RU2284058C2 - Flying vehicle automatic landing system - Google Patents

Abstract

FIELD: aeronautical engineering; systems for aerobatic flying vehicles.

SUBSTANCE: proposed system includes onboard equipment consisting of satellite navigational system complexed with inertial navigational system, trajectory parameters forming unit, automatic control system computer whose outputs are connected with electrohydraulic drive of oitch and heading control surfaces which are mechanically connected in their turn with respective control actuators; system is also provided with flying vehicle position sensors connected with automatic control system computer. Pilot indicator is connected with receiver of satellite navigational system. System is also provided with radio altimeter, comparator, localizer and glide-path receiver, glide-path and localizer radio beacons connected with it through radio channels, filtration unit for liner trajectory parameters of satellite navigational system and angular deviations from equal-signal zones of radio aids, two NOT circuits connected with comparator in series; two outputs of comparator are connected with 70- 60-maltitude selector and radio altimeter; system is also provided with two multiplier units.

EFFECT: enhanced accuracy and safety of automatic landing.

3 dwg

Description

The invention relates to the field of aviation technology, to systems and means of air traffic control, in particular to flight and navigation and radio equipment, and is intended for installation on maneuverable aircraft (LA), aimed at improving the accuracy and safety of automatic landing.

A known satellite aircraft landing system, including the airborne part of the satellite navigation system (SNA) interacting with the Earth’s navigation satellites, containing the SSS consumer’s avionics, an automatic control system for self-propelled guns connected to the aircraft’s landing path control devices, an onboard terminal of the communication system, the ground part of the SNA, the first ground-based equipment of the SNA consumer, installed at the beginning of the runway (runway), a ground computer connected to the input to its output, control point (KDP), control and correction station (KKS), associated ground equipment signal transmission line (LPS) on board the aircraft and connected to the inputs to the ground computer, an on-board trajectory landing computer, the inputs of which are connected to the outputs, is introduced into the onboard part of the system the on-board terminal of the communication system and on-board equipment of the SNA consumer, and its output is connected to the input of the ACS of the aircraft, the second additional ground-based equipment of the SNA consumer, located at the end of the runway, the output of which is connected to chen to the input of the ground computer (see Utility Model No. 9651, 1999, G 01 S 1/10, Kharin E.G., Sveshnikov E.V. and etc.).

However, the satellite landing system using the KKS in differential mode has insufficient accuracy, has a complex structure, is difficult to implement at aerodromes.

Known satellite landing system for an aircraft, including on board an aircraft self-propelled guns with a calculator, with sensors for angular and linear position of the aircraft and steering gears, a directional radio receiver for signals of glidepath and directional radio beacons (GRM and KRM), a computer for landing a tunable structure (VPS), consumer equipment of the SNA, connected in the differential mode of operation with space - navigation satellites and the ground part of the control and correction station (KKS), the first output is connected with the pilot indicator, the second output with the input of the first the first and second comparators of the WPS calculator, and the third and fourth outputs are connected to the first inputs of the first and second blocks of the division of the calculator of the WPS, the second inputs of the first and second comparators are connected to the outputs of the sources of shear stress along the distance of the glide path (GRM) and directional (CRM) of beacons, the second the inputs of the first and second blocks of division are connected respectively with the inputs of the first and second comparators, the outputs of the first and second blocks of division are connected with the first and second inputs of the radio signal of the timing and the SRM, the second output Its s are connected to the inputs of the blocks of the shear stress along the timing of the timing and Raman, and the outputs of the switching matrix are connected to the input of the ACS calculator (see Utility Model Certificate No. 21769, 2002. V. Kabachinsky and etc.).

However, this system using radio beacon means, by virtue of its operating principle, serves narrow sectors of space, it requires a rather complicated adjustment of the reception of signals from radio signal zones depending on the input of constant displacement distances of radio beacons at a particular aerodrome. The accuracy of such a system is insufficient. As you approach the beacon, instability occurs and the self-propelled guns must be turned off.

