RU2277698C1 - Mode of calibration of a sensor of an aerodynamic angle of a flying vehicle - Google Patents

Abstract

FIELD: the invention refers to measuring technique and may be used for calibration of sensors of an aerodynamic angle of flying vehicles.

SUBSTANCE: for achieving this result they measure the meanings of the local aerodynamic angle with the aid of the sensor of an aerodynamic angle, an angle of tilting of longitudinal bound axle of a flying vehicle in controlling plate relatively to the Earth and its ground speed. At that after calibrating mode they fulfill as a minimum one sounding mode of flight with the aim of definition of the average speed of the wind. On calibrating mode they measure an angular orientation of the flying vehicle relatively to the Earth. After completion of sounding and calibration modes they compute the speed of the flying vehicle as difference of its ground speed and the average speed of the wind and define calibration characteristics by comparison for one and the same moments of time of the measured local angle of orientation of the speed of the stream flow with an angle of orientation of the computated speed of the flying vehicle.

EFFECT: increases accuracy of definition of calibration characteristics.

5 cl, 2 dwg

Description

The invention relates to aircraft, in particular to methods for calibrating the sensors of the aerodynamic angles of an aircraft (LA). It can be used in the process of flight testing of new and modernized aircraft.

начала О его связанной системы координат (СК) относительно воздушной среды [Динамика летательных аппаратов в атмосфере. Термины, определения и обозначения. ГОСТ 20058-80. - М.: Государственный комитет СССР по стандартам, 1981. с.5, 11]. В качестве компонентов скорости

для индикации летчику используют углы ориентации скорости ЛА: углы атаки и скольжения ЛА.We define the terminology used below. Under the speed of an aircraft understand the velocity vector

beginning On its associated coordinate system (SC) relative to the air environment [Dynamics of aircraft in the atmosphere. Terms, definitions and designations. GOST 20058-80. - M .: USSR State Committee for Standards, 1981. p.5, 11]. As components of speed

for indication to the pilot, the angles of orientation of the speed of the aircraft are used: the angles of attack and slip of the aircraft.

вектора скорости

[там же, с. 12] ЛА. Углы атаки α и скольжения β ЛА определяют направление скорости

в скоростной СК ЛА [там же, с.8].Under the airspeed V LA understand the module

velocity vector

[ibid., p. 12] LA. The angles of attack α and slip β LA determine the direction of speed

in high-speed SC aircraft [ibid, p. 8].

ЛА на оси ОХ, OY, OZ связанной СК и также определяют модуль и направление вектора скорости

ЛА.The three components V _X , V _Y and V _Z represent the projection of speed

LA on the axis OX, OY, OZ associated SC and also determine the modulus and direction of the velocity vector

LA

By the angular orientation of the aircraft relative to the ground, we mean the values of the pitch angles ϑ, roll γ and yaw ψ [ibid., P. 9], or the matrix of guiding cosines [ibid., P. 43] between the axes OX, OY, OZ connected by the SC and the axes OX _g , OY _g , OZ _{g of} normal SC [ibid, p. 4]. The axis OX _g , as a rule, is directed to the geographic North Pole. The course angle ψ _k differs from the yaw angle ψ in the opposite direction of the positive reference.

ЛА понимают вектор скорости начала О его связанной СК относительно земли [там же, с. 12]. Под путевой скоростью

ЛА понимают проекцию земной скорости

ЛА на горизонтальную плоскость OZ_gX_g нормальной СК [там же, с.12]. Под углом наклона траектории θ понимают угол между направлением земной скорости

ЛА и горизонтальной плоскостью OZ_gX_g нормальной СК [там же, с.10]. Под углом пути Ψ ЛА понимают угол между осью OX_g нормальной СК и направлением путевой скорости

ЛА [там же, с.10]. Угол пути Ψ_к отличается от угла пути Ψ противоположным направлением положительного отсчета.Under earth speed

LA understand the velocity vector of the beginning About its associated SC relative to the earth [ibid, p. 12]. Under ground speed

LA understand the projection of earth's speed

LA on the horizontal plane OZ _g X _g normal SC [ibid, p.12]. By the angle of inclination of the trajectory θ is understood the angle between the direction of the earth's speed

LA and the horizontal plane OZ _g X _g normal SC [ibid, p.10]. Under the path angle Ψ aircraft understand the angle between the axis OX _{g of the} normal SK and the direction of ground speed

LA [ibid., P.10]. The path angle Ψ _to differs from the path angle Ψ in the opposite direction of the positive reference.

