Method to control twin-engine aircraft and system to this end

FIELD: transport.

SUBSTANCE: in control of twin-engine aircraft, control signals are sent from pilot stick to aerodynamic control surfaces and gas dynamic elements representing adjustable nozzles that allow thrust vector deflection. Control signals come along two circuits: aerodynamic control surfaces remote control circuit and thrust vector deflection circuit, and are fed to computing system divided into to operating computing subsystems: primary and auxiliary. The latter is actuated at low flight speeds and large angles of attack. Control system comprises digital computing system consisting of four stand alone units: two operating computing subsystems, primary and auxiliary, altitude-speed parametre computing unit and gas-dynamic parametre computing unit communicated via digital flight data exchange communication channels.

EFFECT: better maneuverability, higher safety and stability due to multi-axis control over thrust vector.

25 cl, 7 dwg

The invention relates to the field of automatic control, and more particularly to integrated control systems and remote control flight of the aircraft by means of the thrust vector deflection, and can be applied in control systems maneuverable aircraft.

The development of maneuverable aircraft for a long time held under the concept of "faster". However, shortly after the transition to jet engines, it became clear that further expansion of the scope leads to significant and, in most cases, unnecessary costs. After ordering and stabilization applications maneuverable aircraft in the coordinates of N and M(V_CR), which occurred in the process of creating planes of the third generation, further improvement of performance was mainly in the direction of increasing maneuverability.

Aircraft of the fourth generation appeared integral layout schemes, where in addition to the flows on the wing was carrying and the fuselage was taken to aerodynamically unstable layouts using adaptive wing or its elements and direct control of lift and side forces with the use of remote control systems to ensure the required stability and controllability. Now lie the opportunities to improve maneuverability by means of aerodynamics and layout largely exhausted (Aerodynamics, stability and control of a supersonic aircraft. Edited Gssrs, M., "Nauka", 1998).

It is well known that the aerodynamic efficiency of quadratic surfaces increases with increasing flight speed, and with decreasing airspeed and increasing angles of attack significantly decreases due to shading tail, which leads to the phenomenon of stall and spin (Megatek. Critical modes of supersonic aircraft. - M.: Mashinostroenie, 1967). Gas-dynamic management grows in proportion to the number M, but at low flight speeds its effectiveness is not reduced to zero, in contrast to the aerodynamic control allows you to build a management plane, even at supercritical angles of attack (α>30°).

Therefore, further improvement maneuvering of aircraft possible during the development of flight at supercritical angles of attack, the so-called mode super, achieved by addition of the usual aerodynamic control through aerodynamic controls gas-dynamic control via say no to in-flight thrust vector.

A known drive system axisymmetric nozzle with a variable thrust vector, with numerous paths and power control (US patent No. 5740988)containing a multi-functional control system, the deviation of the thrust vector axisymmetric nozzle by six hydraulic actuators, deflecting supersonic sash nozzle of the engine. In this scenario, you receive the opportunity to improve system reliability due to the power of three hydraulic actuators from one hydraulic system and three others from the other hydraulic system, or lower disposable efforts of each hydraulic actuator by increasing their number. Such a scheme consisting of six hydraulic actuators, complex kinematics and cumbersome to implement, which inevitably lowers the reliability of the engine and the aircraft in General. Therefore, to implement in the engine was adopted scheme with three hydraulic actuators, similar such as in US patent No. 6142416, which presents a hydraulically redundant control system and control method for thrust vector deflection axisymmetric nozzle.

The prior art method of thrust vector control engines (patent RU №2122510). The direction of the thrust vector in a known way to regulate, deflecting nozzle motors, actuators, receiving signals on the front of the set values of the positions of the nozzles, creating a longitudinal moment.

Also known patents: EN No. 2122511 Management plane through thrust vector control" and RU # 2122963 management System twin-engine aircraft through thrust vector control".

Closest to the proposed method of control the twin-engine aircraft and control system for its implementation are a method and system management described in the patent RU №2122963.

