RU2496131C1 - Method of aircraft control in landing approach - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: proposed method comprises measurement of aircraft flight parameters, correction or errors in flight parameters from satellite navigation system by known complex data processing procedures, generation of runway bearing on the basis of corrected aircraft coordinates and those of runway ends, runway length, distance to near runway end, aircraft altitude with respect to runway, automatic or manual aircraft control over pitch and roll with due allowance for signals of bearing shift and glide path. Additionally, it comprises setting of landing path inclination angle generation for formation of preset landing path, locating virtual localiser at extension of preset landing path to be located above the point of standard location of localiser so that its bearing and tilt angle are formed. Note here that bearing and glide path shifts are formed as the mismatch between virtual localiser bearing and runway bearing and as mismatch between localiser tilt angle and landing path inclination selected by aircraft crew.

EFFECT: higher safety and reliability of landing.

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Description

The proposed method is intended for use in the field of aeronautical instrumentation, in particular in flight control and navigation equipment of aircraft (LA).

In general, the flight of any aircraft can be divided into the following stages:

- take off;

- flight along the route;

- landing.

The flight control of an aircraft during any of these stages is a complex process, during which a wide range of tasks related to determining the navigation parameters of the flight, as well as maintaining the required spatial position, is solved. The effectiveness of actions in solving the above problems is determined by a large number of conditions, the main of which is the timeliness, accuracy and related issues of constructing motion paths that provide the most effective and safe achievement of the goal of the current phase of the flight.

The landing phase is the most critical and stressful part of the flight. It is at this stage, in accordance with world statistics, more than a third of all flight accidents occur. The proximity of the earth and contact with the surface of the runway (runway) requires high precision control of angular, speed and trajectory flight parameters.

Theoretical and practical aspects of the functioning of airborne and ground-based equipment ensuring the performance of aircraft landing are given in the following works:

1. Aviation radio navigation. Directory. Edited by A. Sosnovsky, Moscow: Transport, 1990.264.

2. Belogorodsky S.L. Automation of aircraft landing control, Moscow: Transport, 1972.352.

3. Vorobyov L.M. Air Navigation, Moscow: Engineering, 1984. 256.

4. Guskov Yu.P. Discrete-continuous control of the program output of aircraft, Moscow: Mashinostroenie, 1987.128.

5. I.I. Pomykaev, V.P. Seleznev, L.A. Dmitrochenko "Navigation Devices and Systems", Moscow: Engineering, 1983.

6. O.A. Babich "Information processing in navigation systems", Moscow: Engineering, 1991.

7. Rogozhin V.O., Sineglazov V.M., Fileshkin M.K. Flight and Navigation Complexes of the Secondary Ships, K.: Knizhkov vidavnitsvo of the NAU, 2005. 316 (in Ukrainian).

8. S.S. Rivkin, R.I. Ivanovsky, A.V. Kostrov "Statistical optimization of navigation systems." L .: Shipbuilding, 1976.

9. Reference pilot and navigator of civil navigation. Edited by Vasin I.O., M .: Transport, 1988.320.

10. F.V. Repnikov, G.P. Sachkov, A.I. Black Sea "Gyroscopic systems", M .: Engineering, 1983.

At most modern aerodromes, the approach path is formed by the equal-signal zones of electromagnetic radiation of ground directional (CRM) and glide path (GRM) beacons, the intersection of which represents a given approach path.

A detailed description of the processes and procedures for the formation of a given approach path using CRM and timing is given in chapters 7, 8 of the manual [1], chapter 2 of the book [2], section 2.7 of the book [7], section 7.1 of the reference [9].

A description of the features of the functioning of the flight navigation equipment during the approach is given in chapter 3 of the book [2], chapters 2 and 8 of the book [7], chapter 4 of the book [4].

