RU2539809C1 - True horizon indicator - Google Patents

Abstract

FIELD: physics.

SUBSTANCE: true horizon indicator comprises two spherical sealed vessels placed inside the other, between which there is a supporting medium, where the inner vessel is fitted with a magnetic sensor consisting of similarly directed permanent magnets mounted on a flat support attached to the vessel. The indicator is fitted with pitch angle indicator elements and is in a suspended state in the outer vessel, fitted with a roll scale. The inner vessel is filled with air and the flat support with the magnetic sensor therein is mounted in the horizontal centre-line plane, on the axis of which a weight is placed and attached to the lower part of the spherical vessel, on the outer diametrical circle, which coincides with the plane of the support of the magnetic sensor, of which a bright-red line is deposited with thickness of 1.0-2.0 mm. The outer sealed spherical vessel has a working hole with diameter of about 1.5 mm and has a white line with thickness of about 2.0-3.5 mm on the horizontal diametrical circle.

EFFECT: simple design.

4 dwg

Description

The technical solution relates to aircraft, flight operation of aircraft, aircraft instrumentation, and more specifically to flight instruments.

The known construction of the horizon see, for example, the book of ed. O.I. Mikhailov, I.M. Kozlov, F.S. Gergel. Aircraft Instruments, ed. Mashinostroenie, 1977, pp. 87-90, which consists of a combination of two physical devices: a free three-degree gyroscope and a physical pendulum, more precisely, a pendulum correction system, housed in a single building, while the horizon horizon body is rigidly attached to an object (airplane glider )

Gyroscopic horizon is a complex precision electromechanical expensive device of limited operational life, requiring special power sources, time-consuming in the necessary periodic maintenance and requiring constant attention during flight operation.

Known technical solution according to patent SU No. 1831653 A3, MKI G01C 17/00, 9/14 “Device for determining the angular orientation of an object”, containing two spherical sealed vessels placed one inside the other, between which there is a supporting medium of heavy xenon gas, an inner vessel equipped with a magnetic sensor consisting of identically directed permanent magnets mounted on a flat support below its center of mass, equipped with indication elements, filled with light gas with helium and in suspension in an external vessel, which th is transparent, is provided with display elements and adjustments and rigidly attached to the housing of the device and an airplane.

The device has instrumental and technological disadvantages.

- to ensure unambiguity of indication (diving or cabling, for example, when performing aerobatics), the inner vessel must have reliable stability in the outer vessel, for this it is necessary to place the magnetic sensor in the inner vessel as low as possible, and this will reduce the length of the constants magnets (magnetic arrows), which can affect the instability of the magnetic sensor when indicating angles.

The use of light and heavy gases creates significant technological and production difficulties.

- filling the inner vessel with light gas - hydrogen is undesirable; when filled with helium, the total buoyancy force of the supporting medium of the inner vessel decreases, which requires toughening the mass requirements of other parts.

- filling the inner vessel with helium, as well as the subsequent filling of the outer vessel with xenon, causes significant difficulties associated with the use of exhaust hermetic chambers, an increase in production facilities, the cost of a large amount of working time, the use of special monitoring devices and other measures, which ultimately increases the cost of the device and reduces their quantitative release.

The difficulty in getting out of a pre-emergency or extreme flight situation for a pilot who has lost (no matter what reason) control of the spatial position of the aircraft or doubts about the correctness of indication of the flight horizons (such a situation is real), lies in the fact that the pilot does not have the opportunity IMMEDIATELY! (attention is drawn immediately) at any moment of flight to determine the position of the aircraft in space by roll and pitch, relative to the true horizon of the Earth. In such a situation, it is necessary: either to analyze the work of horizon indicators (or their failure), or try to find (if visible) land or celestial landmarks and evaluate them, or switch to piloting using the “duplicate instruments” method. These methods are complex, require great attention, application experience, time spent very limited in such a situation, great professionalism from the pilot and do not always end safely.