There is a method of management of twin-engine aircraft is that the control signals from the control station pilot comes on aerodynamic bodies and aerodynamic bodies, which provide thrust vector control, processing and generation of control signals produced in the computing system, while the control signals for each of the controls adjust for altitude and speed parameters and angle of attack, and the formation of the desired thrust vector deflection is realized by means of deflection nozzle drives the gas-dynamic bodies.

In the known system nozzles rotate around axes inclined to the horizontal plane of the aircraft. The signals to control the nozzles formed in such a way that the nozzles are rejected only when the stabilizers and rudders are in positions close to the limit, i.e. when their capacity is exhausted, or when the aircraft is at high angles of attack, and the deviation of the nozzles occurs only in a limited range of velocity heads and heights.

Known control system twin-engine plane contains a rotary engine nozzles with hydraulic actuators, which are connected functional blocks are connected is series with each other. There are calculators longitudinal and directional control of the aerodynamic surfaces, sensors, angle of attack, velocity head and elevation. In the system of nonlinear corrector gain, angle of attack, electronic and summing amplifiers, nonlinear amplifiers longitudinal and directional control of the aerodynamic surfaces, the adders nozzles. Also introduced correctors on velocity head and the height of the nozzles, the device select the minimum signal. The nozzles are angled to the axis of rotation.

Due to the installation of the axis of rotation of the nozzles of the right and left engines at an angle to the horizontal plane of the aircraft known method and system management suggest the interdependence of channels roll and yaw at the differential deflection of the nozzles. In addition, the control signals on the bodies of gas-dynamic control comes after features aerodynamic control have been exhausted and they are the same for aerodynamic and hydrodynamic control that does not allow you to build a full-fledged management at supercritical angles of attack and an advanced flight speeds and to keep the plane maneuver. This limits the maneuvering capabilities of the aircraft and makes it difficult flying.

Improved maneuvering of aircraft, improving the safety and stability of the aircraft due to the preservation of plane maneuver unchanged and fully managed during the entire maneuver at supercritical angles of attack and low speed flight can be achieved with the addition of the usual aerodynamic control using aerodynamic controls, gas-dynamic control via say no to in-flight thrust vector. At the same time as the control subsystem in the management of the aircraft in terms of access to the controls they need to operate independently from one another, each according to its algorithms.

In addition, in known systems, aircraft control is applied uniaxial regulation of the thrust vector (one axis). The advantage of gas-dynamic control to improve the maneuverability of the aircraft most fully allows to implement multi-axis control (control on two axes deny nozzle engine: vertical and horizontal).

The objective of the invention is to improve the maneuverability of the aircraft due to allow independent control of the aircraft on each channel controls: pitch, yaw or roll while improving flight safety, stability and controllability of the aircraft at high angles of attack, including supercritical and near zero speed.

Another object of the invention is to increase the combat effectiveness due to the rapid rotation axis of the weapon on target with the possibility of lead in the launch and expansion of the zone of possible triggers.

This complements the computational subsystem include work on the flight speeds of q_SG≤150 kg/cm²regardless of the current value of angle of attack, and if q_SG>150 kg/cm²- in the range of angles of attack of 15° to 20°, where q_SG- compressible dynamic pressure; at angles of attack above 20° supplementing computing subsystem operates independently of the speed of flight.

Complementary computing subsystem shut off when flight speed Vp≥600 km/h, where Vp - instrument flight speed.

When the desired thrust vector deflection is carried out in dependence on received in-flight assessment of current performance thrust of the right and left engines.

In addition, the required QC is onanie thrust vector exercise and taking into account the mode of operation of each engine, changing the input signals to each actuator of the gas-dynamic bodies depending on the critical diameter of the adjustable nozzle and throttle response of the engine.

Moreover, the signals from the sensors of angular velocity, is used as feedback in the main computing subsystem, enter it on the digital communication channel of the supplementing computing subsystem.

The signals from sensors of angles of attack and slip used as feedback in the supplementing computing subsystem, enter it on the digital communication channel from a transmitter altitude and speed parameters after filtering and conversion to the true values of angles of attack and sideslip of the aircraft.

