RU2494922C1 - Method of control over freight aircraft wing retraction mechanisation - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering, particularly, to takeoff wing mechanisation means intended for protection of flaps and slats over excess aerodynamic loads. This method comprises measuring the current flight speed, aircraft weight, angles of flap and slat deflection, acceleration of aircraft center of weight along the path, rates of manual and automatic retraction with forestalling relative to maximum tolerable speed of aircraft with retracted undercarriage. Current speed of gear retraction start is registered at navigation instrument to generate message for pilot about necessity in start of retraction mechanisation and to initiate it automatically in case pilot does not interfere with flight control.

EFFECT: decreased flight design speed with retracted undercarriage, lower aerodynamic loads and aircraft weight, higher safety and reliability.

2 cl, 3 dwg

Description

The present invention relates to methods for controlling the cleaning of wing mechanization (flaps and slats) during take-off, increasing flight safety of transport category aircraft by protecting flaps and slats from excessive aerodynamic loads by automating the mechanization control system.

A known method of controlling the mechanization of the wing, in which the flaps and slats are cleaned during acceleration of the aircraft is carried out depending on the lift coefficient of horizontal flight. At the same time, at the stage of aircraft take-off, mechanization is cleaned so that for each current configuration of the aircraft, that is, for each current pair of deviation angles δ _z and slats δ _{pr, the} maximum aerodynamic quality is achieved (V.K.Svyatodukh, Yu.F. Shelyukhin “Problems of Flight Safety of Civil Aviation Aircraft”, article in the collection of works “Modern Problems of Aircraft Dynamics and Control,” TsAGI Proceedings, Issue 2649, Zhukovsky, 2001, pp. 18-19).

With this method of controlling the cleaning of mechanization, energetically more favorable aircraft acceleration trajectories are realized, however, issues of loading mechanization are not considered.

The closest analogue to the prototype is the control method for cleaning the mechanization of the wing of an aircraft of a transport category, implemented in an automated control system of wing mechanization (ASUMK), integrated into the integrated control system (KSU) of the aircraft, in which the current values δ _{s tech} are measured during acceleration after take-off and δ _{pr tech} activated is stored in the onboard computer dependence of the maximum flight speed of the deflection angles of the flaps and slats V _FE (δ _h, δ _ave), determine the amount of poppy imalno allowable airspeed corresponding to the current combination of tilt angles of the flaps and slats V _FE (δ _{h tech,} δ _{pr tech)} and the corresponding speed start automatic pitching plane V _carb (δ _h, δ _pr) <V _FE (δ _h, δ _pr ), at each moment of the flight, the air speed of the aircraft is measured V _EAS , the measured speed V _EAS is compared with the value of the speed V _carb (δ _s , δ _CR ), with increasing speed V _EAS to the value of V _Cabr (δ _s , δ _CR ) form in the elevator control system a signal for cabling of the aircraft with pour reduction acceleration rate, during pitching compared value measured VEAS speed with the value of the maximum allowable airspeed V _FE (δ _{h tech,} δ _{pr Tech),} with increasing V _EAS speed to a value V _FE (δ _{h tech,} δ _{pr tech)} is carried out automatic cleaning of mechanization (see RF patent No. 2364548, IPC B64C 13/16 “Aircraft control system”).

This method of controlling the wing mechanization (flaps and slats) has two major drawbacks. Firstly, with a decrease in the speed of climb, which is due to the cabling of the aircraft, the time it takes to reach the flight speed recommended in the Flight Operations Manual (RLE) increases. Secondly, and this is more significant, the speed of the start of automatic harvesting of mechanization V _Nau (δ _s , δ _CR ) is set equal to the maximum allowable flight speed with the issued mechanization V _FE (δ _C , δ _CR ). With this choice of the velocity V _{of NAU} (δ _h, δ _ave) can not be guaranteed exceedance boundary V _FE (δ _h, δ _ave): start of harvesting mechanization at V _EAS = V _FE (δ _h, δ _pr) in the event of intensive acceleration of the aircraft may be too late, because of the limited angular cleaning speeds, the flaps and slats will not be able to keep up with the rapidly increasing flight speed.

The technical result of the invention is to provide reliable protection of the border of the maximum allowable flight speeds of the aircraft with the released mechanization V _FE (δ _s , δ _CR ). Guaranteed non-exceeding of the boundary V _FE (δ _s , δ _CR ) will protect the wing mechanization from excessive aerodynamic loads. This is especially important in cases where, in accordance with clause 25.335 (e) (3) of the Aviation Rules, Part 25 (AP-25), the values of V _F (δ _s , δ _pr ) are taken as the estimated flight speeds with the mechanization issued lower than those recommended in clause 25.335 (e) (2), and the values of V _FE (δ _z , δ _ol ) are as close as possible to the calculated values of V _FE (δ _z , δ _ol ).