For automatic and manual control of the aircraft at the landing stage, diverse information on the parameters of its movement is required: course, roll, pitch, speed, coordinates, altitude, angular speeds, accelerations. Inertial navigation systems (ANS), airborne signal systems (AHS) and satellite navigation systems (SNA) have found the greatest application for measuring these parameters on board modern aircraft.

Theoretical and practical aspects of the functioning of the ANN, SHS and SNA are reflected in the books [3, 5, 7, 10].

To increase the accuracy and reliability of determining navigation data, including at the landing stage, methods of integrated data processing from various systems that are physically different in principle are currently used, in particular, from ANNs, SHS, and SNSs.

Various aspects of the application of some methods of complex processing of navigation data are reflected in books [5, 6, 7, 8].

Known control methods that implement the flight of an aircraft along a predetermined landing path. These methods provide for the generation of control signals supplied to the controls of the angular position of the aircraft in order to output the aircraft into a given small area of airspace with the given parameters of the spatial position of the aircraft, where the crew makes a decision to land or to make a second approach.

Of the known methods, the closest in technical essence is the method described in the aforementioned book [7] "Flight-navigation systems of aircraft" in paragraphs 2.7 and 8.2. This method is selected as a prototype.

In this method, the approach path is used, formed by the equal-signal zones of ground-based CRM and timing, the intersection of which represents a given landing path. Figures illustrating the process of forming a given landing trajectory by radiation of CRM and timing are shown on page 52 of the book [7] (Fig. 2.6) and page 152 of the reference book [1] (Fig. 7.2), copies of which are presented in Fig. 1 and Fig. .2 application materials.

A prototype feature is the use of angular deviations from the trajectory rather than linear, for control: ε _g is the angular deviation of the aircraft from the plane of the glide path, ε _k is the angular deviation of the aircraft from the plane of the landing course. A figure illustrating the process of following an aircraft along a given landing path in a vertical plane is shown on page 254 of the book [7] (Fig. 8.7), and a copy of it is presented in FIG. 3 of the application materials.

As follows from the contents of the book [7], in general, the prototype method, taking into account only the features essential for the present invention, includes measuring heading, roll, pitch, angular velocity, horizontal and vertical speed, coordinates and altitude of the aircraft, formation of the take-off course landing strip (runway), measuring the distance to the near end of the runway, measuring deviation angles along the course and glide path from the formed, using electromagnetic radiation of ground directional and glide path beacons, landing path, signal generation systematic way the angular position of the aircraft on a roll with the angle of deflection at the rate formation aircraft pitch attitude angular position control signal with the deviation angle and the glide path change in the automatic or manual mode, the angular position of the aircraft in accordance with the generated control signals.

In order to perform a landing using ANN, angular velocities, heading, roll, pitch, horizontal and vertical speed relative to the earth’s surface, and aircraft location coordinates are measured.

In order to complete the landing using SHS, the aircraft’s height relative to sea level and the aircraft’s height relative to the level of the airfield are measured.

ANN and SHS are autonomous systems and provide continuous measurement of these parameters. However, quite significant errors may be present in their signals. To increase accuracy, data from the ANN and SHS are adjusted according to data from the SNA.

SNAs are non-autonomous radio systems. With their help, you can measure the speed relative to the surface of the earth and the coordinates of the location of the aircraft with high accuracy. However, the SNA cannot ensure the continuity of these measurements, and their signals are subject to interference of a natural and artificial nature.

Therefore, as a rule, onboard modern aircraft, the ANN and SHS signals are corrected in order to solve navigation problems according to data from the SNA using one of the modern methods of complex information processing, for example, the optimal Kalman random signal filtering method (OFK). This method allows, in the presence of reliable signals from the SNA, to evaluate the errors of the corrected systems, and if the signals from the SNA disappear, to make a forecast of the change in the errors of the corrected systems. The OFC method is described in detail in the books [6, 7, 8].

To measure the deviation of the aircraft from the radiation path set by the radiation of the SRM and the GRM, special radio-technical equipment is used on board the aircraft [1, 2].