In addition, the signals for pitch, roll, and yaw coming in complementary computing subsystem, summarize it with signals compensate for the weight element, inertial and gyroscopic moments, information which in complementary computational subsystem comes from transmitter high-speed parameters, the navigation system of the aircraft and control system of the engines.

Thus the formation of complementary computing subsystem signals to compensate for the weight element, inertial and gyroscopic moments is carried out in dependence on the ongoing field is e assessment of current performance thrust of the right and left engines, trigonometric dependency angles of pitch and roll of the aircraft, moments of inertia and angular velocities of the rotors, high and low pressures of the right and left engines, this evaluator altitude and speed parameters of the signals of the static and dynamic pressures generated signals Mach number, true airspeed, altitude and the true velocity head.

Deviation of adjustable nozzles provide due to the deviation of supersonic wings adjustable nozzle of each engine three drives gas-dynamic bodies through movement of the output rod.

At the same time to move the output rod, control of supersonic wings nozzles, the control unit drives the gas-dynamic bodies decompose vector thrust of each engine in two planes, vertical and horizontal component in the direction of the output shaft of each drive, and then spend the reverse conversion from the rod moves to the thrust vector deflection in the vertical and horizontal planes of the engine.

The control plane channel pitch can provide with a joint deviation of the valves of the nozzle of each engine in the longitudinal plane of the aircraft and the deviation of the stabilizer; channel roll - in differential deflection of the valves of each nozzle is on the engine in the longitudinal plane and differential deflection of the stabilizer and ailerons; channel yaw - when the joint deviation of the valves of the nozzle of each engine in the transverse plane and the deflection of the rudders.

In addition, synchronization of the movements of the actuators of the gas-dynamic bodies with respect to the center of the control ring adjustable nozzle of each engine, when the center of the control ring remains fixed on the axis of the nozzle while moving the output shaft of each of the actuators of the gas-dynamic bodies, and the motion of the output rod of the actuator starts and ends at the same time, which is achieved by limiting the signals received at the input drives the gas-dynamic bodies.

And dynamically adjusts the movements of the actuators of the gas-dynamic bodies for each adjustable nozzle carried out by complementing the mechanical feedback actuators gas-dynamic bodies electrical receiving signals from the position values of the output rods of each of the actuators of the gas-dynamic bodies and the speed of their movements through sensors, feedback drives the gas-dynamic bodies.

The task in the second part of the object is solved due to the fact that the control system twin-engine plane contains the aerodynamic controls of the aircraft and aerodynamic controls, representing justices who Jaimie drives gas-dynamic bodies adjustable nozzle, right and left, with thrust vectoring, United with the functional blocks comprising the computing system to control the aerodynamic and hydrodynamic bodies, sensors of angle of attack and altitude and speed parameters, the computational system is executed digital and consists of four functionally independent blocks: two processing subsystems, the primary and complementary transmitter altitude and speed parameters and the control unit drives the gas-dynamic bodies, connected by digital communication channels for exchange of information on flight parameters, the main computer subsystem forms a path remote control aerodynamic bodies associated with the steering actuators aerodynamic bodies, and complementary - tract thrust vector deflection associated with the actuators of the gas-dynamic bodies; the control system also includes sensors of flight parameters, such as angle sensors-slip, normal and lateral overload, angular velocity, and sensor altitude and speed parameters - sensor static and dynamic pressures, in addition, the control system includes a control stick of the aircraft and sensors control station pilot: the position of the control stick for pitch and roll, the position of the pedals to control the controls yaw and position of the control levers of the right and left motors; at the entrance of the main computer subsystem connected to the outputs of the position sensors of the control stick for pitch and roll, with the outputs of the sensors of angles of attack and slip, normal and lateral acceleration, and also with the complementary output of a computing subsystem for receiving signals from sensors of angular velocity and position of the pedals on the digital communication channel, and its output with inputs of steering actuators aerodynamic controls; input complementary computing subsystem connected to the outputs of the sensors: position of the control stick for pitch and roll, the position of the pedals to control yaw, position control levers, motors, and with the output of the sensor of angular speeds, and its output channel of the digital communication with the main computing subsystem and through the control unit drives the gas - dynamic bodies with inputs drives the gas-dynamic controls; input transmitter altitude and speed parameters connected to the outputs of the sensors of angles of attack and slip and exit sensor static and dynamic pressures, and its output with digital communications with the primary and complementary computing subsystems; adjustable nozzle is movable with supersonic wings, which are connected to the actuators of the gas-dynamic bodies.

