RU2549506C2 - Method of aircraft path control in landing approach - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aircraft instruments, particularly, to control over aircraft path at landing approach. In compliance with this method, tolerable vertical speed is set for aircraft touch-down using the known horizontal landing speed of a particular aircraft type. Tolerable angle of landing path inclination is defined. Current inclination of preset landing path is defined generated relative to glide-path beacon (GPB) displacing in vertical from initial position corresponding to initial altitude and initial inclination of preset landing path towards runway so that the distance from GPB varies with current horizontal distance from aircraft to near end of runway. Preset landing path current inclination is controlled. Note here that at inclination corresponding to aircraft descent at tolerable vertical speed GPB position relative to runway is fixed.

EFFECT: higher safety 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).

The landing phase is the most responsible and intense part of the flight of the aircraft. 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", M.: Mechanical Engineering, 1983.

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

7. Rogozhin V.O., Sineglazov V.M., Filyashkin M.K. Aircraft navigation and navigation systems, K.: NAU Book Publishing House, 2005. (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.F., Moscow: Transport, 1988.

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

11. Alekseev A.N., Belyaev M.A., Nikulin A.S. et al. "Inertial-satellite landing mode". Abstracts of the All-Russian scientific and technical conference "Navigation, guidance and control of aircraft". M., Nauchtekhlitizdat, 2012. Pages 226-228.

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 trajectory of the approach using the CRM and the timing is given in the books [1, 2, 4, 7, 9].

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 [3, 5, 7].

To improve the accuracy and reliability of determining navigation data, including at the landing stage, methods of complex processing of data from systems with different physical principles, in particular from ANN, SHS and SNA, are currently widely used.

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 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 area of airspace with the specified parameters of the spatial position of the aircraft, where the crew makes a decision to land or to make a second approach.

Of the analogues described in the literature, close in technical essence is the method described in the book [7] "Flight-navigation systems of aircraft" in paragraphs 2.7 and 8.2.

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. A figure illustrating the process of forming a given landing trajectory by radiation of CRM and timing, is shown on page 52 of the book [7] (Fig. 2.6), a copy of which is presented in figure 1 of the application materials.

A feature of the method 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.

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

The signals emitted by the SRM and the SRM, 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 in the characteristics of the entire control loop of the aircraft.

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 can lead to a deterioration in the characteristics of the entire control loop; fluctuations may appear in the loop, 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 end of the runway closest to the aircraft (see Fig. 1).

These disadvantages are largely eliminated in the method presented in the work "Inertial-satellite landing mode" [11].

Therefore, taking into account the purpose of the invention, we believe that the prototype method is described simultaneously in the book [7] and work [11].

Figure illustrating the process of forming a given landing path in the horizontal plane, is presented in figure 2.

Taking into account only the essential features for the present invention, the prototype method includes measuring the parameters of the movement of the aircraft using autonomous navigation and flight sensors, for example, ANN and SHS, correcting the measured parameters of the movement of the aircraft according to the data from the SNA, forming the runway course, the distance to the near end of the runway, aircraft altitude relative to the runway, the formation of a given landing path, with a given angle of inclination of the crew and coinciding in direction with the runway, relative to the virtual heading-glide path beacon (VCGRM) located at one point of the standard position of the CRM, determination of the bearing and elevation angle of the VCGRM, determination of the deviation angles along the course and glide path from the given landing path, the formation of control signals for the angular position of the aircraft in roll and pitch, taking into account the deviation angles in the course and glide path and the change in the angular position of the aircraft compliance with the generated control signals.

Using ANN and SHS, you can measure heading, roll, pitch, speed relative to the surface of the earth, location coordinates, height relative to sea level and height relative to the level of the airfield.

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, in order to solve navigation problems, are corrected according to data from the SNA using one of the methods of integrated 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 and forecast the change in the errors of the corrected systems. The OFC method is described in detail in the books [6, 7, 8].

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, signals of deviation of the aircraft from a given path along the course ε _to and the glide path ε _{g are used} .

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 the glide path ε _g .

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

In accordance with the standard layout of the radio equipment, the CRM is located on 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).

In the prototype method, the control procedure for the aircraft during the approach does not depend on the presence / serviceability at a particular airport of the airfield and the timing, the presence of random interference in the signals of the airfield and the timing, the stability of the aircraft control process in the vertical plane at small distances to the landing point, and the crew the ability to control the slope of the landing trajectory is provided.

