RU2235042C1 - Method of control of aircraft - Google Patents

Abstract

FIELD: aviation pilotage with processor control sets.

SUBSTANCE: control system is used for limiting the angle of attack and normal g-load, limiting the deviation of rudder, control of deflectable wing leading-edges, control of flaps and re-programming aircraft stability and controllability characteristics. Four-channel computer parts of system is used for conveyer processing of information. Each channel of computer parts os used for determination of control signals in "channel-model" structure by converting the signals of sensors; sensors are controlled by means of information input receivers; in the course of determination, use is made of solving and model processors; analog-to-digital converters and single command registers are used for control of drivers at closing the inner circuits of one channel of all drivers, amplifying the commands in current and voltage; system is used for transmission of feedback signals to digital computer, monitoring the computer parts, feeding the electrical units and sensors with stabilized voltage, closing the external circuit through digital computer part and closing the internal circuit through analog computer part.

EFFECT: enhanced efficiency of aircraft control; extended functional capabilities.

8 cl, 4 dwg

Description

The invention relates to the technique of piloting aircraft with processor control kits and is intended for use in actuating aircraft controls that change or maintain its position during flight.

Known methods of controlling an aircraft, involving computational operations using processors included in the structure of combined information exchange with multiplex, local and common data transfer buses, as well as inputting information from position sensors of control elements and flight parameters, and outputting control signals to executive bodies ( US 5979835 A, B 64 C 13/06, 09/09/1999; EP 0867362 A2, B 64 C 13/40, 09/30/1998; EP 0953504 A1, B 64 C 13/16, 11/03/1999; FR 2777535 A1, B 64 C 13/16, 10.22.1999; RU 2101755 C1, G 06 F 7/00, 01/10/1998).

The disadvantages of the known methods are determined by the low control efficiency, which does not prevent the aircraft from reaching critical flight modes.

Closest to the proposed one is an airplane control method, according to which computational operations are performed with redundant processor determination of local control signals depending on the sensor signals of commands entered by the pilot, data are transmitted over an extensive network from data transmission lines, control signals are coordinated and sent to executive bodies with individual drives for controlled elements (WO 01/93039 A1, G 06 F 11/16, 12/06/2001).

The disadvantage of this method is manifested in the limited functionality of the control system. It does not provide, in particular, the required stability and controllability characteristics in the entire operational range of altitudes and flight speeds and angles of attack for a given range of external suspensions, automatic limitation of the limiting operational values of the angle of attack and normal overload, limitation of deviation of the rudder depending on the pressure head, automatic control of deflected wing socks depending on the current angle of attack and the position of the flaps, control of the flaps, as well as reprograms the formation of stability and controllability characteristics for preparing flight crews for flights on various types of aircraft.

The objective of the invention is to increase the efficiency of control of the aircraft with the expansion of the functionality of the control system.

To solve the problem, a method for controlling an airplane is proposed.

The aircraft control method, according to which using the aircraft control system carry out:

automatic limitation of the limiting operational values of the angle of attack and normal overload;

automatic limitation of rudder deflection depending on the pressure head;

automatic control of deflected wing socks depending on the current angle of attack and the position of the flaps;

automatic flap control;

reprogramming stability and controllability characteristics of the aircraft.

Moreover, by means of a four-channel distributed processor computing part of an integrated control system, pipelined information is processed.

Each channel of the computing part of the integrated control system is configured to calculate control signals in a “channel-model” structure, for which:

Convert sensor signals

sensors are monitored using input information receivers;

in the process of computing, decisive and model processors, digital-to-analog converters and one-time instruction registers are used;

control the drives to ensure the closure of the internal circuits of one channel of all drives, current and voltage amplification of commands to the electrohydro valves, feedback signals to the digital drive control computer;

control the work of the computing part;

provide secondary power to electrical devices and sensors of the integrated stabilized voltage control system;

through the digital computing part, the external circuit of the drive is closed, and through the analog computer system, its internal circuit.

The solution to the problem corresponds to the private essential features of the invention.

In each channel of the computing part of the integrated control system, when converting signals, they carry out:

phase-sensitive rectification of signals from induction sensors;

isolation between the sensors and the sensor monitoring device;

scaling of input signals;

high-pass filtering.

In each channel of the computing part of the integrated control system, when monitoring sensors, they perform analog-to-digital conversion and preliminary processing of digitized input analog signals and one-time commands, while:

determine the correspondence of the input signals to their operating ranges and form signs of their serviceability for further calculations,

filter elastic vibrations by angular velocity signals,

calculate altitude and speed parameters,

calculate the control signals of the stabilizer, ailerons, rudder, wing socks, flaps according to the control algorithms of the "backup" mode,

restrictive signals are calculated for the takeoff and landing configuration of the aircraft,

distribute the signals into the cells of random access memory for transmission to external devices.

In each channel of the computing part of the integrated control system, using information data receivers for the “channel” processor and the “model” processor, the operation of the transmission line is controlled and, according to the results of this control, the received information words are recorded in dual-access RAM for further processing.