The problem of determining the spatial position of a moving object that is not in contact with the earth's surface and is subject to linear and angular accelerations around two mutually intersecting perpendicular axes in the horizontal plane is that the observer (pilot) located on this object, for example, in an airplane in the airspace of the troposphere of the Earth, can determine the spatial position of the aircraft, i.e. determine the position of the aircraft by roll and pitch, relative to the vertical of the place:

- either (only!) with the help of the organs of vision, i.e. visually;

- either using tools.

There are no other methods for determining the spatial position of the aircraft, in the aircraft itself, in technology and are not known to science!

Visual orientation in space is possible according to earthly and heavenly landmarks. In the particular case, in daylight, with a clear “ideal” horizon line at altitude, in a horizontal, steady, steady flight in a calm atmosphere, it is possible to visually determine the spatial position of the aircraft by roll and pitch with an accuracy of 0 + -3 angular degrees. According to celestial, relatively motionless, landmarks: the Sun, the Moon, the Polar Star and other luminaries, determining the spatial position is very inconvenient and not accurate, it is necessary to take into account many factors at the same time: time of day, Northern, Southern hemisphere, latitude, time of year, zone time, and etc., while the visibility of the star will depend on the course of the aircraft.

With the loss of the spatial position of the aircraft in the absence of visibility of landmarks and celestial landmarks, which is real in every flight: night, cloud cover, fog, rain, snowfall, etc., it is impossible! determine the spatial position of the aircraft by roll and pitch until the so-called "Stall", i.e. irreversible process of random movement (fall), which lasts several seconds before a collision with the ground and the destruction of the structure. It is almost impossible to get the plane out of the fall. Only gyroscopic instruments are suitable as instrumental tools for determining the spatial position of an aircraft: horizon, gyro-vertical, and course-vertical. These are very responsible electromechanical devices and systems, they have many shortcomings, methodological and instrumental errors that you have to put up with. In view of the importance of the function of controlling the spatial position of the aircraft, these devices always duplicate, triple, cover with control systems and, in addition, the aircraft is additionally equipped with a backup autonomous horizon horizon channel.

Nevertheless, the problem of controlling the spatial position of the aircraft exists.

The physical basis for the operation of the true horizon indicator is based on the regularity established by the applicant of the Earth's geomagnetic field, which consists in the fact that a free magnetic arrow, made in the form of a straight line segment, is set not only in the plane of the Earth’s magnetic meridian, but also along the tangent to the magnetic field Earth’s field, the resultant magnetic field of the Earth, more precisely its horizontal component H, which dominates the Earth’s surface. (The vertical component Z of the Earth's magnetic field - the inclination has a significant effect on the slope of the magnetic needle only in areas of the Earth's geomagnetic poles with a radius of about 1200 km on the surface). The magnetic field line of the Earth’s magnetic field continuously and smoothly envelopes the Earth’s surface and practically does not change in magnitude in the range of tropospheric heights up to 12,000 meters, therefore, the magnetic force of the Earth’s horizontal magnetic field strength will stably hold a free magnetic sensor, consisting of equally directed parallel magnets (magnetic arrows) ), mounted on a flat support, in a horizontal plane tangent to the magnetic field of the Earth’s magnetic field, i.e. parallel to the Earth’s surface at a point in elevation passing through the horizontal plane of the support of the magnetic sensor. Thus, in a moving object, the flat support of the magnetic sensor will be an artificial true stationary horizon relative to two mutually intersecting perpendicular axes in a horizontal plane in the body of the external vessel. Those. the observer (pilot) determines the position of the aircraft in space relative to the constant horizontal stable position of the support of the free magnetic sensor. The development goal is to simplify the manufacturing technology of the device, reduce production costs and reduce the cost of the device.

This goal is achieved by the fact that the inner vessel is filled with air, in it a flat support with a magnetic sensor is installed in a horizontal diametrical plane, the axis of which is placed a weight fastened to the lower part of the ball vessel, on its outer diametrical circle, coinciding with the plane of the support of the magnetic sensor, a bright red line with a thickness of 1.0-2.0 mm is drawn, and the external sealed ball vessel has a technological hole of about 1.5 mm, is equipped with a white line along the horizontal diametrical circle colors with a thickness of 2.0-3.5 mm, and ethanol or naphtha was used as a supporting medium for the inner vessel, and there is an air bubble in the outer vessel.

