RU2392186C2 - Method to control twin-engine aircraft and system to this end - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: in control of twin-engine aircraft, control signals are sent from pilot stick to aerodynamic control surfaces and gas dynamic elements representing adjustable nozzles that allow thrust vector deflection. Control signals come along two circuits: aerodynamic control surfaces remote control circuit and thrust vector deflection circuit, and are fed to computing system divided into to operating computing subsystems: primary and auxiliary. The latter is actuated at low flight speeds and large angles of attack. Control system comprises digital computing system consisting of four stand alone units: two operating computing subsystems, primary and auxiliary, altitude-speed parametre computing unit and gas-dynamic parametre computing unit communicated via digital flight data exchange communication channels.

EFFECT: better maneuverability, higher safety and stability due to multi-axis control over thrust vector.

25 cl, 7 dwg

Description

The invention relates to the field of automatic control, and more specifically to integrated control systems and remote control systems for the flight of an aircraft by deflecting the thrust vector, and can be applied in control systems of maneuverable aircraft.

The development of maneuverable aircraft for a long time took place within the framework of the “faster and higher” concept. However, soon after the transition to jet engines, it became clear that further expansion of the scope leads to significant and, in most cases, unjustified costs. After streamlining and stabilizing the field of application of maneuverable aircraft in the coordinates H and M (V _pr ), which occurred in the process of creating third-generation aircraft, further improvement of the characteristics went mainly in the direction of increasing maneuverability.

On fourth-generation aircraft, integrated layouts appeared, where in addition to the influx on the wing, the fuselage also became a carrier, a transition was made to aerodynamically unstable layouts using an adaptive wing or its elements and direct control of the lifting and lateral forces using remote control systems to provide the required sustainability and manageability. At present, the possibilities of increasing maneuverability by means of aerodynamics and layout are largely exhausted (“Aerodynamics, stability and controllability of supersonic aircraft.” Edited by G. S. Byushgens, M., “Science”, 1998).

It is well known that the efficiency of aerodynamic surfaces increases quadratically with increasing flight speed, and with a decrease in flight speed and an increase in angle of attack, it decreases significantly due to the shading of the tail unit, which leads to the stall and corkscrew phenomenon (M.G. Kotik. Critical modes of a supersonic aircraft. - M .: Engineering, 1967). The gas-dynamic control, on the other hand, grows in proportion to the number M, but at low flight speeds its efficiency does not vanish, which, in contrast to aerodynamic control, allows one to construct control of the aircraft even at supercritical angles of attack (α> 30 °).

Therefore, further improvement of the maneuverability characteristics of the aircraft is possible when mastering the flight at supercritical angles of attack, the so-called super-maneuverability mode, achieved by supplementing the usual aerodynamic control by means of aerodynamic control bodies by gas-dynamic control by means of a thrust vector deflected in flight.

A known axisymmetric nozzle drive system with a variable thrust vector having multiple power control loops (US Pat. No. 5,740988) comprising a multifunctional axis-symmetric nozzle thrust vector control system through six hydraulic drives deflecting supersonic engine nozzle flaps. In this case, it becomes possible to increase the reliability of the system by supplying three hydraulic drives from one hydraulic system, and the other three from another hydraulic system, or to reduce the available efforts of each hydraulic drive by increasing their number. A similar scheme, consisting of six hydraulic drives, is complicated in kinematics and cumbersome to implement, which inevitably reduces the reliability of the engine and the aircraft as a whole. Therefore, for implementation in the engine, a circuit with three hydraulic drives was adopted, similar to that in US Pat. No. 6142416, which provides a hydraulically redundant control system and control method for deviating the thrust vector of an axisymmetric nozzle.

The prior art method for controlling the thrust vector of marching engines (patent RU No. 2122510). The direction of the thrust vector in the known method is regulated by deflecting the engine nozzles with drives receiving signals relative to the predetermined values of the nozzle positions, thus creating a longitudinal moment.

Also known patents: RU No. 2122511 "Control of the aircraft by controlling the thrust vector" and RU No. 2122963 "Control system of a twin-engine aircraft by controlling the thrust vector".

Closest to the proposed method of controlling a twin-engine aircraft and a control system for its implementation are the method and control system described in patent RU No. 2122963.

A known method of controlling a twin-engine aircraft is that control signals from the pilot's control station are supplied to aerodynamic bodies and gas-dynamic bodies that provide thrust vector control, processing and generation of control signals are performed in a computer system, while control signals for each of the control elements are corrected in altitude and speed parameters and angle of attack, and the formation of the required deviation of the thrust vector is carried out by deflecting nozzles drives of gas-dynamic organs.

In the known system, the nozzles are rotated around axes that are inclined to the horizontal plane of the aircraft. Moreover, the signals for controlling the nozzles are formed in such a way that the nozzles are deflected only when the stabilizers and rudders are in close proximity to the limit, that is, when their capabilities are exhausted, or when the plane is at large angles of attack, and nozzle deflection occurs only in a limited range of pressure heads and heights.

The known control system of a twin-engine aircraft contains rotary nozzles of engines with hydraulic drives, to which functional blocks are connected, connected in series with each other. There are calculators of longitudinal and directional control of aerodynamic surfaces, sensors of angles of attack, high-speed pressure and altitude. A nonlinear gain corrector for the angle of attack, electronic and summing amplifiers, nonlinear amplifiers for longitudinal and directional control of aerodynamic surfaces, nozzle adders are introduced into the system. Also, correctors were introduced for the pressure head and nozzle height, and devices for selecting the minimum signal. Nozzles are located at an angle to the axis of rotation.

Due to the installation of the rotation axis of the rotary nozzles of the right and left engines at an angle to the horizontal plane of the aircraft, the known method and control system assume the interdependence of the roll and yaw channels with differential nozzle deviation. In addition, the control signals to the gas-dynamic control bodies come after the aerodynamic control has already been exhausted and they are the same for the aerodynamic and gas-dynamic control, which does not allow constructing full-fledged control at supercritical angles of attack and near-zero flight speeds and keeping the maneuver plane unchanged. This limits the maneuverability of the aircraft and makes it difficult to pilot.

Improving the maneuverability characteristics of the aircraft, increasing flight safety and stability of the aircraft by keeping the maneuvering plane unchanged and completely controlled during the entire maneuver at supercritical angles of attack and low flight speeds can be achieved by supplementing the usual aerodynamic control using aerodynamic controls, gas-dynamic control by means of a thrust vector deflected in flight. Moreover, as control subsystems in the control of the aircraft, in terms of access to controls, they must work independently of one another, each according to its own algorithms.

In addition, in the known aircraft control systems, single-axis thrust vector control (single axis control) is used. The advantage of gas-dynamic control to improve aircraft maneuverability most fully allows for multi-axis control (control along two axes of the deflected engine nozzle: vertical and horizontal).

The objective of the invention is to improve the maneuverability of the aircraft by enabling independent control of the aircraft for each of the control channels: pitch, yaw or roll while increasing flight safety, stability and controllability of the aircraft at large angles of attack, including supercritical, and near-zero flight speeds.

Another objective of the invention is to increase combat effectiveness due to the rapid turn of the axis of the weapon to the target with the possibility of advancing in the launch of the rocket and expanding the zone of possible launches.

