RU2472672C1 - Aircraft with remote control system - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering, particularly, to remote control system. Remote control system comprises two connection cabinets 1, each housing two identical computers 3 to support: algorithms to generate required positions of all airfoils in automatic and manual control, algorithms to control solenoid valves of hydroelectric drives, algorithms of automatic control, and algorithms to generate margin magnitude of individual parameters of flight. Said cabinets 1 houses power supplies 3 with their voltage outputs connected to inputs of computer s 3 and power amplifiers 5. Inputs of the latter are connected to computer outputs. Power amplifier outputs are connected via said cabinet and aircraft cable system to inputs of servo drives of stabilisers 7, nose flaps 8, differential flaps 9, rudders 10, and engine rotary nozzles 11.

EFFECT: decrease weight and sizes, perfected control of primary airfoils.

4 cl, 7 dwg

Description

The invention relates to airplanes, in the control systems of which, instead of hydromechanical connections between the control levers in the cockpit and the governing bodies of the aircraft, electrical communications are used - remote control systems (hereinafter - CDS).

One of the analogues of such aircraft is an aircraft in which the remote control of all-turning stabilizers is implemented (Journal "Technique of the Air Fleet", 1990; No. 2; article "Aircraft Control System").

The main disadvantage of the control system of the known aircraft is that the control of the remaining organs remains hydromechanical and leads to an increase in the mass of the system and the inability to significantly improve the handling characteristics in the side channels.

The closest analogue (prototype) of the invention is an aircraft with a remote control system, which contains four identical computing devices located in two connection cabinets and connected at the inputs and outputs through a multiplex communication line, four power supplies located in the same connection cabinets, the outputs of each of which are connected to the inputs of computing devices, power amplifiers, the inputs of which are connected to the outputs of the computers, and the outputs through the connection cabinet and the aircraft cable network to the inputs of the electro-hydraulic drives of the control surfaces and rotary nozzles, the outputs of which through the cable network and connection cabinets are connected to the inputs of the computers, the sensors of the aircraft motion parameters, the outputs of which are connected to the inputs of the computers, buttons and switches in the cockpit that turn on and off the operating modes systems (1. Flight magazine, Special issue of Su; 1998; article "Development of a control system for Su aircraft". 2. Proceedings of the fifth international symposium "Aviation technologies of the XXI century" volume 1, TsAGI publishing house; 1999; pg. 515-521. 3. “Su Fighter” Chapters 5 and 7, Ed. Badretdin group and Co. Moscow 2005).

In the prototype, manual control of the aircraft is carried out by a remote control system (CDS), consisting of four computers of the same type installed in a common junction cabinet and connected to it by inputs and outputs with electrical signals. Power is supplied by four power supplies, the outputs of which are connected through a junction cabinet with the inputs of the computers. Information about the flight parameters and the position of the control levers in the cockpit is generated in the quadruply redundant flight parameter sensors and the position sensors of the control levers and is also transmitted through the connection cabinet to computers, where electrical signals are generated corresponding to the given position of the aerodynamic control surfaces. These signals are transmitted through the connection cabinet to the electro-hydraulic drives of stabilizers, flappers, rudders, wing socks, and front horizontal tail. The rotation control of the jet engine nozzles is carried out using three nozzle position calculators installed in a separate connecting rack. To ensure coordination of the position of the nozzles with the position of the aerodynamic control surfaces, the nozzle calculators are connected to the calculators by the outputs and inputs through the rack and the connecting cabinet. Nozzle calculators through the rack at the inputs and outputs are connected to electro-hydraulic drives that move the nozzles.

The laws of automatic control of the aircraft are implemented in the computer of the automatic control system (hereinafter referred to as self-propelled guns), which is connected at the inputs and outputs through the connecting cabinet with the computers of the remote control system, which, in accordance with the signals of the self-propelled guns, form commands to reject the drives.

Determination of the necessary restrictions on the flight parameters is implemented in the system for issuing limited signals (hereinafter - SOS), in which these values are determined depending on the weight of the aircraft, the type of suspension and the flight mode.

The calculated signals from the SOS are fed to the CDS calculators and self-propelled guns to implement restrictions on the angle of attack and normal overload during manual and automatic control. In addition, these signals are sent to the pilot to generate warning signals.

