RU2234725C1 - Flying vehicle control system - Google Patents

Abstract

FIELD: flying vehicle control systems; aeronautical engineering and rocketry.

SUBSTANCE: proposed system includes pitch, heading and roll channels whose inputs are connected with inputs of system by control signals, signals of two-degree-of-freedom gyroscopes and angular velocity sensors. Proposed system also includes kinematic wiring unit which includes inverters, adders and actuators. Pitch, heading and roll channels are provided with functional converters, limiting parameter setter and comparator.

EFFECT: improved dynamic properties of system; extended functional capabilities.

6 dwg

Description

The proposed technical solution relates to the field of control systems (SU) of aircraft (LA) and can be used in aviation and rocket technology.

A known control system of the aircraft, which implements the formation of the trajectory, navigation, control and stabilization of the aircraft, as well as the issuance of one-time commands to the subsystems of the aircraft [Kozlov V.I. Automatic control systems for aircraft, - M.: Mechanical Engineering, 1979, p. 53, 152], adopted as a prototype. This system contains the first, second and third amplifiers-shapers of the pitch, heading and roll channels, the inputs of which are connected to the inputs of the system by control signals, signals of free gyroscopes and angular velocity sensors in the corresponding channels, a kinematic wiring block consisting of the first and second inverters and the first, second and third adders, and the outputs of the first and second inverters are connected to the first inputs of the second and third adders, respectively, the first, second and third steering drives, the inputs of which unified with the outputs of the first, second and third adders, respectively. All these essential features are present in the proposed technical solution.

Such a control system ensures stabilization of the aircraft relative to the center of mass, trajectory formation, as well as the implementation of a given spatial and temporal flight schedule (PVGP) by controlling both the coordinates of the aircraft in space and its flight speed in individual sections defined by turning points of the route (PPM) . The necessary one-time commands are also formed on the aircraft subsystems.

A significant drawback of the known control system is the constancy of the values of the constraints on the per-channel control signals σ ν, σ ψ, σ γ, these restrictions are usually constructively implemented by choosing constant amplification factors of the amplifiers-shapers 1 ... 3 (Fig. 1), or by introducing between them and the adders 14, 15, 16 limiters with constant nonlinear characteristics of the type shown in Fig.6.

Figure 6 presents a typical nonlinear characteristic of a link of a control system designed to limit the output signal of a link at a given constant level with an unlimited input signal.

In Fig.6 indicated:

σ _in - input signal limiter;

σ _o - the output signal of the limiter;

σ _max - a given level of restrictions.

In the design practice of CS, the highest permissible control signals in the roll channel are usually assigned, the smallest in the heading channel (i.e., σ _{γ max} &γτ; σ _{ν max} &γτ; σ _{ψ max} ), since the aircraft is the most dynamic in roll and in the heading channel the required control signals are the smallest.

However, such a simple solution — the assignment of constant levels of restrictions — often introduces a noticeable deterioration in the quality of aircraft control. Indeed, limiting pitch and heading control signals and enabling the rudders to work out, first of all, roll control signals is necessary in flight sections where significant roll disturbances occur, for example, in the launch section of an unmanned aircraft from a carrier aircraft - to work out the aerodynamic interference moments when the aircraft is moving in the immediate vicinity of the aircraft, in the U-turn sections at the heading with the coordinated U-turn method. On large sections of the flight, the roll control signals are small, and maintaining the same strict restrictions on pitch and heading is impractical. Extending pitch limits, for example, can increase the dynamism of an aircraft in a vertical channel, which will improve the quality of control when enveloping the terrain. In the area of guidance of an unmanned aircraft to a target, the expansion of restrictions on the course and pitch can lead to a significant decrease in the dynamic miss.

The technical problem to which the invention is directed is to increase the dynamic properties of the aircraft control system and expand its functionality in various flight conditions.