In the process of implementing the automatic approach mode, the well-known laws of controlling the motion of the center of mass through the aircraft roll and pitch control loops are used. The book [7] on pages 255-256 gives examples of the laws of automatic control of aircraft by roll and pitch, in which, along with other signals, the signals are used to deviate the aircraft from a given path along the course ε _to and the glide path ε _g .

To implement the manual approach mode on the corresponding indicating instruments, simultaneously, in the form of vertically and horizontally oriented planks, deviation signals from a given trajectory are displayed along the course ε _to and along the glide path ε _g .

Terrestrial beacon equipment for forming the landing path is quite expensive. To maintain it in working condition, it is regularly necessary to carry out expensive work on verification, calibration and adjustment. Therefore, as practice shows, for example, the crash of a Tu-154 plane by the Polish president, far from all airfields are equipped with ground-based radio-technical landing equipment, and already installed equipment may be temporarily inoperative or malfunctioning.

The signals emitted by ground-based SRMs and timing, due to their radio-technical nature, are subject to distortions and interference associated with the nature of the underlying surface, the state of the atmosphere, the operation of external electrical and radio devices, etc. To counter the effect of such interference on the approach process in aircraft control systems, appropriate measures are applied, as a rule, they are filtered. However, the presence, at a particular point in time, of significant, non-calculated interference in the SRM and timing signals can lead to a deterioration of the characteristics of the entire aircraft control loop and even to an emergency.

A known disadvantage of this method (p. 254 [7]) is also the non-stationary dynamic characteristics of the landing mode when using the angular parameters of the deviation of the center of mass of the aircraft from a given trajectory (ε _g ε _k ). At different distances to the beacon, with the same linear deviations from the given landing path, the angular deviations have different values and, accordingly, at stationary amplification factors, make a different contribution to the resulting control signal. This, in turn, can lead to a deterioration in the characteristics of the entire control loop, and oscillations can appear in the circuit, which will increase as you approach the beacon. This is especially true for the glide path control loop, because The timing is located at the runway end closest to the aircraft (see Fig. 3).

The disadvantages of the prototype can also be attributed to the impossibility of operational control of the crew by tilting the landing path, because its slope is set by the settings of terrestrial beacons. In some situations, there is a need to make a landing with a steeper slope of the trajectory compared to a given terrestrial beacons.

The aim of the invention is, first of all, increasing the reliability and safety of landing aircraft, expanding the functionality to control the slope of the landing path, as well as increasing the accuracy of the formation of a given landing path.

These goals are achieved by the fact that the construction of the landing trajectory is carried out not using ground-based radio engineering devices (RCMs and timing), but completely on board the aircraft using the crew pitch angle set by the crew, accurate data on the coordinates and altitude of the aircraft obtained by complex processing of information from ANN, SHS and SNS, as well as the parameters of the so-called "virtual heading-glide path beacon" (VKGRM).

The need to enter into the procedure for the formation of a predetermined landing trajectory VKGRM due primarily to the need to ensure complementarity and interchangeability on board the aircraft used at the present time and the proposed methods. From this point of view, in the proposed method, with respect to the prototype, the interface is identical for automatic control systems and display systems on the set of already developed and operated aircraft, and the theoretical and practical skills of the currently operating flight crew are taken into account.

The arrangement of the VKGRM relative to the runway in the horizontal plane is fully consistent with the standard layout of the real ASF at the aerodrome, and in the vertical plane, the VKGM is located under the real ASO on the continuation of the landing trajectory.

In accordance with the standard scheme for equipping aerodromes with radio equipment, the CRM is located at the extension of the runway axis at some distance from the far end of the runway. For different aerodromes, the distance ΔD of the _ASM varies, but as a rule it is equal to 1000 m (see figure 1).

