RU2562673C1 - Method of improvement of flight safety in case of engine failure - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: method of improvement of safety of aircraft flight in case of engine failure operating at the moment of failure in maximum or augmented mode and located on the same wing plane for which the aircraft has an increasing heel angle, is based on the use of aerodynamic surfaces. Roving and list moments occurred as a result of engine failure are effected by additionally controlled surfaces located on the left and right wing consoles, lateral surfaces of the hull which being deflected change the layout of flowing of each wing console, of the hull resulting in elimination of the list and roving moments. It is achieved by change of curvature of the profile of the wing console with the failed engine, resulting in increase of its carrying power and decrease of the list moment, decrease of the angle of attack by deflection of consoles of the stabiliser, and resulting in decrease of the carrying power of the left and right wing plane and consequently, the list moment as well.

EFFECT: higher flight safety.

5 dwg

Description

The invention relates to aviation, and in particular to control systems that increase the flight safety of aircraft having two or more engines having flaps, using ailerons to control the yaw, to control the yaw of the rudder, and to stabilize the pitch.

There is a method of parrying engine failure, which consists in the pilot deflecting control levers aimed at compensating for engine failure in a straight horizontal flight [Flight dynamics and combat maneuvering of aircraft. Textbook. A.M. Tarasenkov, V.G. Braga. - M.: VVIA them. prof. NOT. Zhukovsky, 1984, p. 389 ... 391].

A known method of parrying engine failure in a straight horizontal flight using an automatic machine [Aircraft YAK-28P. Book 3. Technical description. Aircraft systems, takeoff and landing devices and control. Yu.A. Bardin, M.G. Bendersky et al. - M.: Mechanical Engineering, 1965, p. 134 ... 135].

The disadvantage of such methods is that they are used to parry engine failure only in a straight horizontal flight. In addition, with these methods for the effectiveness of the steering surfaces: ailerons, rudders, capable of fending off an engine failure (operating at maximum or afterburning) located on the wing plane towards which the roll is carried out, when performing an aircraft maneuver with an increasing angle of heel, not enough. This can lead to a further increase in the angular velocity ω _x , exceeding its limits and, as a consequence, the loss of stability and controllability of the aircraft.

An object of the invention is to increase flight safety in the event of engine failure, operating at maximum or afterburner at the time of failure and located on the wing plane onto which the aircraft has an increasing roll angle.

The solution to the technical problem of the claimed invention lies in the fact that in the method of parrying engine failure (operating at the time of failure at maximum or afterburner and located on the wing plane to which the aircraft has an increasing roll angle), based on the use of additional controlled surfaces ( DUP), a change in the curvature of the wing profile due to the joint deviation of the ailerons and flaps, a decrease in the angle of attack when the stabilizer deviates, the rudder, controlling the which are carried out at the command of the claimed device. The claimed device recognizes engine failure and, depending on the flight parameters and operation mode of the failed engine, carries out a joint deviation of the above steering surfaces to counter its failure.

The use of additional control surfaces for parrying engine failure, changing the curvature of the wing profile due to the joint deviation of the ailerons and flaps, stabilizer, rudder, deflected by the command of the claimed device is an essential distinguishing feature of the claimed invention.

The technical result of the invention is to improve flight safety and facilitate the operation of the pilot by parrying engine failure by joint deviation, using the claimed device, additionally control surfaces, ailerons and flaps that change the curvature of the wing profile, stabilizer, rudder.

показано на фиг. 3, на фиг. 4, 5 показана схема отклонения ДУП, элеронов, закрылков, руля направления, стабилизатора для парирования отказа левого двигателя в полете.The location and possible deviation of the additional control surfaces, ailerons, flaps, rudder, stabilizer is shown in FIG. 1, in FIG. 2 shows a block diagram of the device, the deviation of the ailerons, rudder during the maneuver of the aircraft (LA) with an increasing angle of heel (with angular velocity $$\left({\omega }_x\prec 0\right)$$

shown in FIG. 3, in FIG. Figures 4 and 5 show a deviation diagram of a flight control system, ailerons, flaps, rudder, stabilizer to counter the failure of the left engine in flight.

The device for improving flight safety in case of engine failure 3 or 4 in flight near the aircraft (Fig. 1), depending on the Mach number and angle of attack, contains additional control surfaces 1, 2 deflected by hydraulic cylinders 29 (Fig. 2) located on the upper wing surfaces, as well as DUP 5, 6, 7, 8, deflected by hydraulic cylinders 30 and located on the upper and lower surfaces of the wing, and additional deflected surfaces 13, 14 located on the side surfaces of the fuselage. In addition, the device (Fig. 2) contains sensors 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, taking into account the following parameters 18 - Mach number (M), 19 - angle of attack (α ), 20 - slip angle (β), 21 - roll angle (γ), 22 - atmospheric pressure, 23 - position sensor of the engine control knobs (ORE), 24 - speed sensor of the left engine, 25 - speed sensor of the right engine, 26 - the position sensor of the aircraft control handle, 27 is the pressure sensor mounted on the hydraulic pump of the left engine, 28 is the pressure sensor mounted on the hydraulic pump of the right engine.