This kanalizirovat communication providing a connection supplementing computing subsystem from the main computer high-speed parameters and the control unit drives the gas-dynamic bodies, is arranged to pass signals in both directions.

In addition, the input complementary computing subsystem associated with the navigation system of the aircraft and control system of the engines.

In addition, the position sensors of the control stick for pitch and roll, the position of the pedals to control yaw and position of the control levers of the right and left motors mechanically connected to the aircraft control stick, pedals, levers of the right and left engines and electrically with the computing system.

The supplementing computing subsystem is connected to the output of the angular velocity sensors via digital communication channel.

Moving supersonic fold each of the adjustable nozzles are connected through the output rod with three drives gas-dynamic bodies.

This adjustable nozzle in the critical parts are made with a control ring, coupled with the ability to commit to the nozzle axis with each of the output rod of the actuator of the gas-dynamic bodies.

In addition, the aerodynamic controls contain a stabilizer, ailerons, and rudders.

the main Entrance computing subsystem connected to the outputs of the sensors feedback steering aerodynamic bodies and the output of the control unit drives the gas-dynamic bodies connected with the inputs of the actuators of the gas-dynamic bodies, through which the output rod connected with the feedback sensors actuators gas-dynamic bodies, the outputs of which are connected to the input of the control unit drives the gas-dynamic bodies.

In addition, the digital computing system made chetyrehkilometrovoy.

The technical result provided by the present set of essential features, consists of:

- to increase maneuverability and safety control at high angles of attack, including supercritical (α>30°), and flight speeds close to zero, by improving the stability and controllability of the aircraft by means of multi-axis thrust vector control engines in addition to the aerodynamic control with independent control plane for each of the channels, which prevents falling of the plane into a stall mode and spin, reduces the geometric space of maneuver and allows you to save the plane maneuver unchanged and fully managed during the entire maneuver.

Improving flight safety by eliminating penetration of the aircraft into a stall mode and spin, reducing the geometrical space of maneuver and the possibility of the ability to maneuver at flight speeds below evolutive (near zero), the combat effectiveness due to the rapid rotation axis of the weapon on target with the possibility of lead in the launch and expansion of the zone of possible triggers is ensured by the fact that the aerodynamic control at high angles of attack and low speed flight is complemented by a gas-dynamic, and thanks to the multi-axis control thrust vector is provided by independent, "unleashed" control on all axes of the aircraft, i.e. the channels of pitch, roll and yaw.

Other technical results are:

- ensuring consistency of the maximum value of thrust vector deflection at each of the operating modes of the engine depending on its pickup;

- building a dynamic correction of the steering characteristics of gas-dynamic bodies and schema synchronization of the movement of the three control actuators of the gas-dynamic bodies for thrust vector deflection with the required accuracy and the absence of spurious cross-moments;

- conducting in-flight assessment of the current effectiveness of engine thrust to maintain consistency in the gradient of the gas-dynamic control modes;

- construction of control of the aircraft at supercritical angles of attack around the velocity vector with gyroscopic compensation, the weight and inertial components of the motion of the aircraft to support the Jania flight trajectory and maintain the plane maneuver unchanged;

- increased reliability due to the redundancy of the Electromechanical part of the engine control and chetyrehkilometrovoy digital controlling part.

This allows not only to "untie" the axis of movement when running, but when performing aerobatics or air acrobatics to keep control plane constant and controllable, and hence the supercritical angles of attack to get a fully managed aircraft that allows you to speak confidently about the future of its military use, the purpose of which is the rapid rotation axis of the weapon at the target.