As practice shows, in the on-board memory devices of modern aircraft, the following data sets can be stored that characterize a particular runway at a specific aerodrome:

- coordinates of the center of the runway φ _C , λ _C , the length of the runway ΔD and the course of the runway ψ _runway ;

- the coordinates of the two ends of the runway φ _T1 , λ _T1 and φ _T2 , λ _T2 .

From an information point of view, both sets are identical and fully characterize the geometric scheme of a particular runway, for example, for the first data set, the coordinates of the ends of the runway are derived from φ _C , λ _C , ΔD and ψ of the _runway, and, conversely, for the second set of data, the coordinates of the center of the runway , runway length and runway course are derived from φ _T1 , λ _T1 and φ _T2 , λ _T2 . Given this fact, in the present invention, the VKGRM placement scheme is linked to the far end of the runway.

As a result, the procedure for constructing and controlling the aircraft approach path will not depend on the presence / serviceability of a specific airfield and timing, the presence of random interference in the airfield and timing signals will increase the stability of the aircraft control process in the vertical plane at short distances to the landing point, and the crew will be provided with the opportunity to control the inclination of the landing trajectory.

Thus, taking into account only the features essential for the present invention, in an aircraft control approach approach approach, which includes measuring with the ANN, SHS, SNA course, roll and pitch of the aircraft, angular velocity of the aircraft, horizontal and vertical speed of the aircraft, coordinates and altitude LA, the formation, using the methods of complex processing of information from the ANN, SHS, SNA, the adjusted coordinate signals and the height of the aircraft, the formation, based on the adjusted coordinates, the height of the aircraft and coordinates, the height of the runway runway course, the length of the runway, Yes to the near end of the runway, aircraft altitude relative to the runway, generating control signals for the angular position of the aircraft in roll and pitch, and changing, in automatic or manual mode, the angular position of the aircraft in accordance with the generated control signals, the landing path, with the angle of inclination set by the crew and matching in the direction with the runway course, they are formed in a virtual manner directly on board the aircraft relative to the VKGRM, which, in accordance with the standard location scheme at the aerodrome of the landing radio equipment udovaniya, placed under the standard location of the CRM on the continuation of the landing trajectory, determine the coordinates and height of the ECGS, form the bearing and elevation angle of the ECGM relative to the aircraft, and the control signal for the angular position of the aircraft along the roll is formed taking into account the mismatch of the direction of the ECGM relative to the aircraft and the runway course, and the signal control the angular position of the aircraft in pitch is formed taking into account the mismatch of the elevation angle VKGRM relative to the aircraft and the angle of inclination of the landing path set by the crew.

Figures illustrating the operation of the method are presented in figure 4 and 5.

In the process of preparing the aircraft for flight or directly in flight, the crew, using the setpoint available on the aircraft bore, forms the angle of inclination of the given landing path α ₀ . By default, a standard angle value is generated at the output of the setter, for example, α ₀ = 3 °.

With the help of the ANN available on the aircraft bore, acceleration signals, angular velocities, heading, roll, pitch, speed, location coordinates are measured. Using SHS, the aircraft altitude signal is measured relative to sea level, and after compensation in it of the aerodrome altitude relative to sea level, an aircraft altitude signal is generated relative to the airfield. Using the SNA, they measure with high accuracy the signals of speed, location coordinates, aircraft altitude and use them to estimate the errors of the ANN and SHS.

The errors of the ANN and SHS according to the data from the SNA are estimated using one of the modern methods of complex information processing, for example, the optimal Kalman filter (OFK). The OFC method, in the presence of reliable signals from the SNA, makes it possible to estimate the errors of the ANN and SHS, and if the signals from the SNA disappear, make a forecast of the changes in the errors of the ANN and SHS.