The illustrations shown are shown.

Figure 1. Appearance of the front of the indicator of the true horizon, view in the direction of flight.

Figure 2. True horizon indicator, top view, section along the horizontal diametrical plane.

Figure 3. True horizon indicator, side view, section along the vertical longitudinal plane.

Figure 4. Scheme of the device of the modified true horizon indicator.

Figure 5. The relative position of the display elements, the indicator of the true horizon, with horizontal flight.

Positions in the drawings.

1. - the inner vessel.

2. - the upper hemisphere of the inner vessel.

3. - lower hemisphere of the inner vessel.

4. - pitch angle scale.

5. - values of diving angles.

6. - the values of the angles of the pitching.

7. - partition, support of the magnetic sensor.

8. - magnetic sensor.

9. - a weight.

10. - a line of bright red color.

11. - an external vessel.

12. - a flange.

13. - roll scale.

14. - line of white color.

15. - technological hole.

16. - liquid medium.

17. - air bubble.

18. - half shafts.

19. - housing.

20. - bevel gear.

21. - handle.

The device and manufacturing technology of the true horizon indicator. See Figs. 1, 2, 3. The inner sealed ball vessel 1 is made of two ball hemispheres of lightweight strong plastic non-magnetic material bonded together under normal atmospheric conditions, the upper hemisphere 2 on the outside having a light brown color and the lower hemisphere 3 has a light blue color, both hemispheres are provided with circular lines of the pitch angle scale 4 with an interval of 10 angular degrees, in the breaks of these lines are the values of the diving angles 5 and the pitching 6. The lower hemisphere 3 in the equatorial plane of sleep It is bent by a horizontal flat partition 7, which gives rigidity to the inner ball vessel, and it is also a support of the magnetic sensor 8 — identically directed permanent magnets (magnetic arrows). A weight 9 is attached vertically to the inner surface of the lower hemisphere 3 vertically from the center of the partition wall of the support of the magnetic sensor 8. Both hemispheres, under normal atmospheric conditions, are aligned along the equatorial plane of the partition 7 and hermetically connected to each other. On the finished inner vessel 1 along a diametrical horizontal circle coinciding with the plane of the partition 7 of the support of the magnetic sensor 8, a bright red line 10 with a thickness of 1.0-2.0 mm is applied on the outside. The mass of the finished inner vessel 1 should be equal to, or slightly less, the buoyancy force of the displaced fluid 16 of the outer vessel 11. The inner diameter of the outer ball vessel 11 is larger than the outer diameter of the inner ball vessel 1 by 3-8 mm. The outer ball vessel 11, which is also the body of the device, is made of two hemispheres of a transparent strong plastic non-magnetic material, for example, organic glass, equipped with flanges 12 along the diametrical plane. One of the hemispheres (front) is provided on the outside with a roll scale 13, and on the inside, along a diametrical horizontal plane perpendicular to the plane of the gloss 12, it is provided with a white line 14, a thickness of the order of 2.0-3.5 mm, the other hemisphere in the upper part has a technological hole e 15 with a diameter of the order of 1.5 mm and is equipped with a mount to the aircraft structure (not shown in the figure).

The inner ball vessel 1 is placed in one of the hemispheres, combined with the other hemisphere, and their flanges 12 are tightly and firmly connected; through the technological hole 15, the remaining internal volume of the external vessel is filled with liquid medium 16, for example, ethyl alcohol or naphtha, leaving an air bubble 17, which is necessary for volumetric compensation of the liquid medium in the operating temperature range from -60 to +50 degrees C, after which the technological hole 15 is reliably closed. The liquid medium 16 with a layer thickness of the order of 1-3 mm is evenly distributed between the inner and outer vessels.

The inner vessel 1 must be in the outer vessel 11 in a suspended free state. Line 10 of bright red should be in the middle position behind line 14 of white and should not be visible. See FIG. 5.