среды, не возмущенной ЛА, относительно земли [там же, с.12].Wind speed means speed

environment, not disturbed by the aircraft, relative to the earth [ibid, p.12].

The aerodynamic angle sensor (DAU) is a device for generating signals of measuring information about the current values of the aerodynamic angles corresponding to the local angles of attack α and glide β [Equipment for airborne and helicopter flight-side navigation systems. Terms and Definitions. GOST 22837-77, p. 5]. DAUs are usually weathervane type.

With the horizontal axis of rotation of the DAU vane, the aerodynamic angle of attack α _{m DAU} DAU is fixed at the installation site, i.e. local angle of orientation of the flow velocity in the vertical plane of symmetry of the aircraft. In order to improve the accuracy of measuring the angle of attack α LA in DAU angle of attack often use two flycars, mounted symmetrically on the left and right side surfaces of the fuselage. In this case, the local aerodynamic angle of attack α _{m DAU is} understood as the arithmetic mean value of the local angles of attack α _{m l DAU} and α _{m p DAU} recorded by the left and right flycars, respectively.

With the vertical axis of rotation of the DAU vane, the aerodynamic slip angle β _{m DAU of the} DAU is fixed at the installation site, i.e. also the local angle of orientation of the velocity of the incident flow relative to the longitudinal plane of symmetry of the aircraft.

The local angles of attack α _{m DAU} and slip β _{m DAU} DAU can differ by about 1.5 ... 2.0 times from the angles of attack α and slip β of the aircraft, since the air environment near the fuselage is perturbed by the aircraft itself [Kharin EA, Tsvetkov P.M., Volkov V.K. et al. Flight tests of flight-navigation equipment systems. - M.: Mechanical Engineering, 1986, p.87]. Therefore, for each type of aircraft, after installing the DAU, it is necessary to calibrate them, i.e. get the calibration characteristics of the DAU. Under the calibration characteristic of the measuring instrument (calibration characteristic) we understand the dependence ξ _o = f (ξ _in ) between the values of ξ at the input ξ _in and output ξ _{out of} the measuring instrument obtained experimentally [RMG 29-99 "Recommendations for interstate standardization. State support system unity of measurements. Metrology. Basic terms and definitions "]. The calibration characteristic may be expressed as a formula, graph, or table.

, измеряют значения местного аэродинамического угла с помощью датчика аэродинамического угла и с помощью установленного на носовой штанге ДУАС с заданной градуировочной характеристикой, по измеренным с помощью ДУАС значениям местного аэродинамического угла и градуировочной характеристике ДУАС определяют аэродинамический угол ЛА и сопоставляют его с измеренным с помощью датчика аэродинамического угла местным аэродинамическим углом, на основе этих сопоставлений формируют градуировочную характеристику датчика аэродинамического угла.A known method of calibrating the aerodynamic angle sensor (angle of attack or glide angle) of aircraft [Pashkovsky IM, Leonov VA, Poplavsky B.K. Flight tests of aircraft and processing of test results: A manual for students of aviation specialties of universities. - M .: Mashinostroenie, 1985, p.151-152], based on the use of a device mounted on the nose bar in front of the aircraft fuselage (ie, taken out into the unperturbed incident flow zone), also called the angle of attack and slip sensor (DUAS), whose calibration characteristics are known. The method consists in the fact that the aircraft reports deviations in the corresponding aerodynamic angle relative to its speed

the local aerodynamic angle is measured using the aerodynamic angle sensor and using the DUAS installed on the nose bar with a given calibration characteristic, the aerodynamic angle of the aircraft is determined from the values of the local aerodynamic angle and the calibration characteristic of the DUAS and compared with that measured using the aerodynamic sensor angle of the local aerodynamic angle, based on these comparisons form the calibration characteristic of the aerodynamic angle sensor a.

