RU2692740C1 - Method and device for improving track controllability of amphibious aircraft (hydroplane) during gliding - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: group of inventions relates to a method and a device for improving trackability of an amphibious aircraft (hydroplane) during gliding. To improve track controllability on steering actuators of aircraft aerodynamic control elements in parallel with control signals from cockpit control posts signals are received, formed with allowance for signals from aircraft motion parameters sensors by remote control system computer according to predetermined algorithm, automatic switching stabilization of specified roll and yaw angles is used in a certain way. Proposed device comprises pedal position transducer, rudder position sensor, motion parameter transducers, water contact sensors and track speed and computer.

EFFECT: higher safety of flight of amphibian aircraft (hydroplane) during gliding.

4 cl, 6 dwg

Description

The invention relates to the field of aviation technology, namely to control systems that increase the safety of the flight of an amphibious aircraft (SA) or a seaplane when gliding.

It is known “A device for automatic parrying of aircraft roll” (USSR Copyright Certificate No. 619076, WS64C 13/16) [1], which, when the engine fails in flight, performs the release of an interceptor on the wing console from the side of the operating engine. At the same time, an automatic control of the roll on the working engine, created as a result of the release of the interceptors, is not provided.

An automatic engine for parrying engine failure (APOD) is known, which can significantly improve aircraft flight safety during engine failure, especially during the take-off and go-around stages, when the engine thrust is at its maximum, by parrying most of the disturbing yaw moment by automatically deflecting the rudder (“Remote control systems for long-haul aircraft” BS Aleshin, SG Bazhenov, Yu.I. Didenko, Yu.F. Shelyukhin. - Moscow: Nauka, 2013 - 292 p., P. 150 -153) [2]. Compensation for the smaller moment of pitch and installation of the required roll is imposed on the pilot. After creating the necessary roll angle for a running engine, the APOD can provide full compensation for the yaw moment from asymmetric thrust. The use of APOD significantly reduces the pilot's load when piloting an aircraft in the event of engine failure and leads to an increase in the accuracy of control of the aircraft's trajectory. APOD, in one form or another, is used in remote control systems (CDS) on almost all modern domestic and foreign long-haul aircraft.

A feature of the existing APOD is the use of indirect information about the thrust force of the engines coming from the engine management system in the operation algorithm. Such information, for example for gas turbine engines, can be turbine speed or the coefficient of increase of air pressure in the compressor. A significant drop in the values of this parameter on one engine in comparison with the values on the other indicates a failure.

Automatic parry engine failure is the closest technical solution and is selected as a prototype of the invention.

The psychophysiological load on pilots when performing operations on the water surface, especially when taking water from planing, significantly exceeds the load on other phases of the flight. Visual and acceleration signs of lateral withdrawal after engine failure appear much worse than, say, taking off from a land runway (runway) (the axis and edges of the runway are not indicated, overloading from the movement of the boat in a wave masks the overload from lateral withdrawal). At the same time, unlike that supported by a land plane during takeoff, the support of a seaplane, made according to the most common flying boat pattern, is “single-point”, because of which, when trying to parry the lateral drift, the pilot can prevent an unfavorable roll in the direction of the failed engine. On the other hand, unlike parrying engine failure in the air, when planing due to the danger of touching the water by the wing console, it is risky to require in the flight instruction that the pilot set the list in the direction of the engine running manually.

Due to the lack of visual and acceleration information when moving on a water surface, signs of lateral diversion appear only when there are significant deviations from the trajectory planned for landing (at the water intake) or at the beginning of the takeoff run before takeoff. Therefore, without failure, significant deviations of the aircraft’s track from the conventional centerline of the aerodrome are possible. Then, if the engine fails, even if the pilot alone or with the support of automatic means succeeds in minimizing the lateral diversion associated with the failure by competent actions, it is possible that the hazardous, in the case of a limited body of water, an exit beyond the lateral boundary of the aerodrome is possible. Seaplane maneuvers on the course during gliding are usually not required, therefore the proposed method of improving the trackability includes the function of automatically keeping a given (fixed at the moment of switching on mode or adjusted by the pilot) yaw angle. On the other hand, the controllability of a seaplane on the water surface is reduced in comparison with the movement of an aircraft on a land runway, where the track control, in addition to aerodynamic rudders, is provided by a steerable nose wheel. Therefore, the proposed method to improve road controllability involves the creation of a "helping" roll in the direction of pedal deflection, regardless of the presence of engine failure.