The technical result achieved is achieved by the fact that in the method of controlling the mechanization of the wing of an aircraft of the transport category, which consists in the fact that during the acceleration of the aircraft at the height of the start of the mechanization, the current values of the deflection angles δ _{s tech} and slats δ _{pr tech} are measured, the stored in the side calculator, the dependence of the maximum allowable flight speed on the deflection angles of the flaps and slats V _FE (δ _s , δ _CR ), determine the speed of the start of harvesting mechanization, equal to the value of the speed V _FE (δ _{s tech} , δ _{pr tech} ), at each moment of flight, measure the airspeed of the aircraft V _EAS , compare the current value of the flight speed V _EAS with the speed V _FE (δ _{s tech} , δ _{pr tech} ), with increasing speed V _EAS to a value V _FE (δ _{h tech,} δ _{pr tech)} is carried out automatic cleaning of mechanization, further establish the maximum start speed manual cleaning mechanization V _npy, the maximum start speed automatic cleaning mechanization V _NAUU like flying weight functions plane G and the deflection angles of krylkov and slats, lower speed V _FE (δ _{h, delta, etc.),} ie V _ANR (G, δ _{h, delta, etc.)} <V _nau (G, δ _{h, delta, etc.)} <V _FE (δ _{h, delta, etc.} ), as well as the calculated dependences of the maximum and minimum allowable flight speeds on the flight weight of the aircraft and the deflection angles of the flaps and slats V _max (G, δ _s , δ _pr ) and V _min (G, δ _s , δ _pr ), implemented during sequential cleaning mechanization from the take-off to cruising position, which are previously determined by mathematical modeling of take-off paths and placed in the on-board computer, the current value is measured in flight the flight weight of the aircraft G _tech , activate the dependencies of the maximum and minimum allowable speeds of the start of harvesting mechanization V _max (G, δ _s , δ _pr ) and V _min (G, δ _s , δ _pr ) stored in the on-board computer, determine the values of these speeds, corresponding to the current values of the parameters G, δ _z , δ _pr , that is, V _{max tech} = V _max (G _tech , δ _{z tech} , δ _{pr tech} ) and V _{min tech} = V _min (G _tech , δ _{z tech} , δ _{pr tech} ) is set at the pilot scale by the flight director range mechanization safe cleaning velocity by indicating thereon velocities V _max (G _tech, δ _{those of} , Δ _{pr tech)} and V _{min (G-tech,} δ _{h tech,} δ _{pr tech)} indicate on the dial command and flight director border maximally allowable flight speeds with released mechanization V _FE (δ _{h tech,} δ _{pr tech)} when finding V _EAS speeds within the range of speeds of safe mechanization cleaning by moving the mechanization control lever to the position corresponding to the cruising configuration of the aircraft, mechanization cleaning is carried out, during the mechanization cleaning process they are controlled and the current value of V _EAS speed is found inside the range the speed azone of safe mechanization harvesting by controlling the vertical climb speed V _y , increasing it as the speed V _EAS approaches the border V _max and decreasing when approaching the border V _min , when the pilot does not intervene in the mechanization control, the maximum permissible speed dependence stored in the on-board computer is activated start manual cleaning mechanization V _ANR flying weight of the aircraft and the deflection angles of the flaps and slats, determine the current speed V = V _{tech NIA NIA} (G _tech, δ _{h tech,} δ _{pr tech)} prov DYT comparison with the velocity V _EAS speed V _{ANR tech} value when the condition V _EAS ≥V _{ANR tech} pilot command form of the need to start cleaning mechanization, with continued noninterference pilot control mechanization in determining the current speed V starts automatic cleaning _{ANR tech} = V _max (G _tech , δ _{s tech} , δ _{pr tech} ), they compare the speed of V _EAS with the speed of V _science , when the condition V _EAS ≥V _{science is} performed, the mechanization is automatically cleaned.

, то есть

и

, дополнительно определяют и размещают в памяти бортового вычислителя величины скоростей полета

, наблюдавшиеся при математическом моделировании процессов уборки механизации при постановке закрылков в положение $${\text{δ}}_{{}_{\text{з}}}^{\text{*}}$$

, соответствующее началу уборки предкрылков, в полете измеряют текущее значение ускорения $${\dot{V}}_{ктек}$$

, а величину скорости V_max, являющейся верхней границей индицируемого на командно-пилотажном приборе диапазона скоростей безопасной уборки механизации, последовательно определяют из соотношений:

- на этапе разгона до начала уборки механизации;The technical result achieved is also achieved by the fact that in the above method of controlling the mechanization of the wing of an aircraft of the transport category in order to expand the range of flight speeds recommended in the flight manual for cleaning mechanization, the maximum allowable speeds of the start of manual and the start of automatic cleaning of mechanization are set additionally as functions of the center acceleration masses of the aircraft along the flight path $${\dot{V}}_{\mathrm{to}}$$

, i.e

and

, additionally determine and place in the on-board computer memory the values of flight speeds

observed in mathematical modeling of mechanization cleaning processes when flaps are positioned $${\text{δ}}_{{}_{\text{s}}}^{\text{*}}$$

corresponding to the beginning of the cleaning of the slats, in flight measure the current value of the acceleration $${\dot{V}}_{\mathrm{to}te\mathrm{to}}$$

, and the magnitude of the speed V _max , which is the upper limit of the safe range of mechanization indicated on the flight pilot instrument, is sequentially determined from the relations:

- at the stage of acceleration to the start of harvesting mechanization;

- на этапе уборки закрылков при δ_пр=δ_{пр взл}; V_max=min(V_{max 1}, V_{max 2}),

- at the stage of flaps cleaning at δ _pr = δ _{pr take-off} ; V _max = min (V _{max 1} , V _{max 2} ),

,

- на этапе совместной уборки закрылков и предкрылков; V_max=V_{max 2} - на этапе уборки предкрылков при δ_з=0.Where

,

- at the stage of joint cleaning of flaps and slats; V _max = V _{max 2} - at the stage of cleaning the slats at δ _s = 0.

List of figures:

- figure 1 is a block diagram that implements the proposed method for controlling the cleaning of mechanization;

- figure 2 - cleaning the flaps when using the prototype method;

- figure 3 - cleaning the flaps of the proposed method with a lead.

Figure 1 shows a block diagram that implements the proposed method for controlling the harvesting of wing mechanization with anticipation. The block diagram indicates:

1 - angle sensors deviations of flaps and slats;

2 - system of air signals (SHS), generating data on the air parameters of the movement of the aircraft;

3 - mass measurement and centering system (SIMC);

4 - strapdown inertial navigation system (SINS);

5 - on-board computer;

6 - flight control device (PPC), speed scale;

7 - pilot;

8 - control lever of mechanization;

9 - lever for longitudinal control of the aircraft;

10 - steering flaps;

11 - steering gear slats;

12 - computer system of automatic control of cleaning mechanization;

13 - block automatic control cleaning mechanization;

14 - flap drive control unit;

I - crew cabin;

V _EAS - aircraft flight speed;

δ _s , δ _CR - the deflection angles of the flaps and slats;

G is the flight weight of the aircraft;

- ускорение центра масс самолета вдоль траектории полета; $${\dot{V}}_{\mathrm{to}}$$

- acceleration of the center of mass of the aircraft along the flight path;

V _FE (δ _s , δ _CR ) - the maximum allowable speed with the issued mechanization;

V _NRU - the maximum allowable speed of the beginning of manual cleaning mechanization;

V _Nau - the maximum allowable speed of the start of automatic cleaning mechanization;

V _min - the minimum allowable speed of the beginning of the harvesting of mechanization, which is a given function G, δ _s , δ _Ave

Reliable protection of the border of the maximum permissible flight speeds with the mechanization released can be ensured if proactive cleaning of the mechanization is carried out, that is, the mechanization is not started to be harvested after, but until V _EAS reaches the value of V _FE (δ _s , δ _pr ). The flight speeds V _EAS corresponding to the beginning of the proactive harvesting of mechanization can be determined in advance by the methods of mathematical modeling of take-off paths and placed in the on-board computer of the aircraft.

