RU2546550C1 - Control over aircraft landing path at landing on nonprogrammed airfield - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: proposed process comprises measuring and correcting aircraft flight parameters. Aircraft position parameters relative to runway are generated to get preset landing path relative to virtual glide beacon located under the point of on-course beacon standard position. Aircraft angular position in pitch and bank is controlled with allowance for on-course-glide beacon bearing and runway course mismatch and mismatch between on-course-glide beacon elevation and inclination of landing path. Coordinates of runway near end not programmed before the flight are measured which with due allowance for design or standard length of runway and preset or design runway course are used for determination of on-course-glide beacon coordinates.

EFFECT: higher safety of flight.

2 cl, 4 dwg

Description

The invention is intended for use in the field of aviation instrumentation, in particular, in flight control and navigation equipment of aircraft.

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 pp.

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”, Moscow: 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, pp. 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 books [3, 5, 7].

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

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 objectives of the present invention, it is believed that the prototype method is described simultaneously in the book [7] and work [11].

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 a predetermined landing path, with a given angle of inclination and coinciding in direction with the runway, relative to the virtual heading-glide path beacon (BPM) located under the standard position of the CRM, determining the bearing and elevation angle of the BPM, determining the angles of Exchange deviation from the desired glide path and landing trajectory formation aircraft roll and pitch angular position control signal with respect to the deviation angles respectively for the course and the final approach and changing the angular position of the aircraft in accordance with the generated control signals.

Drawings illustrating the process of forming a given landing trajectory in the horizontal and vertical planes, in accordance with the prototype method are presented respectively in figure 2 and figure 3.

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 BPM 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 BPM is placed under the KPM on the continuation of the landing path.

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 _KPM varies, but as a rule it is equal to 1000 m (see figure 1).

In the prototype method, the aircraft control procedure 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 and stability of the aircraft control process in the vertical plane at small distances to the landing point.

The prototype method provides the formation of a predetermined landing trajectory if there is relevant information on the aircraft landing board on the landing aerodrome, namely, the runway course, the coordinates of the far and near ends of the runway and their height relative to sea level. As a rule, this information is entered into the on-board equipment of modern aircraft during its pre-flight preparation and stored in the on-board electronic database.

In modern airborne systems, a lot of information can be stored about a variety of navigation points, including a large number of airfields. The entire set of information about the navigation points makes up the so-called “flight program”, and the airfield, information about which is stored on board the aircraft, is called the programmed airfield.

However, as flight practice shows, the likelihood of situations requiring emergency landing at the airfield, information about which is not available on board the aircraft, i.e. to an unprogrammed airfield, very high. In such situations, it is necessary to urgently enter into the aircraft onboard equipment data on the coordinates, altitude and course of the runway of this unprogrammed airfield.

It is possible, but not guaranteed, to obtain such information by radio or from navigational directories. The time required to manually enter all of these parameters into the on-board equipment is very high, especially for coordinates that must be entered to the nearest tenth of arc seconds. Therefore, most likely, even with the availability of this information, in a situation requiring an emergency landing at such an unprogrammed airfield, the crew’s workload will be so great that it will not allow him to be distracted from piloting the aircraft to manually enter all the necessary data about the airfield into the airborne equipment. This is especially true for aircraft with one crew member.

Moreover, to construct the landing trajectory in accordance with the prototype method, the minimum necessary set of information about the aerodrome includes the coordinates of the near end of the runway relative to the aircraft and the runway course. The presence of such parameters, taking into account the known parameters of the “standard” runway, allows forming the landing path on board the aircraft in accordance with the prototype method.

The aim of the invention is to increase the flight safety of the aircraft and expand the functionality for the automatic formation of the trajectory during landing of the aircraft on the airfields not programmed during its preparation.

This goal is achieved by the fact that, relative to the prototype method, in the proposed method, the relative coordinates of the near end of the runway of an unprogrammed aerodrome are measured prior to the start of the aircraft movement along the landing path using any of the on-board visual orientation systems, and the runway course is formed by one of two alternative methods:

1) set on any of the angular parameters set on board the aircraft;

2) by the already measured coordinates of the near end of the runway and the coordinates of the far end of the runway, which are additionally measured using any of the on-board visual orientation systems.

Thus, taking into account only the features essential for the present invention, in the method of controlling the aircraft trajectory during landing on an unprogrammed aerodrome, including inertial, aerometric and satellite navigation systems, course, roll, pitch, angular velocity, components of the ground speed vector, coordinates and aircraft heights, integrated processing of the measured parameters, the formation on board the aircraft of the landing path relative to the BPM, which is placed on the opposite side of the runway on the continuation landing paths, forming deviations of the aircraft from the landing path, generating control signals for the angular position of the aircraft in roll and pitch and changing the angular position of the aircraft in accordance with the generated control signals, previously, before the aircraft moves along the landing path, the runway of an unprogrammed aerodrome is visually identified using any from airborne visual orientation systems, measure the range and angles of sight of the near end of the runway, which, taking into account the current coordinates of the aircraft, are used to determine the coordinates of the near end of the runway, which, in turn, taking into account the length of the standard runway and the specified, on any of the angular parameters and on-board runners on board the aircraft, are used to determine the coordinates of the BPM.

With the second method of forming the runway course, additionally, using any of the on-board visual orientation systems, the range and the viewing angles of the far end of the runway are measured, which, taking into account the current coordinates of the aircraft, are used to determine the coordinates of the far end of the runway, and the runway course is formed as the direction of a straight line connecting the near and far ends of the runway.