The problem, in part of the first object, is solved due to the fact that in the control method of a twin-engine aircraft, control signals from the pilot's control station are transmitted to the aerodynamic controls of the aircraft and gas-dynamic controls, which are adjustable nozzles that provide thrust vector deviation, processing and formation control signals are produced in a computer system, while the control signals for each of the controls are adjusted for high-speed steam meters and the angle of attack, and the formation of the required deviation of the thrust vector is carried out by deflecting the adjustable nozzles of the right and left engines with the drives of gas-dynamic organs, while the control signals from the pilot's control station are divided into two paths, the remote control path of the aerodynamic organs and the thrust vector deflection path, and served into a computing system, divided into two functional computing subsystems, the main and complementary, the first into the main, and the second into the complementary; in the main computing subsystem, in the entire range of altitudes and flight speeds, the control signals of the aerodynamic organs remote control path going to the steering actuators of the aerodynamic organs are processed and generated, affecting such flight parameters as angular velocities, angles of attack and slip, normal and lateral overloads, changing and maintaining them within acceptable limits, as well as on parameters for changing the flight path, such as pitch, roll and yaw angles, speed and height flight at low flight speeds and large angles of attack, a complementary computing subsystem is included in the work, in which the thrust vector deviation path signals to the drives of the gas-dynamic organs are processed and generated control signals of the path; both computational subsystems work in a common information field, and in terms of access to control elements - jointly and independently from each other, while the aircraft is controlled by the joint functioning of aerodynamic and gas-dynamic bodies, creating control moments in the longitudinal, transverse and horizontal planes of the aircraft and realizing control on pitch, yaw and roll channels; at the same time, in each of the computational subsystems, pitch, roll, and yaw signals are summed with the signals from the flight parameter sensors, which are used as feedback to improve the stability and controllability characteristics of the flight, and, as feedbacks for signals entering the main computational subsystem, signals from sensors of angular velocities, angles of attack and slip, normal and lateral overloads, and for signals arriving at the complementary computing subsystem, signals from angular velocity sensors, angle of attack and slip; The signals generated in this way give: the first to the input of the steering drives of the aerodynamic controls, and the second through the control unit of the drives of the gas-dynamic organs, in which the movements of the drives of the gas-dynamic organs are synchronized and dynamically corrected, to the input of the drives of the gas-dynamic organs.

Thus complementary computational subsystem includes a work at flight speeds _{compression channel} q ≤150 kg / cm ² regardless of the current values of the angle of attack, and when q _SJ> 150 kg / ^cm2 - at angles of attack ranging from 15 ° to 20 °, where q _sz - compressible velocity head; at angles of attack above 20 °, the complementary computing subsystem works regardless of flight speed.

The complementary computing subsystem is turned off at a flight speed of Vp≥600 km / h, where Vpp is the instrumental flight speed.

In this case, the required deviation of the thrust vector is carried out depending on the estimated in-flight thrust efficiency of the right and left engines obtained during the flight.

In addition, the required deviation of the thrust vector is carried out taking into account the operating mode of each engine, while changing the input signals to each drive of gas-dynamic organs, depending on the diameter of the critical part of the adjustable nozzle and engine throttle response.

Moreover, the signals from the angular velocity sensors, used as feedback in the main computing subsystem, enter it through the digital communication channel from the complementary computing subsystem.

The signals from the sensors of the angle of attack and slip, used as feedback in the complementary computing subsystem, enter it through a digital communication channel from the computer altitude-speed parameters after filtering and converting to the true values of the angle of attack and slip of the aircraft.

In addition, pitch, roll and yaw signals entering the complementary computing subsystem are summarized in it with compensation signals for the weight component, inertial and gyroscopic moments, the information for the formation of which is supplied to the complementary computing subsystem from the altitude-speed parameters calculator, and the aircraft navigation system and engine management systems.

In this case, the formation in the complementary computational subsystem of signals for compensating the weight component, inertial and gyroscopic moments is carried out depending on the flight assessment of the current thrust efficiency of the right and left engines, trigonometric dependences of the pitch and roll angles of the aircraft, the moments of inertia and angular velocities of high and low pressure rotors right and left engines, for this, in the calculator of altitude-speed parameters from the signals of static and dynamic pressure Signals of the Mach number, true airspeed, altitude and true velocity head are generated.

The deviation of the adjustable nozzles is ensured by the deviation of the supersonic valves of the adjustable nozzle of each engine by three drives of gas-dynamic organs by moving the output rods.

At the same time, to move the output rods controlling the supersonic shutters of the nozzles, in the control unit of the drives of the gas-dynamic organs, the thrust vector of each engine is decomposed in two planes, vertical and horizontal, into components along the direction of the output rod of each drive, and then the recount from the rod moves to the deviation of the thrust vector in the vertical and horizontal planes of the engine.

In this case, control of the aircraft along the pitch channel can be ensured by jointly deflecting the nozzle flaps of each engine in the longitudinal plane of the aircraft and deflecting the stabilizer; along the roll channel - with the differential deviation of the nozzle flaps of each engine in the longitudinal plane and the differential deviation of the stabilizer and ailerons; along the yaw channel - with the joint deviation of the nozzle flaps of each engine in the transverse plane and the deviation of the rudders.

In addition, the synchronization of the movements of the drives of gas-dynamic organs is carried out taking into account the position of the center of the control ring of the adjustable nozzle of each engine, when the center of the control ring remains fixed on the axis of the nozzle when moving the output rod of each of the drives of the gas-dynamic organs, and the movement of all output rods of the drives starts and ends simultaneously , which is achieved by limiting the signals received at the input of the drives of gas-dynamic organs.

A dynamic correction of the movements of the drives of gas-dynamic organs for each adjustable nozzle is carried out by supplementing the mechanical feedback in the drives of the gas-dynamic organs by the electric one, which receives signals from the values of the positions of the output rods of each of the drives of the gas-dynamic organs and their speed through the feedback sensors of the feedbacks of the drives of the gas-dynamic organs.

The problem in part of the second object is solved due to the fact that the control system of a twin-engine aircraft contains aerodynamic controls of the aircraft and gas-dynamic controls, which are adjustable nozzles controlled by the drives of the gas-dynamic organs, right and left, with a thrust vector being deflected, connected to functional blocks including a computer control system for aerodynamic and gas-dynamic organs, sensors of the angle of attack and altitude and speed parameters, while the computing system is digital and consists of four functionally independent units: two computing subsystems, the main and the complementary, an altitude-speed parameters calculator and a control unit for the drives of gas-dynamic organs interconnected by digital communication channels for exchanging information on flight parameters, while the main computing subsystem forms a path for remote control of aerodynamic organs associated with steering gears of aerodynamic organs, and a complementary one - a path deviations of the thrust vector associated with the drives of gas-dynamic organs; the control system also additionally contains sensors of flight parameters, such as sensors of the angle of slip, normal and lateral overloads, angular velocities, and as a sensor of altitude and speed parameters, a sensor of static and dynamic pressure, in addition, the control system contains a control stick for the aircraft and sensors of the control station Pilot: the position of the pitch and roll control knob, the position of the pedals for yaw control and the position of the control levers of the right and left engines; the input of the main computing subsystem is connected to the outputs of the position sensors of the control stick for pitch and roll, with the outputs of the sensors of the angle of attack and slip, normal and lateral overloads, as well as with the output of the complementary computing subsystem for receiving signals from the sensors of angular velocity and position of the pedals along the channel digital communication, and its output - with the inputs of the steering drives of aerodynamic controls; the input of the complementary computing subsystem is connected to the outputs of the sensors: the position of the pitch and roll control knobs, the position of the pedals for yaw control, the position of the engine control levers, as well as the output of the angular velocity sensor, and its output by the digital communication channel to the main computing subsystem and through control unit for drives of gas-dynamic organs - with inputs of drives of gas-dynamic controls; the input of the altitude-speed parameter calculator is connected to the outputs of the sensors of angle of attack and slip and to the output of the sensor of static and dynamic pressure, and its output using digital communication channels with the main and complementary computing subsystems; wherein the adjustable nozzles are made with movable supersonic valves, which are connected to the drives of gas-dynamic organs.

