RU2478523C2 - Method of aircraft control in landing approach - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering and may be used in IFR flights for improving pilot instrument data perception and processing in landing approach, landing in route flight in both automatic and manual control. For this, used are transducers of altitude, speed, course angle, distance to runway, angular departure from runway axis, runway imagers and runway image signal indicators, glide party distance markers, onboard radar, satellite GPS-navigator, and ground angular radar reflectors.

EFFECT: safe and accurate landing approach in poor visibility.

7 dwg

Description

The proposed method relates to the field of aviation and can be used in instrumentation of an aircraft to simplify the perception and processing of instrument information by a pilot, perform approach, landing and flight en route in manual and automatic control modes to increase flight regularity, flight safety and aircraft landing , especially in instrument flight conditions.

It is known that the most difficult stage of the flight is approach, landing calculation and the actual landing of the aircraft. The task of performing a descent along a predetermined path when approaching and landing on instruments is so difficult that the pilot can’t cope with it, while many aircraft are already equipped with autopilots capable of automatic landing. On the other hand, a competent pilot can perform a visual flight from take-off to landing on a new aircraft, having only a speed indicator or an angle of attack indicator.

High flight speeds and the required high accuracy of the trajectory movement of the aircraft when solving a number of tactical and navigation tasks are possible only with the use of automatic and director control. First of all, the whole difficulty of navigating along a given trajectory under conditions of high flight speeds is caused by the need for the pilot to perceive many parameters of the aircraft’s movement, to control them and make logical decisions for the development of actions by the control bodies. In a number of critical flight modes, such as, for example, landing approach in difficult meteorological conditions, with limited time for making decisions, a predetermined flight path may change, loss of control coordination, which often leads to flight accidents (Mikhalev I.A., Okosmov BN, Pavlina I.G., Chikulaev M.S., Kisilev Yu.F. “Systems of automatic and director control of an airplane.” - M.: Mashinostroenie, 1974, p.3)

These facts indicate that the most accurate and reliable information about the flight parameters presented to the pilot is so difficult for him that he can not cope with the piloting of the aircraft. And the autopilot copes. Then the insoluble question arises of responsibility for the outcome of the flight: how can a pilot control an autopilot that flies better than a controller? And not all planes are equipped with complex and expensive autopilots with automatic traction necessary to perform automatic landings.

On modern airplanes and helicopters, directorial systems are widely used. The method of director management is as follows.

When working with the director's system, the pilot’s actions are reduced to the continuous elimination of the mismatch between the given and current values of the control coordinate, to ensuring δ = 0, i.e. Z _t = Z _ass . In this case, the tracking of the coordinate Z _t behind the coordinate Z _ass can be carried out by two methods:

- tracking with pursuit, when the pilot perceives both the course of the change in the coordinate Z _ass , and the coordinate Z _t ;

- compensating tracking; in this case, the pilot perceives only the mismatch between the signals, i.e. signal δ = ΔZ.

The tracking accuracy with pursuit is 1.5-2.0 times higher than that of the compensating one (the pilot has more information about the tracking process), however, if the system inputs belong to the ultra-low frequency range (f = 0 ÷ 6 Hz), regulation by compensation is preferable. Since the maximum natural frequency of the aircraft does not exceed f≤1.5 Hz, the command device should be built as a compensation tracking device (regulation). The pilot’s task in this case is to keep the command arrow in the center of the device by moving the control levers so as to compensate for the factors that cause it to deviate from the center. Since the aircraft is controlled in two coordinates - Z _rear and Z _side , the command device has two command arrows - horizontal for ΔZ _prod and vertical for ΔZ _side , forming a crosshair in the center of the fixed scale (Mikhalev I.A., Okosmov B.N. ., Pavlina I.G., Chikulaev M.S., Kisilev Yu.F. “Automatic and director control systems for an airplane.” - M.: Mashinostroenie, 1974, p.99).

On modern airplanes and helicopters, electronic (liquid crystal) indicators are widely used, which provide for the generation and display of runway image signals (runway), deviation signals from heading and glide paths, director signals of aircraft (helicopter) control over roll and pitch.