Air braking is carried out by deflecting the air brake flap. The shield is deflected by the hydraulic cylinder, when pressure is applied to it by an electric crane, which is turned on by the pilot by means of a switch located on the handle of the gas sector.

The disadvantages of the prototype should indicate the following:

1. The presence of separate calculators ACS, SOS, nozzles, each of which has its own power supplies, installation racks, switching network (wires, connectors, etc.), which significantly degrades the mass-dimensional characteristics of the system.

The increase in the number of amplifiers and the complexity of the switching network also significantly reduce the reliability (number of hours of operation per fault) of the control system.

2. The laws of control of the prototype do not provide for the implementation of a number of functions that facilitate the pilot's control of the aircraft, namely:

a) Automatic trimming efforts on the pilot's control knob.

b) Change in the consumption of the control stick per unit of overload (angle of attack) depending on the specific task at this stage of the flight (precise control mode).

c) Automatic parry of the moments of forces arising from the failure of one engine and causing the rotation of the aircraft.

3. Implemented in the prototype air braking requires the creation of a separate aerodynamic surface (brake flap), which also affects the mass-dimensional characteristics of the aircraft, reduces usable volumes and does not allow the pilot to change the braking intensity.

The technical result to which the invention is directed is to improve the mass-dimensional characteristics by reducing the number of calculators, improving control laws, and implementing flight braking by the main control surfaces (rudders and flappers).

The specified technical result is achieved by the fact that in an airplane with a remote control system that contains four identical computing devices located in two connection cabinets and connected at the inputs and outputs through a multiplex communication line, four power supplies located in the same connection cabinets, the outputs of each of which are connected to the inputs of the computing devices, power amplifiers, the inputs of which are connected to the outputs of the computers, and the outputs through the connection cabinet and aircraft airplane network to the inputs of electro-hydraulic drives of control surfaces and rotary nozzles, the outputs of which through the cable network and connecting cabinets are connected to the inputs of computers, sensors of the aircraft motion parameters, the outputs of which are connected to computer inputs, buttons and switches in the cockpit that turn on and off the system , the computing devices of the remote control system are configured to implement the functions of an automatic control system, a system of restrictive systems the cams and the control unit of the rotary nozzles, for which the computing devices have corresponding algorithmic blocks that are used to calculate the movement signals of the control levers during automatic control and transfer them to the input of the algorithmic manual control unit, where these signals are summed with the signals of the lever position sensors to determine the values limiting flight parameters depending on the mass of the aircraft and the type of suspensions for transferring them to the input of the algorithmic block of manual control to ensure automatic limitation of these parameters to the display system for information to the pilot about the value of the limiting parameters, the values of the required positions of the spools of the rotary nozzle drives for transferring them to the inputs of the power amplifiers, the outputs of which are connected to the inputs of the drives.

In addition, a switch and a toggle switch can be installed in the cockpit, turning on the precise control mode, and the remote control computer has an algorithmic unit that provides automatic trimming of efforts on the control stick and changing gear ratios and speed of the signal prefilter of the control stick when the pilot switches on the precise control mode.

In addition, an algorithm unit can be entered into the computing device of the remote control system that determines the fact of failure of one of the engines, the magnitude and sign of the turning moment caused by the failure of this engine, the angles by which the rudders and rotary nozzles must be deflected to parry the turning moment and transmit the values of these values to the algorithmic control unit for the drives, the output of which through power amplifiers is connected to the electro-hydraulic drives of the rudders and rotary nozzles.

In addition, an algorithm block can be introduced into the computing device of the remote control system, which, depending on the duration of pressing the switch located on the engine control lever, provides a command for differential deviation of the rudders with a short press or a long press on the simultaneous deviation of the rudders and hovering down flappers, and also provides a determination of the magnitude of these deviations depending on the current values of the param flight moat.

The invention is illustrated by drawings, where figure 1 shows a structural diagram of a remote control system; figure 2 is a block diagram of the algorithms of one of the four of the same calculators; figure 3 is a structural diagram of an algorithmic unit that implements the law of manual control; figure 4 is a structural diagram of a block forming algorithms that provide auto-trim and precise control; figure 5 is a structural diagram of a block that provides precise control modes; Fig.6 is a block diagram of an automatic parry rudders and deviation of the nozzles of the engines of the consequences of the failure of one engine on takeoff; Fig.7 is a structural diagram of the block air braking aerodynamic surfaces of the aircraft (rudders and flappers).