At the same time, the digital communication channels providing the connection of the complementary computing subsystem with the main one, with the altitude-speed parameters calculator and with the control unit for the drives of gas-dynamic organs, are configured to transmit signals in both directions.

In addition, the input of the complementary computing subsystem is connected to the aircraft navigation system and to the engine control system.

In addition, the position sensors of the pitch and roll control knobs, the position of the yaw control pedals and the position of the left and right engine control levers are mechanically connected to the aircraft control handle, pedals, right and left engine control levers and electrically to the computer system.

Moreover, the input of the complementary computing subsystem is connected to the output of the angular velocity sensors by a digital communication channel.

The movable supersonic flaps of each of the adjustable nozzles are connected via output rods to three drives of gas-dynamic organs.

Moreover, the adjustable nozzles in the critical part are made with a control ring connected with the possibility of fixing on the axis of the nozzle with each of the output rods of the drives of gas-dynamic organs.

In addition, aerodynamic controls contain a stabilizer, ailerons and rudders.

The input of the main computing subsystem is connected to the outputs of the feedback sensors of the steering drives of the aerodynamic bodies, and the output of the control unit of the drives of the gas-dynamic bodies is connected to the inputs of the drives of the gas-dynamic bodies, which are connected through the output rods to the feedback sensors of the drives of the gas-dynamic bodies, the outputs of which are connected to the input of the drive control unit gas-dynamic organs.

In addition, the digital computing system is fourfold redundant.

The technical result provided by the above set of essential features consists of:

- to increase maneuverability and safety of control at large angles of attack, including supercritical (α> 30 °), and flight speeds close to zero due to improved stability and controllability of the aircraft through multi-axis regulation of the engine thrust vector in addition to aerodynamic control with the possibility of obtaining independent control of the aircraft on each of the channels, which eliminates the aircraft getting into the modes of stall and corkscrew, reduces the geometric space of maneuver and allows you to save the plane in complements maneuver unchanged and fully controlled during the execution of the maneuver.

Improving flight safety by eliminating the aircraft’s getting into stall and corkscrew modes, reducing the geometric space of maneuver and the ability to maneuver at flight speeds below evolving (near-zero), increasing combat efficiency by quickly turning the axis of the weapon to the target with the possibility of being ahead of the missile launch and expanding it zones of possible launches are ensured due to the fact that aerodynamic control at large angles of attack and low flight speeds is supplemented by gas-dynamic, moreover, bl Godard multi-axis thrust vectoring provided independent "decoupled" control of the aircraft in all axes, i.e. pitch, roll and yaw channels.

Other technical results are:

- ensuring the constancy of the maximum deviation of the thrust vector at each of the engine operation modes, depending on its throttle response;

- the construction of dynamic correction of the characteristics of the steering drives of gas-dynamic bodies and the synchronization scheme of the three control drives of gas-dynamic bodies to deviate the thrust vector with the required accuracy and the absence of spurious cross-moments;

- in-flight assessment of the current thrust efficiency of the engine to maintain a constant gradient of gas-dynamic control by flight modes;

- building the control of the aircraft at supercritical angles of attack around the velocity vector with compensations for the gyroscopic, weight and inertial components of the aircraft’s motion to maintain the flight path and keep the plane of maneuver unchanged;

- increased reliability due to redundancy of the electromechanical part of the engine control and fourfold redundant digital control part.

This allows not only to “untie” the axis of movement during control, but also to perform aerobatics or aerial acrobatics, to keep the control plane unchanged and fully controllable, and, therefore, to obtain completely controllable aircraft at supercritical angles of attack, which allows us to confidently talk about its future combat use, the purpose of which is to quickly turn the axis of the weapon to the target.

The invention is illustrated by drawings, which depict:

figure 1 is a functional block diagram of an aircraft control system;

figure 2 - adjustable nozzle with deflectable supersonic valves;

figure 3 is a section aa of figure 2;

figure 4 - conditions for the inclusion of complementary computing subsystem;

figure 5 - off conditions complementary computing subsystem;

figure 6 - conditions for assessing the current thrust efficiency of the right and left engines;

Fig.7 is a diagram of the direct and reverse recalculation of the angle of deviation of the valves in the movement of the output rods of the hydraulic actuators.

The control system of a twin-engine aircraft contains aerodynamic controls: stabilizer 25, ailerons 26 and rudders 27 (Fig. 1), as well as gas-dynamic controls - adjustable nozzles 35 (Fig. 2) with a deviating thrust vector of the right and left engines, controlled by drives 22 gas-dynamic organs.

Adjustable nozzles 35 in the aircraft control system are connected to functional blocks, including a computer system 28 for controlling aerodynamic and gas-dynamic bodies and sensors for flight parameters 9, 10, 11, 12, 13, and 14.

Computing system 28 (Fig. 1) is made digital and consists of four functionally independent units: two computing subsystems, the main 15 and the complementary 16, the altitude-speed parameters calculator 17 and the control unit 18 of the drives of the gas-dynamic organs, interconnected by digital communication channels 29, 30 and 31 for exchanging information on flight parameters (FIG. 1).

In this case, the main computing subsystem 15 forms a path for remote control of aerodynamic bodies associated with steering gears 19, 20, 21 of aerodynamic bodies, stabilizer 25, ailerons 26 and elevators 27, respectively. And the complementary computing subsystem 16 forms a thrust vector deflection path associated with the drives 22 of the gas-dynamic organs.

Both computing subsystems 15 and 16 are interconnected by a digital communication channel 29 to exchange information on flight parameters. In this case, through the digital communication channels 29 and 30, both computing subsystems 15 and 16 are in communication with the altitude-speed parameters calculator 17, which, in turn, is connected through the digital communication channel 30 to the complementary subsystem 16, and through the digital communication channel 29 the main computing subsystem 15. Thus, the complementary computing subsystem 16 forms a thrust vector deflection path connected through its digital communication channel 31 through the control unit 18 of the drives of gas-dynamic organs with drives 22 of gas-dynamic organs. Digital communication channels 29, 30 and 31, providing the connection of the complementary computing subsystem 16, respectively, with the main computing subsystem 15, with the altitude-speed parameters calculator 17 and with the control unit 18 of the drives of the gas-dynamic organs, are configured to transmit signals in both directions, creating Thus, the common information field for the functional blocks of the computing system 28.

The control system also contains sensors of flight parameters, such as sensors of angles of attack 14 and slip 13, normal 11 and side 12 overloads, angular velocities 10, static and dynamic pressures 9.

In addition, the control system includes a pilot control post 1 with a trimmer mechanism 2, a loading mechanism 3, an airplane control handle 4, pedals 5 and control levers 7 of the engines, left and right. The pilot’s control post also contains pitch 6.1 and roll 6.2 position sensors, pedal position sensors 6.3 for yaw control and position indicators for the control levers 8 of the right and left engines.

In this case, the aircraft control knob 4 is mechanically connected with the position sensors of the pitch control 6.1 and roll 6.2, the pedals 5 are mechanically connected with the pedal position sensor for yaw control 6.3, and the engine control levers 7 with the position sensors of the control levers 8 right and left engines, which, in turn, are electrically connected to the computer system 28. Sensors of flight parameters, including sensors of angles of attack 14, slip 13, normal 11 and side 12 overloads, angular velocities 10, as well as high-speed sensors tno-speed parameters, which is a static and dynamic pressure sensors 9, are also associated with the computing system 28.