In each channel of the computing part using the processor "channel"

make a selection of reliable input signals from four received data arrays from the sensor monitoring device of four reserves,

calculate the control and restrictive signals in accordance with the specified control algorithms in the "main" mode,

give the calculated control signals through digital-to-analog converters in the control circuits of the actuators,

issue discrete one-time health commands of the calculated control signals,

provide the signals necessary for broadcast to external consumers through a high-speed transmitter of a serial bipolar code,

control calculations by comparing the results with similar data calculated in the processor “model”.

In each channel of the computing part using the processor “model”

make a selection of reliable input signals from four received data arrays from the sensor monitoring device of four reserves;

calculate the control and restrictive signals in accordance with the specified control algorithms (mode "main");

issue discrete one-time health commands of the calculated control signals;

provide signals in the form of a serial code from the built-in serial port to the drive control device to provide input information to the device of the digital drive control calculator included in the drive control device;

control calculations by comparing the results with similar data calculated in the processor "channel".

When controlling the drives in each channel of the computing part of the integrated control system, the input signals received after analog-to-digital conversion are amplified and the control current is proportional to the input signals to the control windings of the electric amplifiers of the respective drives, and they also accept and close the internal circuits of the actuators, convert level and amplify power one-time commands to turn on the electro-hydraulic valves of the steering drives, switch the operating modes of the “main” and “reserve ny. "

In each channel of the computing part of the integrated control system, when monitoring the operation of the computing part, an on-line search for a failed removable unit is carried out, a test control of the integrated control system is carried out, as well as adjustments are made and parameters are sent to external digital indicators.

Figure 1 shows the general structure of the aircraft control system that implements the proposed method, figure 2 is a functional diagram of an integrated control system included in this structure, figure 3 is a block diagram of the computing part of an integrated control system, and figure 4 - as an example, an illustration of an algorithm for complex processing of information on height and vertical acceleration.

The control system (SU) is intended for:

stabilizer control, ailerons and rudders from the control knob and pedals;

control of wing socks, flaps and brake flap;

providing the required characteristics of stability and controllability of the aircraft in the entire operational range of speed heights, angles of attack and overloads;

automatic limitation of the limiting parameters of flight modes;

measuring air parameters and generating signals of current and limit values of altitude-speed parameters;

automatic and director control of the aircraft;

reprogramming the characteristics of stability and controllability of the aircraft.

The composition of the management system, as already mentioned, includes:

1. Integrated management system, which includes:

four-time redundant digital computing part 1 with power and control units, sensors and control panels;

electro-hydraulic steering drives 2 (RPD-15A) four times redundant in the electrical part and twice in the hydraulic part, two in the roll channel and one in the direction channel;

four times redundant in the electrical part and two times in the hydraulic part of the electro-hydraulic steering drive 3 stabilizer (RPD-17A);

rotational electro-hydraulic drive 4 flaps (RPZ-130);

three-position hydraulic drive cylinders 5 wing socks;

electro-hydraulic control valves (EHC) 6 deflectable wing socks;

drive 7 brake flap;

2. Control posts 8 of the first and second cab, mechanically interconnected;

3. The mechanisms of the trimmer effect 9 on the channels of pitch, roll and direction (MP-10S6A14);

4. Control panels 10 KSU;

5. Flexible flap control shafts (not shown in FIG. 1);

6. Planetary gearboxes-hinges 11 flaps release-harvesting (RSh-43);

7. The control system 12 brake flap.

The proposed system provides a manual transition from the control panel of the KSU to the backup software in case of failure of the main one.

Three-position cylinders of drives of deflected wing socks are located in the wing in the area of the first spar perpendicular to the axis of rotation of the socks and are directly connected with them. Actuators 2 ailerons are located along the third wing spar and are connected to the ailerons 13 through the rocking chair 14 and the rod 15. The articulated gearboxes 11 located on the fifth fuselage with flexible shafts are mounted on the fifth wing spar and connected to the flaps by the drive levers 16 and rods 17 The drive 3 of the horizontal tail is mounted on the axis of symmetry in the rear of the fuselage on the power beam, providing power closure of the forces developed by the drive, and transmitting to the fuselage only the reaction from the articulated moment, and directly It is connected with horizontal plumage 18. The drive 2 of the rudder is located in the rear of the fuselage at an angle to the axis of symmetry and is directly connected to the rudder 19.

The signaling about the operation of the control system is carried out, using voice alerts, on the multifunctional color indicators (MFCI) 20, the alarm panel 21 of the alarm system (CAC) and on the flashers of the control panels 10 KSU.

The integrated control system (figure 2) is a digital four-channel system. KSU is a multiprocessor distributed system using the principle of pipelined information processing.

In each channel, the process of calculating the main control signals is based on the “channel-model” principle.