Closest to the claimed technical solution is the satellite landing system of the aircraft, consisting of a satellite navigation system (SNA), the airborne part of the aircraft containing the on-board equipment of the SNA consumers, integrated with the inertial navigation system IS, the unit for generating trajectory signals, an ACS computer, the outputs of which are connected to by servo-driven pitch and course control surfaces mechanically connected to respective steering gears, aircraft angular position sensors associated with CA calculator Connected to the pilot receiver SNA indicator, altimeter, a comparator, kursoglissadny receiver associated with it through the radio localizer and glide path (SRM, ASO) mounted on staffing position relative to the runway. RF patent No. 2040434, 1993. "Automatic landing landing control system", IPC B 64 C 13/18, G 05 D 1/00, ed. Babushkin S.A. However, in the known landing system, the navigation coordinates of latitude and longitude are used from the SNA and the pitch control law in the longitudinal channel is applied during landing, which leads to unjustified complication of the entire system. In addition, when approaching the beacons, the gain increases and the system becomes unstable, in the known system, the units for determining disturbances and adaptation units are used, which reduces accuracy and complicates the landing system. It increases the requirements for limiting the magnitude of external disturbances during landing at the airfield, which reduces safety.

SUMMARY OF THE INVENTION

The invention is aimed at improving the accuracy and safety of a satellite automatic aircraft landing system. In addition, it will improve the dynamic characteristics of the aircraft control system, reduce the requirements for the magnitude of external disturbances during landing on the airfield.

The essence of the claimed technical solution of the automatic landing system for an aircraft is that in the automatic landing system for aircraft, which contains on-board equipment in the onboard part of the aircraft, consisting of the satellite navigation system SNA, integrated with the inertial navigation system IS, connected to the onboard equipment of consumers trajectory signals for filtering and integration of the components of the aircraft velocity vector, computer calculator of the automatic control system Self-propelled guns, the outputs of which are connected with a servo-drive of the control surfaces in pitch and course, mechanically connected with the corresponding steering gears, aircraft angular position sensors, connected with the self-propelled guns, pilot indicator connected to the SNA receiver, radio altimeter, comparator, CRP directional receiver associated with it through glide path and directional radio beacons (GRM, CRM) installed on a regular location relative to the runway; to achieve this goal, an integration scheme has been introduced (f Ltration) of the linear trajectory parameters of the SNA and angular deviations from the equivalent signal zones of the RTS radio equipment, containing adders and integrators, the output of which is connected to the input of the ACS calculator, two multiplication units, two NOT circuits connected in series with a comparator, two inputs of which are connected to a height adjuster 60 -70 m and a radio altimeter. In this case, the first and second outputs of the block for generating trajectory parameters by deviations from the glide path and the runway center line are connected to the inputs of the first adders of the integration scheme, the third outputs along the range Dgrm and Dkm of the aircraft to the beacons (timing and KPM) are connected via multiplication blocks to the first inputs of the circuit integrators integration, the second inputs of the multiplication blocks through the circuit are NOT connected to the first two outputs of the control panel, the second outputs of which are connected to the first inputs of the second adders of the complexation circuit connected to the second inputs and integrators connected to the second inputs of the first adders, whose outputs are connected to second inputs of the second adder circuit interconnecting selected trajectory parameters is used for generating control signals aircraft landing.

This embodiment of the automatic landing system will improve accuracy while ensuring safety.

The list of figures in the drawings.

The invention is illustrated by the following figures:

figure 1 shows a functional diagram of an automatic aircraft landing system,

figure 2, 3 shows the kinematic relationships of the aircraft along the landing path.