Moreover, in the remote control path of the aerodynamic organs, the input of the main computing subsystem 15 of the computing system 28 is connected to the outputs of the position sensors of the handle in pitch 6.1 and roll 6.2, with the outputs of the sensors for angle of attack 14 and slip 13, normal 11 and side 12 overloads, with the output complementing the computing subsystem 16 for receiving signals from the angular velocity sensors 10 and the position of the pedals 6.3 through the digital communication channel 29, and its output is with the inputs of the steering drives 19, 20 and 21 of the aerodynamic controls, respectively GOVERNMENTAL stabilizer 25, aileron 26 and rudder 27, which in turn, through feedback sensors 24 output connected to the input of the primary computer subsystem 15.

In the thrust vector deflection path, the input of the complementary computing subsystem 16 is connected to the outputs of the sensors: the position of the pitch control lever 6.1 and the roll 6.2, the position of the pedals for yaw control 6.3, the position of the control levers 8 of the right and left engines and the angular velocity sensor 10, and its output through a control unit of 18 drives of gas-dynamic organs - with inputs of drives of 22 gas-dynamic bodies. In addition, the input of the complementary computing subsystem 16 is connected with the navigation system 32 of the aircraft and with the engine control system 33.

The input of the computer altitude-speed parameters 17 is connected to the outputs of the sensors of the angles of attack 14 and slip 13, static and dynamic pressures 9, and its output using digital channels 29 and 30 is connected to the main 15 and complementary 16 computing subsystems.

Adjustable nozzles 35 in the thrust vector deflection path through the drives 22 of the gas-dynamic organs through feedback sensors 23 are connected to the control unit 18 of the drives of the gas-dynamic bodies, one of the four functional units of the computing system 28. The input of the control unit 18 is connected to the outputs of the feedback sensors 23 of the drives gas-dynamic bodies, which, in turn, interact with the output rods of 34 drives 22 of gas-dynamic bodies. And the output of the control unit 18 is connected to the inputs of the actuators 22 of the gas-dynamic organs.

To increase the reliability of the digital computing system 28 is made fourfold.

The adjustable nozzles 35 (FIGS. 2, 3) of the right and left engines are made with movable supersonic flaps 36. The movable supersonic flaps 36 of each of the adjustable nozzles 35 are connected via output rods 34 with three actuators 22 of the gas-dynamic organs.

Adjustable nozzles 35 in the critical part are made with a control ring 37 connected with the possibility of fixing on the axis of the nozzle with each of the output rods of the actuators 22 of the gas-dynamic organs.

The control system by which the inventive method is implemented works as follows.

Control signals from the pilot's control post 1 go to aerodynamic bodies 25, 26, 27 and gas-dynamic bodies - adjustable nozzles 35, which provide thrust vector control.

Processing and formation of control signals is performed in a computing system 28.

In this case, the control signals from the pilot's control post 1 are divided into two paths (Fig. 1) —the path for remote control of aerodynamic bodies (AO AO) and the thrust vector deflection path (OBT), and fed to a computer system 28, divided into two functional computer subsystems , the main 15 and supplementing 16. Both computing subsystems work in a common information field, and in terms of access to controls - in parallel and independently from each other, each according to its own algorithms. The main computing subsystem 15 operates in the AO remote control path, and the complementary 16 in the OBT path.

The signals divided into two paths arrive, the first to the main 15, and the second to the complementary 16 computing subsystems.

In the main computing subsystem 15, in the entire range of altitudes and flight speeds, the control signals of the remote control AO path going to the steering drives of aerodynamic bodies 19, 20, 21 are processed and generated. At the same time, flight parameters such as angular velocities ω _z , ω _y , ω _x , angles of attack α and glide β, normal n _y and lateral n _z overloads, changing and maintaining them within acceptable limits, as well as by parameters of change in the flight path, such as pitch, roll and yaw angles, speed and flight altitude.

At low flight speeds and large angles of attack, the work includes the complementary computing subsystem 16, in which the processing and generation of control signals of the OVT path are carried out, which go to the drives 22 of the gas-dynamic organs, providing the required deviation of the thrust vector. In this case, the complementary computing subsystem is included in the work (see Fig. 4), at flight speeds q _cf ≤150 kg / cm ² , regardless of the current value of the angle of attack α, and for q _cf > 150 kg / cm ² - in the range of angles attacks α from 15 ° to 20 °, where q _cf is compressible velocity head; at angles of attack of α over 20 °, the complementary computing subsystem operates independently of flight speed. At a flight speed of Vp≥600 km / h, the complementary computing subsystem is turned off (see FIG. 5), where Vpp is the instrumental flight speed.

The required deviation of the thrust vector is carried out depending on the estimate obtained in flight of the current thrust efficiency of the right and left engines (see Fig. 6), according to which the assessment of the current thrust efficiency of the right and left engines is determined by the current average position of the engine control levers 7 for each of the engines and interpolating equations derived from the altitude and speed characteristics of the engine, depending on the number M, flight altitude and angle of attack. The greater the current thrust efficiency of the engines, the smaller the nozzle deviation is required to maintain the handling characteristics of the aircraft in different flight modes. Figure 6 illustrates the relative dependence of the calculated average value of the engine thrust (R ^cf. _c). In flight, the estimated thrust for each engine, left and right R _l and R _p ; the average estimated thrust of the engines R ^cf = R _l + R _p / 2 and the current calculated thrust R ⁽¹⁾ _s .

Since the deviation of the thrust vector depends on the diameter of the critical section of each adjustable nozzle, it should be adjusted according to the engine operating mode, determined by the angle of deviation of the pump regulator or the position of the control levers of 7 engines located in the cockpit, with which the input rocker of each pump regulator is rigidly connected. Therefore, to ensure the constant deviation of the thrust vector at each of the engine operating modes (throttle, maximum, afterburner), it is necessary to change the input signals to each drive, thus regulating its course. Therefore, the required deviation of the thrust vector is carried out taking into account the operating mode of each engine, while changing the input signals to each drive 22 of the gas-dynamic organs, depending on the diameter of the critical part of the adjustable nozzle 35 and engine throttle response.

Moreover, in each of the computing subsystems 15 and 16, the pitch, roll, and yaw signals are summed with the signals from the flight parameters sensors, which are used as feedback to improve stability and flight control characteristics (see Fig. 1).

As feedbacks for the signals arriving at the main computing subsystem 15, signals are received from the sensors of angular velocities 10, angles of attack 14 and slip 13, normal 11 and lateral 12 overloads.

In this case, the signals from the angular velocity sensor 10, used as feedback in the main computing subsystem 15, enter it through a digital communication channel 29 from the complementary computing subsystem 16.

For the signals entering the complementary computing subsystem 16, the signals from the sensors of angular velocities 10, angles of attack 14, and slip 13 are used as feedback.

In this case, the signals from the sensors of the angle of attack 14 and slip 13, used as feedback in the complementary computing subsystem, enter it through a digital communication channel 30 from the computer altitude-speed parameters 17 after filtering and converting into true values of the angle of attack and slip of the aircraft. For this, in the calculator of the altitude-speed parameters 17, receiving the initial information from the static and dynamic pressure sensor 9, not only the values of the number M are calculated, but also the values of the true and instrumental flight speed, altitude and true value of the pressure head.

In addition, pitch, roll and yaw signals entering the complementary computing subsystem 16 are summarized therein with signals for compensating the weight component, inertial and gyroscopic moments to maintain the flight path and keep the plane of maneuver unchanged, the information for forming which into the complementary computing subsystem 16 comes from the computer altitude-speed parameters 17, the navigation system of the aircraft 32 and the engine control system 33.