In the computing part of the channel (figure 3), the external drive circuit is closed through a digital system. Short circuit of the internal circuit of the drive - analog. The “core” of the channel is a digital computer system (DAC) 22. The DAC 22 includes:

signal conversion device (UPS) 23;

a sensor monitoring device (UKD) 24, in which elements are arranged that perform the functions of receiving input information;

computing device (HC) 25, which houses the decisive 26 and model 27 processors, digital-to-analog converters (DAC) 28 and the registers 29 of one-time commands;

actuator control device (UPU) 30, providing closure of the internal circuits of one channel of all drives, amplification of the current and voltage of the commands to the electrohydro valves, feedback signals to the digital drive control computer (PPM) 31, structurally included in the UPU 30;

control device (CC) 32 of the computing part;

a secondary power supply device (UP) 33, providing power to electrical devices and sensors KSU, stabilized voltage.

Input analog signals from information sensors and one-time discrete commands (from limit switches, mode switches, command controllers) are received in the signal conversion device 23, which is a set of operational amplifiers, level converters and multiplexer-information compressors that perform the following functions:

- phase-sensitive rectification of signals from induction sensors;

- isolation between the sensors and the ADC 34;

- scaling of input signals to maximize the use of the ADC 34 bit grid;

- high-pass filtering.

After processing, the analog signals are fed to four multiplexers, the output of each of them is connected to the input of the ADC 34, which is part of the device UKD 24.

In the device UKD 24 is pre-processing of digitized input analog signals and one-time commands, namely:

determining the correspondence of input signals to their operating ranges and the formation of signs of their serviceability for further calculations;

implementation of filters of elastic vibrations (FUK) according to signals of angular velocities;

calculation of altitude and speed parameters;

calculation of control signals for the stabilizer, ailerons, rudder, wing socks, flaps according to the mode control algorithms, “standby”;

calculation of restrictive signals for the takeoff and landing configuration of the aircraft;

distribution (packing) of signals in RAM cells 35 for transmission to external devices (serial bipolar code signal transmitters, multiplex transmission channel, high-speed channel of the internal interface) and to the next processing level (to UV 25 device).

The signals received and pre-processed in UKD 24 are transmitted for basic computing operations to the UV 25 device. Data is transmitted in hardware under the control of the controller with a serial bipolar code.

The maximum length of the transmitted array is 255 words. Estimated maximum transmission time of the entire array is ≈2 ms.

The transfer array can be formed at different update rates.

In HC 25 of each reserve, information from four UKD 24 devices is received at special receivers that evaluate the parity bit (control of the transmission line), and according to the results of this assessment, the received information words are recorded in dual access RAM 35 for further processing by the HC 25 processor.

To eliminate the common hardware point, separate receivers are installed in HC 25 for the processor 26 of the “channel” that solves the control problem, and for the processor 27 of the “model” that solves the control problem. The control processor 26 (“channel”) HC performs the following functions:

a selection of reliable input signals from four received data arrays from UKD 24 four reserves;

calculation of control and limiting signals in accordance with specified control algorithms (“main” mode);

the issuance of the calculated control signals through the DAC 28 in the control loops of the actuators;

issuing discrete one-time health commands of the calculated control signals;

the issuance of signals necessary for broadcasting to external consumers through a high-speed serial bipolar code transmitter (discipline - similar to transmitters of UKD: 41-bit transmission);

control calculations by comparing the results with similar data calculated in the processor 27 "model".

The control processor 27 of the “model” HC performs the following functions:

a selection of reliable input signals from four received data arrays from the UKD of four reserves;

calculation of control and limiting signals in accordance with specified control algorithms (“main” mode);

issuing discrete one-time health commands of the calculated control signals;

the issuance of signals in the form of a serial code from the built-in serial port to the drive control device 30 to provide input information to the device of the pulp and paper mill 31, which is part of the UPU 30;

control calculations by comparing the results with similar data calculated in the processor 26 "channel".

Data control in HC 25 is carried out at different sections, which provides the possibility of gradual degradation of the KSU functions due to disabling or reconfiguring individual components of the final control algorithm (ACS components can be turned off, constant values can be assigned to SHS signals, etc.).

The signals generated in the HC 25 are supplied to the drive control device 30. The UPU 30 contains a set of power amplifiers that amplify the input signals received from the DAC 28 of the UV 25 and provide a control current proportional to the input signals to the control windings of the electric amplifiers of the respective drives. The UPU includes converting and scaling amplifiers for receiving and closing internal circuits of executive drives, as well as level converters and power amplifiers of one-time commands for turning on electrohydro valves of 6 steering actuators, switching elements of the “main”, “standby” operating modes. Commands to turn on the EGC 6 are formed in the CVC based on the results of the control of the drive circuits.

The control of the drive circuit is arranged according to the “channel-model” principle, in which the value of the input signal (given position of the spool) “passes” through the mathematical model and is compared with the actual position of the spool of the steering mechanism (RM).

Such control ensures the operability of the four-channel drive to the fourth failure.

In each structural and functional module (CPM) of the KSU, special test programs are implemented throughout the entire time of work, which include checking the operation of the ADC by digitizing the standard voltage sources, monitoring the output signals of the DAC by closing the lines of the output signals to the ADC inputs (echo monitoring), echo monitoring of output RK, echo monitoring of serial code transmitters. To check for information updates on the lines of intermodular interfaces, special test parameters are introduced into the arrays of output transmitters, which vary according to certain laws. In addition, the flight test includes monitoring the operation of processors (checking the operation), RAM test (checking read / write), ROM test (checking checksums).