To achieve the indicated technical result, the control system contains the first, second and third pitch-roll, heading and roll channel amplifiers, the inputs of which are connected to the system inputs by control signals, signals of free gyroscopes and angular velocity sensors in the corresponding channels, a kinematic wiring block, consisting of the first and second inverters and the first, second and third adders, and the outputs of the first and second inverters are connected to the first inputs of the second and third adders, respectively, the first, second and third steering drives, the inputs of which are connected to the outputs of the first, second and third adders, respectively, the first, second and third functional converters in the pitch, heading and roll channels, respectively, the first, second, third and fourth controllers of boundary parameters are additionally introduced, as well as a comparator, the first input of the first functional converter connected to the output of the first amplifier-driver, and the output connected to the second inputs of the second and third adders, the first input of the second fu the numerical converter is connected to the output of the second amplifier-former, and the output is connected to the first input of the first adder, the third input of the third adder and the input of the first inverter, the first input of the third functional converter is connected to the output of the third amplifier-former, and the output is connected to the second input of the first adder, the third input of the second adder and the input of the second inverter, the second inputs of the first, second and third functional converters are connected to the output of the comparator, the first input to orogo connected to the output of the third amplifier-driver and the second and third inputs - outputs to a fourth set point of the boundary parameters, the third and fourth inputs of the first, second and third function converters connected to the outputs of the first, second and third boundary parameter setting devices respectively.

The distinguishing features of the proposed aircraft control system is the presence of functional converters, boundary value adjusters and a comparator, as well as the fact that the first input of the first functional converter is connected to the output of the first driver amplifier (in the pitch channel), and the output is connected to the second inputs of the second and third adders, the first input of the second functional Converter is connected to the output of the second amplifier-driver (in the channel channel), and the output is connected to the first input the first adder, the third input of the third adder and the input of the first inverter, the first input of the third functional converter is connected to the output of the third amplifier-driver (in the roll channel), and the output is connected to the second input of the first adder, the third input of the second adder and the input of the second inverter, the second inputs the first, second and third functional converters are connected to the output of the comparator, the first input of which is connected to the output of the third amplifier-driver, and the second and third inputs to the outputs of the fourth the second boundary parameter setter, and the third and fourth inputs of the first, second and third functional converters are connected to the outputs of the first, second and third boundary parameter setters, respectively.

Due to the presence of these distinctive features in conjunction with the known features (indicated in the restrictive part of the claims), the following technical result is achieved - when using the proposed control system on an aircraft, it becomes possible for most of the flight path of the aircraft, when the rudder roll costs are small, due to expanding restrictions on the control signal of the pitch channel to increase the dynamism of the aircraft in the vertical channel, which will improve the quality of control during flight from the bend low terrain, and along with the expansion of restrictions on the control signal of the course channel, the dynamic miss significantly decreases when the aircraft is aimed at the target.

As a result of a search by sources of patent and scientific and technical information, solutions containing similar features were not found. This allows us to conclude that the proposed device is not known from the prior art and, therefore, meets the eligibility criterion - “new”.

Based on a comparative analysis of the proposed solution with the sources of scientific, technical and patent information known in the art, it can be argued that there is an unevident cause-and-effect relationship between the set of features, including the distinctive ones, the functions performed by them and the achieved goal. Therefore, we can conclude that the proposed solution does not follow explicitly from the achieved level of technology and, therefore, meets the eligibility criterion - “inventive step”.

The proposed technical solution can find application in the field of aviation, in particular in control systems for unmanned aerial vehicles to increase their accuracy characteristics.

The above aircraft control system is illustrated by drawings.

Figure 1-3 shows a functional diagram of the proposed device.

Figure 4 presents dependency graphs:

- "a" - the maximum pitch channel signal from the value of the control signal in the roll channel;

- "b" - the maximum signal of the heading channel from the magnitude of the control signal in the roll channel;

- "in" - the maximum signal of the roll channel from the value of the control signal in the roll channel;

Figure 5 shows a diagram of the functional converters of the pitch, heading and roll channels and the comparator.