The invention illustrated by the drawings, which shows:

figure 1 - functional block diagram of a control system of the aircraft;

figure 2 - adjustable nozzle with say no to supersonic shutters;

figure 3 - cross section a-a figure 2;

figure 4 - conditions include complementary computing subsystem;

figure 5 - conditions off supplementing computing subsystem;

figure 6 - terms of assessing the current effectiveness of the thrust of the right and left motors;

figure 7 - diagram of the direct and reverse conversion of the angles of deflection of the sash movement of the output rod of the hydraulic actuators.

Control system twin-engine plane contains the aerodynamic controls: the stabilizer 25, ailerons 26 handlebars and directed the I 27 (1), and gas-dynamic controls - adjustable nozzle 35 (figure 2) with thrust vectoring, the left and right engine-driven actuators 22 of the gas-dynamic bodies.

Adjustable nozzle 35 in the aircraft control system connected to the functional blocks comprising the computing system 28 to control the aerodynamic and hydrodynamic bodies and sensors of flight parameters 9, 10, 11, 12, 13 and 14.

Computer system 28 (Fig 1) made digital and consists of four functionally independent blocks: two processing subsystems, the primary 15 and supplementing 16, transmitter altitude and speed parameters 17 and the control unit 18 drives the gas-dynamic bodies, connected by digital communication channels 29, 30 and 31 for the exchange of information on flight parameters (figure 1).

The main computational subsystem 15 forms a path remote control aerodynamic bodies associated with the steering actuators 19, 20, 21 aerodynamic bodies, stabilizer 25, ailerons 26 and the elevators 27, respectively. As a complement to the computing subsystem 16 forms a tract thrust vector deflection associated with the actuators 22 of the gas-dynamic bodies.

Both computing subsystem 15 and 16 is connected between a digital communication channel 29 for the exchange of information on the parameters of the flight is. Through digital communication channels 29 and 30 both computing subsystem 15 and 16 have a connection to a computer high-speed parameters 17, which, in turn, through the digital communication channel 30 is connected with the complementary subsystem 16, and through the digital communication channel 29 with the main computing subsystem 15. Thus, supplementing computing subsystem 16 forms a tract thrust vector deflection associated through its digital communication channel 31 through the control unit 18 drives the gas-dynamic bodies to the actuators 22 of the gas-dynamic bodies. The digital communication channels 29, 30 and 31, which provides the connection supplementing computing subsystem 16, respectively, with the main computing subsystem 15, computing the altitude and speed parameters 17 and the control unit 18 drives the gas-dynamic bodies, is arranged to pass signals in both directions, thus creating a common information field for the functional blocks of a computer system 28.

The control system also includes sensors of flight parameters, such as sensors angles of attack 14 and the slide 13, the normal 11 and side 12 of overload, the angular velocities of 10, the static and dynamic pressures 9.

In addition, the control system includes control pilot 1 with the mechanism trim effect 2,the loading mechanism 3, handle 4 aircraft control, 5 pedals and control levers 7 engines, right and left. Control pilot also includes position sensors control stick on the pitch 6.1 and 6.2 roll, the position sensor pedals to control yaw 6.3 and position sensors levers 8 right and left engines.

When this handle 4 aircraft control mechanically connected with position sensors control stick on the pitch 6.1 and 6.2 roll, the pedal 5 is mechanically connected with the position sensor pedals to control yaw 6.3, and controls motors 7 - position sensors levers 8 right and left engines, which, in turn, electrically connected with the computing system 28. The sensors of flight parameters, including sensors angles of attack 14, slide 13, the normal 11 and side 12 of overload, the angular velocities of 10, and the sensor altitude and speed parameters, representing the sensors static and dynamic pressures 9, are also associated with the computing system 28.