The formation in the complementary computing subsystem 16 of the signals for the compensation of the weight component, inertial and gyroscopic moments is carried out depending on the current assessment of the thrust efficiency of the right and left engines, trigonometric dependences of the pitch and roll angles, inertia moments and angular velocities of the high and low pressure rotors of the right and left engines. For this, in the calculator of the altitude-speed parameters 17, the signals of the Mach number, true airspeed, altitude and true speed head are formed from the signals of static and dynamic pressures.

All control signals for each of the controls are adjusted for altitude and speed parameters and angle of attack.

The essence of the proposed method is as follows.

By means of the main computing subsystem, the 15 pilot deflects the aerodynamic controls, creating control moments in the remote control path of the aerodynamic organs, changing the angular velocities, the angles of attack and slip, the longitudinal, normal and lateral overloads of the aircraft (the center of mass movement), thereby changing the flight path to longitudinal and lateral plane (movement around the center of mass) due to changes in pitch, roll and yaw angles, vertical and horizontal speed and height flight. In turn, the values of angular velocities, angles of attack and slip, normal and lateral overloads of the aircraft, measured by sensors of flight parameters, respectively, 10, 14, 13, 11 and 12, as negative feedback, go to the same computing subsystem 15 to improve stability and controllability, the formation of cross-links necessary to control at large angles of attack, to obtain an astatic limitation of permissible angles of attack and normal overload, to provide a multi-functional automatic and director control, increase the comfort and efficiency of aircraft control.

In order to increase maneuverability and safety of control at large angles of attack, including supercritical (α> 30 °), and flight speeds close to zero, in addition to aerodynamic control, an additional computing subsystem 16 for controlling gas-dynamic control elements is included in the work, allowing maintaining the required control in modes where aerodynamic control becomes insufficiently effective. At the same time, using the same controls in the cockpit, the pilot also rejects the gas-dynamic controls, creating additional control moments, and the angular velocities, angles of attack and slip of the aircraft, measured by sensors of flight parameters, respectively, 10, 14 and 13 are used as feedbacks. . In addition, due to the formation of altitude-speed parameters 17 from the values of static and dynamic pressures measured by the respective sensors 9 in the calculator, signals of the Mach number , true airspeed, altitude and true head pressure, which, together with an in-flight assessment of the current thrust efficiency of the engine, calculation of the trigonometric functions of the pitch and roll angles of the aircraft, the obtained inertia moments and angular velocities of the high and low pressure rotors of the right and left engines allow to compensate for the gyroscopic, weight and inertial component of the aircraft’s movement, significantly increasing the comfort and accuracy of piloting the aircraft.

Thus, both computing subsystems 15 and 16 operate in a common information field, and in terms of access to control elements, they work together and independently from each other, each according to its own algorithms. At the same time, the aircraft is controlled by the joint functioning of aerodynamic and gas-dynamic bodies, creating control moments in the longitudinal, transverse and horizontal planes of the aircraft and realizing independent (“untied”) control along the pitch, yaw and roll channels.

The formation of the required deviation of the thrust vector to create control moments for pitch, roll and yaw is carried out by deflecting the adjustable nozzles 35 by the actuators 22 of the gas-dynamic organs.

Moreover, the thrust vector deviation is provided due to the deviation of the supersonic flaps of the adjustable nozzle 35 of each engine by three actuators 22 of the gas-dynamic organs by moving their output rods 34.

To move the output rods 34 that control the supersonic flaps 36 of the nozzles 35, the thrust vector of each engine is decomposed in two planes, vertical and horizontal, into components along the output shaft of each drive 22. Due to the impossibility of measuring the actual angles of deviation of the thrust vector on the plane, then carry out the counting from the strokes of the rods to the deviation of the thrust vector in the vertical and horizontal planes of the engine (see Fig.7). Figure 7 shows the decomposition of the thrust vector of each engine in two planes, vertical α and horizontal β, taking into account the engine throttle response, described through the functional K, into components along the output shaft of each drive 22. For example, when the thrust vector is deviated in two planes together the predetermined displacement of the rod of the first drive Хшт ₁ ^back consists of two components Хшт ₁ ^back = Кr1 α + Кr4 β, in the same way the set displacements of the rod of the second Хшт ₂ ^back and the third drive Хшт ₃ ^{back are formed} . The reverse counting is carried out according to the current movements of the rods, respectively, of the first Xst ₁ ^tech , the second Xst ₂ ^tech and the third Xst ₃ ^tech drives.

In this case, control of the aircraft along the pitch channel is ensured by the joint deviation of the supersonic flaps 36 of the adjustable nozzle of each engine 35 in the longitudinal plane of the aircraft and the deviation of the stabilizer 25; along the roll channel - with the differential deviation of the supersonic flaps 36 of the adjustable nozzle of each engine 35 in the longitudinal plane and the differential deviation of the stabilizer 25 and ailerons 26; along the yaw channel - with the joint deviation of the supersonic flaps 36 of the supersonic nozzles of each engine 35 in the transverse plane and the deviation of the rudders 27.

The synchronization of the movements of the drives (see FIGS. 2 and 3) of the gas-dynamic organs is carried out taking into account the position of the center (a) of the control ring 37 of the adjustable nozzle 35 of each of the engines, when the center remains fixed on the axis of the nozzle when moving the output rod 34 of each of the drives 22 of the gas-dynamic organs and the movement of all output rods 34 of the actuators 22 begins and ends simultaneously, which is achieved by limiting the signals received at the input of the actuators 22 of the gas-dynamic organs. This ensures that control channels do not interfere with each other.

The dynamic correction of the movements of the drives of the gas-dynamic organs for each adjustable nozzle is carried out by supplementing the mechanical feedback in the drives of the gas-dynamic organs by the electric one, which receives signals from the values of the positions of the output rods of each of the drives of the gas-dynamic organs and the speed of their movement through the feedback sensors of 23 drives 22 of the gas-dynamic bodies.

The signals generated in this way are fed, the first to the input of the steering drives 19, 20 and 21 of the aerodynamic controls, and the second through the control unit of the drives of the gas-dynamic bodies 18, in which the hydraulic drives are synchronized and dynamically corrected, to the input of the drives 22 of the gas-dynamic bodies (see Fig. 1).

An example of a specific implementation of the proposed method

поступает в основную вычислительную подсистему 15, где корректируется по сигналам статического (P_ст) и динамического (Р_дин) давлений, замеряемых соответственно датчиком статического и динамического давлений 9, и по каналам цифровой связи 30 и 29 передающихся от вычислителя высотно-скоростных параметров 17 через дополняющую вычислительную систему 16, далее он поступает на вход рулевых приводов 19 стабилизатора. Под действием отклонения стабилизатора 25 самолет изменяет угловую скорость тангажа (ω_Z), которая замеряется датчиком угловой скорости тангажа 10, нормальную перегрузку (n_у), которая замеряется датчиком нормальной перегрузки 11, и угол атаки (α), который замеряется датчиком угла атаки 14. Замеренные сигналы поступают в основную вычислительную подсистему 15, где также корректируется по сигналам статического (P_ст) и динамического (P_дин) давлений, суммируются между собой и в качестве отрицательной обратной связи суммируются с сигналом хода ручки управления 4 по тангажу