Figure 1 shows

1 - the space part of the satellite navigation system (SNA) - artificial earth satellites (AES)

2 - consumer equipment on board the aircraft

3 - pilot SNA indicator

4, 5 - smoothing electric filters

6 - block generating trajectory signals

7 - height adjuster

12 - integrators

8, 9 - multiplication blocks

10 - scheme of integration (filtering)

11, 18 - adders

13, 14 - “NOT” schemes

15 - comparator

16 - aircraft angular position sensors

17 - ACS calculator

19 - radio altimeter

20 - electric actuator self-propelled guns

21 - steering surfaces

22 - directional radio receiver (KRP)

23 - course radio beacon (KRM)

24 - glide path beacon (GRM)

Information confirming the possibility of carrying out the invention

The automatic landing system of an aircraft contains a satellite navigation system 1, on-board part of the aircraft, on-board equipment of consumers (AP) of the SNA, integrated with the inertial navigation system IS 2, connected to the on-board AP, a unit for generating trajectory signals 6, intended for filtering and integrating components of the aircraft speed vector, incoming to it from the on-board equipment of consumers, an automatic control system computer SAU 17, the outputs of which are connected to a servo-drive of the pitch control surfaces and heading 20, mechanically connected with the corresponding steering surfaces 21, angular position sensors LA 16, connected with the self-propelled guns 17, pilot indicator 3 connected to the SNA receiver, radio altimeter 19, comparator 15, CRP 22 directional receiver connected to it via glide path and radio channels heading radio beacons (GRM 24, KPM 23), installed at the regular location relative to the runway. To achieve this goal, a complexing (filtering) scheme of 10 linear trajectory parameters of the SNA and angular deviations from the equal-signal zones of the RTS radio equipment was introduced, containing adders and integrators, the output of which is connected to the input of the SAU 17 computer, two multiplication units 8, 9, two HE 13 circuits , 14, connected in series with a comparator 15, the two inputs of which are connected to a setter of 60-70 m height and a radio altimeter 7, 8. Moreover, the first and second outputs of the block for generating trajectory parameters for deviations from the glide path and the runway 6 line of the runway 6 is connected to the inputs of the first adders 11 of the integration scheme 10, the third outputs along the range Dгрм and Dкрм ЛА to the radio beacons (GRM and KRM) are connected via multiplication blocks 8 and 9 with the first inputs of the integrators 12 of the integration scheme, the second inputs of the multiplication blocks through the circuit NOT 13, 14 are connected to the first two outputs of the control switch 22, the second outputs of which are connected to the first inputs of the adders 18 of the integration circuit connected to the second inputs of the integrators connected to the second inputs of the adders 11, the outputs of which are connected to the second m inputs of adders 18, the path parameters selected by the complexing circuit are used to generate control signals for landing the aircraft.

The system operates as follows.

ее изменение.Consumer navigation equipment onboard the SNA and IS 2 with a reception indicator 3 selects the working constellation of artificial Earth satellites (AES) - 1, searches for and tracks signals, processes the measured radio navigation parameters to determine the coordinates and speed of the aircraft consumer. SNS-2 includes 22 navigation satellites that are located in their orbits in such a way that at any time at least 4 satellites are observed at any point on the Earth; receiving a signal from the navigation satellite allows you to determine the necessary parameters on the aircraft. Due to the fact that the satellite communicates the constant parameters of its orbit through the communication channel, its coordinates are calculated on the aircraft: latitude φ, longitude λ, height H, velocity components V _x , V _y , V _z and the range D _n (t) is determined by the received signal between the aircraft and the satellite and

her change.

со спутника передается высокочастотный сигнал, модулированный по фазе с помощью временной функции, форма которой заранее известна и на спутнике, и на ЛА. По временному сдвигу между этим сигналом и сигналом со спутника определяется время прохождения радиоволн со спутника к ЛА и расстояние между ними, скорость

определяется по доплеровскому сдвигу принимаемого радиосигнала.When measuring navigation parameters D _n (t) and

a high-frequency signal is transmitted from the satellite, modulated in phase using a time function, the shape of which is known in advance both on the satellite and on the aircraft. The time shift between this signal and the signal from the satellite determines the transit time of radio waves from the satellite to the aircraft and the distance between them, speed

determined by the Doppler shift of the received radio signal.

Elements of the satellite’s orbit, which can be considered constant with high accuracy, are transmitted from the satellite to all consumers within 1-2 hours. The Cartesian coordinates X _sn , Y _sn , Z _{sn of the} satellite are calculated for the elements of the orbit and onboard time for any given (current) point in time. And already by the distances to three satellites located at known points in space, the location of the aircraft is determined; from the values of the rate of change of range to three satellites, the vector V of the ground speed of the aircraft is calculated.