However, even the most modern display systems and director signals, as a control method, do not allow performing regular flights under weather conditions worse than category 1 (60 m lower cloud cover and 800 m visibility on runways / SAO - International Civil Aviation Organization /). Director's arrows are not used for leveling and landing, since the pilot does not cope with the control of these arrows long before reaching the height of the leveling start.

To perform automatic and director approaches on the flight pilot instrument, in addition to director levels, position bars or a combined index of deviation from course areas and glide paths (“Suitcase”) are placed. Position bars are usually duplicated on a navigation instrument. Director planks are in no way associated with roll and pitch angles. There are cases when pilots did not notice a horizon failure during director's management. Therefore, the existing director arrows can be placed on any other separate device (on the NPP, for example) without loss of control quality.

Known methods for controlling an airplane during an approach approach (RF patents Nos. 2,061.624, 2.095.293, 2.156.720, 2.199.472, 2.214.943, 2.267.749; US patents Nos. 2,393.337, 3.964.015; patent France No. 2.007.336; German patents No. 920.729, 1.817.149; Japan patent No. 1.119.500; Glukhov V.V. et al. Aviation and radio-electronic equipment of aircraft. Transport, 1983; Black I. The second flight of a space corsair. - Cosmonautics News, No. 5, 2011, p. 43 and others).

Of the known methods, the closest to the intended one is the “Aircraft Approach Control Method” (RF patent No. 2.267.747, G01C 21/06, 2004), which is chosen as the base object.

A known method of controlling an airplane and an indication system when performing a flight along a predetermined path includes measuring and displaying flight parameters: altitude, speed, ground angle, distance to the runway, lateral deviation from the axis of the runway, as well as generating and displaying runway image signals and tags glide path. Lateral deviation from the runway axis is formed and indicated with a reverse sign in the form of a mark of reverse lateral deviation, while entering a line of a given path, keep marks of reverse lateral deviation between the images of the runway and the velocity vector, and when flying along a line of a given path, keep the mark of the velocity vector on the mark reverse lateral deviation. The pitch-glide path marker is also displayed on the screen, indicating the deviation from the glide path in height or range with the opposite sign, when approaching the glide path, the pitch and glide path mark is kept between the speed vector and the glide path mark, and when the path is down, the airplane speed vector mark is kept on pitch and glide mark. Indication on the flight indicator of deviations from the course and glide path relative to the course and pitch scales with the opposite sign allows you to combine the function of the position bar and director bar on one bar, dispense with the image of the runway center line, does not require exact zeroing of any signals for large deviations from the given path .

However, the known method uses a large arsenal of navigation aids installed on modern aircraft, which, for all its positive advantages, does not always play a decisive role. Confirmation of this is that the majority (53%) of flight accidents occur during landing approaches in difficult weather conditions. An important role is given to the permitted profile of descent in height (vertical plane of the landing course). This is evidenced by a number of recent aviation accidents, one of the main reasons for which was a gross violation of the permitted profile of the reduction in height.

It should be noted that the pilot does not always pay due attention to the testimony of a standard altimeter and other on-board instruments due to a shortage of landing time and complexity of the landing situation. Therefore, the measurement of altitude during landing in difficult weather conditions should be in automatic mode and promptly signal to the pilot about the violation of the permitted profile of descent in height.

In addition, the known method does not use the capabilities and properties of differential GPS navigation when landing aircraft in conditions of poor visibility (fog, rain, etc.) and blind landing.

An object of the invention is to increase the safety and accuracy of performing such a complex procedure as an approach and its implementation in conditions of poor visibility.