The disadvantage of this method of calibrating the DAU attack and glide of the aircraft using the DUAS is the need

- special structural modifications of the aircraft for installing a fairing for the nose rod of the DUAS and dismantling the fairing and DUAS after calibration;

- calibrations and adjustments of DUAS;

- work to determine the characteristics of the bend of the fuselage and the rod with large overloads arising at large angles of attack of the aircraft, to determine the amendments to the readings of the DUAS;

- numerical smooth differentiation of the angular velocity of rotation ω _Z LA relative to the OZ axis of the associated SC LA. [Pashkovsky I.M., Leonov V.A., Poplavsky B.K. Flight tests of aircraft and processing of test results. - M.: Mechanical Engineering, 1985, p. 152].

по аэродинамическому углу, измеряют земную скорость

, с помощью датчика аэродинамического угла измеряют значения местного аэродинамического угла, рассчитывают значение аэродинамического угла как величину угла между земной скоростью и проекцией продольной оси ЛА на контрольную плоскость и сопоставляют полученные в одни и те же моменты времени значения расчетных углов и местных аэродинамических углов, на основе этих сопоставлений формируют градуировочную характеристику аэродинамического угла ЛА от угла, определенного с помощью датчика аэродинамического угла местного аэродинамического угла.A prototype of the invention is the following method for calibrating the aerodynamic angle of attack sensor of an aircraft without the need for using the DUAS [Kharin E.A., Tsvetkov P.M., Volkov V.K. et al. Flight tests of flight-navigation equipment systems. - M .: Mashinostroenie, 1986, p.87-88, 67-68], in which the aircraft at some points in time report an angular deviation relative to its speed

aerodynamic angle, measure the earth's speed

using the aerodynamic angle sensor, the values of the local aerodynamic angle are measured, the value of the aerodynamic angle is calculated as the angle between the earth's speed and the projection of the longitudinal axis of the aircraft onto the reference plane, and the values of the calculated angles and local aerodynamic angles obtained at the same time points are compared based on of these comparisons form the calibration characteristic of the aerodynamic angle of the aircraft from the angle determined using the aerodynamic angle sensor of the local aerodynamic on the corner.

ветра, углов крена γ и скольжения β ЛА. Крен и скольжение ЛА контролируются летчиком и могут быть выдержаны на градуировочном режиме достаточно малыми, средняя же скорость

ветра определяется текущим состоянием атмосферы и может достигать десятков метров в секунду. При этом угол наклона траектории θ полета лежит в местной вертикальной относительно земли плоскости, содержащей вектор земной скорости

ЛА, а угол тангажа ϑ - в местной вертикальной относительно земли плоскости, содержащей продольную ось ОХ связанной СК и вектор скорости

ЛА. Угол между указанными плоскостями в местной горизонтальной относительно земли плоскости называют углом сноса, величина которого может изменяться от нуля (при отсутствии ветра) до 10°...15°. Следовательно, в описанном способе расчетный угол атаки α_p при наличии ветра в атмосфере не имеет физического смысла и поэтому не может определять угол атаки ЛА. Поэтому получить правильную градуировочную характеристику ДАУ указанным способом при наличии ветра невозможно.The disadvantage of the described method for calibrating the DAE in relation to the angle of attack α of the aircraft is the error Δα of determining the angle of attack of the aircraft, caused by the following circumstances. The angle of attack α of the aircraft lies in the plane of symmetry of the aircraft [Dynamics of aircraft in the atmosphere. Terms, definitions and designations. State standard of the USSR SSR GOST 20058-80. - M .: USSR State Committee for Standards, 1981. p.8]. The calculated angle of attack α _p = ϑ-θ does not have geometric meaning, it is located in the plane of symmetry of the aircraft only when the average velocity is equal to zero

wind, roll angles γ and slip β LA. The roll and glide of the aircraft are controlled by the pilot and can be maintained at a calibration mode sufficiently small, while the average speed

wind is determined by the current state of the atmosphere and can reach tens of meters per second. In this case, the angle of inclination of the flight path θ lies in the local plane vertical relative to the earth, containing the earth velocity vector

LA, and pitch angle ϑ - in a local plane vertical relative to the ground, containing the longitudinal axis OX of the associated SC and the velocity vector

LA The angle between the indicated planes in the local plane horizontal relative to the earth is called the drift angle, the value of which can vary from zero (in the absence of wind) to 10 ° ... 15 °. Therefore, in the described method, the calculated angle of attack α _p in the presence of wind in the atmosphere does not have physical meaning and therefore cannot determine the angle of attack of the aircraft. Therefore, it is impossible to obtain the correct calibration characteristic of the DAU in this way in the presence of wind.