In order to conduct ground handling, an additional CPM was introduced to the KSU.

The control device (CC) solves the following tasks:

quick search of a failed removable unit;

test control of KSU;

making some adjustments;

Indication of parameters on external digital indicators.

The display of control results or any parameters of the CDS is carried out on twelve digital indicators located on the front of the KSU computing devices, and since the computing devices are located nearby in the container, these digital indicators form a single twelve-digit display.

The assignment of a service program is carried out by pressing the buttons located on the front frame of the AC (digital from “0” to “9”, as well as “ENTER”, “ESC”, “SHIFT”), which allow launching and operation in all modes ground handling work.

To exclude the possibility of unauthorized issuance of tests in the control panel during flight, the chains of test signals are blocked by hardware signals of compression of the chassis. In addition, test locks are also provided.

The device design provides standard asynchronous communication ports using the M-232C protocol for each processor, used to download and debug working programs, test software and hardware during testing and diagnostics.

Failure messages in the KSU or related equipment are transmitted via multiplex information exchange channels, or through serial bipolar code transmission lines in accordance with GOST 18977-79. These messages are generated on the multifunction displays of the MFCI and on the light-signal boards. The formation of signs of failures is carried out in KSU based on the results of flight control.

The KSU system is a consumer of the first category and is powered by two DC buses with voltage + 27V according to GOST 19705-89, fed, in turn, by batteries.

Four switching power supplies, each of which constructively consists of two CPMs located in the KSU container, produce stabilized supply voltages ± 15V, + 5V, ± 6V and + 12V for powering electronic devices and KSU sensors.

The gyromotors of the angular velocity sensors included in the DUS unit (BDG-30) are powered by a static converter built into the unit. The power of the static converter is also provided from the + 27V network.

On the functional diagram of the KSU (figure 2) are shown:

fault-tolerant computing system of four identical computers with power supplies;

four-channel electronic parts and duplicated hydropower electro-hydraulic steering drives of the following surfaces:

ailerons 13 (2 pcs.),

rudder 19 (1 pc.),

stabilizer 18 (1 pc.);

control panel 10 KSU (2 pcs.);

redundant position sensors 36 (9 pcs.);

linear acceleration sensors (12 pcs.);

angular velocity sensors (12 pcs.);

air data measurement sensors (DAP-3-1 - 2 pcs., DAU-19-2 - 1 set, PVD-2S - 2 pcs., P-104M - 2 pcs., MVD-D1 - 2 pcs., BKO- 2 - 1 pc.).

Integrated management system provides:

the required characteristics of lateral and longitudinal stability and controllability of the aircraft in the entire operational range of altitudes and speeds, angles of attack and overloads with and without suspensions;

the required characteristics of stability and controllability in the “air refueling” mode;

automatic limitation of the limiting operational values of the angle of attack (αdop), normal overload (n _at extra), the maximum instrumental speed of the object (by controlling the brake flap), automatic limitation of the deviation of the rudder in accordance with the dependence (δрн = цVпр, αист) with manual, automatic and directorial control of the aircraft with and without suspensions for all aircraft configurations;

disabling the limit n _for add-ons from KSU remotes;

automatic deviation of wing socks depending on the current angle of attack in accordance with a given law (δnk = tsa, M, δek); manual (by buttons “wing socks: release, cleaning”) selection of the socks control mode is provided; in the “release” operating mode, the installation of socks in a predetermined fixed position is ensured; when the “release” and “cleaning” modes are turned off, the “automatic” mode is implemented in both cabins; KSU forms controlled one-time teams that implement the three-position relay control law, provides control over the position of the socks. As drives, a set of hydraulic cranes and hydraulic cylinders is used;

automatic balancing of the aircraft by pitch and roll during cleaning - the release of wing socks, brake flap, flaps, after the suspension descends;

flap control automatic and by crew commands and flap control control;

brake flap control by crew commands and automatic control by instrument speed limitation commands;

signaling of getting into a corkscrew and automatic withdrawal from a corkscrew - direct (flat and steep) and reverse. Provides the opportunity for training and training manual withdrawal from a corkscrew. It is realized after testing the aircraft for corkscrew characteristics and withdrawal from the corkscrew;

reprogramming the characteristics of stability and controllability of the aircraft in order to simulate the characteristics of combat aircraft and increase the effectiveness of training of cadets. KSU provides the specified priorities for controlling flaps, unloading the RUS and pedals (for “electronic” trimmers), and choosing the mode of sock control between the instructor and cadet cabins.

