RU2554515C1 - Aircraft adaptive coordinated controller - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: control device comprises bank transducer, bank angular velocity transducer, heading angle transducer, heading angular speed transducer, speed head transducer, first and second adding amplifiers, heading control signal master, first and second subtractors, inverting amplifier, first and second function nonlinear components with controlled limitation, nonlinear element with limitation and nonlinear element with non-sensitivity area and amplifier.

EFFECT: higher dynamic accuracy of control.

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Description

The invention relates to control devices for on-board systems for automatic control of the lateral movement of an unsteady aircraft (LA) with a lateral horizontal tail unit.

Known control devices for systems in which the roll and heading control channels contain subtraction elements and summing amplifiers that form control actions on the aircraft actuators according to the driving actions and signals of the state sensors [1].

The disadvantages of this implementation are limited control capabilities and low static and dynamic accuracy.

Closest to the proposed invention is an adaptive control device for an aircraft, comprising an inverting amplifier, serially connected roll angular velocity sensor and a first summing amplifier, serially connected heading control signal adjuster, a first subtraction unit and a second summing amplifier, the second input of which is connected to the output heading angular velocity sensor, series-connected roll angle sensor and a second subtraction unit, the output of which is connected to the first input of the first summing amplifier, the heading angle sensor, the output of which is connected to the second input of the first subtraction unit, the pressure head sensor and a functional nonlinear element with controlled limitation connected in series, the second input of which is connected to the output of the inverting amplifier, and the output - to the second input of the second block subtraction, a non-linear element with a restriction, the input of which is connected to the output of the first summing amplifier, and the output is the output of the device, while the output of the second summing amplifier the amplifier is connected to the input of the inverting amplifier [2].

The disadvantages of the known device are limited functionality and low static and dynamic control accuracy in non-stationary conditions of use of the aircraft - at a variable speed and altitude.

The technical problem to be solved in the proposed control device is to expand the functionality and increase the static and dynamic control accuracy in conditions of significant non-stationary aircraft. The proposed construction of the control device achieves the functionality to increase the control intensity and increase the static and dynamic accuracy with varying speed and altitude of the aircraft with two rudders over a wide range.

The specified technical result is achieved by the fact that in the known control device of the aircraft, containing an inverting amplifier, serially connected to an angular velocity sensor along a roll and a first summing amplifier, serially connected to a control unit for a directional control signal, a first subtraction unit and a second summing amplifier, the second input of which is connected to the output of the angular velocity sensor in the direction, the roll angle sensor and the second subtraction unit are connected in series, the output of which is connected to the second input of the first a mumming amplifier, a heading angle sensor, the output of which is connected to the second input of the first subtraction unit, a first roll angle sensor and a second subtraction unit, the output of which is connected to the first summing amplifier, a heading angle sensor, the output of which is connected to the second input of the first subtraction unit, a series-connected velocity head sensor and a first functional non-linear element with controlled limitation, the second input of which is connected to the output of the inverting amplifier, and the output to the second the second block of subtraction, a non-linear element with a restriction, the input of which is connected to the output of the first summing amplifier, and the output is the output of the device, while the output of the second summing amplifier is connected to the input of the inverting amplifier, a nonlinear element is connected in series with the dead band, the input of which is connected with the output of the first subtraction unit, an amplifier and a second functional nonlinear element with controlled limitation, the output of which is connected to the third input ervogo summing amplifier, a second input with the output of the dynamic pressure sensor, the third input of the first and second summing amplifiers connected to the output dynamic pressure sensor.

Indeed, this ensures forced signal processing at the heading through roll maneuvers, taking into account the changing conditions of non-stationary aircraft and the level of impacts worked out.

The drawing shows a block diagram of a modernized adaptive device for coordinated control of an aircraft.

The control device contains an inverting amplifier 1 (DUT), a serially connected roll angle sensor 2 (DSCr) and a first summing amplifier 3 (1СУ), a series-connected control signal setter at a rate of 4 (ZSUKur), a first subtraction block 5 (1БВ) and the second summing amplifier 6 (2СУ), the second input of which is connected to the output of the angular velocity sensor according to the course 7 (ДУСКур), the roll angle sensor 8 (ДУКр) and the second subtraction unit 9 (2БВ) are connected in series, the output of which is connected to the second input of the first summing amplifier 3, heading angle sensor 10 (DUKur), the output of which is connected to the second input of the first subtraction unit 5, series-connected sensor of high-pressure head 11 (SDS) and the first functional nonlinear element with controlled restriction 12 (1FNEUO), the second input of which is connected to the output inverting amplifier 1, and the output with the second input of the second subtraction unit 9, a nonlinear element with a restriction of 13 (NEO), the input of which is connected to the output of the first summing amplifier 3, and the output is the output of the device, while the output of the second sum the amplifying amplifier 6 is connected to the input of the inverting amplifier 1. These links form the first, main channel. In addition, the device also contains a nonlinear element connected in series with dead band 14 (NEZN), the input of which is connected to the output of the first subtraction unit 5, amplifier 15 (U) and the second functional nonlinear element with controlled limitation 16 (2FNEUO), the output of which is connected to the third input of the first summing amplifier 3, and the second input with the output of the pressure sensor 11. These links form a second, forcing channel. The gear ratio adaptation channel is formed by introducing the connections of the pressure head sensor 11 with amplifiers 3 and 6.

The control device operates as follows.