ветра, угол наклона траектории θ определяет направление земной скорости

ЛА, а не направление его скорости

относительно воздушной среды, которая и определяет угол атаки α ЛА. Угол Δα в вертикальной плоскости между скоростью

и земной скоростью

ЛА определяет погрешность Δα=α_р-α расчетного значения α_p угла атаки ЛА для рассматриваемого случая. Эту погрешность можно оценить из выражения

(фиг.1). В частности, при значениях

; V=200 м/с и θ=10° указанная погрешность составляет недопустимо большую величину |Δα|≈0.5°. Модуль

средней скорости ветра и угол наклона θ траектории полета могут достигать и существенно больших значений, поэтому применение описанного способа градуировки ДАУ угла атаки ЛА при наличии ветра приводит к недопустимо большим погрешностям определения градуировочной характеристики ДАУ угла атаки ЛА.In addition, even in the particular case of coincidence of the considered planes, when the course ψ _{to the} aircraft coincides or is opposite to the direction of the average speed

wind, the angle of inclination of the trajectory θ determines the direction of the earth's speed

LA, not the direction of its speed

relative to the air environment, which determines the angle of attack α LA. The angle Δα in the vertical plane between the speed

and earth speed

The aircraft determines the error Δα = α _p −α of the calculated value α _{p of the} angle of attack of the aircraft for the case under consideration. This error can be estimated from the expression

(figure 1). In particular, at

; V = 200 m / s and θ = 10 °, the specified error is an unacceptably large value | Δα | ≈0.5 °. Module

the average wind speed and the angle of inclination θ of the flight path can reach significantly larger values, so the use of the described method for calibrating the DAE of the angle of attack of an aircraft in the presence of wind leads to unacceptably large errors in determining the calibration characteristics of the DAE of the angle of attack of the aircraft.

ЛА и ось OZ связанной СК ЛА [там же, стр.8]. Расчетный угол скольжения β_p=Ψ_к-ψ_к лежит в местной горизонтальной от земли плоскости и совпадает с плоскостью, в которой лежит угол скольжения только при нулевом крене γ ЛА.With respect to the slip angle β, this method has a similar disadvantage: an unacceptable error Δβ of determining the slip angle of the aircraft, also manifested in the presence of wind in the atmosphere. The slip angle β LA lies in the plane containing the velocity vector

The aircraft and the OZ axis of the associated SC aircraft [ibid., P. 8]. The estimated slip angle β _p = Ψ _k -ψ _k lies in the local plane horizontal from the ground and coincides with the plane in which the slip angle lies only at zero roll γ LA.

ЛА, а не азимутальное направление его скорости

относительно воздушной среды, которая и определяет угол скольжения β ЛА. В горизонтальной плоскости угол отклонения Δβ земной скорости

относительно скорости

ЛА определяет погрешность Δβ=β_p-β расчетного значения β_p угла скольжения ЛА для рассматриваемого случая. Эту погрешность можно оценить из выражения (фиг.2)For clarity, we consider the situation of zero roll of an aircraft in the presence of wind in the atmosphere at a horizontal calibration flight mode. The direction angle Ψ _k determines the azimuthal direction of the earth's velocity

LA, not the azimuthal direction of its speed

relative to the air environment, which determines the slip angle β LA. In the horizontal plane, the deviation angle Δβ of the earth velocity

regarding speed

The aircraft determines the error Δβ = β _p -β of the calculated value β _{p of} the aircraft slip angle for the case under consideration. This error can be estimated from the expression (figure 2)

ветра нормален вектору скорости

ЛА, то справедливо

,

. С учетом малости отношения

из выражения для погрешности |Δβ| следует

. При значениях

; V=200 м/с указанная погрешность составляет недопустимо большую величину |Δβ|≈2,9°. Скорость ветра может достигать и существенно больших значений, поэтому применение описанного способа градуировки ДАУ угла скольжения ЛА при наличии ветра приводит к недопустимо большим погрешностям определения градуировочной характеристики ДАУ угла скольжения ЛА.In particular, if the average velocity vector

wind is normal to the velocity vector

LA then fair

,

. Given the smallness of the relationship

from the expression for the error | Δβ | should

. At values

; V = 200 m / s the specified error is an unacceptably large value | Δβ | ≈2.9 °. The wind speed can reach significantly higher values, so the application of the described method for calibrating the DAE of the aircraft’s glide angle in the presence of wind leads to unacceptably large errors in determining the calibration characteristics of the DAE of the aircraft’s glide angle.