As you know, to ensure a comfortable and safe landing, in the final section of the landing trajectory, the aircraft should fly at the lowest possible vertical speed. To do this, on most types of manned aircraft, immediately before landing, the pilot manually performs the aircraft leveling operation, i.e. at the moment of touching the runway, the current trajectory of the aircraft has the smallest possible slope.

Known methods, including the prototype method, ensure the movement of the aircraft along a given landing path with a fixed angle of inclination. For example, modern landing radio engineering systems form a predetermined landing path with a fixed angle of inclination in the range 2.5 ° ÷ 4.0 °. The specific value of the angle of inclination of a given landing path is determined by the tuning of ground-based radio equipment.

In the prototype method, the angle of inclination of a given landing path is determined by the crew of the aircraft, but the workload of the crew in the final section of the landing path is so great that it does not allow one to be distracted by the operation of changing the angle of the given landing path, and the crew performs all operations to align the aircraft manually. Therefore, if we assume that, up to the touch, the aircraft will be controlled in accordance with the generated control signals, the direct landing of the aircraft can be very "rigid".

The aim of the invention is to increase the safety of landing aircraft and expand the functionality to automatically control the slope of a given trajectory in the final section of the landing trajectory.

These goals are achieved by the fact that, in relation to the prototype method, in the proposed method, the slope of a given landing path is changed by moving the VKGRM vertically from the initial position defined by the runway parameters and the given initial landing path parameters to the position at which the inclination angle of the given landing path corresponds to flight Aircraft with a vertical speed, providing comfortable and safe contact of the aircraft with the runway.

Thus, taking into account only the features essential for the present invention, in the approach control aircraft, according to which the initial altitude and the initial inclination angle of the predetermined landing path are set, they are measured using autonomous navigation and flight information sensors, for example, ANN, SHS et al., aircraft motion parameters using any of the known methods of complex information processing, according to data from an accurate navigation information sensor, such as SNA, correct the errors of the measured param movement paths, form, based on the adjusted coordinates and aircraft altitude and runway parameters (runway), the distance to the near end of the runway and the aircraft altitude relative to the runway, form a predetermined landing path in the direction of the runway relative to the virtual heading glide path beacon (VKGRM ), which, in accordance with the standard layout of the landing radio equipment at the aerodrome, is placed under the standard position point of the directional radio beacon on the continuation of the given trajectory cages, determine the bearing and elevation angle of the VCGRM, generate control signals for the angular position of the aircraft along the roll and pitch, respectively, taking into account the mismatch of the bearing of the VKGRM and the runway course and the mismatch of the elevation angle of the VCGRM and the angle of inclination of the given landing path and change the angular position of the aircraft in accordance with the generated control signals , additionally set the permissible vertical speed when the aircraft is in contact with the runway, using the known horizontal landing speed of a particular type of aircraft, determine the allowable angle at the bosom of the landing trajectory, determine the current angle of inclination of the given landing trajectory, which is formed relative to the VCGRM moving vertically in space from the initial position towards the runway in such a way that the distance from the VCGRM vertically to the runway is directly proportional to the current horizontal distance from the aircraft to the near end Runways, control the current angle of inclination of a given landing path, and when it reaches a value corresponding to a decrease in aircraft with an acceptable vertical speed, the position of rtikali fixed relative to the runway.

Figure illustrating the operation of the method in a vertical plane, is presented in figure 3.

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 initial angle of inclination of the given landing path α ₀ and the initial height of the given landing path H ₀ . By default, at the output of the setter, standard values of the angle and height are formed, for example, α ₀ = 4 °, and H ₀ = 600 m. These parameters can also be stored in on-board memory devices, as characteristics of a specific aerodrome.

Using the autonomous sensors of navigation information available on the aircraft’s edge, for example, ANNs and SHS, acceleration signals, angular velocities, heading, roll, pitch, speed, coordinates, and aircraft altitude are measured. As sensors of high-precision navigation information, the most widely used are the SNA, which measure the speed, coordinates and aircraft altitude with high accuracy.

The error estimation of autonomous navigation information sensors according to data from the SNA can be carried out using one of the modern methods of integrated 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 autonomous sensors, and if the signals from the SNA disappear, make a forecast of the change in their errors.

Upon transition to the landing mode, on board the aircraft, using the exact values of the coordinates and the height of the aircraft φ _LA , λ _LA , H _LA stored in the on-board memory devices, heading, length, coordinates and heights of the runway ends, aircraft landing speed ψ _runway , ΔD _Runway , φ _T1 , λ _T1 , H _T1 , φ _T2 , λ _T2 , H _T2 , V _П and the crew’s permissible vertical speed when the aircraft comes into contact with the runway V _Y∂ , initial height H ₀ and initial angle of inclination of the landing path α ₀ , form all the parameters characterizing the current position of the VKGRM, the current predetermined landing path and the position of the aircraft relative tion of this trajectory.