From the point of view of the problem solved by the invention of the parry of side slips when gliding a seaplane, the disadvantages of the known methods are:

- use them to automatically counter engine failure only when flying in the air;

- parry failure is tied to indirect information about engine failure, i.e. possible false positives;

- the creation of a roll on a running engine in the APOD [2] is entrusted to the pilot, and the device [1] creates an uncontrolled roll, while when planing the roll must be strictly limited to the values that prevent the wing from touching the water, which is difficult to ensure by manual control in the conditions of the shaking accompanying movement on the agitated surface;

- in the known devices, assistance is provided to the pilot only in a failed situation, and when planing it is advisable to increase the track controllability under normal conditions, since the effectiveness of aerodynamic PH is reduced due to the low level of air velocity head.

In the event of engine failure in air, the minimum speed at which the aerodynamic controls provide the possibility of straight flight, i.e. allow you to balance the unfolding moment from asymmetric thrust, highly dependent on aircraft roll (Harry Horlings "Controlling Multi-Engine Airplanes after Engine Failure. Limitations", http://www.avioconsult.com/downloads.htm ) (Fig. 1).

In flight manuals, in order to maintain road control when flying with a failed engine, it is usually recommended to maintain a roll of 2 ÷ 3 ° in the direction of the engine running. When the aircraft is run with a conventional three-wheeled landing gear on an overland runway, roll control is limited to reactions from the wheels, so the effect of the roll on the minimum evolutionary speed on the ground is usually not considered. However, during the run-up of a seaplane, made according to the flying boat scheme, at pre-launch speeds, roll control is almost the same as in the air, if the amount of heel does not exceed the values that cause the wing to touch. By mathematical modeling, the influence on the amount of lateral removal of the sign and size of the heel created by parrying engine failures on takeoff from water has been investigated (Coll. Reports of the 10th scientific conference on hydroaviation Gelendzhik 2014. - Moscow, TsAGI publishing house, 2014 ). As can be seen in FIG. 2, ceteris paribus "correct" (in the direction of the engine running) roll 2 ° reduces the amount of side drift in comparison with the case where the roll was equal to 0, approximately 2 times.

The technical result of the invention is to improve the safety of the flight, due to the improvement of the road controllability (UPU) of an amphibious aircraft (seaplane) when planing, including parrying the failure of a critical cruise engine operating at the time of failure at maximum speed. The proposed method of improving the roadability reduces the psycho-physiological load on pilots when gliding an amphibious aircraft (seaplane), especially high when water is taken, and improves flight safety due to reliable parrying of lateral withdrawals in the event of a continued takeoff with a critical engine failure.

The technical result is achieved in that the proposed method of improving the controllability of the amphibian (seaplane) when gliding, including parrying the lateral drift in the event of engine failure during a water run, on the steering gears of the aerodynamic controls of the aircraft in parallel with control signals from the cockpit control posts Signals are received that are generated taking into account the signals from the sensors of the parameters of the movement of the aircraft by the transmitter of the remote control system according to a given algorithm y When moving CA (seaplane) on the water surface using automatic switchable stabilization of the specified values of the angles of heel and yaw, the value of which is reassigned depending on the size and sign of the deviations of the directional control organ. If the OPU deviates below the threshold value, they stabilize the zero roll value. If the PDU deviation exceeds the threshold value, the inclination set for stabilization is changed to the optimal value in the direction of the PDU deviation. After returning the GTC to the position near the neutral, stabilization of the zero value of the roll is resumed. In the absence of deflection of the pedals, the pilot stabilizes the available value of the yaw angle. When pedals are deflected above a predetermined threshold value, the stabilization of the yaw angle is stopped, and after the pedals return to the neutral position, the stabilization of the yaw angle value, which was established before the pedals return to neutral, is resumed.

The method is implemented in the proposed device.