The objective of the invention is to improve the accuracy of determining the calibration characteristics of the DAU without using an additional device on the bow rod and taking into account the average wind speed.

The problem is solved using the method of calibrating the aerodynamic angle sensor of the aircraft, in which, in the calibration mode, the aircraft is informed of deviations in the aerodynamic angle relative to its speed, the values of the local aerodynamic angle are measured by the aerodynamic angle sensor, the angle of deviation of the longitudinal connected axis of the aircraft in the plane relative to the ground and its earth speed, characterized in that at least one probes are performed before or after the calibration mode In order to determine the average wind speed, the angular orientation of the aircraft relative to the ground is measured in the calibration mode, after the sounding and calibration modes are completed, the speed of the aircraft is calculated as the difference between its earth speed and average wind speed and the calibration characteristic is determined by comparison for the same time instants of the measured local angle of orientation of the velocity of the incoming flow with the angle of orientation of the calculated speed of the aircraft but.

During the sounding mode, a horizontal flight without sliding is performed, on which the air speed, ground speed and the angular orientation of the aircraft relative to the ground are measured, and the average wind speed is determined from the results of these measurements.

One sounding flight mode may be performed prior to the calibration mode. Additionally, after the calibration mode, the second sounding flight mode is performed, and the average wind speed in the calibration mode is calculated from the average wind speeds determined in the sounding modes.

In another embodiment, two sounding modes of horizontal flight without sliding are performed with the same airspeed and fixed courses, which are different for each of the modes, at which the ground speed and the angular orientation of the aircraft relative to the ground are measured, and the average wind speed is determined from the results of these measurements. On probing flight modes, the courses of the aircraft are directed in the opposite direction. Before the calibration mode, one pair of sounding flight modes can be performed, and after the calibration mode, a second pair of sounding flight modes is additionally performed; the average wind speed in the calibration mode is calculated from the average wind speeds determined in the sounding modes.

The present invention improves the accuracy of determining the calibration characteristics of the DAE angles of attack and glide aircraft without the need for a device on the bow rod (DUAS) by obtaining the calculated values of the angles of attack and glide taking into account the average wind speed.

The invention is illustrated by drawings.

Figure 1 shows a diagram illustrating the causes of the error Δα determine the calculated value α _{p the} angle of attack of the aircraft in the prototype of the invention.

Figure 2 shows a diagram illustrating the causes of the error Δβ determine the calculated value β _{p the} angle of attack of the aircraft in the prototype of the invention.

The proposed method for calibrating a DAU aircraft is as follows.

и угловую ориентацию ψ_кj, ϑ_j, γ_j ЛА относительно земли в j-е моменты времени (j=1, 2,...), после чего вычисляют среднюю скорость

ветра. В горизонтальном полете без скольжения направление скорости

ЛА совпадает с его курсом ψ_{к j} и, тем самым, известна не только воздушная скорость V_j, но и вектор скорости

. Поэтому вычисляют скорость ветра

, затем по выборке

измерений на зондирующем режиме вычисляют среднее значение

скорости ветра.Before or after the calibration mode, at least one probing horizontal non-slip flight mode (β≅0) is performed in order to determine the average wind speed, at which the air speed V _j , the ground speed

and the angular orientation ψ _кj , ϑ _j , γ _{j of the} aircraft relative to the ground at the jth instants of time (j = 1, 2, ...), after which the average speed is calculated

the wind. In horizontal flight without slipping, the direction of speed

The aircraft coincides with its course ψ _{to j} and, thus, not only the air speed V _{j is} known, but also the velocity vector

. Therefore, calculate the wind speed

, then sampled

measurements in sounding mode calculate the average value

wind speed.

.In the calibration mode, the aircraft is informed of deviations by the corresponding aerodynamic angle (angle of attack or angle of glide of the aircraft) relative to its speed, the aerodynamic angle sensor at the ith (i = 1, 2, ...) time points measure the local aerodynamic angle (angle attack α _{m DAU i} or glide angle β _{m DAU i} ), at the same time moments measure the angular orientation ψ _{to i} , ϑ _i , γ _{i of the} aircraft relative to the ground and its earth speed

.