The main control signals in the channels of the course σ _ψ and the roll δ _γ are formed, respectively, by blocks 4, 5, 6, 7, 10 of the channel of the course and 1, 2, 3, 8, 9, 12 of the roll channel:

where K _1ψ , K _2ψ - gear ratios of the second amplifier 6;

Δψ is the error signal at the output of the first block of subtraction 5;

ψ is the signal of the angle sensor 10;

ψ _ass - a reference signal at the heading at the output of the control signal setter at heading 4;

ω _y - the signal of the angular velocity sensor at the rate 7;

K _1γ , K _2γ - gear ratios of the first amplifier 3;

Δγ is the roll mismatch signal at the output of the second subtraction block 9;

γ is the signal of the roll angle sensor 8;

γ _exercise - a control signal for the roll at the output of the first functional nonlinear element with controlled limitation A 12;

ω _x is the signal of the angular velocity sensor for roll 2.

Signal γ _control is formed by blocks 1 and 12. Block 1 is connected by the input of the signal σ _ψ to the output of the second summing amplifier 6. The output of block 12 is connected to the input of the second subtraction block 9.

The control device operates in the mode of stabilization and control of the signals ψ _rear through the main channel, combining series-connected channels of the heading and roll, and an additional (second) boosting channel, consisting of blocks 14, 15, 16 and forming an additional component Δσ _γ in direct function of the signal Δψ, namely:

1. Small signals within ± ε set in block 14 are processed by the main coordinated control channel for the stabilization mode, which determines the signal Δψ near zero. The value of ε corresponds to (0.05-0.1) the range of nominal nominal values Δψ within ± A. Thus, the additional signal Δσ _γ = 0, and the signal σ _γ is determined in accordance with (2).

2. Signals Δψ within

worked out jointly by the main channel and the additional. The latter has its own restriction B, which is B = (0.1 ÷ 0.4) A.

For this case, the signal from block 16 Δσ _{γ is} added to the main roll control signal according to (2), i.e.

In amplifier 15, the signal from block 14 is amplified.

3. The signal Δσ _γ at | Δσ _γ |> B corresponds to the value of B set in block 16. In this case

.When processing the signals ψ, the _back channel channel generates the signal σ _ψ , and the roll channel in the coordinated control mode with the signal processing γ _control ≠ 0 and with inversion on the amplifier 1 and further functional limitation A of the received signal in block 12. The second functional nonlinear element 16 s controlled restriction A provides the required restriction of the signal coming from block 15. The restrictions in blocks 12 and 16 and the gear ratios K _1ψ , K _2ψ , K _1γ , K _2γ in blocks 3 and 6 are determined in functional dependence on the pressure head q, coming from the sensor 11, providing adaptive adjustment in the conditions of non-stationary aircraft. A non-linear element with a restriction of 13 provides for the implementation of the limitation of the output signal of the roll channel σ _γ for supplying to the steering drives of the aircraft in the form $${\sigma }_{\gamma }^{\mathrm{about}gR}$$

.

The need to vary the limitations of blocks 12 and 16 as a function of the pressure head q can be explained as follows.

Indeed, in accordance with, for example, [3], the angle ψ of the aircraft in coordinated movement is related to the angle of heel γ by the integral dependence

where the coefficient K _γ has the form

where g is the acceleration of gravity;

m is the mass of the aircraft;

s is the characteristic area of the aircraft;

ϑ - pitch angle;

q - velocity head.

Thus, dependence (9) can be written

Where

Then equation (8) takes the form

taking up to speakers γ≈γ _exercise, we get

The change in height and speed is determined for analysis and construction of a device for controlling the value of the pressure head q.

To maintain the stability of the ratio

in block 12, a directly proportional change in the level of restriction γ _control is introduced as a function of q. The dependence Δσ _γ (q) is also determined similarly.

All blocks of the control device are standard and can be implemented on the elements of automation and computer technology, for example, according to [4, 5].

Thus, the proposed upgraded adaptive device for coordinated control of the aircraft allows you to expand the functionality of the device in conditions of changing driving influences over a wide range and increase the static and dynamic control accuracy.

Information sources

1. I.A. Mikhalev et al. Automatic airplane control systems. M.: Engineering, 1987, p. 174.

2. RF patent No. 2367993 dated 09/20/2009, IPC G05D 1/00.

3. V.A. Bodner. Theory of automatic flight control. M .: Nauka, 1964, p. 113 ÷ 117 and p. 42.

4. V. B. Smolov. Functional information converters. L .: Energy Publishing House, Leningrad Branch, 1981, p. 22, 41.

5. A.U. Yalyshev, O.I. Razorenov. Multifunctional analog control devices for automation. M.: Mechanical Engineering, 1981, p. 107, 126.

Claims (1)

An upgraded adaptive device for coordinated control of an aircraft, comprising an inverting amplifier, a roll angular velocity sensor connected in series and a first summing amplifier, a heading control signal set in series, a first subtraction unit and a second summing amplifier, the second input of which is connected to the output of the angular velocity sensor heading, series-connected roll angle sensor and a second subtraction unit, the output of which is connected to the second input of the first o a summing amplifier, a heading angle sensor, the output of which is connected to the second input of the first subtraction unit, a pressure head sensor and a first functional nonlinear element with controlled limitation connected in series, the second input of which is connected to the output of the inverting amplifier, and the output - with the second input of the second subtraction unit , a nonlinear element with a limitation, the input of which is connected to the output of the first summing amplifier, and the output is the output of the device, while the output of the second summing amplifier with is single with the input of the inverting amplifier, characterized in that it contains a series-connected non-linear element with a dead zone, the input of which is connected to the output of the first subtraction unit, an amplifier and a second functional non-linear element with controlled limitation, the output of which is connected to the third input of the first summing amplifier, and the second input with the output of the pressure head sensor, while the third input of the first and second summing amplifiers is connected to the output of the speed head sensor.