Horizontal distance to the near end of the runway:

, $$D_{BT\mathrm{AT}PP}=\sqrt{\Delta {\varphi }_{\mathrm{one}}^2+\Delta {\lambda }_{\mathrm{one}}^2}$$

,

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

Bearing and horizontal range to VKGRM:

, $$P_{\mathrm{AT}\mathrm{TO}GRM}=arctg\frac{\Delta {\lambda }_2}{\Delta {\varphi }_2}$$

,

, $$D_{\mathrm{AT}\mathrm{TO}GRM}=\sqrt{\Delta {\varphi }_2^2+\Delta {\lambda }_2^2}$$

,

where Δφ ₂ = (φ _T2 -φ _LA ) · R, Δλ ₂ = (λ _T2 -λ _LA ) · R · cosφ _T2 .

Elevation angle

, $${\alpha }_{\mathrm{AT}\mathrm{TO}GRM}=arctg\frac{N_{L\mathrm{BUT}}-N_{\mathrm{AT}\mathrm{TO}GRM}}{D_{\mathrm{AT}\mathrm{TO}GRM}}$$

,

where H _VCGRM = H _T2 -ΔH _VCGRM - height of the VCGRM relative to sea level,

ΔH _VKGRM = D _BTVPP · ΔD _runway · tg ² α ₀ / H ₀ - the current value of the vertical distance from the runway to VKGRM.

Moreover, if ΔH _VKGRM <ΔD _runway · V _Y∂ / V _P then ΔH _VKGRM = ΔD _runway · V _Y∂ / V _P = const.

The current angle of the given landing path:

$$\alpha =arctg\frac{\Delta N_{\mathrm{AT}\mathrm{TO}GRM}}{\Delta D_{\mathrm{AT}PP}}$$

Angular deviations of the aircraft from a given landing path:

ε _KV = P _VKGRM -ψ _runway,

ε = α _{HS VKGRM} -α.

Figure illustrating the resulting trajectory of the aircraft in the vertical plane, obtained by mathematical modeling of the proposed method, is presented in figure 4. This trajectory was obtained under the following initial conditions: the initial landing path height H ₀ = 600 m, the initial inclination angle of the landing path α ₀ = 4 °, the permissible vertical speed of the aircraft at the moment the runway touches V _Y∂ = 1.3 m / s, the aircraft landing speed V _P = 270 km / h.

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

To ensure the identity of the interface for automatic control systems and display systems on already developed and operated aircraft, the signals of angular deviations from a given landing path along the course ε _KV and the glide path ε _GV , if necessary, are converted to the format of signals ε _K and ε _G coming from the on-board equipment An aircraft interacting with real CRM and timing (see Fig. 7.8b and 7.9a on pages 159, 160 of the manual [1]).

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

Claims (1)

The method of controlling the aircraft trajectory during an approach, in accordance with which the initial altitude and the initial inclination angle of a given landing trajectory are set, flight parameters are measured using autonomous flight and navigation information sensors, the errors measured by the autonomous sensors are corrected from the data from the accurate navigation information sensor the parameters of the movement of the aircraft, determine, based on the adjusted coordinates of the aircraft and the parameters of the runway (runway), the distance to the near end and the runway and the aircraft altitude relative to the runway, form a predetermined landing path relative to the runway relative to the virtual course-glide path beacon (VKGRM), which is placed under the far end of the runway to continue the given landing path, determine the bearing and elevation angle of the VKGRM, form control signals for the angular the position of the aircraft in roll and pitch, respectively, taking into account the mismatch of the bearing of the VKGRM and the runway course and the mismatch of the elevation angle of the VKGRM and the angle of inclination of the given landing path and change the angular position of the aircraft in accordance with the generated control signals, characterized in that the permissible vertical speed is set when the aircraft is in contact with the runway, using the known horizontal landing speed of a particular type of aircraft, the acceptable angle of inclination of the landing path is determined, the current angle of inclination of the given landing path, which is formed relative to the WKSM, is determined, moved vertically in space from the initial position corresponding to the initial height and the initial angle of inclination of a given landing path, p about the direction to the runway in such a way that the vertical distance from the VCGRM to the runway is directly proportional to the current horizontal distance from the aircraft to the near end of the runway, the current angle of inclination of the given landing path is controlled, and when it reaches a value corresponding to the aircraft’s decrease with the permissible vertical speed, the position VKGM relative to the runway is fixed.

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