The structural diagram of the remote control system (CDS) of the aircraft is shown in Fig.1.

The CDS includes two connecting cabinets (1), in each of which two identical computers (3) are installed, in which the following are implemented:

a) algorithms for the formation of the required position of all aerodynamic control surfaces during manual and automatic control (SDE algorithms, as well as during air braking);

b) control algorithms for spool devices of electro-hydraulic drives with control of their serviceability (drive algorithms);

c) automatic control algorithms that generate signals summed with signals of the position of levers in the cockpit (ACS algorithms);

d) algorithms that form the limit values of individual flight parameters: normal overload n _y ; angle of attack α, limiting flight speed and the number M (algorithms of the system of restrictive signals - SOS).

In the connection cabinets (1) there are power supplies (4), the voltage outputs of which are connected to the inputs of the computers (3) and power amplifiers (5), the inputs of which are connected to the outputs of the computers (3), and the outputs of the power amplifiers through the connection cabinet (1) and the cable network (6) of the aircraft to the inputs of the stabilizer servo drives (7), wing socks (8), flappers (9), rudders (10), rotary nozzles of the engines (11).

The position signals of the sensors of servo drives and their spool devices through the cable network (6) of the aircraft and connecting cabinets (1) are transmitted to the inputs of the computers (3) and used in them to generate signals controlling the spool devices.

To ensure reliability, the system is quadrupled redundant, in each connection cabinet (1) there are two calculators (3), two power supplies (4) and two power amplifiers (5). Connection cabinets (1) are located on the right and left side of the aircraft.

The parameters of the aircraft’s movement (overloads and angular velocities, angles of attack and slip, altitude and speed of the airplane, angular positions of the airplane, position of the control stick, pedals and operating modes, etc.) are determined by redundant sensors (12), the signals from the outputs of which are sent to calculators via connection cabinets (1), digital communication lines and cable network. Analog signals from sensors located in the cab are fed to the input of the signal conversion unit (13), converted to digital and also transmitted to digital computers via digital lines.

The signals of the aircraft systems necessary for the operation of self-propelled guns, ASLs and CDSs are received by computers (3) via a multiplex communication line (15) through the information management system of the IMS (14). The signals from the control system are issued along the same line to the ICS to indicate to the pilot the operating modes and the state of the system.

The invention is aimed at solving the following problems:

1. The combination of the following functions in one common computer: implementation of the laws of manual control of aerodynamic surfaces (CDS), laws of control of engine nozzles, calculation of the limit values of flight parameters and determination of the fact of their excess (SOS), laws of automatic control of self-propelled guns, which is due to the exclusion of nozzle calculators , SOS, ACS improves the mass-dimensional characteristics of the system, increases the reliability of its operation, reduces the branching of the cable network and the number of connectors.

2. Introduction of additional aircraft control modes, namely:

- automatic trimming mode in the longitudinal and transverse channel, which facilitates piloting and allows not to install the trimmer joystick on the control handle;

- precise control mode, which allows the pilot, if necessary, such control (for example, refueling or aiming) to increase the consumption of the control stick per unit of overload (angle of attack) or angular roll speed.

3. Introduction of automatic parry of the consequences of a single engine failure on takeoff, which increases flight safety and simplifies piloting in case of such failures.

4. The implementation of air braking is not a brake flap, but a deviation of the rudders and flappers, which allows the pilot through the use of two aerodynamic surfaces to change the braking intensity and by removing the brake flap to improve the mass-dimensional characteristics of the aircraft.

Figure 2 shows a block diagram of the algorithms of one of four similar computers (item 3, figure 1), illustrating the combination in one computer of solving tasks SDU, self-propelled guns, ACS, air braking, auto-trimming and precise control, parrying the consequences of engine failure, control and drive control of aerodynamic surfaces and nozzles.

Algorithmic block (16) (SDE), which implements the law of manual control, is connected at the inputs to a block (17) that implements automatic control algorithms (ACS), block (18), which generates the values of limiting signals (SOS), block (20), which forms algorithms that provide auto-trimming and precise control by the block (21) forming the algorithms for air braking, and the block (22) to parry engine failures. The inputs of the block (16) also receive signals of the position of the controls in the cockpit and the values of the flight parameters from the respective sensors. The values of the required positions of the control surfaces and nozzles of the engines from the output of the block (16) are sent to the block (19), in which, in accordance with the indicated values and position signals of the sensors of the rods and spools of electro-hydraulic drives, algorithms are implemented that determine the values of the control signals of the spools of the drives. These signals are transmitted through power amplifiers to the inputs of the drives of the control surfaces and nozzles of the engines. In block (19), by comparing the set values of the position of the spools with the actual ones, the health of the drives is also monitored.