ЛА как разность его земной скорости

и средней скорости

ветра в скоростной системе координат ЛА, т.е.

и определяют градуировочную характеристику α=ƒ(α_{м ДАУ}) (β=ƒ(β_{м ДАУС})) ДАУ сопоставлением для одних и тех же моментов времени измеренного местного угла ориентации скорости набегающего потока (угла атаки α_{м ДАУ i} или скольжения β_{м ДАУ i}) с углом ориентации вычисленной скорости

ЛА (углом атаки α_i или скольжения β_i ЛА).After completion of the probing and calibration modes, the speed is calculated

LA as the difference of its earth speed

and average speed

wind in the high-speed coordinate system of the aircraft, i.e.

and determine the calibration characteristic α = ƒ (α _{m DAE} ) (β = ƒ (β _{m DAES} )) DAE by comparing for the same time points the measured local angle of orientation of the velocity of the incoming flow (angle of attack α _{m DAU i} or slip β _{m DAU i} ) with the orientation angle of the calculated speed

LA (angle of attack α _i or slip β _i LA).

ветра на зондирующих режимах, выполняемых только до или только после градуировочного режима полета, может приводить к погрешности определения средней скорости

ветра на градуировочном режиме полета, а значит, и погрешности определения градуировочных характеристик ДАУ ЛА.The systematic component of wind speed (ie, average wind speed) varies in flight altitude, distance and time [I. Khivrich, NF Mironov, AM Belkin. Air navigation. Textbook for universities. - M .: Transport, 1984, p. 78-81]. Therefore, the determination of the average speed

wind at sounding modes, performed only before or only after the calibration flight mode, can lead to an error in determining the average speed

wind on the calibration flight mode, and hence the error in determining the calibration characteristics of the aircraft DAU.

Therefore, the first sounding mode is performed before the calibration mode, and after the calibration mode the second sounding mode is performed, the average wind speed in the calibration mode is calculated from the average wind speeds determined in the sounding modes (the average value for sounding modes is taken as the average wind speed).

ветра, до или после градуировочного режима выполняют как минимум одну пару зондирующих режимов горизонтального полета без скольжения с одинаковой воздушной скоростью V и фиксированными отличающимися на каждом из режимов курсами ψ_к1, ψ_к2, на которых также, как и было описано выше, измеряют земную скорость

и угловую ориентацию ψ_кj ϑ_j, γ_j ЛА относительно земли (j=1, 2,...) и вычисляют среднюю скорость

ветра, учитывая следующие соображения. В горизонтальном полете без скольжения направление скорости

ЛА совпадает с его курсом ψ_к и, тем самым, известна не только воздушная скорость V, но и вектор скорости

. Для первого зондирующего режима справедливоTo exclude the influence of the systematic error in measuring the airspeed V of the aircraft by the airborne system of air signals (SHS) on the calibration characteristic of the DAE, which can lead to the corresponding error in calculating the average speed

wind, before or after the calibration mode, at least one pair of sounding modes of horizontal flight without sliding is performed with the same airspeed V and fixed courses ψ _k1 , ψ _k2 differing in each of the modes, at which, as described above, the ground speed is measured

and angular orientation ψ _кj ϑ _j , γ _j aircraft relative to the ground (j = 1, 2, ...) and calculate the average speed

wind, given the following considerations. In horizontal flight without slipping, the direction of speed

The aircraft coincides with its course ψ _k and, thus, not only the air speed V, but also the velocity vector is known

. For the first probing mode,

Similarly for the second sounding mode

,

- единичные векторы, определяющие фиксированные курсы ψ_к1, ψ_к2 ЛА на первом и втором зондирующих режимах соответственно.Where

,

- unit vectors that determine the fixed courses ψ _k1 , ψ _{k2 of the} aircraft in the first and second sounding modes, respectively.