The device for improving the road controllability of the SA (seaplane) when gliding, contains a pedal position sensor, a PH position sensor, sensors for the movement parameters of an amphibious aircraft (seaplane), and a computer for generating automatic deflection signals for track and lateral control aerodynamic controls. The device is equipped with sensors for touching water and ground speed, which are used by the “gliding” key logic unit to form the GLISS key, which is fed to the switches. The switches connect signals to the SDU for the deviation of the aerodynamic rudders of the transverse control, formed by the roll angle stabilizer taking into account the parameters of the movement of the aircraft from the sensors by the value of the specified angle from the selector. The choice of one of the preset values of a given angle of heel is determined by the signal connected to the selector input from the sensor of deviation PH. At the same time, the key “GLISS” is fed to the input of the logic unit and together with the pedal deflection signal the pilot “NEUTRAL OF PEDALIES”, which stops updating the values of the current yaw angle of the specified yaw angle in the memory device (ZU) in the absence of pedal deflection and connects to the SDU Amphibious aircraft (seaplane) signal on the deviation of the PH, formed by the device in the stabilizer yaw angle on the signals of a given yaw angle from the charger and taking into account the parameters of the aircraft from the sensors.

Thus, a comparative analysis of the claimed invention with known technical solutions allows us to conclude that the novelty, inventive step and industrial applicability meet the criteria.

The invention is illustrated by the description, graphs and diagrams:

- in fig. 1 shows a graph of the effect of the angle of heel on the magnitude of the minimum evolving speed V _ISA in flight;

- in fig. Figure 2 shows the recording of parameters in a mathematical simulation of the failure of a left engine during takeoff from water with different values of the angle of heel maintained during the countering of lateral drift (γ = -2 °, γ = 0 and γ = + 2 °);

- in fig. 3 shows a diagram of the device for the UPU SA (seaplane) when gliding, when the rudder deviation is used as an input signal for the roll selector;

- in fig. 4 shows a diagram of the device for the UPA SA (seaplane) when planing, when pedaling deviation is used as an input signal for the roll selector;

- in fig. Figure 5 shows the records of side-off parry (Z, m) after the right engine failed to take water without using the UPU device (experiments at the flight stand of the Be-200 amphibious aircraft);

- in fig. Figure 6 shows the records of the side-off parry (Z, m) after the right engine failed to take water using the UPU device (experiments at the flight stand of the Be-200 amphibious aircraft).

The transmitter of the remote control system is complemented by a device for improving the road controllability (UPU), shown in FIG. 3 and FIG. 4. In the logic unit “Key“ gliding ”1, the plane's position in the gliding mode is determined by the value of the ground speed V _put and the signal from the sensor“ touch of water ”. The output of the logical block “Planing key” 1 is the key “GLISS”. In the absence of the GLISS key, all output signals of the device, which are additions of deviations of the aerodynamic rudders δ _n ^UPUglis , δ _e ^UPUglis and δ _int ^UPUglis into the deviation of the PH, ailerons and interceptors generated by the SDU, are switched off using the switches P2, PZ and P4 (reset), and the memory 2 is connected via the key “NEUTRAL OF PEDALS” from logic unit 3 to a constant update with the value of the current yaw angle.

The planing mode key "Glissa" PP switches P4 and connects to the CDS device outputs _e δ and δ ^UPUglis _Int ^UPUglis, and if there is no pedal deviation (| x _n | ≤a) removed the key "PEDAL NEUTRAL" from logical block 3, whereby switch S2 connects the output δ _n ^UPUglis, and switch P1 turns off update memory contents size 2. yaw angle ψ, gets into memory 2 by the time of disconnection update value becomes a predetermined yaw angle ψ _{is specified} for the yaw stabilizer angle W _ψ 4 in which is also transmitted I value of the current yaw angle ψ, the angular speed ω _y and the other parameters of the aircraft movement sensor 5. In the event of the pedal larger than the threshold "a» (| x _n |> a) reset key "PEDAL NEUTRAL" from logical block 3, iz for which the output of the yaw stabilizer W _ψ 4 is reset, and the charger 2 is connected to update with the current values of the yaw angle.