, тем самым, останавливая избыточное отклонение стабилизатора 25. Отклонение стабилизатора 25 замеряется датчиками 24 обратной связи рулевых приводов стабилизатора, сигнал с которых поступает на соответствующие входы основной вычислительной подсистемы 15.In the longitudinal control channel, the pilot deflects the pitch control knob 4, which is measured by the pitch control 6.1 position sensor, and the pitch control handle travel signal

enters the main computing subsystem 15, where it is corrected by the signals of static (P _st ) and dynamic (P _din ) pressures, measured respectively by the static and dynamic pressure sensor 9, and through digital communication channels 30 and 29 transmitted from the computer of altitude-speed parameters 17 through supplementing the computing system 16, then it enters the input of the steering gears 19 of the stabilizer. Under the influence of the deflection of the stabilizer 25, the aircraft changes the pitch angular velocity (ω _Z ), which is measured by the pitch angular velocity sensor 10, the normal overload (n _у ), which is measured by the normal overload sensor 11, and the angle of attack (α), which is measured by the angle of attack sensor 14 . The measured signals are supplied to the main processing subsystem 15, which is also adjusted by static signals (P _st) and dynamic (P _dyn) pressures are added together and summed with the signal brook stroke as negative feedback and pitch control 4

thereby stopping the excessive deviation of the stabilizer 25. The deviation of the stabilizer 25 is measured by the feedback sensors 24 of the stabilizer steering drives, the signal from which is fed to the corresponding inputs of the main computing subsystem 15.

поступает также и в дополняющую вычислительную подсистему 16 и через блок управления 18 приводов газодинамических органов перемещает приводы 22, отклоняя газодинамические органы 35 в вертикальной плоскости. Это отклонение замеряется датчиками обратной связи 23 приводов газодинамических органов, сигнал с которых поступает на соответствующие входы дополняющей вычислительной подсистемы 16. При этом сигналы по изменению угловой скорости тангажа (ω_Z), которая замеряется датчиком угловой скорости тангажа 10, и угла атаки (α), который замеряется датчиком угла атаки 14, поступают в дополняющую вычислительную подсистему 16 в качестве обратной связи, где сигнал угла атаки корректируется в функции угла атаки.Pitch control stroke signal

also enters the complementary computing subsystem 16 and, through the control unit 18 of the drives of the gas-dynamic organs, moves the drives 22, deflecting the gas-dynamic bodies 35 in a vertical plane. This deviation is measured by feedback sensors of 23 drives of gas-dynamic organs, the signal from which is fed to the corresponding inputs of the complementary computing subsystem 16. Moreover, the signals are from the change in the pitch angular velocity (ω _Z ), which is measured by the pitch angular velocity sensor 10, and the angle of attack (α) , which is measured by the angle of attack sensor 14, is supplied to the complementary computing subsystem 16 as feedback, where the angle of attack signal is adjusted as a function of the angle of attack.

поступает в основную вычислительную подсистему 15, где корректируется по сигналам статического (P_ст) и динамического (Р_дин) давлений, замеряемых соответственно датчиком статического и динамического давлений 9, и по каналам цифровой связи 30 и 29 передающихся от вычислителя высотно-скоростных параметров 17 через дополняющую вычислительную систему 16. Далее он поступает на вход рулевых приводов 20 элеронов и 19 стабилизатора для дифференциального отклонения элеронов 26 и стабилизатора 25. Под действием отклонения элеронов 26 и дифференциального отклонения стабилизатора 25 самолет изменяет угловую скорость крена (ω_x), которая замеряется датчиком угловой скорости крена 10. Замеренный сигнал поступает в основную вычислительную подсистему 15, где корректируется по сигналам статического (Р_ст) и динамического (Р_дин) давлений, и в качестве отрицательной обратной связи суммируется с сигналом хода ручки управления по крену

, тем самым останавливая избыточное отклонение элеронов 26 и стабилизатора 25. Отклонение стабилизатора 25 замеряется датчиками обратной связи 24 рулевых приводов стабилизатора, сигнал с которых поступает на соответствующие входы основной вычислительной подсистемы 15. Соответственно и отклонение элеронов 26 замеряется датчиками обратной связи 24 рулевых приводов элеронов, сигнал с которых поступает на соответствующие входы основной вычислительной подсистемы 15.Similarly, in the lateral control channel, the pilot deflects the control stick 4 along the roll, which is measured by the roll control position sensor 6.2, and the roll control signal travels

enters the main computing subsystem 15, where it is corrected by the signals of static (P _st ) and dynamic (P _din ) pressures, measured respectively by the static and dynamic pressure sensor 9, and through digital communication channels 30 and 29 transmitted from the computer of altitude-speed parameters 17 through complementary computing system 16. Then it enters the input of the steering drives 20 ailerons and 19 stabilizer for the differential deviation of the ailerons 26 and the stabilizer 25. Under the influence of the deviation of the ailerons 26 and differential deviation of the stabilizer 25 the plane changes the angular velocity of the roll (ω _x ), which is measured by the angular velocity sensor 10. The measured signal enters the main computing subsystem 15, where it is corrected by the signals of static (P _st ) and dynamic (P _din ) pressure, and as negative feedback is summed with the roll control signal

thereby stopping the excessive deviation of the ailerons 26 and the stabilizer 25. The deviation of the stabilizer 25 is measured by the feedback sensors 24 of the stabilizer steering drives, the signal from which is fed to the corresponding inputs of the main computing subsystem 15. Accordingly, the deviation of the ailerons 26 is measured by the feedback sensors of the 24 steering ailerons, the signal from which is supplied to the corresponding inputs of the main computing subsystem 15.

поступает также и в дополняющую вычислительную подсистему 16, где он корректируется через тригонометрические функции угла атаки и в качестве прямой и перекрестной связи через блок управления 18 перемещает приводы 22 газодинамических органов, дифференциально отклоняя газодинамические органы (сверхзвуковые створки 36 регулируемых сопел 35) в вертикальной плоскости для управления по каналу крена и в горизонтальной плоскости для управления по каналу рыскания. Это отклонение замеряется датчиками обратной связи 23 приводов газодинамических органов, сигнал с которых поступает на соответствующие входы дополняющей вычислительной подсистемы 16. При этом изменение угловой скорости крена (ω_x) и рыскания (ω_y), которые замеряются датчиками угловой скорости крена и рыскания 10, поступают в дополняющую вычислительную подсистему 16 в качестве обратной связи, где сигналы угловых скоростей посредством тригонометрических функций угла атаки переводятся из связанной системы координат в полусвязанную для управления не вокруг продольной оси самолета, чего на больших углах атаки не позволяет осуществить эффективность управляющих органов, а вокруг вектора скорости. Затем их сумма в качестве отрицательной обратной связи складывается с сигналом хода ручки 4 управления по крену

тем самым останавливая избыточное отклонение газодинамических органов управления.Roll control 4 travel signal

also enters the complementary computing subsystem 16, where it is adjusted through the trigonometric functions of the angle of attack and, as a direct and cross-connection through the control unit 18, moves the actuators 22 of the gas-dynamic organs, differentially deflecting the gas-dynamic organs (supersonic flaps 36 of the adjustable nozzles 35) in a vertical plane control along the roll channel and in the horizontal plane for control along the yaw channel. This deviation is measured by the feedback sensors of 23 drives of gas-dynamic organs, the signal from which is fed to the corresponding inputs of the complementary computing subsystem 16. Moreover, the change in the angular roll speed (ω _x ) and yaw (ω _y ), which are measured by the sensors of the angular velocity of the roll and yaw 10, enter the complementary computing subsystem 16 as feedback, where the signals of angular velocities by means of trigonometric functions of the angle of attack are transferred from a connected coordinate system to a semi-connected for control phenomena not around the longitudinal axis of the aircraft, which at large angles of attack does not allow the effectiveness of the governing bodies, but around the velocity vector. Then, their sum as negative feedback is added to the roll signal of the roll control knob 4

thereby stopping the excess deviation of the gas-dynamic controls.