Averaging relations (1), (2) over the samples j, k, we obtain

Where will we find

[Корн Г., Корн Т. Справочник по математике для научных работников и инженеров. М.: Наука. Гл. ред. физ.-мат. лит. 1984, стр.396]. Произведение

определяет квадрат расстояния r_e между концами единичных векторов

и

при совмещении их начал. Погрешность определения средней скорости

ветра согласно зависимости (4) пропорциональна погрешности определения средней воздушной скорости

, которая, в свою очередь, согласно выражению (3) зависит от величины расстояния r_e. Из выражения (3) видно, что для осуществления предлагаемого способа необходимо, чтобы курсы ψ_к1 и ψ_к2 на зондирующих режимах отличались.Here, the upper right index "T" denotes the transposition of the matrix

[Korn G., Korn T. Handbook of mathematics for scientists and engineers. M .: Science. Ch. ed. Phys.-Math. lit. 1984, p. 396]. Composition

defines the square of the distance r _e between the ends of unit vectors

and

when combining their beginnings. Error in determining the average speed

wind according to dependence (4) is proportional to the error in determining the average air speed

, which, in turn, according to expression (3) depends on the distance r _e . From the expression (3) it is seen that for the implementation of the proposed method it is necessary that the courses ψ _k1 and ψ _k2 on the probing modes differ.

ветра, а следовательно, и градуировочной характеристики ДАУ, достигается, если курсы ψ_к1 и ψ_к2 на зондирующих режимах полета направлены противоположно. При этом выполняется условие

и согласно выражению (4) справедливоAccording to expressions (3), (4), the minimum error in calculating the average speed

wind, and hence the calibration characteristics of the DAE, is achieved if the courses ψ _k1 and ψ _k2 in the probing flight modes are directed opposite. In this case, the condition

and according to expression (4)

не влияют на погрешности определения средней скорости

ветра, а следовательно, и не вносят погрешности в определение градуировочной характеристики ДАУ. Это означает, что минимальная погрешность достигается, когда в паре зондирующих режимов полета курсы ЛА направлены противоположно.those. errors in determining average airspeed

do not affect the errors in determining the average speed

wind, and therefore, do not introduce errors in determining the calibration characteristics of DAE. This means that the minimum error is achieved when, in a pair of sounding flight modes, aircraft courses are directed opposite.

Again, since the average wind speed changes in flight altitude, distance and time, one pair of sounding flight modes is performed before the calibration mode, after the calibration mode, a second pair of sounding flight modes is performed, and the average wind speed in the calibration mode is calculated from the average wind speeds determined in the sounding modes.

Claims (6)

1. The method of calibrating the aerodynamic angle sensor of the aircraft, in which, in the calibration mode of the aircraft, deviations of the aerodynamic angle relative to its speed are reported, the values of the local aerodynamic angle are measured by the aerodynamic angle sensor, the angle of deviation of the longitudinal connected axis of the aircraft in the plane relative to the ground and its ground speed, characterized in that before or after the calibration mode, at least one sounding flight mode is performed in order to determining the average wind speed, the angular orientation of the aircraft relative to the ground is measured in the calibration mode, after the sounding and calibration modes are completed, the speed of the aircraft is calculated as the difference between its earth speed and average wind speed and the calibration characteristic is determined by comparing the measured local angle for the same time the orientation of the speed of the incident flow with the angle of orientation of the calculated speed of the aircraft. 2. The method according to claim 1, characterized in that during the said sounding mode, a horizontal flight without sliding is performed, on which the air speed, ground speed and the angular orientation of the aircraft relative to the ground are measured, and the average wind speed is determined from the results of these measurements. 3. The method according to any one of claims 1 and 2, characterized in that one probing flight mode is performed before the calibration mode, after the calibration mode, the second probing flight mode is performed, and the average wind speed in the calibration mode is calculated from the average wind speeds determined on the probing modes. 4. The method according to claim 1, characterized in that two sounding modes of horizontal flight are performed without sliding with the same airspeed and fixed courses, excellent for each of the modes, at which the ground speed and angular orientation of the aircraft relative to the ground are measured, and according to the results of these measurements determine the average wind speed. 5. The method according to claim 4, characterized in that in the sounding flight modes, the courses of the aircraft are directed opposite. 6. The method according to any one of claims 4 and 5, characterized in that one of the aforementioned pair of sounding flight modes is performed before the calibration mode, after the calibration mode, a second pair of sounding flight modes is performed, and the average wind speed in the calibration mode is calculated from the average wind speeds, defined in sounding modes.

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