The specified value of the roll angle γ is _set for the roll angle stabilizer W _γ 6 is determined by the selector 7 depending on the magnitude and sign of the signal from the PH deviation sensor δ _n (Fig. 3) or x _n pedals (Fig. 4). With minor deviations of PH δ _n or x _and pedals (| δ _n | ≤ d or | x _n | ≤ a), the given angle of heel γ is _given , equal to 0, and for | δ _n |> d or | x _n |> a, the given The roll angle γ is _{set to} b ° to the left or to the right, depending on the sign of the signal from the PH deviation sensor δ _n or the pedals x _n .

The value of the given roll angle γ _is set and stabilized by the roll angle stabilizer W _γ 6, which also transmits the values of the current roll angle γ, the angular velocity ω _x and other parameters of the movement of the aircraft from the sensors 5.

The effectiveness of the proposed algorithm of the device lies in the fact that

- decreases the required amount of attention of the pilot, paid to maintaining a given course and zero roll;

- the tendency to the departure of the aircraft from the course immediately after the engine failure is parried;

- the efficiency of the pilot's actions to adjust the course to return to the axis of the aerodrome increases, thus ensuring that the aircraft is within the declared width of the aerodrome;

- there are no obstacles for the pilot to change the yaw angle in the process of returning the trajectory to the centerline of the aerodrome.

The effectiveness of the proposed devices was investigated in experiments on a flight test bench. The processes of countering engine failure during water abstraction from planing before and after using the device are shown in FIG. 5 and 6.

Claims (5)

1. A method of improving the controllability of an amphibious aircraft (seaplane) when planing, including parrying the side drift in case of engine failure during a water run, which means that the steering actuators of the aerodynamic controls of the aircraft parallel to the control signals from the cockpit control posts arrive the signals generated by taking into account the signals from the sensors of the parameters of the movement of the aircraft by the transmitter of the remote control system according to a given algorithm, characterized in that during the movement itself Eta-amphibians (seaplane) on the water surface use automatic switchable stabilization of the set values of angles of heel and yaw, the value of which is reassigned depending on the size and sign of deviations of the directional control organ, while the deviation of the control unit below the threshold value stabilizes the zero value of the roll, In case of a deviation of the control unit exceeding the threshold value, the inclination set for stabilization is changed to an optimal value in the direction of deviation of the organ After restoring the track control to a position near the neutral, stabilization of the zero value of the heel is resumed, while in the absence of pedal deviation the pilot stabilizes the available yaw angle, and when the pedals deviate above the preset threshold, the stabilization of the yaw angle stops and after the pedals return to the neutral position resume stabilization established before returning the pedals to the neutral value of the yaw angle. 2. The method according to p. 1, characterized in that the deviations of the rudder are taken as the deviations of the travel control body. 3. The method according to p. 1, characterized in that as the deviations of the travel control body accept the deflection of the pedals from the control station in the cockpit. 4. Device for improving the controllability of the amphibian aircraft (seaplane) when gliding, containing a pedal position sensor, rudder position sensor, sensors of motion parameters of the amphibian aircraft (seaplane) and a calculator for generating signals for automatic deflection of the rudders of the track and transverse control, different the fact that the device is equipped with sensors for touching the water and ground speed, used by the logic block “Gliding” key to form the GLISS key, aemogo to switches that connect to a system of remote control signals on a deviation aerodynamic roll control rudders formed stabilizer roll angle W _γ with the motion parameters of the aircraft from the sensors meaningfully predetermined angle from the selector, and selecting one of the preset values of a predetermined roll angle determined is connected to the input the selector signal from the rudder deflection sensor, while the key "GLISS" supplied to the input of the logic unit and forming together with the signal pedal piloting the key “NEUTRAL OF PEDALS”, stopping, if there are no pedal deviations, the current yaw angle values are updated with the specified yaw angle in the storage device and connected to the remote control system of the amphibian aircraft (hydroplane), the rudder deviation signal generated by the device in the yaw angle stabilizer W _ψ by signals of a given yaw angle from a storage device and taking into account the parameters of the movement of the aircraft from the sensors. 5. The device according to p. 4, characterized in that the choice of one of the preset values of a given roll angle is determined by the signal connected to the input of the selector from the pedal deflection sensor.

Images