In the control channel at the heading, the pilot deflects the pedals 5, which is measured by the pedal position sensor 6.3, and the pedal travel signal (X _n ) enters the main computing subsystem 15, where it is corrected by the static (P _st ) and dynamic (P _din ) signals, measured respectively by the sensor of static and dynamic pressures 9, and via digital communication lines 30 and 29 it is transmitted from the altitude-speed parameter calculator 17 through the complementary computing subsystem 16. Then it is fed to the input of the steering drives 21 rudders. Under the influence of the rudder deflection 27, the aircraft changes the yaw rate (ω _y ), which is measured by the yaw rate sensor 10, the lateral overload (n _Z ), which is measured by the lateral overload sensor 12, and the slip angle (β), which is measured by the slip angle sensor 13. The measured signals are fed to the main computing subsystem 15, where it is also corrected by the signals of static (P _st ) and dynamic (P _dyn ) pressures, are summed together and, as negative feedback, are summed with the signal ohm pedal stroke (X _n ), thereby stopping the excessive deviation of the rudders 27. The deviation of the rudders 27 is measured by feedback sensors 24 steering actuators rudders, the signal from which is fed to the corresponding inputs of the main computing subsystem 15.

и угловой скорости крена (ω_x) которые корректируется по сигналам статического (Р_ст) и динамического (Р_дин) давлений, замеряемых соответственно датчиком статического и динамического давлений 9 и передаваемых по каналам цифровой связи 30 и 29 от вычислителя высотно-скоростных параметров 17 через дополняющую вычислительную систему 16, а также по сигналу угла атаки (α), который замеряется датчиком угла атаки 14.In addition, for the implementation of cross-connections in the control channel at the heading in the main computing subsystem 15 with the control signals listed above, the travel signals of the control stick along the roll are summed

and angular roll speed (ω _x ) which is corrected by the signals of static (P _st ) and dynamic (P _dyn ) pressures, measured respectively by the static and dynamic pressure gauge 9 and transmitted via digital communication channels 30 and 29 from the computer of the altitude-speed parameters 17 through complementary computing system 16, as well as the signal angle of attack (α), which is measured by the angle of attack sensor 14.

тем самым останавливая избыточное отклонение газодинамических органов управления (сверхзвуковых створок 36 регулируемых сопел 35).The pedal travel signal (X _n ) also enters the complementary computing subsystem 16 and, through the control unit 18, moves the actuators 22, deflecting the gas-dynamic organs in the horizontal plane for control along the yaw channel. In this case, the change in the angular velocity of the roll (ω _x ) and yaw (ω _y ), which are measured by the angular velocity sensors of the heel and yaw 10, are supplied to the complementary computing subsystem 16 as feedback, where the angular velocity signals are translated from the associated angular velocity trigonometric functions semi-connected coordinate systems, and their sum as negative feedback is summed with the pedal signal

thereby stopping the excessive deviation of the gas-dynamic controls (supersonic flaps 36 adjustable nozzles 35).

и левого

двигателей, которые замеряются датчиками положения органов управления двигателями 8.To assess the current thrust efficiency of the right and left engines, as well as to ensure the constancy of the maximum deviation of the thrust vector at each of the engine operation modes, depending on its throttle response, the positioning levers 7, respectively, of the right one, are received in the complementary computing subsystem 16

and left

engines, which are measured by the sensors of the position of the engine controls 8.

Assessment of the current thrust efficiency of the right and left engines is determined by the current average position of the engine control lever 7 for each of the engines and by interpolating the equations obtained from the altitude and speed characteristics of the engine, depending on the number M, flight altitude and angle of attack.

In this case, the main computational subsystem of aerodynamic control is performed with the required degree of redundancy and ensures reliable operation of the control system with the required characteristics in the main field of application of the aircraft. The complementary computational subsystem of gas-dynamic control improves the stability and controllability characteristics at large angles of attack, eliminates the aircraft from falling into stall and corkscrew modes, improves maneuverability by reducing the geometric space of maneuver and allows maneuvering at flight speeds significantly lower than evolving (almost near-zero).

Thus, the inventive method of controlling a twin-engine aircraft and a control system for its implementation provide improved maneuverability of the aircraft while increasing flight safety and stability of the aircraft due to multi-axis regulation of the thrust vector and keeping the plane of the maneuver unchanged and completely controlled during the entire maneuver, which makes it possible Get full control of the aircraft at supercritical angles of attack and low flight speeds.

Claims (25)