In mathematical modeling of take-off trajectories, the following mathematical models are used:

- a model of the dynamics of the longitudinal movement of the aircraft, taking into account the dependence of the aerodynamic coefficients C _ha , C _уа and m _z on the deflection angles of the flaps and slats;

- A model of the longitudinal channel of an integrated control system that provides control of gear ratios of automation at take-off and landing flight modes;

и предкрылков

, а также принятую последовательность уборки закрылков и предкрылков.- ASUMK model, taking into account the restrictions of the angular speeds of flap retraction

and slats

as well as the accepted sequence of flaps and slats cleaning.

, включается уборка предкрылков. Цель математического моделирования траекторий взлета самолета заключается в том, чтобы для взлетной и промежуточной взлетной конфигураций самолета определить такие максимально допустимые скорости начала уборки механизации, при которых еще обеспечивается непревышение максимально допустимых скоростей полета с выпущенной механизацией в течение всего процесса уборки. При этом практический интерес представляет определение именно максимально допустимой скорости начала уборки механизации, поскольку расширяется диапазон скоростей безопасной уборки механизации от минимально допустимой, определяемой нормируемыми запасами скорости до сваливания, до максимально допустимой, определяемой наличием границы V_FE(δ_з, δ_пр), что упрощает пилотирование самолета на взлетно-посадочных режимах полета.It is assumed below that flaps are cleaned first, and when their deflection angle decreases to $${\text{δ}}_{{}_{\text{s}}}^{\text{*}}$$

, cleaning of the slats starts. The goal of mathematical modeling of aircraft take-off trajectories is to determine the maximum allowable start speeds of mechanization cleaning for take-off and intermediate take-off configurations of the aircraft, at which the maximum allowable flight speeds with released mechanization are still exceeded during the entire cleaning process. At the same time, it is of practical interest to determine precisely the maximum permissible speed of the start of mechanization harvesting, since the range of speeds of safe mechanization harvesting extends from the minimum permissible determined by the normalized speed reserves to stall to the maximum permissible determined by the presence of the boundary V _FE (δ _s , δ _pr ), which simplifies piloting the aircraft on take-off and landing flight modes.

, δ_{пр взл}=24°, и из взлетного положения, δ_{з взл}=18°, δ_{пр взл}=24°, зависимость V_FE(δ_з, δ_пр) приведена в таблице 1).In contrast to the prototype, in which the speed of the start of automatic harvesting of mechanization V _Nau (δ _s , δ _CR ) is set equal to the speed V _FE (δ _C , δ _CR ), in the proposed method, this speed is set lower than the speed V _FE (δ _C , δ _CR ) Therefore, the task of mathematical modeling is to determine such a margin from the speed V _Nau (δ _s , δ _CR ) to the speed V _FE (δ _C , δ _CR ) and such control of the aircraft in the process of cleaning mechanization that, on the one hand, it is ensured not exceeding the maximum speed limit V _FE (δ _s , δ _pr ), and on the other hand, the maximum acceleration of the aircraft was provided, which was necessary for the speedy achievement of the flight speed along the route. Obviously, this margin should depend on the flight weight of the aircraft, the thrust of the propulsion system and the angle of inclination of the trajectory, which determine the rate of acceleration of the aircraft. For a given flight weight G of the aircraft and a given dependence of thrust on the flight speed P (V), the speed of the start of mechanization harvesting can be determined by the following procedure (for specificity, mechanization harvesting from an intermediate take-off position is considered, $${\delta }_{\text{s}}={\text{δ}}_{{}_{\text{s}}}^{\text{*}}=10°$$

, δ _{pr take-off} = 24 °, and from the take-off position, δ _{s take-off} = 18 °, δ _{pr take-off} = 24 °, the dependence of V _FE (δ _s , δ _pr ) is given in table 1).

Table 1 Maximum allowable flight speeds with mechanization issued δ _s , deg eighteen 16 fourteen 12

10 $$\left({\text{δ}}_{{}_{\text{s}}}^{\text{*}}\right)$$

8 6 four 2 0 0 0 0 δ _ol , deg 24 24 24 24 24 21.5 18.9 16,2 13.6 12 8 four 0 V _FE (δ _s ), km / h 370 375 380 385 390 394 398 402 406 410 - - V _FE (δ _ol ), km / h 410 410 410 410 410 417 424 431 438 445 457 468 480 V _FE (δ _s , δ _ol ), km / h 370 375 380 385 390 394 398 402 406 410 457 468 480

, при котором зависимость V_EAS[δ_з(t), δ_пр(t)) не пересекает зависимость V_FE[δ_з, δ_пр).1. Based on the calculations of the trajectories of the acceleration of the aircraft in a straight horizontal flight at the height of the start of the harvesting of the mechanization when it is harvested from an intermediate take-off position to the cruise, corresponding to different values of the speed of the start of harvesting the mechanization, then determine the maximum value $$V_{n\mathrm{but}\mathrm{at}}\left({\text{δ}}_{{}_{\text{s}}}^{\text{*}}\right)$$

in which the dependence V _EAS [δ _z (t), δ _ol (t)) does not intersect the dependence V _FE [δ _z , δ _ol ).

обеспечивается равенство $$V_{EAS}=V_{нау}\left({\text{δ}}_{{}_{\text{з}}}^{\text{*}}\right)$$

. Для рассматриваемой комбинации значений G и P(V) полученная величина V_нау является максимально допустимой скоростью начала уборки механизации из взлетного положения в крейсерское.2. On the basis of calculations of aircraft acceleration trajectories during harvesting mechanization of the take-off position to the intermediate take-off speed at different values at the beginning of harvesting flaps δ = δ _{pr pr vzl} = const, determining the value V _{of the NAU,} where at the time of cleaning of the flaps in position $${\text{δ}}_{\text{s}}={\text{δ}}_{{}_{\text{s}}}^{\text{*}}$$

equality is ensured $$V_{EAS}=V_{n\mathrm{but}\mathrm{at}}\left({\text{δ}}_{{}_{\text{s}}}^{\text{*}}\right)$$

. For the considered combinations of the values G and P (V) obtained by _{the NAU} value V is the maximum velocity of the beginning of harvesting mechanization of the take-off position in cruising.