KSU, together with a complex of on-board equipment (KBO), provides automatic and director control of the aircraft:

automatic stabilization of the angular position by pitch, roll (heading);

automatic stabilization of barometric altitude in the entire permitted range of heights and speeds;

ensuring stabilization of the zero value of the angle of inclination of the trajectory in the range of numbers M = 0.95-1.05 in the automatic height stabilization mode;

automatic and director stabilization of barometric altitude in the “Landing”, “Return”, “Route” operating modes;

automatic stabilization of instrument speed (through the stabilizer channel);

automatic control of the aircraft in horizontal and vertical planes in the “Route” mode;

automatic and director control of the aircraft during flight along the path to the echelon, return and pre-landing maneuver in horizontal and vertical planes with access to the coverage area of ground landing equipment based on signals from the BCVS component of the BWC;

combined aircraft control mode;

command control of engine thrust by means of recommendations through the ARO and an indication system of the required engine operating mode in the “low gas - maximum” range in order to prevent the aircraft from leaving the safe flight speed ranges for the current aircraft configuration;

automatic and director control of the aircraft during approach, landing mode;

automatic and director control of the aircraft during a second approach (according to commands and signals from the BWC, “Repeated approach” mode);

automatic reduction to horizontal flight at the command of the crew and from the automatic modes of "Departure" and "Automatic withdrawal from a corkscrew" after their implementation;

automatic withdrawal from a collision with the ground and from fragments of their own ammunition;

automatic stabilization of geometric height (low altitude flight);

automatic and director control of the aircraft according to signals from the BCVS KBO in horizontal and vertical planes in the “Guidance”, “Attack” modes.

KSU provides the formation of redundant information on altitude and speed parameters in accordance with the requirements of aircraft systems, including display and registration systems.

For this purpose, the KSU includes:

sensors of aerodynamic parameters (ДАП-3-1 - 2 pcs.);

air pressure receivers (PVD-2S - 2 pcs.);

air data modules (MVD-D1 - 2 pcs.);

temperature receivers (P-104M - 2 pcs.);

aerodynamic angle sensor (DAU-19-2);

heating control unit (BKO-2).

This equipment provides the formation of information about the primary high-speed parameters through four channels:

Total pressure from 9 to 2830 (± 0.3 ... 3.1) mmHg. Art.

Static pressure is from 9 to 807 (± 0.3) mm Hg. Art.

The braking temperature is from -60 to +350 (± 0.1) ° С.

Local slip angle from +30 to -30 ° (± 0.24 °).

Local angle of attack from -25 to + 75 ° (± 0.24 °).

Based on these parameters, the KSU calculators, taking into account aerodynamic corrections, calculate the current values of true airspeed (Vist), instrument speed (Vpr), M number, absolute (Nbs) and relative (Notn) barometric altitude, as well as true values of the angle of attack (α ) and slip (β).

In addition to measuring the aerodynamic angles α and β (with the help of DAUs, the KSU provides for calculating the values of these angles and their derivatives using all the information available and stored in the KSU. This information is used in the KSU to improve the characteristics of the DAU signals to control mechanical failures of the DAU and to expand range of measurement of an angle of attack to 70 °.

The vertical speed is calculated by the method of integrated processing of information on height and vertical acceleration in accordance with the structural diagram (figure 4).

Operating ranges and accuracy characteristics of the formation of current and maximum permissible values of altitude and speed parameters in KSU.

KSU provides the solution of tasks of the system of restrictive signals and the formation of

redundant signals αdop, n _for ext, Vmin, Vmax, Mmax for various aircraft configurations and various suspension options with their issuance for display and registration;

audible alarm signals and visual indication: about approaching n _{at the} auxiliary, when the overload limiter is off and in configurations with disabled or missing ODA; to Vmin, Vmax to a dangerous height, n _for additional during manual piloting in the “landing” mode.

It is possible to generate backup signals of pitch and roll angles for safe piloting of the aircraft when returning to the base airfield after a failure of the source of angle signals and issuing them to the indication and registration systems.

The system provides control of the health of its own equipment, control of input information from the systems (by signals of their health) and sensors, including their heating, shutdown of failed equipment, systems, sensors, control modes with the issuance of relevant information in the system, indication, alarm, registration and ARO .

To ensure proper functioning monitoring of their own equipment, the KSU uses the most promising built-in control methodologies: inter-channel selection (quorumation), “controlled pair” - comparison of signals from two identical devices, “channel-model” - comparison of device signals and its models, software and hardware controls .

The entire combination of the built-in control and backup management tools used provides standardized reliability indicators of the control system.

An integrated control system provides the deviation of the controllable surfaces of the aircraft (downstream) at angles:

ailerons: up δel = 35 °, down δel = 30 °;

stabilizer δst = + 15 ° - -40 °;

rudder δрн = 1 ± 30 °;

wing socks δнк = 0-30 °;

flaps δzak = 0 - removed; 10-20 - take-off, 20-40 - landing;

brake flap δтщ = 60 °.

Permissible control errors - a larger value of ± 1 ° or 10% of the measured value, within the limits of the available forces of the drives.

KSU provides floating and freezing of ailerons within the specified deviations.

The architecture and construction of the computing process of the KSU provide the formation of identical control signals from the outputs of the reserves of the digital computer to control the spools of electro-hydraulic drives.

The construction of the control spool control circuits of the drives provides synchronization of the position of the independent spools of both chambers.

For relay control of socks, four electrohydrocranes are used (2 - hydraulic systems, 2 - issued positions).