When switching to the landing mode on board the aircraft, using the exact values of the coordinates and altitude of the aircraft φ _LA , λ _LA , N _LA obtained by combining the data of ANN, SHS and SNA stored in the on-board memory devices, coordinates and heights of the runway ends φ _T1 , λ _T1 , N _T1 , φ _T2 , λ _T2 , N _T2 , the parameters of the layout of the landing radio equipment at a particular aerodrome, in particular the distance between the CRM and the runway end ΔD _CRM , and the crew angle α ₀ set by the crew, form all parameters characterizing the position VKGM set by the crew raektoriyu fit and position of the aircraft relative to that path.

Runway heading and length:

,

,

,

,

where Δφ _A = (φ _T2 -φ _T1 ) · R, Δλ _A = (λ _T2 -λ _T1 ) · R · cosφ _T1 , R is the radius of the Earth, which for this task, with a sufficient level of accuracy, can be taken equal to 6371 km

Horizontal distance to the near end of the runway:

,

,

where Δφ ₁ = (φ _T1 -φ _LA ) · R, Δλ ₁ = (λ _T1 -λ _LA ) · R · cosφ _T1 .

Bearing and horizontal range to VKGRM:

,

,

,

,

where Δφ ₂ = (φ _T2 -φ _LA ) · R + ΔD _CRM · _runway cosψ, Δλ ₂ = (λ _T2 -λ _LA ) · R · cosφ _T2 + ΔD _CRM · _runway cosψ.

Elevation angle

,

,

where N _VKGRM = N _T2 - (ΔD _runway -δD _TP ) · tgα ₀ - height of the VKGRM relative to sea level, δD _TP - removal of the calculated landing point from the near end of the runway, equal to, for example, 100 m.

Angular deviations of the aircraft from a given landing path:

ε _KV = P _VKGRM -ψ _runway ,

ε _GW = α _VKGRM - α ₀ .

Signals of deviations from a given landing path along the course ε _HF and glide path ε _GW are fed to the appropriate indicating devices to ensure landing in manual mode and to the automatic control system of the aircraft to ensure landing in automatic mode.

To ensure the identity of the interface for automatic control systems and display systems on already developed and operated aircraft, signals of angular deviations from a given landing path along the course ε_HF and glide path ε_GW, if necessary, convert to the signal format ε_TO and ε_Gcoming from the onboard equipment of the aircraft, interacting with real ASF and timing (see Fig. 7.8b and 7.9a on page 159, 160 of the reference [1]).

Thus, the implementation examples show the achievement of technical results.

Claims (1)

A method for controlling an aircraft (LA) during an approach approach, including measurement using an inertial navigation system (ANS), an airborne signal system (AHS), a satellite navigation system (SNA), aircraft roll and pitch, aircraft angular velocity, horizontal and vertical speed of the aircraft, coordinates and altitude of the aircraft, the formation using the methods of complex information processing from the ANN, SHS and SNA of the updated signals of the coordinates and the height of the aircraft, the formation on the basis of the specified coordinates of the height of the aircraft and the coordinates, the height of the landing the first strip (runway) of the runway course, the length of the runway, the distance to the near end of the runway, the height of the aircraft relative to the runway, the formation of control signals for the angular position of the aircraft in roll and pitch, and the change in the automatic or manual mode of the angular position of the aircraft in accordance with the generated control signals, the fact that the landing trajectory with the crew tilt angle and coinciding in direction with the runway course is formed in a virtual way directly on board the aircraft relative to the virtual heading-glide path beacon (VKGRM), which in accordance with the standard layout of the landing radio equipment at the aerodrome, they are placed under the standard position point of the directional radio beacon on the continuation of the landing trajectory, the coordinates and height of the ECGM are determined, the bearing and the elevation angle of the ECMG relative to the aircraft are formed, and the control signal for the angular position of the aircraft along the roll is formed taking into account the discrepancy of the bearing of the VKGRM and the runway course, and the control signal of the angular position of the aircraft in pitch is formed taking into account the mismatch of the elevation angle of the VKGRM and the specified screen pazhem landing trajectory inclination angle.

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