3. Carry out similar calculations for other given values of G and P (V).

Depending on the amount of information used about flight parameters (except for data on δ _s , δ _pr and speeds V _EAS and V _FE (δ _s , δ _pr )), the speed V _nau [δ _s , δ _pr ) is determined as follows:

, где $${\dot{V}}_{к\max }\left(G\right)$$

- ускорение центра масс самолета вдоль траектории при V_EAS=V_нау(G), τ - время запаздывания реакции летчика, например, τ=1,5÷2 с. Определенные таким образом зависимости скорости начала ручной уборки механизации от полетного веса самолета V_нру(G) и скорости V_нау(G) заносят в бортовой вычислитель. Зависимости V_нау(G) и V_нру(G) для рассматриваемых условий уборки механизации приведены в таблице 2.1. Use information only about the flight weight of the aircraft. For each flight weight, the smallest value of the start of harvesting of mechanization is taken, which corresponds to the thrust highest for a given flight weight at the maximum continuous operation of the propulsion system. For a guaranteed start of mechanization harvesting at this speed, it should be carried out automatically, in order to avoid the adverse influence of the human factor. For each flight weight of the aircraft, the speed of the start of manual cleaning of the mechanization V _NRU (G) is also established. The speeds of the beginning of manual cleaning of mechanization V _NRU with the considered method of selecting the speeds V _{nau are} determined by mathematical modeling of take-off trajectories according to the formula $$V_{nR\mathrm{at}}\left(G\right)=V_{n\mathrm{but}\mathrm{at}}\left(G\right)-{\dot{V}}_{\mathrm{to}\max }\left(G\right)\cdot \tau$$

where $${\dot{V}}_{\mathrm{to}\max }\left(G\right)$$

is the acceleration of the center of mass of the aircraft along the trajectory at V _EAS = _Vau (G), τ is the delayed reaction time of the pilot, for example, τ = 1.5 ÷ 2 s. The thus determined dependences of the speed of the beginning of manual cleaning of mechanization on the flight weight of the aircraft V _nru (G) and speed V _Nau (G) are entered into the on-board computer. The dependences V _Nau (G) and V _Nru (G) for the conditions under consideration for cleaning mechanization are given in table 2.

table 2 Dependence of the start speed of the automatic V _Nau and manual V _Nru mechanization cleaning on the flight weight of the aircraft G G kg 61600 67200 72800 79500 V _Nau , km / h 289 304 316 329 V _NRU , km / h (τ = 2 s) 277 289 307 321

To ensure guaranteed non-exceeding of the maximum speed limit V _FE (δ _s , δ _pr ) in flight during the mechanization cleaning process, the compliance of the current and calculated values of the flight speed is checked. For this purpose, for each fixed value of the flight weight of the aircraft, a series of calculated values of the flight speed are placed in the on-board computer, which were observed at different times with different combinations of angles δ _s and δ _pr in mathematical modeling of the process of automatic cleaning mechanization. An example of the dependence of the estimated flight speed on δ _s and δ _pr at the maximum take-off weight of the aircraft, denoted V _max , is shown in table 3.

Table 3 Calculated dependence airspeed V _max (δ _h, δ _ave) for automatic cleaning of mechanization, G = 79500 kg δ _s , deg eighteen 16 fourteen 12

10 $$\left({\text{δ}}_{{}_{\text{s}}}^{\text{*}}\right)$$

8 6 four 2 0 0 0 0 δ _ol , deg 24 24 24 24 24 21.5 18.9 16,2 13.6 12 8 four 0 V _max , km / h 329 339 348 357 367 377 386 396 406 411 425 440 454

, где S - площадь крыла, м²: C_{y max}(δ_з,.δ_пр) - максимальное значение коэффициента подъемной силы. Скорость V_EAS ни в какой момент времени в процессе уборки механизации не должна быть меньше значения скорости V_min. Пример зависимости V_min(δ_з, δ_пр) для максимального полетного веса самолета при k=1,2 приведен в таблице 4.For each flight weight of the aircraft, the boundary of the minimum permissible flight speeds when cleaning mechanization V _{min is also established} , which is determined by calculation depending on the stall speed: for example, V _min = k · V _s , $$V_s=\mathrm{14,4}\cdot {\left(\frac{G/S}{C_{y\max }\left({\delta }_s,{\delta }_{PR}\right)}\right)}^{\mathrm{one}/2}$$

, where S is the wing area, m ² : C _{y max} (δ _з , .δ _пр ) is the maximum value of the lift coefficient. The speed V _EAS at any point in time during the harvesting of mechanization should not be less than the value of speed V _min . An example of the dependence of V _min (δ _s , δ _CR ) for the maximum flight weight of the aircraft at k = 1.2 is shown in table 4.

Table 4 Calculated dependence flight speed V _min (δ _h, δ _ave) for automatic cleaning of mechanization, G = 79500 kg δ _s , deg eighteen 16 fourteen 12

10 $$\left({\text{δ}}_{{}_{\text{s}}}^{\text{*}}\right)$$

8 6 four 2 0 0 0 0 δ _ol , deg 24 24 24 24 24 21.6 19,2 16.8 14,4 12 8 four 0 V _min , km / h 274 277 281 284 287 295 302 311 320 330 340 352 364

In flight, the pilot can begin cleaning mechanization for any value of speed range V _min (δ _{h vzl,} δ _{pr vzl)} ≤V _EAS <V _{of NAU.} However, only when the speed of V _EAS approaches the value of V _Nru they form a command about the need to start cleaning mechanization. In the process of manual mechanization cleaning, the pilot's task is to keep the current value of the speed V _EAS in the range of V _min (δ _{s tech} , δ _{pr tech} ) ≤V _EAS <V _max (δ _{s tech} , δ _{pr tech} ). For this purpose, the range of flight speeds corresponding to the safe cleaning of mechanization is indicated on the gearbox scale. The velocity V _{max is} used as the upper boundary of this range, and the velocity V _{min is} used as the lower boundary. At the same time, piloting an aircraft with manual control of mechanization cleaning consists in keeping the speed V _EAS within the range of speeds for safe mechanization cleaning by controlling the vertical climb speed: increase V _y when approaching the border V _max, decrease it when approaching the border V _min .