When the sock control modes (socks: cleaning, release) are off in the instructor’s cabin, the priority in choosing the sock control mode belongs to the cadet’s cabin, otherwise - to the instructor’s cabin. Change of priority is signaled to the cadet.

KSU on commands from the KSU control panels generates signals to release (clean) the flaps to the “removed”, “landing” position; if there are no specified commands from the KSU control panels, the flaps are released to the “take-off” position and are automatically retracted in accordance with the position of the chassis and stock to Vmax (with flaps released). KSU controls the position and timing of the release (harvesting). The specific values of the deflection angles of the flaps in the take-off and landing positions are quick-changeable.

Allowable flap mismatch angle is 5 °.

If this discrepancy is exceeded, the KSU provides the removal of control signals for flap exhaust release and shutdown and shutdown of the flap drive with an alarm about the failure (asymmetry) of flap control and the generation (if necessary) of signals for the flap brake.

If the flap position commands on the KSU console of the instructor’s cabin are disabled, the priority for controlling the flaps belongs to the cadet’s cabin. If one of the two flap position commands is available from the KSU console of the instructor’s cabin, control priority is transferred to this cabin. Change of priority is indicated to the cadet.

KSU generates one-time commands that implement the relay control law (cleaning - release) by the brake flap, according to crew commands from both cabs or according to the Vpr restriction signal.

A hydraulic cylinder and a hydraulic crane are used as a drive.

In the absence of control commands from the unloading controls of the RUS and pedals of the instructor’s cockpit, the control panel ensures the priority of unloading control from the cadet’s cabin, otherwise, from the instructor’s cabin.

KSU provides information about the deviation angles (position) of the controlled surfaces in the aircraft display system.

In the “reprogramming” mode of operation, the control system ensures the change of control gradients, by changing the dependencies, according to the signals from the redundant three-position switch installed in the control panel compartment or in the instructor's cabin and protected from accidental switching. Turning the mode on and off is carried out with the MFP CCD.

In the event of a failure of three receivers of full or static pressure, the control panel switches to internal correction signals. At the same time, restriction of operating conditions is allowed. KSU provides a manual transition to a backup version of open source software. The transition is provided with the KSU POOL by controls protected against accidental switching on.

KSU provides an automatic transition to the required control algorithms when the “Corkscrew” command appears (when the mode is implemented, the automatic exit from the corkscrew is implemented).

The KSU will automatically switch to the backup version of the STR after detecting a failure of the control version of the STR.

To ensure KSU adaptability to the characteristics of a family of light aircraft, control laws provide:

increasing the adaptive capabilities of control laws in order to provide the required stability and controllability characteristics in aircraft configurations associated with the use of external suspensions,

including asymmetric options, in the extended ranges of change of weight, centering, overloads and speeds;

a decrease in pilot loading due to asymmetric roll and / or yaw moments, the appearance and instability (from plane to plane) of which are likely at angles of attack greater than 15 ° during flight under conditions of partial or complete breakdown of the wing flow;

Improving the coordination of roll and yaw movements in order to maintain the sliding angle in the area in which it is possible to provide acceptable stability and controllability characteristics when controlling both roll RUS and pedals.

The main features of the laws of control of the longitudinal channel of KSU:

the use of feedbacks on pitch angular velocities ωυ, angle of attack ωα, angle of attack signal α and normal overload signal n _у ;

the use of the angle of attack signal in the entire field of application of the aircraft to compensate for the nonlinearities of aerodynamic characteristics and in a limited area of flight modes, as the coordinates of aircraft control;

introduction to the number of signals for automatic shock-free switching of the “Takeoff-Landing” and “Flight” operating modes, except for the signals of the flaps position of the one-time “landing gear” commands (released);

introduction of signals to the structure of the CDS for automatic rebalancing of the aircraft during the transition from the flight configuration to the takeoff and landing and back when controlling socks and the brake flap;

introducing into the structure of the CDS a nonlinear prefilter that limits the slew rate of the control signal when moving the control knob;

transition in the flight configuration of the aircraft to the integral control law, which was used only to limit αdop, n _for ext.

The main features of the laws of control of the side channels of the KSU:

the use of feedback signals as signals to ensure stability, acceptable dynamics and controllability of an aircraft with a CDS of roll angular velocities, sliding angle and rate of change of the sliding angle;

there is a cross connection from the control stick to the direction channel to ensure the required roll speeds at large angles of attack and “rough” coordination of roll and yaw movements;

to improve coordination, the use of a signal of the rate of change of the angle of slip β is provided;

the rudder deviation is limited from the conditions of structural strength, but with the possibility of maximizing the use of rudder deviation at large angles of attack.

To reduce the complexity of piloting when parrying the external moments of the roll or yaw and to improve coordination of the movements of the roll and yaw, the use of integral control laws is provided both in the aileron channel and in the direction channel.

Limitation of the angle of attack is made in accordance with the value of αdeveloped by KSU for all aircraft configurations.

The value of αdop and n _at dop correspond to the maximum deviation of pitch pitch.