Figure 3 shows the structural diagram of the connections of the block (pos. 16, Fig. 2) of manual control algorithms with the automatic control unit (pos. 17, Fig. 2), the block generating the restrictive signals (pos. 18, Fig. 2), control and monitoring units of the drives according to the nozzle deflection signals (pos. 19, Fig. 2).

The automatic control signals x ^ϑ ACS and x ^γ ACS in the longitudinal and horizontal planes, as well as the signals of the automatic trimmers δ _ϑ , δ _γ, are fed to adders (23) and (24), where they are summed with the corresponding control signal deflection signals xθф and xγф. Due to the fact that when the self-propelled guns are turned on, the control handle is in the neutral position and the signals from it are equal to zero, only automatic control signals enter the block (26). The output of the adder is connected to the input of the limiter (29), which implements algorithms that ensure limiting angles of attack and normal overloads, the values of which are calculated in the algorithmic block of restrictive signals depending on the configuration of the aircraft (key 18, Fig. 2). The signals from the outputs of the limiter (25) and the adder (24) are fed to the inputs of the block (26), which determines the specified position of the control surfaces of the aircraft and engine nozzles. The signal from the output of the unit (26) is fed to the input of the drive control unit (item 19, figure 2), the outputs of which in the form of control signals for the spools of the right and left nozzles are connected to the inputs of the power amplifier (item 5, figure 1), in which these signals are converted into direct current voltages supplied to the electro-amplifiers of the spool devices of hydraulic nozzle drives.

Automatic trimming is ensured by the fact that when the control knob is close to neutral and near-zero angular speeds of the aircraft, the pitch and roll angles that were at that moment are stabilized. When the control stick deviates from the neutral position, the angle stabilization is disabled.

In Fig.4 shows a block diagram of the block (pos.20, Fig.2) in terms of ensuring automatic trimming. The pitch and roll angles are fed to the inputs of the keys (27) and (37), the signals from the outputs of which go to the inputs of the storage devices (28) and (38), the signals from the outputs of which with the keys (27) and (37) closed equal to the input signals, and when open are equal to the values of the angles that were at the time of opening. The signals from the outputs of the storage devices (28) and (38) are fed to the inverting inputs of the adders (30) and (40), the direct inputs of which receive the sum of the signals of the angles and the corresponding angular velocities ω _z ω _{χ of the} aircraft formed in the adders (31) and (41), from the outputs of which signals are sent to the keys (33) and (42). The opening of the keys (27) and (37) and the closing of the keys (33) and (42) occurs according to the signals ZP _ϑ (storing pitch) and ZP _γ (storing roll), which is generated in logic devices (29) and (39). The specific value of the flight parameters at which the signals ZP _ϑ and ZP _γ are generated are shown in the diagram of Fig. 4. Thus, the output switches (33) and (42) in the absence of signals RR _θ and ZPγ is zero, and if there are commands PO _θ and RR _γ is the difference between current and stored values of the pitch and roll angles, summed with the signals of the angular velocity the plane. The signals from the key outputs pass through the limiters (34) and (43) and the delay filters (35) and (44). The output of the filter (35) (signal δ _ϑ ) is fed to the adder (key 23, figure 3) of the longitudinal channel algorithms. Due to the fact that when the self-propelled guns are turned off or the pitch control stick is in the zero position, the signals X _{ϑ f} = 0 and X ^ϑ _{self-propelled guns} = 0, the signal δ _ϑ is a control signal in the longitudinal channel, which ensures stabilization of the pitch angle and, therefore, autotriming in this channel.

In the lateral channel, an integrator was added to eliminate static errors during transverse felling of the aircraft (49). The signal from the lagging filter (44) is fed to the input of the adder (47), where it is summed with the signal of the control knob X _γf . The sum of signals is fed to the input of the key (48), which closes under the following conditions:

1. The roll angular velocity is small (| ωx | <10 ° / s) and the control knob is in neutral (Хγф <0.3 °).

2. | ωx |> 10 ° / s, the control knob is not in neutral (| Xγph |> 0.3 °), the difference between the current and stored roll exceeds the near-zero value (| δ _x |> 0.15 °).