. Для взлетной и промежуточной взлетной конфигураций самолета скорости начала ручной и автоматической уборки устанавливают в виде функций ускорения для ряда фиксированных значений полетного веса самолета,

,

, i=1…n. Величины $${\dot{V}}_{к}$$

определяют для каждого фиксированного значения полетного веса самолета при математическом моделировании траекторий взлета самолета для ряда фиксированных зависимостей тяги от скорости полета P_j(V_EAS), j=1…m, как значения ускорения центра масс вдоль траектории в момент начала уборки механизации. Сначала определяют максимально допустимую скорость начала автоматической уборки механизации из промежуточного взлетного в крейсерское положение

. Максимально допустимую скорость начала ручной уборки

определяют после определения скорости

по методике, описанной выше в п.1. При математическом моделировании автоматической уборки механизации определяют также величину скорости $${\text{V}}_{\text{нау}}\left({\delta }_{\text{з}}^{\text{*}}\right)$$

, которая имела место в момент достижения угла отклонения закрылков, равного $${\delta }_{\text{з}}^{\text{*}}$$

. Пример зависимостей скоростей V_нау, V_нру и $${\text{V}}_{\text{нау}}\left({\delta }_{\text{з}}^{\text{*}}\right)$$

от ускорения $${\dot{V}}_{к}$$

для максимального полетного веса самолета показан в таблице 5.2. Use information about the flight weight of the aircraft and the acceleration of the center of mass of the aircraft along the trajectory $${\dot{V}}_{\mathrm{to}}$$

. For take-off and intermediate take-off configurations of the aircraft, the start and manual cleaning speeds are set in the form of acceleration functions for a number of fixed values of the flight weight of the aircraft,

,

, i = 1 ... n. Quantities $${\dot{V}}_{\mathrm{to}}$$

determine for each fixed value of the flight weight of the aircraft in mathematical modeling of the take-off trajectories of the aircraft for a number of fixed dependences of thrust on the flight speed P _j (V _EAS ), j = 1 ... m, as the values of the acceleration of the center of mass along the trajectory at the time of starting mechanization harvesting. First, determine the maximum allowable speed of the start of automatic harvesting of mechanization from an intermediate take-off to a cruising position

. Maximum allowable start speed for manual cleaning

determined after determining the speed

according to the method described above in paragraph 1. In mathematical modeling of automatic cleaning mechanization also determine the magnitude of the speed $${\text{V}}_{\text{nau}}\left({\delta }_{\text{s}}^{\text{*}}\right)$$

, which occurred at the moment of reaching the flap deflection angle equal to $${\delta }_{\text{s}}^{\text{*}}$$

. An example of the dependences of the velocities V _nau , V _nru and $${\text{V}}_{\text{nau}}\left({\delta }_{\text{s}}^{\text{*}}\right)$$

from acceleration $${\dot{V}}_{\mathrm{to}}$$

for the maximum flight weight of the aircraft is shown in table 5.

Table 5

от ускорения $${\dot{V}}_{к}$$

при полетном весе самолета G=79500 кгDependences of the speeds V _nau , V _nru and $${\text{V}}_{\text{nau}}\left({\delta }_{\text{s}}^{\text{*}}\right)$$

from acceleration $${\dot{V}}_{\mathrm{to}}$$

with the flight weight of the aircraft G = 79500 kg $${\dot{V}}_{\mathrm{to}}$$

, (km / h) / s 0 1.88 2,35 2.78 3.21 3.64 4.08 4,5 4.92 V _Nau , km / h 370 370 361 354 346 339 331 324 316 V _NRU , km / h 370 366 356 348 340 3327 323 315 306 $${\text{V}}_{\text{nau}}\left({\delta }_{\text{s}}^{\text{*}}\right)$$

km / h 390 388 384 380 375 372 368 364 360

и $${\text{V}}_{\text{нау}}\left({\delta }_{\text{з}}^{\text{*}}\right)$$

размещаются в бортовом вычислителе.Speeds

and $${\text{V}}_{\text{nau}}\left({\delta }_{\text{s}}^{\text{*}}\right)$$

placed in the on-board computer.

контроль правильности выдерживания расчетных (модельных) траекторий осуществляют следующим образом. На этапе уборки закрылков при δ_пр=δ_{пр взл} определяют пролонгированное значение скорости полета V_{з.прол 1}, которое она имела бы при уборке закрылков в положение $${\delta }_{\text{з}}^{\text{*}}$$

,

. Исходя из требования, что скорость $${\text{V}}_{\text{з}\text{.прол}\text{1}}\left({\text{ δ}}_{{}_{\text{з}}}^{\text{*}}\right)$$

не должна быть больше значения скорости $${\text{V}}_{\text{нау}}\left({\delta }_{\text{з}}^{\text{*}}\right)$$

, то есть должно выполняться условие

, определяют максимально допустимую скорость полета на этапе уборки закрылков в положение $${\delta }_{з}={\delta }_{\text{з}}^{\text{*}}$$

по формуле:

. При совместной уборке закрылков и предкрылков, то есть при $${\text{δ}}_{\text{з}}<{\text{δ}}_{{}_{\text{з}}}^{\text{*}}$$

определяют пролонгированное значение скорости V_{пр.прол}, которое она имела бы при полной уборке предкрылков в крейсерское положение,

, и пролонгированное значение скорости V_{з.прол 2}(δ_з=0), которое она имела бы при полной уборке закрылков из положения $${\text{δ}}_{\text{з}}={\text{δ}}_{{}_{\text{з}}}^{\text{*}}$$

в крейсерское,

.When using information about $${\dot{V}}_{\mathrm{to}}$$

control of the correct keeping of the calculated (model) trajectories is as follows. At the flap-cleaning stage, when δ _pr = δ _pr-take-off , the prolonged value of the flight speed V _{z.sprol 1} , which it would have been when folding the flaps to the position, is determined $${\delta }_{\text{s}}^{\text{*}}$$

,

. Based on the requirement that the speed $${\text{V}}_{\text{s}\text{.prol}\text{one}}\left({\text{δ}}_{{}_{\text{s}}}^{\text{*}}\right)$$

should not be greater than the speed value $${\text{V}}_{\text{nau}}\left({\delta }_{\text{s}}^{\text{*}}\right)$$

, that is, the condition must be met

, determine the maximum allowable speed at the stage of flaps retraction in position $${\delta }_s={\delta }_{\text{s}}^{\text{*}}$$

according to the formula:

. When cleaning flaps and slats together, i.e. when $${\text{δ}}_{\text{s}}<{\text{δ}}_{{}_{\text{s}}}^{\text{*}}$$

determine the prolonged value of the speed V _{av. prol} , which it would have had when the slats were fully cleaned in the cruising position,

, and the prolonged value of the speed V _{z.prol 2} (δ _z = 0), which it would have had when flaps were completely removed from the position $${\text{δ}}_{\text{s}}={\text{δ}}_{{}_{\text{s}}}^{\text{*}}$$

to cruising,

.