The SNS-1-2 satellite navigation system includes consumer equipment - 2 with a receiver-indicator 3, selects the working constellation of artificial Earth satellites (AES) - 1, searches for and tracks signals, processes the measured radio navigation parameters to determine the coordinates and components of the consumer’s speed, S _SNS , Z _SNS. These parameters are obtained after filtering in blocks 4, 5 and integrating in the block for generating trajectory parameters 6 components of the velocity vector V _y , V _z , which are further integrated, determine the coordinates of the height and lateral deviation, which simplifies the landing system.

In the system under consideration, the satellite-1 receives a binary phase-shifted signal, the code of which is an individual accessory of each satellite. This allows all AES-1 to operate at a common carrier frequency without creating noticeable intra-system interference. The measured radio navigation parameters are the delay time and the Doppler frequency offset of the received radio navigation signal relative to its sample, formed on board the consumer. The delay time of the received signal relative to the consumer’s timeline includes the initial discrepancy between the consumer and the satellite’s time scales and the propagation delay of the signal along the satellite-consumer route. If the phases of the reference generators of the consumer and the satellite coincide (the difference in the time scales is zero), then the measured delay time is proportional to the distance between the satellite and the consumer. Otherwise, it is proportional to quasidality (pseudorange) and to estimate the coordinates, it is necessary to use quasidimensional or difference-ranging measurements.

Due to the fact that to determine the coordinates, it is necessary to have information about the location of the satellite-1 at each time point, ephemeris information should be available on board the consumer. To do this, on board the satellite, a rangefinder phase-shift keyed radio navigation signal undergoes additional phase manipulation by 0 and 180 ° in accordance with the information message represented by a sequence of zeros and ones. The information signal allocated on board the consumer carries information about the satellite motion parameters, and the rangefinding radio navigation signal carries information about the consumer’s motion parameters relative to the satellite.

When the time scales diverge Δt = const, the measured quasidality includes the quantity cΔt (c is the speed of light), therefore, the system of equations takes the form:

where the index i corresponds to the satellite number. To calculate X _p , Y _p , Z _p and Δt, it is necessary to measure four parameters (D _i + сΔt, i = 1, 2, 3, 4) and solve a system of four equations.

In quasi-dimensional measurements, the components of the consumer's velocity vector are estimated based on the results of measuring the frequency difference of the received signal and the onboard reference generator. Given the high stability of the reference generators and the sufficiently high accuracy of setting their nominal frequencies, the change in Δt during the navigation session is small and can be neglected when finding the coordinates of the consumer. When measuring speed, the dependence of Δt on time significantly affects the measurement error.

The peculiarity of approach systems is associated with the radio-electronic means (RTS) approach approach. The ACS control law is formed on the basis of the linear deviation of the aircraft from the equal-signal zones, despite the fact that the output signal of the RTS is proportional to the angle of deviation of the aircraft from these zones. This circumstance leads to the need to have on board additional information about changing the range to the beacon. The relationship between the angular and linear deviations from the equal-signal zones is determined by the relations for the heading beacon, figure 2

where ε _to - the angle of deviation of the aircraft from the equal-signal zone in the horizontal plane, rad;

for glide path beacon, figure 3

where ε _g is the angle of deviation of the aircraft from the equal-signal zone in the vertical plane, rad;

D is the projection of the horizontal distance of the aircraft from the CRM on the axis of the runway;

Z is the linear deviation of the aircraft from the centerline of the runway;

θ ₀ - the angle of the zero line of the glide path;

ξ _hl - linear deviation of the aircraft from the equal-signal timing zone;

N is the flight altitude of the aircraft with automatic or director control of the aircraft in the event of its deviation from the equal-signal zone of the CRM by a linear value; ξ - the steepness of the output signal of the course-glide path radio receiver (KRP) at the 1st deviation will be equal to

K _ξ = I _krp / ξ, μA · rad ^-1 ,

where I _KRP is the output signal of the KRP corresponding to the linear deviation of the aircraft from the equal-signal zone equal to ξ;

To _ξ is the current slope of the RTS signal;

ξ is the deviation of the aircraft from the equal-signal timing zone.