The control system shown in figures 1-3 contains amplifiers-shapers of the pitch, heading and roll channels (1 ... 3), the inputs of which are connected to the outputs of the system using signals from free gyroscopes (20), (22), (24) and sensors angular velocities (21), (23), (25) in the corresponding channels and system inputs by control signals generated by the external control loop, as well as the kinematic wiring block (BKR), which includes inverters (12, 13) and adders (14 ... 16). The outputs of the BKK adders are connected to the inputs of the corresponding steering drives (17 ... 19) of the aircraft. The system is characterized in that it additionally introduces the first, second, third, and fourth adjusters of the boundary parameters of the signals (4 ... 7), a comparator (8), the first, second, and third functional converters (9 ... 11). In this case, the first inputs of the first, second and third functional converters (9 ... 11) are connected to the outputs of the amplifiers-shapers of the pitch, heading and roll channels, respectively (1 ... 3), and their outputs are connected to the inputs of the adders (14). .. (16) and inverters (12), (13) of the kinematic wiring block. The first and second outputs of the 1st ... 4th adjusters of the boundary parameters of the signals (4 ... 7) are connected respectively to the third and fourth inputs of the 1st ... 3rd functional converters (9 ... 11) and the second and third inputs of the comparator (8), the first input of which is connected to the output of the roll channel amplifier-shaper (3), and the output of the comparator (8) is connected to the second inputs of the 1st ... 3rd functional converters (9 ... eleven).

Figure 1-3 indicated:

υ, ψ, γ - signals of free gyroscopes of pitch, heading and roll channels, respectively;

ω _z , ω _y , ω _x are the signals of the angular velocity sensors of the pitch, heading and roll channels, respectively;

ν _y , ψ _y , γ _у - control signals at pitch, heading and roll angles;

σ ν, σ ψ, σ γ - channel control signals;

σ ν _{max max} , σ ν _{max min,} σ ψ _{max max} , σ ψ _{max min} , σ γ _{max min,} σ γ _{max max} ,

σ γ ₁ , σ _y2 - output signals of the adjusters of the boundary parameters of the signals;

- выходной сигнал компаратора;

- output signal of the comparator;

σ * ν, σ * ψ, σ * γ are the output signals of the functional converters;

σ ₁ , σ ₂ , σ ₃ - control signals of the first, second and third rudders, respectively;

δ ₁ , δ ₂ , δ ₃ - deviation angles of the first, second and third rudders, respectively.

The proposed system operates as follows.

Information sensors (20) ... (25) provide measurement of angles (υ, ψ, γ) and angular velocities (ω _Z, ω _y , ω _x ) of an aircraft during its movement relative to the center of mass. Based on these data, in accordance with the given coordinates of the turning points of the route (MRP), the external control loop, according to the algorithms laid down in it, generates control signals at pitch angles ν _y , course ψ _y and roll γ _y . These signals are fed to the inputs of the amplifiers-shapers (1) ... (3).

Amplifiers-shapers of the pitch, heading and roll channels, adding the differences of the signals (ν-у _у ), (ψ -ψ _у ), (γ-γ _у ), multiplied by the corresponding positional gear ratios, with signals ω _z , ω _у , ω _x , also multiplied by the corresponding gear ratios, form the channel-by-channel control signals σ ν, σ ψ, σ γ.

These signals are fed to the first inputs of the newly introduced functional converters (9) ... (11). The second and third inputs of these functional converters are fed with the output signals of the boundary value adjusters (4) ... (6); the output signals of the boundary parameter setter (7) are supplied to the second and third inputs of the comparator (8), the first input of which is supplied with a roll channel control signal. The output signal of the comparator (8), formed according to the law

arrives at the second inputs of the functional converters (9) ... (11).