и

, и для этапа совместной уборки закрылков и предкрылков в качестве максимально допустимой скорости выбирают величину V_max=min(V_{max 1}, V_{max 2}). Для этапа уборки предкрылков при δ_з=0 в качестве максимально допустимой скорости принимают величину V_max=V_{max 2}.Based on the requirements that the speed V _{2 z.prol} (δ _z = 0) should not be greater than the velocity V _FE (δ _z = 0) and the velocity V _pr.prol should not be greater than the velocity V _FE (δ _pr = 0) , determine two values of the maximum allowable speed

and

, and for the stage of joint cleaning of the flaps and slats, the value V _max = min (V _{max 1} , V _{max 2} ) is selected as the maximum permissible speed. For the stage of cleaning the slats at δ _s = 0, the value V _max = V _{max 2 is} taken as the maximum allowable speed.

, скорости V_max используются для индикации на шкале скорости КПП верхней границы диапазона скоростей безопасной уборки механизации.As with no acceleration information $${\dot{V}}_{\mathrm{to}}$$

, speeds V _max are used to indicate on the speed scale of the gearbox the upper limit of the speed range of the safe cleaning mechanization.

не используется, управление уборкой механизации крыла самолета транспортной категории осуществляют следующим образом. В каждый момент времени полета:In the case when information about the acceleration of the center of mass of the aircraft along the trajectory $${\dot{V}}_{\mathrm{to}}$$

not used, control the cleaning of the mechanization of the wing of the aircraft of the transport category is as follows. At each point in time of flight:

- Measure the current values of the deflection angles of the flaps δ _{s tech} and slats δ _{pr tech} (outputs of block 1).

- Activate the dependence of the maximum allowable flight speed stored on the on-board computer on the deflection angles of the flaps and slats V _FE (δ _s , δ _pr ), determine the current value of the maximum allowable flight speed with the released mechanization V _{FE tech} = V _FE (δ _{s tech} , δ _{pr tech} ), (block 5, table 1).

- On the gearbox speed scale (block 6), the maximum permissible flight speed with the released mechanization is displayed, equal to V _{FE tech} .

- Measure the current value of the flight weight of the aircraft G _tech (block output 3).

- Activate stored in block 5, the dependence of the maximum allowable speed of the beginning of the cleaning mechanization V _max on the flight weight of the aircraft and the deflection angles of the flaps and slats (table 3).

- Determine and display on the speed scale of the gearbox (block 6) the magnitude of the speed V _max as the upper limit of the speed range of safe cleaning mechanization.

- Activate stored in block 5, the dependence of the minimum allowable speed of the beginning of the harvesting of mechanization V _min on the parameters G, δ _s , δ _CR (table 4).

- Determine and indicate on the speed scale of the gearbox (block 6) the value of the speed V _min as the lower limit of the speed range of the safe cleaning mechanization.

- Measure the current value of the flight speed V _EAS (block output 2).

- On the speed scale of the gearbox (block 6) control the speed in the range of speeds of safe cleaning. Cleaning mechanization can be started at any speed from the range V _min ≤V _EAS ≤V _max .

- By moving the mechanization control lever (block 8) to the position corresponding to the cruising position of the flaps and slats, the mechanization is cleaned.

- In the process of harvesting, mechanization keeps the value of speed V _EAS in the range of safe cleaning speeds: the vertical climb speed V _{y is} increased when approaching the border V _max , and when approaching the border V _{min it} is reduced.

- If the pilot _does not intervene in the mechanization control, the dependence, stored in block 5, of the maximum permissible start speed of mechanization manual start V _NR on the flight weight of the aircraft and the deflection angles of the flaps and slats V _NR (G, δ _s , δ _pr ) is _activated (table 2) and the current the value of speed V _nru .

- Comparison of speed V _EAS with speed V _NRU .

- When the condition V _EAS ≥V _{NR is} fulfilled, _they form a command to the pilot about the need to start cleaning mechanization (block 7).

- If the pilot does not intervene in the mechanization control, the current value of the start speed of the automatic harvesting V _science is determined as the value of the speed V _max (G, δ _{s take-off} , δ _{pr take-off} ) (table 3), the speed V _EAS is compared with the speed V _science ( block 12).

- When the condition V _EAS ≥V _{science is} fulfilled, the mechanization is automatically cleaned (block 13).

последовательность операций по управлению уборкой механизации такая же, как и при отсутствии информации о величине $${\dot{V}}_{к}$$

. Различие заключается в том, что величины максимально допустимых скоростей начала ручной и начала автоматической уборки механизации V_нру и V_нау определяют дополнительно и как функции ускорения центра масс самолета вдоль траектории полета $${\dot{V}}_{к}$$

, то есть

и

и, кроме того, возникает необходимость в знании максимально допустимой скорости начала уборки механизации из промежуточного взлетного положения в крейсерское

(таблица 5) и в дополнительном определении скорости V_max, являющейся верхней границей индицируемого на КПП диапазона скоростей безопасной уборки механизации. При этом в полете измеряют текущее значение ускорения

(выход блока 4), а величину V_max определяют в блоке 5 по следующим зависимостям:

- на этапе разгона до начала уборки механизации;

- на этапе уборки закрылков при δ_пр=δ_{пр взл}; V_max=min(V_{max 1}, V_{max 2}), где

,

, на этапе совместной уборки закрылков и предкрылков; V_max=V_{max 2} - на этапе уборки предкрылков при δ_з=0.When using information about the acceleration of the center of mass of the aircraft along the flight path $${\dot{V}}_{\mathrm{to}}$$

the sequence of operations for controlling the cleaning of mechanization is the same as in the absence of information about the value $${\dot{V}}_{\mathrm{to}}$$

. The difference lies in the fact that the values of the maximum allowable speeds of the beginning of manual and the beginning of automatic cleaning of mechanization V _NRU and V _Nau are additionally determined as functions of acceleration of the center of mass of the aircraft along the flight path $${\dot{V}}_{\mathrm{to}}$$

, i.e

and

and, in addition, there is a need to know the maximum allowable speed of the start of harvesting mechanization from an intermediate take-off position to a cruising

(table 5) and in the additional definition of the speed V _max , which is the upper limit of the range of speeds of safe cleaning of the mechanization indicated on the gearbox. In flight, the current acceleration value is measured.