A drawing illustrating the operation of the method in determining the course of the runway according to the coordinates of the two ends of the runway, is presented in figure 4.

Using autonomous navigation information sensors available on board the aircraft, 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.

Currently, on modern aircraft, optical location systems are widely used as visual orientation systems, including laser rangefinders, collimator aviation indicators, helmet-mounted sighting devices, thermal imagers, etc. Using these devices, you can measure the distance to any point on the earth's surface and angles sighting of this point relative to the aircraft construction axes.

When a situation arises on board an aircraft requiring an emergency landing on an aerodrome, the parameters of which are absent on board the aircraft, the crew visually orientates relative to the runway of this aerodrome and, using any of the visual orientation systems available on the aircraft’s edge, measures the distance to the near end of the runway D _b and orientation angles direction line at the near end of the runway with respect to the aircraft construction axes and _yb, and _zb. These parameters, taking into account the course ψ, roll γ, and pitch υ of the aircraft, are converted to the relative coordinates of the near end of the runway Δφ ₁ , Δλ ₁ , ΔH ₁ , and then to the full geographical coordinates φ _T1 , λ _T1 , H _T1 :

where R is the radius of the Earth, which for this task, with a sufficient level of accuracy, can be taken equal to 6371 km.

These formulas are illustrative and are given under the assumption of a short range from the aircraft to the end of the runway (up to 25 km, which corresponds to the maximum range of most aviation laser rangefinders) and the aircraft in a straight horizontal flight (γ = υ = 0).

Using any of the angular information adjusters on board the aircraft, the crew manually forms the runway ψ _runway course relative to the local meridian. This information can be obtained by radio or from the navigator's handbook. In this case, the runway length of a standard aerodrome is used as the runway length, for example, D _runway = 2500 m, and the coordinates of the far end of the runway are determined in accordance with the formulas:

φ _T2 = φ _T1 + D _runway · cosψ _runway / R;

λ _T2 = λ _T1 + D _runway · cosψ _runway / R · cosφ _LA ;

H _T2 = H _T1 .

If it is impossible to obtain or enter information about the runway course, the crew using any of the visual orientation systems available on the aircraft boron additionally measures the distance to the far end of the runway D _ДТ and the orientation angles of the direction line to the far end of the runway relative to the aircraft’s construction axes φ _yДТ , φ _zДТ , which, in accordance with formulas (1), are converted to the relative coordinates of the far end of the runway Δφ ₂ , Δλ ₂ , ΔН ₂ , and then to its full geographical coordinates φ _T2 , λ _T2 , N _T2 .

The parameters φ _T1 , λ _T1 and φ _T2 , λ _{T2 are} recalculated into the runway course ψ _runway and runway length D _runway :

,

,

,

,

where Δφ _A = (φ _T2 -φ _T1 ) · R, Δλ _A = (λ _T2 -λ _T1 ) · R · cosφ _T1.

When switching to landing on board the aircraft mode, using exact values of the coordinates and the height of the aircraft φ _LA, λ _LA, H _LA, rate, length, coordinate and a height near RWY LA ψ _runway, D _runway, φ _T1, λ _T1 H _T1 , the angle of inclination of the landing path α ₀ , form all the parameters characterizing the current position of the BPM, the current given landing path and the position of the aircraft relative to this path.

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 BPM:

,

,

,

,

where Δφ ₂ = (φ _T2 -φ _ЛА ) · R + ΔD _KPM · _runway cosψ, Δλ ₂ = (λ _T2- λ _LA ) · R · cosφ _Т2 + ΔD _KPM · _runway cos.

BPM elevation angle:

,

,

where Н _ВРМ = Н _Т2 - (D _Runway -δD _ТП ) · tgα ₀ - height of ВРМ relative to sea level, δD _ТП - removal of the calculated landing point from the near end of the runway, equal, for example, 100 m.

Angular deviations of the aircraft from a given landing path:

ε _KV = R _BPM -ψ _runway ,

ε _HB = α _BPM -α ₀ .

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.

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

Claims (2)

1. A method of controlling the trajectory of an aircraft during landing on an unprogrammed aerodrome, including measuring with the help of inertial, aerometric and satellite navigation systems, heading, roll, pitch, angular velocity, components of the ground speed, coordinates and altitude of the aircraft, complex processing of the measured parameters, the formation on board the aircraft of the landing path relative to the virtual heading glide path beacon (BPM), which is placed on the opposite side of the runway the first runway (runway) to continue the landing path, the formation of deviations of the aircraft from the landing path, the formation of control signals for the angular position of the aircraft in roll and pitch, and the change in the angular position of the aircraft in accordance with the generated control signals, characterized in that, prior to the start of the movement of the aircraft along landing paths, visually identify the runway of an unprogrammed airfield using any of the on-board visual orientation systems, measure the range and angles of sight of the near end of the runway, which, taking into account LA is the current coordinate is used to determine the coordinates near the runway threshold, which, in turn, with the standard length of the runway and a predetermined, on any of the available setting devices aboard the aircraft angular parameters runway course, used to determine the coordinates of BPM. 2. The method of controlling the trajectory of the aircraft when landing on an unprogrammed airfield according to claim 1, characterized in that, in addition, using any of the on-board visual orientation systems, the range and angles of sight of the far end of the runway are measured, which, taking into account the current coordinates of the aircraft, are used to determining the coordinates of the far end of the runway, and the runway course is formed as the direction of a straight line connecting the near and far ends of the runway.

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