The signal from the output of the key (48) goes to the input of the integrator (49), the output of which goes to the input of the adder (45), where it is added to the signal δ _x from the output of the filter (44). The signal from the output of the adder (45) is fed to the adder (key 24, figure 3) of the side channel algorithms.

From the above structure, it can be seen that the integrator (49) in the neutral position of the control handle only works if there is an error between the current and stored roll, which ensures the absence of self-oscillations. In the event of a sharp appearance of transverse asymmetry of the aircraft (one-sided reset of suspensions), the pilot stops rotation by deflecting the control knob (Хγф> 0.3 °), the signal from the output of the integrator (49) starts to increase, and the pilot stabilizes the roll as the signal increases δ _x , returns the handle control in a neutral position, i.e. automatic trimming of efforts on the control handle in the transverse channel is provided.

Figure 5 shows the structural diagram of the block, providing precise control modes (T.U.). These modes make it easier to control the aircraft during aiming and refueling, where it is necessary to reduce the angular velocities and aircraft overloads that occur when moving the control levers in the cockpit (control knobs and pedals).

The mode is activated by the pilot depending on the task being performed. There are two toggle switches in the cab - (53) (Maneuver, T.U.)) and (50) (Refueling “Avt”, T.U.)), and on the control handle there is a spring-loaded push-button switch with open middle position (52). In addition, there is a limit switch (51) on the aircraft, which gives a signal when the refueling rod is released. The signals from these devices enter the logical device (54), which generates the “Refueling”, “Maneuver”, “Exact control” and “Exact control + Refueling” commands.

The operation of the system with the “Refueling” and “Maneuver” commands is not considered in this application, because is not an object of the present invention. To enable the “Exact control” command, the pilot first sets the toggle switch (50) to the “T.U.” position and promptly presses the up switch on the control handle for a time T> 0.1 sec. The same actions when the refueling rod is released will lead to the inclusion of the “Exact control + Refueling” command. Switching off the above modes is done by pressing the switch on the control knob "down".

The “Precise control” command is sent to the switches (55), (56) and (57), according to which in the switches (55) and (56) there is a 2-fold reduction in the gear ratio from the control handle to the steering wheels, as in the pitch channel (switch 55), and in the roll channel (switch 56). In the switch (57) there is a reduction in the gear ratio by the deflection of the pedals ("3 times).

In addition, the control signal enters the pitch filter position signal prefilter (58), where by this command the delay of this prefilter sharply decreases.

In the presence of the command "Precise control + Refueling", where when performing refueling gear ratios are reduced by 4 times, and not by 2.

Flight tests and modeling of precision control modes showed the effectiveness of the above scheme of operation in T.U. when performing aiming and refueling.

Figure 6 shows a diagram of a block of automatic parry rudders and deviation of the nozzles of the engines of the consequences of the failure of one engine on takeoff of the aircraft.

The block solves the following tasks:

a) the fact of engine failure;

b) establishment - which engine (right or left) failed;

c) determination of the magnitude and sign of deviation of rudders and nozzles of engines.

The fact of engine failure is determined by calculating the magnitude of the difference in engine thrust, which is made in accordance with the equation of lateral movement of the aircraft.

one.

where ΔР _diff - the difference in engine thrust in tons;

K ₃ , K ₂ , K ₁ - scale coefficients of the equations of motion of the aircraft;

- угловое ускорение вокруг оси у в градусах/сек²;

- angular acceleration around the y axis in degrees / sec ² ;

β is the angle of slip in degrees;

δ _R.N. - deviation of rudders in degrees;

;

- фильтры высокочастотных помех,

;

- high-frequency interference filters,

where T ₁ = 0.1 sec - the filter time constant;

ξ = 0.5 is the damping coefficient of oscillations;

p is the differentiation operator.

2.

where P is the total thrust of two engines in tons;

n _x is the longitudinal overload along the X axis of the aircraft;

K ₄ - scale factor, depending on the weight of the aircraft.

.The establishment of a failed engine, as well as the magnitude and sign of the required deviation of the rudders, is made by the sign and magnitude of the signals ΔP _diff and the change in the total engine thrust

.