Functional converters (9 ... 11) convert channel-by-channel control signals according to the laws:

- in pitch channel

- in the course channel

- in the roll channel

The dependency graphs (3), (5), (7) are presented in Fig. 4 "a", "b", "c".

The output signals of the functional converters through the adders of the kinematic wiring block are distributed among the steering gears of the aircraft (17), (18), (19) in accordance with the layout of the steering surfaces on the aircraft (Figs. 1-3 show the control circuit of the aircraft with three rudders )

The newly introduced elements - boundary value adjusters in the pitch, heading and roll channels (4) ... (7) - are stabilized sources of constant voltage; the value of the maximum (minimum) boundary parameter is determined during the design of a specific control system and is set on blocks (4) ... (7) in the manufacture of control system or in preparation for use in aircraft.

The newly introduced blocks of the proposed device — a comparator (8) and functional converters (9) ... (11) —can be performed on a modern microelectronic element base — operational amplifiers, integrated circuits. An example of the implementation of the circuit functional converter of the pitch channel (9) is shown in Fig.5. The diagram indicates:

- входные аналоговые сигналы функционального преобразователя;σ υ, σ ν _{max max} , σ ν _{max min} ,

- input analog signals of the functional converter;

,

,

,

- входные сигналы, преобразованные в цифровую форму;

,

,

,

- input signals converted to digital form;

- выходной сигнал функционального преобразователя в цифровом виде;

- output signal of the functional converter in digital form;

- выходной сигнал в аналоговом виде.

- output signal in analog form.

The block of analog-to-digital converters of the ADC (1) and the digital-to-analog converter of the DAC (3) are well-known (standard) electronic devices. The processor P (2) is also a standard electronic-digital computing device on which equations (2), (3) are implemented. For a comparator (8) having an identical circuit, in the processor, instead of equations (2), (3), equation (1) is implemented. For the functional converters of the heading and roll channels, the processor implements equations (4), (5) or (6), (7), respectively.

Thus, the functional converters (9), (10), (11) and the comparator (8) are implemented on identical blocks, only the equations implemented in the processor differ.

The studies show that the introduction of the proposed aircraft control system with the introduction of elements that implement variables in terms of the magnitude of the limitation of the per-channel control signals leads to:

- to reduce emissions in transients along the pitch and course channels;

- to improve the quality of the envelope of the terrain, which makes it possible, if necessary, to reduce the flight altitude of the aircraft, i.e. expand the functionality of the aircraft according to the conditions of use;

- to reduce the dynamic miss when pointing the aircraft at the target, i.e. to increase the effectiveness of the use of aircraft.

Claims (1)

Aircraft control system, containing the first, second and third amplifiers - pitch, heading and roll channel shapers, the inputs of which are connected to the system inputs by control signals, signals of free gyroscopes and angular velocity sensors in the corresponding channels, a kinematic wiring unit, consisting of the first and the second inverters and the first, second and third adders, and the outputs of the first and second inverters are connected to the first inputs of the second and third adders, respectively, the first, second and third steering drives, the inputs of which are connected to the outputs of the first, second and third adders, respectively, characterized in that it additionally introduces the first, second and third functional converters in the pitch, heading and roll channels, respectively, the first, second, third and fourth adjusters of boundary parameters as well as a comparator, the first input of the first functional converter connected to the output of the first amplifier-driver, and the output connected to the second inputs of the second and third adders, the first input The first functional converter is connected to the output of the second amplifier-driver, and the output is connected to the first input of the first adder, the third input of the third adder and the input of the first inverter, the first input of the third functional converter is connected to the output of the third amplifier-driver, and the output is connected to the second input of the first adder , the third input of the second adder and the input of the second inverter, the second inputs of the first, second and third functional converters are connected to the output of the comparator, the first the input of which is connected to the output of the third driver amplifier, and the second and third inputs to the outputs of the fourth boundary parameter setter, the third and fourth inputs of the first, second, and third functional converters being connected to the outputs of the first, second, and third boundary parameter setters, respectively.

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