The power supply of the KSU is carried out from two independent buses, while ensuring that there is no interruption in the power supply of the KSU.

KSU is supplied with power from a power supply system consisting of two independent AC channels (sides) with a nominal voltage of ~ 115/200 V, a nominal frequency of 400 Hz and two independent secondary buses operating from DC rectifiers with a nominal voltage = 27 V. Quality electricity corresponds to GOST 19705-89.

KSU power supply is carried out according to the following circuits:

alternating current - heating DAP, DAU and LDPE;

DC - power supply to the computing units of the system.

When the DC voltage drops below = 16V, the power supply units of the KSU are turned off. Recovery of voltage above = 16V is equivalent to power supply.

When starting the auxiliary power unit (APU), the DC bus disconnects. A simultaneous break and simultaneous voltage drops across two buses are excluded.

KSU for direct current is a consumer of category 1, and for alternating current: heating DAP, DAU, LDPE and power fans (if necessary) - a consumer of 2 categories.

Electric power consumed by KSU, no more than:

alternating current - 1400 VA;

DC - 900 watts.

KSU readiness time after power-up is no more than 3 minutes, taking into account the time of ground control. There is an interruption and blocking of ground control from the BWC remotes.

KSU executive drives are electro-hydraulic steering drives (RPD-15A) (in the roll and direction channel) (RPD-17A) (in the pitch channel).

Electro-hydraulic drives are powered by two independent hydraulic systems. The operation of the drives (RPD-15V) with effort is ensured in the presence of working pressure in both hydraulic systems. In the absence of pressure in one of the hydraulic systems, steering surfaces are controlled from another hydraulic system, while the force developed by the actuators is approximately halved. In the pitch channel, the required efforts are provided.

The flaps control system ensures their movement and fixation in the released and retracted positions. The control system is powered by a common hydraulic system.

The release and cleaning of the flaps is controlled from the control panels and from the KSU computer, the signal of which is fed to the flaps steering gear; through flexible shafts, the rotational movement is transmitted to rotary gears, which directly controls the flaps. Each of the flaps is connected to two rotary gears.

On each flap, redundant position sensors are installed, the signals from which are fed to KSU computers. When the flaps reach the set position, the control signal is removed. In a predetermined position, the flap is held by self-braking of rotary gears and a brake.

The deflection angle of the flaps to the take-off position is - 10-20 °.

The flap deflection angle to the landing position is 20–40 °.

The position of the flaps is controlled automatically and mnemo frame by the MFCI crew.

KSU controls the synchronization of the flap exhaust release. If the flap mismatch angle is more than 3-5 °, the control panel removes the control signal, the flaps stop, the crew receives a message on the MFCI “flaps - failure”.

KSU implements the automatic control flaps control mode. On take-off after landing gear, the system starts flaps cleaning, on landing, after landing gear, flaps are released into the take-off position.

The direction of rotation of the shaft is reversible, depending on the supply of an electric signal to electromagnetic cranes. The response time of the drive from the moment of turning on (turning off) the electromagnetic crane and the turning-on valve to the start of rotation (stop) of the drive shaft is not more than 0.15 s.

KSU manages wing socks automatically depending on the current angle of attack. Sock deflection angle 25 ° and 30 °. With the flaps extended at 2 °, the socks are automatically deflected at an angle of 25 °.

Each wing console has two sections of socks: root and end. Each section is controlled by a booster and a common hydraulic system. In a given position, the wing socks are held by the pressure of the working fluid. To ensure control control and compensation of asymmetries in the control of the toes of the wing, redundant position sensors are installed on each section, the signals from which are fed to KSU calculators. In the event of a control failure of at least one of the sections for any reason, the system generates a failure signal.

KSU interacts with the following equipment:

1. Systems included in the aircraft on-board equipment complex:

On-board digital computer system BTsVS;

integrated system of electronic indication and control KSEIU;

strapdown inertial navigation system BINS;

low-altitude radio altimeter (type RVM-95);

short-range navigation and landing radio engineering system (VIM-95, DME);

satellite navigation system (A-737-003);

weapon control system (SLA).

2. Aircraft equipment:

aircraft hydraulic system, with pressure sensors;

aircraft power supply system (SES);

airborne registration device (“Carat”, ZBN, EBN);

on-board measurement system (“Regatta”);

remote engine management system;

a control system for general aircraft equipment, including landing gear sensors: “front left compressed” - single channel, powered from the left side; “Front rack compressed” - single-channel, powered by starboard side; “Chassis removed” - four-channel, powered by four KSU reserves on the front landing gear, the command “cleaning (release) chassis released” (single-channel);

aircraft intercom equipment (MSPU);

hydraulic socks for wing socks and brake flaps;

buttons to turn off automatic control and bring to the horizon on the RUS;

handle unloading mechanism in the pitch channel (type MP-10) and controls for unloading the RUS and pedals;

sock control mode selection switches (in two cabs);

switches of inclusion of the modes "Drive";

switch of options of the “Reprogramming” mode.

3. The exchange of information between interacting equipment and KSU is carried out in accordance with GOST 26765.52-87. In this case, the OA terminal devices for communication with the ICIE are part of the KSU.