The block determines ΔP _diff and P in accordance with the above equations. The signals of the sensors of the slip angle β and the angle of deviation of the rudders δ _r.n. taking into account the scale factors K ₁ and K ₂ are summed in the adder (63), filtered in the filter (64), multiplied by the value of the pressure head q in the multiplier (68), are fed to the first input of the adder (69). At the second input of the adder (69), the signal of the angular velocity ω _y is received taking into account the scale factor K ₃ and the differentiating link (65). The signal from the output of the adder (69) is fed to a filter (70), the signal at the output of which is equal to the difference in thrust between the engines.

размыкает ключ (79), на вход которого поступает сигнал общей тяги двигателей, а выход ключа (79) соединен с запоминающим устройством (80), сигнал с выхода которого равен сигналу входа при замкнутом ключе (79) или значению

равному тому, которое было при размыкании ключа (79).A signal corresponding to the total thrust of the engines, equal to the longitudinal acceleration, taking into account the scale factor K _4, is fed to the input of the differentiating link (65), the output of which goes to the threshold device (76), which, with a negative value of the signal from its output

opens the key (79), to the input of which the signal of the general thrust of the engines is received, and the output of the key (79) is connected to the storage device (80), the signal from the output of which is equal to the input signal with the key closed (79) or the value

equal to that which was when opening the key (79).

).The signal from the output of the storage device (80) is fed to the direct input of the adder (81), the inverse input of which receives the signal of the total thrust of the engines. Thus, the output signal of the adder (81) corresponds to the difference between the total engine thrust, which was at the moment of failure of one of them (at the moment when the total engine thrust began to decrease

)

The signal ΔР _{different is} fed to the input of the threshold device (76), the output of which, depending on the sign of ΔР _different, produces a signal "+1" or "-1", which is fed to the first input of the multiplying device (75), which determines the sign of the deviation of the rudders and engine nozzles. The magnitude of their deviations is determined by the sum of two signals:

1. | ΔP _diff |, which is removed from the rectifier (71), passes through a delayed filter (72) and is fed to the first input of the adder (74).

2. The Pe-P signal passed through the isodromic filter (73) and fed to the second input of the adder (74). The signal from the output of the multiplying device is fed to the nonlinear corrector for the velocity head K _rn (q) (77), the output of which is supplied to the key, which turns on and off the signal for compensating the thrust difference (u _different ) according to one-time commands generated in the logical device ( 78). Switching on occurs under the following conditions:

1. Chassis released (Sh.V.).

2. The front strut is unclenched (no OPS).

упала на величину более 3 т.3. The total engine thrust

fell by more than 3 tons.

4. The difference in engine rods ΔP _different more than 3 tons

Shutdown occurs when cleaning the chassis or ΔР <1 + ΔР _different <1.

Figure 7 shows the structural diagram of the block air braking aerodynamic surfaces of the aircraft (rudders and flappers). The “Brake” command is activated by a switch (82) located on one of the engine control levers (ORE), passes through a key (83), which opens when M> 0.9, and enters the inputs of two delay devices (84) and (90 ) The device (84) issues a command to perform braking by the rudders (“RN Brake”) if the switch on the “ORE” is turned on for a time T> 0.1 sec. The device (90) will issue a braking command with flappers if the switch on the “ORE” is turned on for a time T> 2 sec. When the “Brakes” are turned off, the braking command from the devices (84) and (90) is removed without delay.

The signal "Brake RN" from the output of the device (84) closes the key (87), the input of which receives a signal about the value of the deviation angles of the rudders necessary for braking when it is performed at angles of attack (from -4 to + 10 ° ) and normal overloads within ± 1g.

This value is determined by the value of the “q” speed mode multiplied by two nonlinear coefficients, one of which is formed in the corrector (85) and depends on the number M (K _t (M)), and the second in the corrector (86) and depends on the q value · K _t (M). The signal from the output of the corrector (86) is fed to the input of the key (87), from the output of which the signal through the delayed filter (88) is fed to the first input of the multiplying device (89), the second input of which is connected to the output of the unit - (MIN) (93), which selects the minimum value between the corrector signals according to the angle of attack (91) and normal overload (92). This ensures a decrease in the rudder deflection angles at large angles of attack and normal overloads, which is necessary both under conditions of ensuring strength and under conditions of most effective braking.