The following record is made in the instrument passport, for example: “The horizontal position of the object with an accuracy of 0-1 ang. hail, pitch and roll corresponds to 55 hail S.Sh. 37th Grade V.D. ” This means that if the line 10 of bright red color coincides with the line 14 of white color and also completely closed the line 14 of white color, then the object (plane) has a position in space in the range of angles 0 ÷ 1 angle. hail, pitch and roll, relative to the natural horizon, i.e. horizontally of the earth’s surface at a geographical point 55 degrees S.Sh. and 37 degrees V.D., i.e. at the place of manufacture of the true horizon indicator. This means that the accuracy corresponds to a given geographical area, this indication is necessary for the proper use of the device.

For the vast majority of air routes in the Eastern Hemisphere of the Earth, in the range of geographical latitudes from approximately 45 to 80 degrees of the Northern Hemisphere of the Earth, the true horizon indicator will provide true, fairly accurate (+, -2.5 angular degrees, with the front of the true horizon indicator 80 -100 mm) and an indication of the spatial position of the aircraft, convenient for visual assessment, at any moment of flight from take-off to run. without touching it.

However, for extended flights in the meridional direction, from the Northern Hemisphere to the Southern, for example, from Murmansk to Antarctica, as well as for air routes of the Western Hemisphere of the Earth, especially at high latitudes in the Northern Hemisphere of the Earth, errors in the true horizon indicator may be noticeable due to changes the horizontal component of the resultant magnetic field of the Earth and the proximity of the North geomagnetic pole of the Earth (island territory of Canada). To compensate for these errors and ease of use, a modification of the true horizon indicator is provided, as shown in FIG. 4. In it, the rear hemisphere of the outer vessel 11 is deprived of the attachment point to the aircraft structure; the true horizon indicator is equipped with half shafts 18 in the horizontal plane, in the center of the inner vessel perpendicular to the longitudinal axis, with which it is fixed in the housing 19. The angular position of the outer vessel 11 in pitch can be changed manually in the semiaxes 18, by means of a bevel gear 20 by the handle 21, while the backlash of the external vessel 11 is not allowed. The housing 19 is equipped with a mount to the aircraft structure.

Setting the true horizon indicator on the plane. The true horizon indicator refers to the so-called fixed aircraft equipment. The device does not require periodic inspections and its technical resource is set equal to or a multiple of the overhaul life of an airplane glider, after which it is disposed of due to unrepairability and low cost.

The true horizon indicator is set on top of the middle part of the cockpit windshield, while minimizing the impact of electric and magnetic fields on it from all the working equipment of the aircraft. In addition, the aircraft should be on a horizontal platform, the pressure in all tires of the landing gear should be normal, the centering of the aircraft should correspond to the average value of the operational interval of the alignment of the MAR for this type of aircraft. Static peace. When all of the above conditions are met, the true horizon indicator is securely attached to the structure of the airplane glider, so that line 10 of bright red color is in the middle of line 14 of white color and is completely closed (Fig. 5, “A”). The indicated mutual arrangement of line 10 of bright red color and line 14 of white color corresponds to the fact that the plane is in the horizon, i.e. the design of the airframe is parallel to the surface of the earth (the horizontal platform on which it is located), which is what is required from the true horizon indicator.

The operation of the device. A magnetic sensor 8, fastened by a partition 7 with an internal free spherical vessel 1, will be installed and stably motionlessly held by the horizontal component H of the Earth’s magnetic field regardless of the magnitude of the speed and evolution in space of the external vessel 11 (aircraft). The weight 9 gives the inner vessel 1 the necessary stability, thereby achieving the uniqueness of determining the angles. The liquid medium 16 is not only a supporting, but also a lubricating medium between the vessels, and a small volume of liquid and its small amount (mass) do not allow the so-called manifestation. enthusiasm inherent in liquid devices, which positively affects the stability of the display.

The true horizon indicator allows you to immediately, at any time during the flight (from separation from the runway to the touch of the runway), give the pilot reliable information about the position of the earth, relative to the arbitrary position of the aircraft in space. Fixed, at any moment of flight, the line of bright red color 10 is the surface of the earth, therefore the device has an indication “VIEW FROM THE PLANE TO THE EARTH”, which is convenient for the pilot, because it is easier and more habitual for him to “shift” his gaze from the indicator of the true horizon to the earth or to the place where the earth should be (with a “blind” flight), which is especially important in an extreme situation.