The problem is solved in that the method of controlling the aircraft during the approach, including, in accordance with the closest analogue, stabilization with the help of the controls of a given trajectory while decreasing along the glide path and leveling, measuring and displaying flight parameters: altitude, speed, ground angle, range to the runway, lateral deviation from the axis of the runway, as well as the formation and display of the image of the runway (marks of a given path angle / ZPU /, marks of glide path, while the signal of lateral deviation from axis B PP form and indicate at the selected range with the opposite sign in the form of a mark of reverse lateral deviation, in the process of reaching the line of a given path, keep marks of reverse deviation between the runway marks or mark ZPU when flying along the route and the speed vector, and stabilization of the given path is carried out by holding the mark velocity vectors on the label of the lateral side deviation, form a misalignment signal proportional to the angle between the velocity vector and the direction of the mark of the reverse side deviation, cat One is reset by autopilot in the usual way, when the specified threshold is exceeded and the mismatch sign differs from the sign of reverse lateral deviation, a one-time control command signal is generated at the heading, which is displayed on the screen and fed to the pilot’s headphones (headphones), differs from the nearest analogue on board planes, a satellite GPS navigator is installed, in the aeronautical maps of which maps of aerodromes of landing and runways, precisely linked to the existing grid of ground coordinates, are placed on using a satellite GPS navigator, they determine the projection of the coordinates of the aircraft with respect to the earth, the velocity vector and height above ground, using the current coordinates of the center of mass and the height of the aircraft obtained using the satellite GPS navigator, and gradually decreasing along the glide path along the allowed height profile, using the navigator’s screen, the direction of the horizontal velocity vector is combined with the runway center line, and several corner radar reflectors reflecting the signal from the airborne are placed along the edges of the runway radar back to the aircraft with a corresponding display flare point reflectors on the monitor screen, the satellite GPS-navigator information is combined with a radar image of corner radar reflectors, operation of the satellite GPS-navigator is performed in a differential mode.

The formation of labels according to the proposed method is shown in the drawings, in which

- Fig.1 shows a diagram of the formation of the label reverse lateral deviation, where indicated:

1 - the longitudinal axis of the aircraft;

2 - velocity vector;

3 - lateral deviation from the axis of the runway;

4 - reverse lateral deviation from the axis of the runway;

5 - label reverse lateral deviation;

- Figure 2 shows a diagram of the formation of the pitch-glide path mark for the inverse deviation from the glide path in height, where indicated:

7 - predetermined glide path reduction;

2 - velocity vector;

8 - deviation from the glide path in height;

9 - inverse deviation from the glide path in height;

10 - pitch-glide path mark;

6 - runway.

- Figure 3 shows a diagram of the formation of a pitch-glide path marker for the inverse deviation from the glide path in range, where it is indicated:

11 - the actual glide path of decline;

12 - deviation from the glide path in range;

13 - inverse deviation from the glide path in range;

14 - pitch and glide path mark;

2 - velocity vector;

15 - glide path marker.

- Figure 4 shows a diagram of the formation of the alignment marks, where indicated:

16 - calculated alignment path;

17 - tangent to the calculated alignment path, which determines the estimated angle of alignment pitch;

18 - alignment mark;

2 - velocity vector;

19 is the label of the velocity vector.

- Figure 5 shows the position of the marks and indices on the screen when approaching the landing course and descent glide path (the plane is to the right of the runway axis and below the glide path, above a given alignment path), where it is indicated:

5 - label reverse lateral deviation;

6 - runway;

19 - label of the velocity vector;

10 - pitch-glide path mark;

18 - alignment mark;

15 - glide path marker.

- Fig.6 shows the position of the marks and indices on the screen during alignment, where indicated:

5 - label reverse lateral deviation.

- Fig.7 shows a diagram of the formation of the allowed profile reduction in height, where indicated:

20 - planning path;

21 - the permitted height reduction profile (vertical plane of the landing course);

22 - landing line (runway center line).

The proposed method of controlling the aircraft during approach and landing is implemented as follows.

During the flight, flight parameters are measured and displayed: altitude, speed, ground angle, distance to the runway, lateral deviation from the axis of the runway, form and display runway image signals (marks of a given track angle), glide path marks.

1. Form a signal of the reverse lateral deviation from the axis of the runway.

The lateral deviation from the runway axis is determined. On the runway center line (on the line of a given path (LZP) when flying along a route), the coordinate origin point is determined at a constant distance from the aircraft, which ensures constant accuracy (this is important when flying along a route), or at a constant distance from the end of the runway, which ensures increased accuracy as it decreases in the landing course. On the line perpendicular to the runway center line (perpendicular to the LZP), the lateral deviation of the aircraft from the runway axis (from the LZP) with the opposite sign and the selected scale factor (4, Fig. 1) is postponed. The resulting point determines the position of the label reverse side deviation, which is indicated on the screen of the flight-navigation indicator (5, Fig.6).

