they measure the ranges D ₁ D ₂ , D ₃ and D _4, respectively, between LA and HO ₁ , HO ₂ , HO ₃ and NO ₄ , the aircraft approach speed with them

respectively [4, p. 342-344; 8, p. 158-167; 9, p. 270-271; 10, p. 195-202], which is fed to the calculator 9. With the system AHRS and overhead signals LA 11 LA measured values of ψ _la course, pitch angle θ _la aircraft, aircraft roll angle γ _la and fed them to the ACS aircraft 10. With AHRS system and air signals of the aircraft 11 also measure the value of the vertical speed of the aircraft

and feed it to the calculator 9. Using the radio altimeter 12 measure the flight altitude of the aircraft LA N _la and feed it to the calculator 9. In the calculator 9: according to formulas (1) and (2) calculate the coordinates of the aircraft x _la , z _la ; by the formula (3) - the value of the course angle of the aircraft ε _to ; by the formula (4) - the value of the slope angle ε _g ; according to formulas (5) - (8) - values of the rate of change of the indicated angles

The values of the angles ε _to and ε _g and the values of the rate of change of these angles

are input to ACS LA 10, wherein at them from the values of angles ψ _{runway, la} ψ, θ and γ _{la la} formed aircraft control signals in the horizontal and vertical planes [1, p. 59-68, 81-84], which control the aircraft 14, thereby providing the desired trajectory of its movement in horizontal and vertical planes.

 The proposed method of landing an aircraft, in contrast to the prototype, has a greater range due to the use of NS having significantly greater EPR than the EPR of the runway and the underlying surface, and, for the same reason, higher accuracy of measuring the distance to the runway and the speed of approach with it, and accordingly, higher accuracy in calculating the values of the aircraft heading angle, glide path angle of inclination, their speed of change and the deviation of the aircraft from the glide path, thereby ensuring high accuracy of the flight of the aircraft along the desired path of descent and landing in difficult s weather.

 The quality of functioning of an aircraft landing system as an example of implementation was verified by computer simulation of its operation. The simulation confirmed the high efficiency of the proposed method for landing aircraft on non-radio-equipped runways.

Sources of information
1. Bodner V.A. Control systems for aircraft. - M.: Mechanical Engineering, 1973.

 2. Borodin V.T., Rylsky G.I. Flight control of airplanes and helicopters. - M.: Mechanical Engineering, 1972.

 3. Dukhon Yu.I., Ilyinsky N.N. Aircraft controls. - M .: Military Publishing House, 1972.

 4. Safronov N.A. Radio equipment of aircraft. - M: Engineering, 1993.

 5. Lavrushko V.N., Lopukhov A.N. Aircraft landing approach method and its support system. Patent RU 2156720 C1, 12.24.1999.

 6. Artyomov V. T. The method of autonomous formation of landing information for an aircraft and a device for its implementation. Patent SU 1836642 A3, 04/08/1991.

 7. Artemov V.T., Gorin I.I. System for landing aircraft in low light conditions and a device for its implementation. Patent RU 2153443 C2, 04/28/1997.

 8. Antipov V. N., Isaev S. A., Lavrov A. A., Merkulov V. I. Multifunctional fighter radar systems. - M .: Military Publishing, 1994.

 9. Merkulov V.I., Perov A.I., Sablin V.N. et al. Radar distance and speed meters / Ed. V.N. Sablina. - M .: Radio and communications, 1999.

 10. Maksimov M.V., Gorgonov G.I. Electronic homing systems. - M.: Radio and Communications, 1982.

Claims (1)

The method of landing the aircraft (LA), which consists in the fact that the runway is equipped with four landmarks (BUT), for example passive radar corner reflectors or beacon transponders, which are placed on the longitudinal and transverse axes of symmetry of the runway at its edges , while it is believed that the NL farthest from the approaching aircraft is the first HO ₁ , the closest to the aircraft - the second N ₂ , observed with the aircraft to the left of the runway - the third N ₃ , observed with the aircraft to the right of the runway - the fourth N ₄ , moreover, if in the decree For some reason, it is impossible to establish these locations, then they are placed near these places, the distances Z and _i are measured, where

from HO _i to the longitudinal axis of symmetry of the runway and the distance x and _i from HO _i to the transverse axis of symmetry of the runway, with each measured value x and _i add l / 2, where l is the length of the runway, thereby determining the coordinates x _i = x and _i + l / 2 of the location of HO _i relative to the center of the start of the runway, the obtained coordinates x ₁ and z ₁ = z _{and 1} HO ₁ , x ₂ and z ₂ = z _{and 2} HO ₂ , x ₃ and z ₃ = z and ₃ HO ₃ , x ₄ and z ₄ = z _{and 4} HO ₄ , as well as the runway heading angle ψ _runway and the recommended landing direction are transmitted to the aircraft landing, where they are stored, radar survey of the earth’s surface, load signals HO ₁ , HO ₂ , HO ₃ and HO ₄ , which measure the distance D ₁ , D ₂ , D ₃ and D ₄ between the aircraft and the corresponding mentioned HO and the speed of approach of the aircraft with them

accordingly, the flight altitude of the aircraft LA N _la , the course of the aircraft ψ _la , the pitch angle of the aircraft LA ϑ _la , the roll angle of the aircraft γ _la , the vertical speed of the aircraft are measured

from the measured values of the ranges D ₁ , D ₃ , D ₄ and the stored values of the coordinates HO x ₁ , z ₁ , x ₃ , z ₃ , z ₄ , z ₄ calculate the coordinates of the aircraft x _la and z _la relative to the center of the runway in the horizontal plane according to the formulas :

calculate the angle ε _to between the center line of the runway and the projection on the horizontal plane of the line connecting the aircraft with the center of the start of the runway, according to the formula

and the angle ε _g between the runway center line and the projection onto the vertical plane of the line connecting the aircraft with the center of the runway start, according to the formula

calculate the speed of change of coordinates of the aircraft

and rate of change of angles

according to the formulas

by calculated values

the measured values of the angles ψ _la , ϑ _la , γ _la and the filled angle ψ of the _runway in the automatic control system of the aircraft generate control signals of the aircraft in the horizontal and vertical planes and control the aircraft at the stages of descent and landing.

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