Signal δ _rn "T" from the output of the multiplying device (89) enters the block of manual control algorithms (16) and provides a differential deviation of the rudders "out".

The “Flapperon brake” signal from the device (90) closes the key (95), the input of which receives the flapperon deflection signal, which is necessary for braking at small angles of attack and overload values. The magnitude of this signal is determined by the nonlinear velocity head corrector (94), which for small q (q <3.5T / m ² ) produces a signal corresponding to the maximum flapper deflection down, and for q> 8T / m ^{2 it} prohibits the use of flappers for braking, which is also determined by the strength conditions of the aircraft.

The signal from the output of the key (95) through the delayed filter (96) is fed to the input of the multiplying device (97), the second input of which receives the signal from the output of the device (93), which selects the minimum value from the correctors (91) and (92). The signal from the output of the multiplying device (95) enters the block of manual control algorithms and ensures that both flappers are deflected down.

From the considered scheme of air braking, it follows that for its implementation the pilot must briefly press the switch on the "ORE". In this case, both rudders with a time constant of 0.5 seconds will be deflected by the trailing edge “out”. The magnitude of the deviation will depend on the pressure head, the number M, the angle of attack and normal overload.

If it is necessary to increase the braking intensity, you must press the switch again and hold it in this position for at least 2 seconds. At the same time, flappers begin to deviate smoothly (with a time constant of 1 second). The angle of deviation of the flappers also depends on the flight parameters (velocity head, angle of attack and normal overload).

If it is necessary to carry out braking with maximum intensity from the beginning of braking, you must press the switch and hold it for at least 2 seconds. In this case, rudders and flappers will deviate at the same time. Simulations and flight tests of the braking circuit confirm a higher braking intensity compared to the braking circuit using the brake flap with a significant gain in mass-dimensional characteristics.

Claims (4)

1. Aircraft with a remote control system, which contains four identical computing devices located in two connection cabinets and connected to the inputs and outputs through a multiplex communication line, four power supplies located in the same connection cabinets, the outputs of each of which are connected to inputs of computing devices, power amplifiers, the inputs of which are connected to the outputs of computers, and the outputs through the connecting cabinet and cable network of the aircraft to the inputs of electro-hydraulic drives of control surfaces and rotary nozzles, the outputs of which through a cable network and connecting cabinets are connected to the inputs of the computers, sensors of the parameters of the movement of the aircraft, the outputs of which are connected to the inputs of the computers, buttons and switches in the cockpit, turning the system on and off, characterized in that the computing devices of the remote control system are configured to implement the functions of the automatic control system, the system of restrictive signals and the control unit turn nozzles, for which the computing devices have corresponding algorithmic blocks, which are used to calculate the movement signals of the control levers during automatic control and transmit them to the input of the manual control algorithm block, where these signals are summed with the signals of the lever position sensors, to determine the values of the limiting flight parameters in depending on the mass of the aircraft and the type of suspensions for transferring them to the input of the algorithmic block of manual control to ensure automatic the limitations of these parameters and the display system for information to the pilot about the value of the limit parameters, the values of the required positions of the spools of the drives of the rotary nozzles for transferring them to the inputs of the power amplifiers, the outputs of which are connected to the inputs of the drives. 2. The aircraft according to claim 1, characterized in that a switch and a toggle switch are installed in the cockpit, including the precise control mode, and the remote control calculator has an algorithm block that provides automatic trimming of the efforts on the control stick and changing gear ratios and speed of the prefilter of the control stick signal at inclusion of accurate control by the pilot. 3. The aircraft according to claim 1, characterized in that an algorithm unit is introduced into the computing device of the remote control system that determines the failure of one of the engines, the magnitude and sign of the turning moment caused by the failure of this engine, the angles by which the rudders must be deflected and rotary nozzles, to parry the unfolding moment and transfer the values of these values to the algorithmic control unit for the drives, the output of which is connected via power amplifiers to the electro-hydraulic steering drives th direction and rotary nozzles. 4. The aircraft according to claim 1, characterized in that an algorithm unit is introduced into the computing device of the remote control system, which, depending on the duration of pressing the switch located on the engine control lever, provides a command for differential deflection of the rudders with a short press or with a long pressing the simultaneous deviation of the rudders and hovering down flappers, it also provides a determination of the magnitude of these deviations depending on the current beginnings of flight parameters.

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