The KSU includes two identical KSU control panels (first and second cabs).

On the front panel of the remote control there are buttons for switching on (off) the operating modes of the KSU:

AP - automatic stabilization of the angular position of the aircraft or automatic control in the trajectory control mode (together with the trajectory control mode);

HIGH - automatic stabilization of barometric altitude;

SCOR - automatic stabilization of instrument speed (through the stabilizer channel);

TRKT. UPR. - trajectory control mode (director's management);

CLOSE UBR. - flap cleaning team;

CLOSE Pic. - a command to release the flaps into the landing position;

ODA. OFF - disable automatic overload limiting;

AWS. OFF - disables the automatic exit from the corkscrew;

ABT. DRIVE OFF - disabling the automatic removal of the KSU;

RESERVE. MODE - KSU switching to control laws implemented in the backup software version;

SOCKS - release of socks in a fixed (25 °) position;

SOCKS UBR. - cleaning socks. The last six buttons are closed with a transparent hinged lid with two fixed positions.

KSU control panels are connected to the KSU central control center via a digital communication line. Failures of the console and communication elements are monitored and displayed to the crew.

Claims (8)

1. The method of controlling the aircraft, according to which, using the aircraft control system, they automatically limit the operating limits of the angle of attack and normal overload, automatically limit the deviation of the rudder depending on the pressure head, automatically control the deflected wing socks depending on the current angle of attack and the position of the flaps , automatic control of flaps, reprogramming of the stability and controllability characteristics of the aircraft, while By means of a four-channel processor distributed computing part of the integrated control system, information is pipelined, each channel of the computing part of the integrated control system is designed to calculate control signals in a “channel-model” structure, for which sensor signals are converted, sensors are monitored using input information receivers, in the process of computing, they use the decisive and model processors, digital-to-analog converters and single-register registers and, control the drives to ensure the closure of the internal circuits of one channel of all drives, current and voltage amplification of commands to electrohydro valves, feedback signals to the digital drive control computer, monitor the work of the computing part, the secondary power supply of electrical devices and sensors of the integrated control system is carried out by stabilized voltage , through the digital computing part close the external circuit of the drive, and through the analog computing system - its internal tour. 2. The aircraft control method according to claim 1, whereby in each channel of the computing part of the integrated control system, when converting signals, phase-sensitive rectification of signals from induction sensors is carried out, isolation between the sensors and the sensor monitoring device, scaling of the input signals, high-pass filtering. 3. The aircraft control method according to claim 1, according to which, in each channel of the computing part of the integrated control system, the sensors are controlled by analog-to-digital conversion and preliminary processing of digitized input analog signals and one-time commands, while determining the correspondence of the input signals to their operating ranges and form signs of their serviceability for further calculations, filter elastic vibrations according to angular velocity signals, calculate altitude-speed parameters, calculate control signals the stabilizer, ailerons, rudder, wing socks, flaps according to the “backup” control algorithms, restrictive signals are calculated for the take-off and landing configuration of the aircraft, the signals are distributed to random access memory cells for transmission to external devices. 4. The aircraft control method according to claim 1, according to which in each channel of the computing part of the integrated control system using information data receivers for the “channel” processor and the “model” processor, the operation of the transmission line is controlled and, according to the results of this control, the received information words are recorded in the operational dual access memory for further processing. 5. The aircraft control method according to claim 4, according to which, in each channel of the computing part, the “channel” processor selects reliable input signals from four received data arrays from the sensor monitoring device of four reserves, and controls and limiting signals are calculated in accordance with the specified algorithms control in the “main” mode, give the calculated control signals through digital-to-analog converters to the control circuits of the actuators, give discrete one-time commands In order to ensure the correctness of the calculated control signals, they give out the signals necessary for broadcasting to external consumers through a high-speed transmitter of a serial bipolar code, control the calculations by comparing the results with similar data calculated in the model processor. 6. The aircraft control method according to claim 4, according to which in each channel of the computing part using the “model” processor, reliable input signals are sampled from four received data arrays from the four-reserve sensor monitoring device, control and limiting signals are calculated in accordance with predetermined algorithms control (“main” mode), give discrete one-time commands of serviceability of the calculated control signals, give signals in the form of a serial code from the built-in serial ort a drive control device for providing the input information of the digital drives control calculator constituting the drive control device for control calculation by comparing the results to similar data calculated in the processor "channel". 7. The aircraft control method according to claim 1, according to which, in each channel of the computing part of the integrated control system, when controlling the drives, the input signals received after analog-to-digital conversion are amplified and a control current proportional to the input signals is output to the control windings of the electric amplifiers of the respective drives, as well as accept and close the internal circuits of the actuators, transform in level and amplify in power one-time commands to turn on the electric steering valves at waters, switch the operating modes “main” and “standby”. 8. The aircraft control method according to claim 1, according to which, in each channel of the computing part of the integrated control system, when monitoring the operation of the computing part, an operative search for the failed removable unit is carried out, test control of the integrated control system, as well as adjustments are made and parameters are sent to external digital indicators .

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