(output of block 4), and the value of V _max is determined in block 5 by the following relationships:

- at the stage of acceleration to the start of harvesting mechanization;

- at the stage of flaps cleaning at δ _pr = δ _{pr take-off} ; V _max = min (V _{max 1} , V _{max 2} ), where

,

, at the stage of joint cleaning of flaps and slats; V _max = V _{max 2} - at the stage of cleaning the slats at δ _s = 0.

. На фиг.2 видно, что в случае, когда уборка механизации начинается по достижении границы V_FE (способ управления уборкой по прототипу), из-за ограниченной угловой скорости уборки закрылков максимально допустимая скорость полета с выпущенными закрылками V_FE(δ_з) была значительно превышена, что недопустимо по условиям безопасности полета.Figure 2 on the plane (V _EAS , δ _h ) shows the boundary of the maximum allowable flight speeds of the aircraft with flaps released V _FE (δ _h ) (line 1) and a diagram of changes in the angle of deflection of the flaps as a function of flight speed δ _s (V _EAS ) at cleaning them from the take-off to cruising position using the prototype method (line 2); while G = 56000 kg. The dependence δ _s (V _EAS ) was obtained by methods of mathematical modeling of the dynamics of take-off of an aircraft equipped with an automated wing mechanization control system (ASUMK). The mathematical model of ASUMK took into account the limitation of the angular velocity of the deflection of the flaps during their cleaning

. Figure 2 shows that in the case when the cleaning of the mechanization begins when the boundary of V _{FE is} reached (prototype cleaning control method), due to the limited angular speed of the flaps cleaning, the maximum allowable flight speed with the flaps released V _FE (δ _h ) was significantly exceeded, which is unacceptable in terms of flight safety.

, как в случае диаграммы δ_з(V_EAS) на фиг.2. Рассматривались два значения полетного веса самолета и для каждого полетного веса два значения стартовой тяги, обеспечивающие разные значения ускорения центра масс самолета вдоль траектории $${\dot{V}}_{к}$$

в начале уборки механизации. Приведенным линиям соответствуют следующие значения характерных параметров:Figure 3 shows four different diagrams of changes in the angle of deviation of the flaps as a function of flight speed during their anticipatory cleaning from the take-off to cruising positions, obtained by methods of mathematical modeling of aircraft take-off paths using the mathematical model of ASUMK, taking into account the same limitation

, as in the case of the diagram δ _s (V _EAS ) in figure 2. Two values of the flight weight of the aircraft were considered, and for each flight weight, two values of the starting thrust, providing different values of the acceleration of the center of mass of the aircraft along the trajectory $${\dot{V}}_{\mathrm{to}}$$

at the beginning of harvesting mechanization. The following lines correspond to the following values of the characteristic parameters:

;- line 1: G = 56000 kg; V _Nau = 345 km / h; V _y = 0; $${\dot{V}}_{\mathrm{to}}=4.1(\mathrm{to}m/h)/\mathrm{from}$$

;

;- line 2: G = 56000 kg; V _science = 357 km / h; V _y = 2 m / s; $${\dot{V}}_{\mathrm{to}}=3(\mathrm{to}m/h)/\mathrm{from}$$

;

;- line 3: G = 77300 kg; V _Nau = 370 km / h; V _y = 2 m / s; $${\dot{V}}_{\mathrm{to}}=1.27(\mathrm{to}m/h)/\mathrm{from}$$

;

.- line 4: G = 77300 kg; V _Nau = 370 km / h; V _y = 0; $${\dot{V}}_{\mathrm{to}}=2.25(\mathrm{to}m/h)/\mathrm{from}$$

.

и полетного веса самолета.The most intense acceleration of the aircraft in the horizontal plane was considered. All four diagrams are limiting in the sense that in each of them the maximum permissible (limiting) value of the speed of the start of harvesting of mechanization is used, at which the assigned speeds V _FE (δ _s , δ _pr ) are still not exceeded. Figure 3 shows that the limit values of the rates of anticipatory harvesting can be represented as functions of the acceleration of the center of mass along the trajectory $${\dot{V}}_{\mathrm{to}}$$

and flight weight of the aircraft.

The technical result consists in the fact that with guaranteed of not exceeding the designated value V _FE [δ _h, δ _ave) calculated airspeed aircraft released mechanization V _F [δ _h, δ _pr) according to p.25.335 (e) (3) AP -25 can be reduced compared with the values of V _F [δ _h, δ _ave) p.25.335 defined in (e) (2) AP-25. At the same time, the calculated aerodynamic loads on mechanization (flaps and slats) are reduced, which reduces the weight of the wing structure. For example, a decrease in the calculated flight speeds with released mechanization V _F [δ _h, δ _ave) of 7 ÷ 10% reduces the aerodynamic load on the mechanization of 15 ÷ 20%.