In the case of RTS measuring and emitting a signal proportional to the linear deviation of the aircraft from the equal-signal zone, the magnitude of this slope remains constant throughout the entire process of approach. When using information only about the angle of deviation of the aircraft from the equivalent signal area of the course, the value of the output signal of the control panel per unit of linear deviation from the course area, taking into account the expression ξ _к = Z / D, can be represented as:

where I ^* _RPC output signal RPC corresponding to the angular deviation of the aircraft from the equal-signal zone, equal to ε _to ;

To the _RTS - the steepness of the signal of the goniometric RTS, a constant value for the data of the RTS [μ · rad ^-1 ].

Therefore, during each LA approach by using information only from goniometric RTS, the steepness of the output signal of the control switch per unit of linear deviation will continuously increase as the aircraft approaches the runway. The value of the current range included in the expression for the parameter ε _k can be represented as

где

Where

D _o - the horizontal range of the start of the approach maneuver along the VP axis;

Δψ is the angle of rotation of the flight path of the aircraft in the horizontal plane, counted from the runway course.

Or

Then

Similarly, for longitudinal motion, we have

where I _{hydraulic fracturing} is the output signal of the timing, corresponding to the angular deviation of the aircraft from the equal-signal zone, equal to ε _hl , K _RTS is the steepness of the signal of the goniometric RTS [μA / rad].

Therefore, in each approach along the glide path of the reduction using information only from the goniometric RTS, the steepness of the hydraulic fracture output signal per unit of linear deviation from the equal-signal zone will continuously increase with decreasing aircraft altitude.

D _{Timing is} received from the GRM-24 repeater to the radio receiver of the signals of the course and glide zones-22.

An automatic landing of an aircraft includes measuring linear trajectory parameters from the signals of the satellite navigation system and the angular parameters of radio engineering systems in the associated coordinate system of the aircraft, generating control signals for the aircraft’s exit to the landing, and processing specified command signals from the SNA and RTS in the automatic landing landing control system. At the same time, the linear trajectory parameters measured by the SNA along the Y, Z axes, the range and angular deviations from the RTS equal-signal zones are complexed by filtering, comparison and integration, the average deviations from the glide path and from the axial line of the runway of the SNA parameters from the selected RTS signal are adjusted and refined the dependences of the trajectory parameters form the control signals for the aircraft landing, then, when the aircraft reaches the altitude of 70-60 m, the RTS control signals (circuits) are disconnected from the ACS computer and the landing control is transferred according to the SNA signals.

In addition, they generate control signals by landing the aircraft in accordance with the reloading control law in the longitudinal channel, determine the vertical acceleration and roll angle n _bridle , γ _ass from the signals of the angular deviation from the trajectory.

The rigidity of the requirements for the accuracy of aircraft movement along the equal-signal zones of beacons 23 and 24 under the action of external disturbances requires the use of astatic control laws in automatic control systems. Regardless of the type of ACS servo drive, the astatic control law is formed on the basis of an integral law containing the signal of the integral of the deviation from the given flight path. However, the application of integral laws is not always possible, both for structural and technical reasons, and from the point of view of ensuring the required dynamics of the aircraft-self-propelled guns system.

In self-propelled guns to control the trajectory movement, an angular deviation signal from a given trajectory, its derivative, and a number of other aircraft parameters are used. The algorithms for generating control signals n _bridle , γ _ass on the signals of angular deviation from the trajectory are as follows:

and in the side channel according to the algorithm:

where K (D) = 57.3 / D, i _εg , i _εk , μ _εg , μ _εk , T ₁ , T ₂ , T ₃ are gear ratios and time constants in the longitudinal and lateral channels, D is the range to the corresponding a beacon (GRM, CRM), N, Z - linear deviations from the glide path and the axis of the runway.