On the flight indicator, the image of the runway (6, Fig. 5, 6), the velocity vector (19, Fig. 5, 6), the mark of the reverse side deviation (5, Fig. 5, 6), which indicate the lateral deviation from the axis of the runway with by the opposite sign (in Fig. 5, the plane is located to the right of the runway axis, the mark of reverse lateral deviation is to the left) and the scale factor (K _z ≈1 ÷ 15). In the process of reaching the LZP, the mark of reverse lateral deviation is kept between the runway mark and the velocity vector (Fig. 5), and when flying on the LZZ and when moving on the ground (on the take-off and run), the marks of the velocity vector are kept on the mark of the reverse lateral deviation (Fig. 6).

An inconsistency signal is generated at the heading, which is proportional to the angle between the velocity vector (2, Fig. 1) and the direction of the reverse lateral deviation mark (5, Fig. 1). The resulting mismatch signal is reset by the autopilot in the usual way and when the specified threshold value is exceeded, it is used to generate the signal of a single control command on the course. If the misalignment signal at the heading has the same sign as the reverse side deviation signal (Figs. 1, 5), then the signal from the one-time heading control command is not generated.

If the misalignment signal at the heading has a sign opposite to the sign of the reverse side deviation signal and exceeds some selected threshold value (1-2 °), then the signal of the one-time control command at the heading is formed: “Three left!” (“Three right!” - depending on the sign of lateral deviation), they indicate it on the screen (on the side opposite to the direction of the turn, the signal “Left three!” is indicated to the right of the center of the screen) and is fed to the pilot’s headphones.

2. Form a signal of the inverse deviation from the given glide path descent in height.

The deviation from the given glide path of descent is measured in height (4, FIG. 2). On the lateral deviation from the center line of the runway, defined by the mark of the reverse lateral deviation, determine the point of origin. Determine the desired descent glide path (7, Fig. 2) and continue it until it intersects with the vertical axis of the beginning of the selected coordinate system. From the obtained point, the measured deviation from the given glide path of height reduction with the opposite sign and the selected scale factor is set aside (9, Fig. 2). The obtained point determines the position of the pitch-glide path mark (10, Fig. 2) relative to the pitch scale (axis "O-Y", Fig. 2), which is displayed on the screen of the flight-navigation indicator (10, Fig. 5, 6).

A pitch mismatch signal is generated that is proportional to the angle between the velocity vector (2, FIG. 2) and the direction to the pitch-glide mark (10, FIG. 2).

If the pitch misalignment signal has a sign opposite to that of the backward deviation signal in height (FIG. 2) and exceeds some selected threshold value (0.5 °), then a single pitch pitch control command signal is generated: “Glide path!”.

3. The pitch-glide mark can also be determined by the inverse deviation from the given glide path in range.

On the flight indicator, a pitch-glide mark (10, FIG. 2, 14, FIG. 3, 10, FIG. 5, 6) is indicated, which moves parallel to the runway center line, on the lateral deviation from it.

4. Form an alignment signal.

The calculated alignment path is determined (16, FIG. 4). In a first approximation, this is an arc of a circle. The tangent to the calculated alignment path is determined (17, FIG. 4). This tangent determines the position of the alignment mark (18, FIG. 4) on the pitch scale (Y axis, FIG. 4).

An inconsistency signal is generated along the alignment path, which is proportional to the angle between the velocity vector (2, FIG. 4) and the direction to the alignment mark (18, FIG. 4).

When lowering below the calculated alignment trajectory (or below a safe flight altitude), they form, display on the screen and feed into the pilot’s headphones a signal of a one-time pitch control command: “Align, old fool!”

The generation of signals from one-time control commands depending on the size and sign of a mismatch will allow the pilot to be informed in a timely manner of deviations from the calculated flight path (which will help fend off sensor and autopilot failures) and get rid of unnecessary prompts (with correct piloting, one-time control commands are not generated and are not issued even when large deviations from a given flight path).

5. Determine the spatial location of the aircraft using a satellite GPS navigator

On board the aircraft, a GPS satellite navigator is installed, in the aeronautical maps of which maps of aerodromes of landing and runways precisely linked to the existing grid of ground coordinates are laid. Using a satellite GPS navigator, the projection of the coordinates of the plane relative to the ground, the velocity vector and the height above the ground are determined. Using the current coordinates of the center of mass and the flight altitude obtained using the GPS satellite navigator, and gradually decreasing along the glide path along the allowed altitude profile, the direction of the horizontal velocity vector is combined with the axial line of the runway using the navigator screen.