A uniform horizontal straight steady flight in a calm atmosphere can be considered as dynamic rest, in this case for most of the air routes of the Eastern hemisphere of the Earth in the latitude range of the Northern hemisphere of the Earth approximately 55 ÷ 15-20 degrees, a wide line 14 of white color will cover a thin line 10 brightly red, this means that the plane is "in the horizon."

In the transition mode of flight, only pitch (dive or pitching), the white line 14 will be parallel to the bright red line 10, higher or lower.

In a coordinated flight, only the roll (left or right), the white line 14 will cross the bright red line 10 in the center.

When performing turns with climb or decrease, the white line 14 will be located above or below the bright red line 10 and be at an angle to it.

The true horizon indicator is essentially an independent controller of the on-board automatic control system (ACS), its independent feedback. White line 14 repeats the evolution of the aircraft given by self-propelled guns.

If at night, in difficult weather conditions, when passing through a multi-layer cloud, the pilot does not see the line 10 of bright red color, then everything is fine on board, and when performing evolution under these conditions, the pilot does not allow large discrepancies of the white line 14, relative to line 10, bright -of red color.

Sustaining (reading) the pitch and roll angles by the true horizon indicator is rarely performed, as a rule, only in an extreme situation, for example, when gyroscopic devices fail during take-off during a climb with a roll at night in fog to prevent the aircraft from reaching supercritical flight angles .

Achievable effectiveness.

1. A new aerobatic instrument has been created, which has significant advantages in many characteristics compared to the gyroscopic instruments and gyroscopes and gyro-verticals used, namely:

- in reliability.

- autonomy.

- in the absence of special power supply.

- in constancy of action.

- in ease of use in flight.

- in the absence of controls.

- in the simplicity of technical operation.

- not requiring periodic maintenance.

- having a greater technical resource.

- in the simplicity of production and equipment.

- in the cost of the device, and other characteristics.

2. The pilot has the opportunity at any time during the flight to know for sure: where is the land. The degree of confidence of the pilot in the indicator of the true horizon is much greater than in gyroscopic instruments and gyro-verticals and horizons.

3. In the event of an emergency in flight (engine failure, fire, failure of power supply, etc.), which caused the failure of all the horizon, when flying in difficult weather conditions, the true horizon indicator allows you to pilot the plane in helm mode (without autopilot and self-propelled guns) to an emergency landing, alternate aerodrome or to the destination with a successful completion of the flight.

4. Significantly increases flight safety, which is especially important for civil aviation.

5. There is an opportunity to reduce the cost of the standard equipment of the aircraft by eliminating a number of equipment, for example, for a first-class aircraft: third backup gyro-vertical, its secondary source of special power supply, switch for correction of switching, protective fittings, electrical communications and connectors; backup horizon with the same equipment. And this: the exclusion of the flight weight of the aircraft by 100-200 kg, an increase in the battery capacity, an increase in space in the technical compartments of the aircraft, simplification of labor-intensive and lengthy maintenance of equipment, and, as a result, reduction in aircraft operating costs.

Claims (1)

The true horizon indicator, containing two sealed ball vessels placed one inside the other, between which there is a supporting medium, where the inner vessel is equipped with a magnetic sensor, consisting of unidirectional permanent magnets mounted on a flat support fixed to the vessel, equipped with indication elements at pitch angles and is in suspension in the outer vessel, which is rigidly attached to the glider of the aircraft, made transparent, equipped with a roll scale, characterized in that the inner vessel for filled with air, in it a flat support with a magnetic sensor is installed in a horizontal diametrical plane, the axis of which is a weight fastened to the bottom of the ball vessel, along its outer diametrical circle, coinciding with the support plane of the magnetic sensor, a bright red line is drawn with a thickness of 1 , 0-2.0 mm, and the external sealed ball vessel has a technological hole with a diameter of about 1.5 mm, is equipped along a horizontal diametrical circle with a white line with a thickness of about 2.0-3.5 mm, and as a support alive environment for internal vessel used ethanol or ligroin, wherein in the outer vessel by a bubble of air.

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