Claims (2)

1. A control method for cleaning the mechanization of an aircraft wing of a transport category, which consists in the fact that during the acceleration of the aircraft at the height of the start of the mechanization cleaning, measure the current values of the deflection angles of the flaps δ _z.tek and slats δ _{ave. Tek} , activate the dependence of the maximum allowable the flight speed from the deflection angles of the flaps and slats V _FE (δ _s , δ _pr ), determine the speed of the start of mechanization cleaning, equal to the value of the speed V _FE (δ _s.tek , δ _{ave. tek} ), _measuring the air speed of the aircraft is V _EAS , a comparison is made of the current value of the flight speed of V _EAS with the value of speed V _FE (δ _z.tek , δ _{ave. tech} ), with increasing speed V _EAS to the value of V _FE (δ _{z. tek} , δ _{ave. tech)} is carried out automatic cleaning of mechanization, characterized in that it further establish the maximum start speed manual cleaning mechanization _ANR V, the maximum permissible speed automatic cleaning start mechanization _{of nAU} V as a function of airplane gross weight G and the deflection angles of the flaps and slats, the smaller the MSE awns V _FE (δ _h, δ _ave), i.e. V _npy (G, δ _h, δ _pr) <V _NAUU (G, δ _h, δ _pr) <V _FE (δ _h, δ _ave), and the calculated the dependence of the maximum and minimum permissible flight speeds on the flight weight of the aircraft and the deflection angles of the flaps and slats V _max (G, δ _s , δ _pr ) and V _min (G, δ _s , δ _pr ), which are realized during successive cleaning of the mechanization from the take-off position cruising, which is previously determined in mathematical modeling of take-off trajectories and placed in the on-board computer, in flight, the current value of the aircraft’s flight weight G _{tech is} measured, and activate the dependences of the maximum and minimum allowable speeds of the start of harvesting mechanization V _max (G, δ _s , δ _pr ) and V _min (G, δ _s , δ _pr ) stored in the on-board computer, determine the values of these speeds corresponding to the current values of the parameters G, δ _h , δ _pr , i.e. V _{max tech} = V _max (G _tech , δ s _tech , δ _tech ) and V _{min tech} = V _min (G _tech , δ _tech , δ _tech ), set on the scale of the pilot-pilot instrument, the range of speeds of safe cleaning of mechanization by indicating on it the values of speeds V _max (G _tech , δ _s.tek , δ _{ave. tech} ) and V _min (G _tech , δ _s.tek , δ _{ave. ek} ), indicate on the scale of the flight pilot instrument the boundary of the maximum permissible flight speeds with the released mechanization V _FE (δ _z.tek , δ _{ave. tech} ), when the speed V _{EAS is} within the speed range of the safe cleaning mechanization by moving the mechanization control lever to the position corresponding to the cruising aircraft configuration, cleaning is carried out mechanization, during cleaning and provide control mechanization finding the current speed V _EAS value within the safe speed range cleaning m hanizatsii due to a vertical speed control climb V _y, increasing it at the approach speed V _EAS to the boundary V _max and decreasing on approaching the boundary of V _min, while not interfering pilot in mechanized control is activated is stored in the onboard computer dependence of the maximum start speed manual cleaning mechanization V _ANR from flying weight of the aircraft and the deflection angles of the flaps and slats, determine the current speed V = V _{nru.tek ANR} (G _tech, δ _z.tek, δ _{pr. tech),} the comparison is performed with the velocity V _EAS greatness V _nru.tek first speed, when the condition V _EAS ≥V _nau.tek pilot command form of the need to start cleaning mechanization, with continued noninterference pilot control mechanization in determining the current speed V starts automatic cleaning _{of NAU. tech} = V _max (G _tech , δ _{s. tech} , δ _{pr . tech} ), compare the speed V _EAS with the speed V _{Nau. tech} , when the condition V _EAS ≥V _scientific tec is _fulfilled , automatic cleaning of mechanization is carried out. 2. The method for controlling the cleaning of mechanization of an aircraft wing of a transport category according to claim 1, characterized in that, in order to expand the range of flight speeds recommended in the Flight Operation Manual for cleaning mechanization, the maximum allowable speeds of the beginning of manual and the beginning of automatic cleaning of mechanization are set additionally and as a function of the acceleration of the center of mass of the aircraft along the flight path $${\dot{V}}_{\mathrm{to}},$$

 i.e $$V_{nR\mathrm{at}}=V_{nR\mathrm{at}}\left(G,{\dot{V}}_{\mathrm{to}},{\delta }_s,{\delta }_{PR}\right)$$

 and $$V_{n\mathrm{but}\mathrm{at}}=V_{n\mathrm{but}\mathrm{at}}\left(G,{\dot{V}}_{\mathrm{to}},{\delta }_s,{\delta }_{PR}\right),$$

 additionally determine and place in the memory of the on-board computer the values of flight speeds $$V_{n\mathrm{but}\mathrm{at}}\left({\delta }_s^{*}\right)=V_{n\mathrm{but}\mathrm{at}}\left(G,{\dot{V}}_{\mathrm{to}},{\delta }_s^{*},{\delta }_{PR\mathrm{at}sl}\right),$$

 observed during mathematical modeling of mechanization cleaning processes when flaps are positioned $${\delta }_s^{*}$$

corresponding to the beginning of the cleaning of the slats, in flight measure the current value of the acceleration $${\dot{V}}_{\mathrm{to}te\mathrm{to}},$$

 and the magnitude of the speed V_max, which is the upper limit of the safe range of mechanization indicated on the flight pilot instrument, is sequentially determined from the relations: $$V_{\max }=V_{n\mathrm{but}\mathrm{at}}\left(G,{\dot{V}}_{\mathrm{to}te\mathrm{to}},{\delta }_s^{*}\right)+3.6{\dot{V}}_{\mathrm{to}te\mathrm{to}}\frac{{\delta }_{s\mathrm{at}sl}-{\delta }_s^{*}}{{\dot{\delta }}_s}$$

 - at the stage of acceleration to the start of harvesting mechanization; $$V_{\max }=V_{n\mathrm{but}\mathrm{at}}\left(G,{\dot{V}}_{\mathrm{to}te\mathrm{to}},{\delta }_s^{*}\right)+3.6{\dot{V}}_{\mathrm{to}te\mathrm{to}}\frac{{\delta }_s-{\delta }_s^{*}}{{\dot{\delta }}_s}$$

 - at the stage of cleaning flaps at δ_etc= δ_{pr vzl}; V_max= min (V_{max 1}, V_{max 2}), Where $$V_{\max \mathrm{one}}=V_{FE}({\delta }_s=0)+3.6{\dot{V}}_{\mathrm{to}te\mathrm{to}}\frac{{\delta }_s}{{\dot{\delta }}_s},$$

$$V_{\max 2}=V_{FE}({\delta }_{PR}={\delta }_s=0)+3.6{\dot{V}}_{\mathrm{to}te\mathrm{to}}\frac{{\delta }_{PR}}{{\dot{\delta }}_{PR}}$$

 - at the stage of joint cleaning of flaps and slats; V_max= V_{max 2} - at the stage of cleaning the slats at δ_s= 0.

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