The accuracy of 6 meters (Myasnikov V. GLONASS for all of us. Independent Military Review, No. 20, 2010, p.10) allows you to bring the aircraft to the center line of the runway, even in conditions of poor visibility or lack thereof. Of course, it is also very important for the pilot to orient himself, while lowering to a certain critical height (20-30 m), using his visual channel to observe the ground and ground landing lights.

To provide additional information to the pilot about the correct course in the near zone at the edges of the runway, corner radar reflectors are installed that reflect the signal from the airborne radar back to the aircraft, with the corresponding display of the flare of point (corner) reflectors on the monitor screen. Moreover, the information from the GPS navigator can be combined with this radar image.

Having the basic (GPS / GLONASS) information, the pilot will be able to use the received additional radar image to make a more accurate landing of the aircraft on the runway in conditions of poor visibility. In addition, the radar image of the reflected signals from the corner reflectors will additionally confirm that the pilot does indeed land on the runway (duplication of information).

To improve the accuracy of determining the location of the aircraft and the permitted profile of its decrease in height, the differential correction method is used, which is based on the use of the principle of differential navigation measurements, known in radio navigation.

Differential mode allows you to determine the coordinates and altitude of the aircraft with an accuracy of 1 m and above. Differential mode is implemented using a GPS control receiver installed at the control room. The latter is located at the airport in a place with known coordinates (longitude, latitude) and makes it possible to simultaneously track GPS satellites from a stationary position. Comparing the known coordinates obtained as a result of precision geodetic surveys with the measured ones, the GPS control receiver generates differential corrections, which are transmitted on board the aircraft over the air in a predetermined format. Differential corrections received from the control center are automatically entered into the results of the aircraft’s own measurements. For the pilot, this means that there is the possibility of an instrumental landing (even with zero visibility) up to the touch of the runway.

Thus, the proposed method in comparison with the base object and other technical solutions for a similar purpose provides increased security and accuracy of such complex procedures as approach and its implementation in conditions of poor visibility. This is achieved by using a GPS satellite navigator operating in differential mode and installed on board the aircraft.

Claims (1)

A method of controlling an airplane during an approach, including stabilization with the help of the controls for a given path while decreasing along the glide path and leveling, measuring and displaying flight parameters: altitude, speed, ground angle, distance to the runway (runway), lateral deviation from the axis The runway, as well as the formation and display of the runway image (marks of a given path angle (ZP)), glide path marks, while the side deviation signal from the runway axis is generated and indicated by the selected range with the opposite sign in ID of the mark of reverse deviation, in the process of reaching the line of the given path, they keep the mark of reverse lateral deviation between the runway marks or the ZPU mark when flying along the route and the speed vector, and stabilization of the given trajectory is carried out by holding the speed vector mark on the mark of the reverse side deviation, form proportional to the angle between the velocity vector and the direction of the reverse lateral deviation mark, the misalignment signal at the heading, which is reset by the autopilot in the usual way, when the specified value is exceeded the threshold and the difference between the mismatch sign and the reverse side deviation sign form a one-time control command signal that is displayed on the screen and fed to the pilot’s headphone, characterized in that a satellite GPS navigator is installed on board the aircraft, in which aerodrome landing maps are placed and runways that are precisely tied to the existing grid of ground coordinates, determine, using a satellite GPS navigator, the projection of the coordinates of the plane relative to the ground, the velocity vector height and height above the ground, using the current coordinates of the center of mass and flight altitude obtained using a satellite GPS navigator, and gradually decreasing along the glide path along the allowed height profile, using the navigator screen combine the direction of the horizontal velocity vector with the center line of the runway, and the edges of the runway are placed several corner radar reflectors that reflect the signal from the airborne radar station back to the aircraft with the corresponding display of spotlight flare tel on the screen of the monitor, moreover, the information of the satellite GPS navigator is combined with the radar image of the corner radar reflectors, the operation of the satellite GPS navigator is carried out in differential mode.

Images