i _H = i _εg · K (D) is the deviation coefficient of the aircraft from the landing glide path in height;

i _Г = i _εг · К (D) - coefficient of deviation of the aircraft from the center line in the corner zone;

μ _H = μ _εg · K (D) - coefficient at the derivative of the linear deviation of the aircraft from the landing glide path in height;

μ _g = μ _εg · K (D) is the coefficient of the derivative of the linear deviation of the aircraft from the center line in the corner zone;

ΔН = ε _g · D is the linear deviation from the landing glide path in height, where ε _G is the coefficient for converting the corner zones into a linear deviation from the landing glide path in height;

Z = ε _K · D is the linear deviation from the center line in the corner zone, ε _K is the coefficient for converting the corner zones to linear deviation from the center line in the corner zone.

The automatic landing system of the aircraft, which was led to the glide path planning, determined by the glide signal supplied by the GRM-24 beacon installed in the runway alignment, and the KRM-23 directional beacon installed along the runway axis, receives signals from the directional radio receiver 22. The automatic landing system has a device for gradual decrease in gain as the aircraft approaches radio beacons, to the ground. At a height of H = 60 m, according to the signals of the height adjuster 7 and the radio altimeter 19, the comparator 15 turns off the signals of the radio receiver 22 ε _к , ε _g from СНС2 in two circuits NOT 13 and 14. Correction in block 10 of the SNA from the RTS is terminated and the automatic landing system of the aircraft again switches to control by the SNA. The ACS of the aircraft with the calculator 17 contains an electric hydraulic actuator 20 of the control surfaces 21 in pitch and course, sensors 22 deviations from the planning glide path, sensors 16 for vertical speed, barometric sensor for vertical speed, sensor for vertical accelerations, pitch and angular velocity sensors.

The technical stability of the system is characterized by its preservation during movement along a given trajectory of certain parameters within specified limits. These parameters include all aircraft motion parameters that have limit values (angle of attack, overload, roll angles, etc.), as well as parameters that determine the quality of the aircraft landing. Turning off the beacon signals at an altitude of 70-60 m and controlling the signals from the SNA solves the system instability problem, since the error does not accumulate along the landing path, which increases the stability of the system. The claimed automatic landing system has increased accuracy and reliability, which are achieved due to the selected structure of the automatic landing control of the entire system of control loops.

Claims (1)

An automatic landing system for aircraft, comprising on-board consumer equipment consisting of a satellite navigation system (SNA), integrated with an inertial navigation system (IS), in the onboard part of the aircraft (LA), a trajectory parameter generating unit for filtering and integrating components of the aircraft vector incoming to it from the on-board equipment of consumers, an automatic control system computer (ACS), the outputs of which are connected to the surface of the servo pitch and heading control, mechanically connected with the corresponding steering gears, aircraft angular position sensors, connected to the self-propelled guns calculator, pilot indicator connected to the SNA receiver, radio altimeter, comparator, directional radio receiver (RSC), associated with it via glide path and directional radio beacons (Timing, Raman), established by the standard location relative to the runway (Runway), characterized in that it introduced a block filtering linear trajectory parameters of the SNA and angular deviations about t equal-signal zones of radio engineering means (RTS), made on adders and integrators, two multiplication units, two NOT circuits, connected in series with a comparator, two inputs of which are connected to a height adjuster of 60-70 m and a radio altimeter, while the first and second outputs of the forming unit trajectory parameters for deviations from the glide path and the runway center line are connected to the inputs of the first adders of the filtration unit, the third outputs of the on-board equipment of consumers in the range Dгрм and Dкрм ЛА to the radio beacons GRM and KRM are connected through b multiplication ok with the first inputs of the integrators of the filtration unit, the second inputs of the multiplication units through the circuit are NOT connected to the first two outputs of the control panel, the second outputs of which are connected to the first inputs of the second adders of the filter unit connected to the second inputs of the integrators connected to the second inputs of the first adders, the outputs of which connected to the second inputs of the second adders, the path parameters selected by the filtering unit are used to generate control signals for landing the aircraft.

Images