The device includes an automatic control unit (ACS) 29, solenoid valves 30 that control the flow of hydraulic fluid into hydraulic cylinders 31, 32, 33, respectively, deviating additional control surfaces 1, 2, 5, 6, 7, 8 on the right and the left planes of the wing of the aircraft and additional control surfaces 13, 14 (Fig. 1) on the right and left side surfaces of the fuselage of the aircraft and deflected by hydraulic cylinders 33, in addition, the electromagnetic valves 30 supply hydrofluids STI in cylinders 36 flaps 11, 12, hydraulic actuators 34, 35, 37 control, respectively, the rudder 15, aileron 9, 10, 16, left and right cantilevers 17 of the stabilizer.

In the event of engine failure in an aircraft performing a maneuver with an increasing angle of heel on the wing plane where the failed engine is located, due to the action of the moment from a working engine M _y (P), a slip angle arises leading to a heeling moment M _x (β) and yaw M _y (β). The greatest danger, from the point of view of flight safety, is the moment M _x (β), which contributes to a further increase in the existing angular velocity ω _x .

и имеющего угловую скорость $${\omega }_x\prec 0$$

(фиг. 4), значение числа Маха, углов скольжения, атаки, крена, атмосферного давления, с помощью датчиков 18, 19, 20, 21, 22 поступают на блок САУ, в котором с помощью поступаемых сигналов с датчиков 23, 24, 25, 26, 27, 28 происходит распознавание отказа двигателя.To eliminate the slip angle in case of failure of the left engine 3 of an aircraft performing a maneuver with deflected ailerons 9, 10 with an angle $${\delta }_{\mathrm{uh}}\succ 0$$

and having angular velocity $${\omega }_x\prec 0$$

(Fig. 4), the value of the Mach number, glide angles, attack, roll, atmospheric pressure, with the help of sensors 18, 19, 20, 21, 22 are fed to the ACS block, in which using the received signals from sensors 23, 24, 25 , 26, 27, 28 engine failure recognition occurs.

, а элероны 9 и 10 отклоняются с углом $${\delta }_{э}\prec 0$$

в противоположную сторону гидроусилителем 35, гидроусилителем 37 уменьшается угол отклонения консолей стабилизатора.If there is a failure of the left engine 3, at the command of block 29, the electrohydrocranes 30 and hydraulic cylinders 31, 32, 33, 36 reject: DUP 2 (Fig. 4, Fig. 5) located on the upper surface of the right wing console and synchronously deflected surfaces 6, 8, located on the upper and lower surfaces of the same wing console, as well as an additional control surface 14, located on the right side surface of the fuselage, and the flap 11. In addition, according to the incoming signals from block 29 to the servo drives 34, 35, 37 , respectively, steering 15, ailerons 9, 10 and the right and left console stabilizer 16 and 17, there is a deviation of the rudder with an angle $${\delta }_n\prec 0$$

and ailerons 9 and 10 deviate with an angle $${\delta }_{\mathrm{uh}}\prec 0$$

in the opposite direction, the hydraulic booster 35, the hydraulic booster 37 decreases the deflection angle of the stabilizer arms.

The deviation of the additional surface 2 leads to the fact that there is a decrease in M _x (β) due to a drop in the lifting force of the right console, a change in the sign of the angle of deviation of the ailerons 9, 10 to the opposite leads to a further decrease in M _x (β). The synchronous deviation of the APS 6, 8 brings a double effect: a joint deviation leads to the fact that at the ends of the wing consoles there is an additional drag force directed backward and creating a moment aimed at eliminating the angle β, and the deviation of the surface 6, since it is located on the upper surface wing also helps to reduce the moment of heel from the angle of glide. The deviation of the surface 14 (Fig. 5), located on the right side surface of the fuselage, leads to the fact that the resulting drag force creates a moment aimed at eliminating the angle of sliding, and therefore, the moments of yaw and roll. The joint deviation of the aileron 9 and the flap 11 changes the curvature of the profile and increases the lifting force of the left plane, thereby reducing the moment of heel from the angle of slip. The deviation of the rudder 15 creates a moment M _y (δ _H ), aimed at eliminating the slip angle. A decrease in the angle of deviation of the stabilizer leads to a decrease in the angle of attack and, as a consequence, to a decrease in the lift of the left and right wing planes and, consequently, to a decrease in the moment M _x (β).

In the event of a failure of the right engine 4 in an aircraft performing a maneuver with an increasing angle of inclination, DUP 1, 5, 7, 13 deviate to the right plane, the sign of the angle of deviation of the rudder 15 and ailerons 9, 10 changes, the curvature of the profile of the right console changes due to deviations of the aileron 10 and flap 12 (Fig. 1), the deviation angles of the right and left stabilizer arms are likewise reduced to reduce the angle of attack. All of the above leads to the fact that there are forces and moments aimed at eliminating the slip angle already on the left plane and reducing the yaw moment M _y (β) and the roll moment M _x (β) on the right plane.

Claims (1)

A way to increase the flight safety of an aircraft in case of engine failure, operating at the maximum or afterburner moment of failure and located on the wing plane onto which the aircraft has an increasing roll angle based on the use of aerodynamic surfaces, characterized in that they affect - due to engine failure, yaw and roll moments due to additionally controlled surfaces located on the left and right wing consoles, side surfaces of the fuser sags, the deviation of which changes the flow pattern of each wing console, the fuselage, leading to the elimination of roll and yaw moments, by changing the profile curvature of the wing console, on which the failed engine is located, leading to an increase in its lifting force and to a decrease in the roll moment, and a decrease in the angle of attack by deflecting the stabilizer consoles, and leading to a decrease in the lifting force of the left and right wing planes, and hence the roll moment.

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