1. A control method for a twin-engine aircraft, according to which control signals from the pilot's control station are transmitted to the aerodynamic controls of the aircraft and gas-dynamic controls, which are adjustable nozzles that provide thrust vector deviation, processing and generation of control signals are performed in a computer system, while control signals for each of the controls are adjusted for altitude and speed parameters and angle of attack, and the formation of the required deviation the thrust vector is carried out by deflecting the adjustable nozzles of the right and left engines with the drives of gas-dynamic organs, characterized in that the control signals from the pilot's control station are divided into two paths - the remote control path of the aerodynamic organs and the thrust vector deflection path and fed to the computing system, divided into two functional computing subsystems, the main and complementary, the first to the main, and the second to the complementary, in the main computing subsystem in the whole range the area of altitudes and flight speeds is processed and the control signals of the remote control path of the aerodynamic bodies going to the steering drives of the aerodynamic bodies are processed, affecting such flight parameters as angular speeds, angle of attack and slip, normal and lateral overloads, changing and maintaining them in permissible limits, as well as on the parameters of change in the flight path, such as pitch, roll and yaw angles, speed and altitude at low flight speeds and large angles nevertheless, the work includes a complementary computational subsystem, in which the processing signals of the thrust vector deflection path to the drives of gas-dynamic organs are processed and generated, both computational subsystems work in a common information field, and in terms of access to control elements, they are jointly and independently one another, while the aircraft is controlled by the joint functioning of aerodynamic and gas-dynamic bodies, creating control moments in the longitudinal, transverse and mountains the plane of the aircraft and realizing control over the pitch, yaw and roll channels, while in each of the computing subsystems, the pitch, roll and yaw signals are summed with the signals from the flight parameters sensors, which are used as feedback to improve stability and flight control characteristics, and as feedbacks for signals arriving at the main computing subsystem, signals are received from sensors of angular velocity, angle of attack of sliding, normal and lateral overloads, and for signals entering the complementary computing subsystem, they use signals from angular velocity sensors, angle of attack and slip, the signals generated in this way are fed, the first to the input of the steering drives of the aerodynamic organs, and the second through the control unit of the drives of the gas dynamic organs, in which synchronization and dynamic correction of the movements of the drives of gas-dynamic organs are performed - to the input of the drives of gas-dynamic organs. 2. The control method according to claim 1, characterized in that the complementary processing subsystem include work at flight speeds _{compression channel} q ≤150 kg / cm ² regardless of the current values of the angle of attack, and when q _SJ> 150 kg / ^cm2 - range angles of attack from 15 to 20 °, where q _sr is compressible velocity head at angles of attack of more than 20 °, the complementary computing subsystem works regardless of flight speed. 3. The control method according to claim 1 or 2, characterized in that the complementary computing subsystem is turned off at a flight speed of Vpr≥600 km / h, where Vpr is the instrumental flight speed. 4. The control method according to claim 1 or 2, characterized in that the required deviation of the thrust vector is carried out depending on the assessment of the current thrust efficiency of the right and left engines received in flight. 5. The control method according to claim 1 or 2, characterized in that the required deviation of the thrust vector is carried out taking into account the operating mode of each engine, while changing the input signals to each drive of the gas-dynamic organs depending on the diameter of the critical part of the adjustable nozzle and engine throttle response. 6. The control method according to claim 1, characterized in that the signals from the angular velocity sensor used as feedback in the main computing subsystem are fed into it via a digital communication channel from the complementary computing subsystem. 7. The control method according to claim 1, characterized in that the signals from the sensors of the angle of attack and slip, used as feedback in the complementary computing subsystem, are fed into it via a digital communication channel from a high-speed parameter computer after filtering and converting to true angle of attack and glide of the aircraft. 8. The control method according to claim 1 or 7, characterized in that the pitch, roll and yaw signals received in the complementary computing subsystem are summed in it with compensation signals for the weight component, inertial and gyroscopic moments, the information for the formation of which in the complementary computing the subsystem comes from the altitude-speed parameters calculator, the aircraft navigation system and the engine control system. 9. The control method according to claim 8, characterized in that the formation in the complementary computing subsystem of the signals for compensating the weight component, inertial and gyroscopic moments is carried out depending on the assessment of the current thrust efficiency of the right and left engines conducted in flight, the trigonometric dependences of the pitch and roll angles , moments of inertia and angular velocities of the high and low pressure rotors of the right and left engines, for this, in the calculator of altitude-speed parameters from the signal signals At the same time, signals of the Mach number, true airspeed, flight altitude, and true velocity head are generated by the dynamic and dynamic pressures. 10. The control method according to claim 1, characterized in that the deviation of the adjustable nozzles is ensured by the deviation of the supersonic flaps of the adjustable nozzle of each engine by three drives of gas-dynamic organs by moving their output rods. 11. The control method according to claim 10, characterized in that for moving the output rods controlling the supersonic nozzle flaps, the thrust vector of each engine in two planes, vertical and horizontal, is decomposed into components along the output rod in the control unit for the drives of gas-dynamic organs each drive of gas-dynamic organs, and then carry out a counting from the strokes of the rods to the deviation of the thrust vector in the vertical and horizontal planes of the engine. 12. The method according to claims 1, 10 or 11, characterized in that the aircraft is controlled along the pitch channel with the joint deviation of the supersonic nozzle flaps of each engine in the longitudinal plane of the aircraft and the stabilizer deviation along the roll channel with the differential deviation of the supersonic nozzle flaps of each engine in the longitudinal the plane and the differential deviation of the stabilizer and ailerons along the yaw channel with the joint deviation of the supersonic nozzle flaps of each engine in the transverse plane and the steering deviation direction. 13. The control method according to claim 1 or 10, characterized in that the synchronization of the movements of the drives of the gas-dynamic organs is carried out taking into account the position of the center of the control ring of the adjustable nozzle of each engine, when the center of the control ring remains fixed on the axis of the nozzle when moving the output rod of each of the gas-dynamic drives organs, and the movement of all output rods of the drives begins and ends simultaneously, which is achieved by limiting the signals received at the input of the drives of the gas-dynamic organ in. 14. The control method according to claim 1 or 10, characterized in that the dynamic correction of the movements of the drives of the gas-dynamic organs for each adjustable nozzle is carried out by supplementing the mechanical feedback in the drives of the gas-dynamic organs by the electric one, which receives signals from the values of the positions of the output rods of each of the drives of the gas-dynamic organs and the speed of their movement through the feedback sensors of the drives of gas-dynamic organs. 15. A twin-engine aircraft control system comprising aerodynamic aircraft controls and gas-dynamic bodies, which are adjustable nozzles of the right and left engines with a deviating thrust vector controlled by the drivers of gas-dynamic bodies, connected to functional blocks including a computer-based control system for aerodynamic and gas-dynamic bodies, angle of attack sensors and high-speed parameters, characterized in that the computing system is digital and consist It consists of four functionally independent units: two computing subsystems, the main and complementary, an altitude-speed parameters calculator and a control unit for the drives of gas-dynamic organs interconnected by digital communication channels for exchanging information on flight parameters, while the main computing subsystem forms a remote control path for aerodynamic bodies associated with the steering drives of aerodynamic bodies, and the complementary one is the thrust vector deflection path associated with the gas drives dynamic organs, the control system also additionally contains sensors for flight parameters, such as sensors for sliding angle, normal and lateral overloads, angular velocities, and as a sensor for altitude and speed parameters, a static and dynamic pressure sensor, in addition, the control system contains a control knob aircraft and sensors of the pilot's control post: positions of the pitch and roll control knobs, position of the pedals for yaw control and position of the engine control levers, left and right, At the same time, the input of the main computing subsystem is connected to the outputs of the sensors of the position of the control knob for pitch and roll, with the outputs of the sensors of the angle of attack and slip, normal and lateral overloads, as well as with the output of the complementary computing subsystem for receiving signals from the sensors of angular velocity and position of the pedals along the channel digital communication, and its output - with the inputs of the steering drives of the aerodynamic controls, the input of the complementary computing subsystem is connected to the outputs of the sensors: the position of the control knob pitch and roll, the position of the pedals for yaw control, the position of the control levers of the right and left engines, as well as with the output of the angular velocity sensor, and its output by the digital communication channel - with the main computing subsystem and through the control unit for the drives of gas-dynamic organs with inputs of drives of gas-dynamic bodies control, the input of the computer altitude-speed parameters is connected to the outputs of the sensors of angles of attack and slip and with the output of the sensor of static and dynamic pressures, and its output using The digital communication channel is connected to the main and complementary computing subsystems, while the adjustable nozzles are made with movable supersonic valves, which are connected to the drives of gas-dynamic organs. 16. The control system according to clause 15, wherein the digital communication channels that connect the complementary computing subsystem to the main one, with an altitude-speed parameter calculator and with a control unit for the drives of gas-dynamic organs, are configured to transmit signals in both directions. 17. The control system according to clause 15, wherein the input of the complementary computing subsystem is connected to the aircraft navigation system and to the engine control system. 18. The control system according to clause 15, wherein the position sensors of the pitch and roll control knobs, the position of the yaw pedals and the position of the engine control levers are mechanically connected to the aircraft control handle, pedals and engine control levers, respectively, and electrically with computing system. 19. The control system according to clause 15, wherein the input of the complementary computing subsystem is connected to the output of the angular velocity sensor by a digital communication channel. 20. The control system according to clause 15, characterized in that the movable supersonic flaps of each of the adjustable nozzles are connected by means of output rods to three drives of gas-dynamic organs. 21. The control system according to item 15 or 20, characterized in that the adjustable nozzles in the critical part are made with a control ring connected with the possibility of fixing on the axis of the nozzle with each of the output rods of the drives of gas-dynamic organs. 22. The control system according to clause 15, wherein the aerodynamic controls include a stabilizer, ailerons and rudders. 23. The control system according to clause 15, wherein the input of the main computing subsystem is connected to the outputs of the feedback sensors of the steering drives of aerodynamic organs. 24. The control system according to clause 15, wherein the output of the control unit of the drives of gas-dynamic bodies is connected to the inputs of the drives of the gas-dynamic bodies, which are connected via output rods to the feedback sensors of the drives of the gas-dynamic bodies, the outputs of which are connected to the input of the control unit of the drives of gas-dynamic bodies. 25. The control system according to clause 15, wherein the digital computer system is made four times redundant.

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