Thus in the path of the remote control aerodynamic bodies the main entrance computing subsystem 15 of the computing system 28 is connected to the outputs of the position sensors handle pitch 6.1 and 6.2 roll, with the outputs of the sensors of angles of attack 14 and the slide 13, the normal 11 and side 12 of overload, the output complementary computing subsystem 16 for receiving signals from the angular velocity sensors 10 and the position of the pedals 6.3 channel digital communication 29, and its output with inputs of steering actuators 19, 20 and 21 of the aerodynamic controls, respectively, of the stabilizer 25, ailerons 26 and rudders 27, which, in turn, through the outputs of the sensors 24 are connected with the input of the main computer subsystem 15.

In the path of the thrust vector deflection input complementary computing subsystem 16 is connected to the outputs of sensors: position control stick on the pitch 6.1 and 6.2 roll, the position of the pedals to control yaw 6.3, the position of the levers 8 right and left engines and the angular velocity sensor 10, and its output through the control unit 18 drives the gas - dynamic bodies with the inputs of the actuators 22 of the gas-dynamic bodies. In addition, the input complementary computing subsystem 16 is associated with the navigation system 32 aircraft and control system of the engine 33.

The input of the transmitter high-speed parameters 17 is connected to the outputs of the sensors of angles of attack 14 and the slide 13, the static and dynamic pressures of 9, and its output via the digital communication channels 29 and 30 is connected to the primary 15 and supplementing 16 computing subsystems.

Adjustable nozzle 35 in the path of the thrust vector deflection by means of the actuators 22 of the gas-dynamic bodies through the feedback sensors 23 are connected to the control unit 18 drives gasodynamic is such bodies, one of the four functional units of a computer system 28. When the control unit 18 is connected to the outputs of the feedback sensors 23 drives the gas-dynamic bodies, which, in turn, interact with the output rod 34 of the actuator 22 of the gas-dynamic bodies. And the output control unit 18 is connected to the inputs of the actuators 22 of the gas-dynamic bodies.

To improve the reliability of digital computing system 28 is made chetyrehkilometrovoy.

Adjustable nozzle 35 (figure 2, 3), the left and right motors are made with movable supersonic wings 36. Moving supersonic sash 36 of each of the adjustable nozzles 35 are connected through the output rod 34 with three actuators 22 of the gas-dynamic bodies.

Adjustable nozzle 35 in the critical parts are made with the control ring 37 which is connected with the ability to commit to the nozzle axis with each of the output rods of the actuators 22 of the gas-dynamic bodies.

Management system, which implements the inventive method works as follows.

Control signals from the control station 1 pilot comes on aerodynamic bodies 25, 26, 27 and aerodynamic bodies - adjustable nozzle 35, which provide thrust vector control.

Processing and generation of control signals are produced to calculate enoi system 28.

Thus the control signals from the control station pilot 1 is divided into two tracts (figure 1) - path remote control aerodynamic bodies (DN AO) and the path of the thrust vector deflection (CET), and served in a computing system 28, is divided into two functional computing subsystem, the primary 15 and supplementing 16. Both computing subsystem work in the General information field, and in some parts of the output to control simultaneously and independently from one another, each according to its algorithms. The main calculation engine 15 operates in the tract do AO, and complement 16 - in the path of the tie.

Divided into two path signals, the first - in core 15, and the second ones-complement 16 computing subsystem.

In the main computing subsystem 15, in the whole range of altitudes and flight speeds, produce processing and generation of control signals tract do AO, running on the steering actuators aerodynamic bodies 19, 20, 21. When this is done the impact on these flight parameters, as the angular velocity ω_z, ω_y, ω_xthe angles of attack α and sideslip β, the normal n_yside and n_zoverload, changing and keeping them within acceptable limits, as well as options for changing the flight path, such as the angles of pitch, roll and yaw, speed, and altitude.

When malinckrodt flight and high angles of attack into the work include complementary computational subsystem 16, which produce processing and generation of control signals tract OVT going to the actuators 22 of the gas-dynamic bodies that provide the desired deflection of the thrust vector. This complements the computational subsystem include (see figure 4), on the flight speeds of q_SG≤150 kg/cm²regardless of the current value of angle of attack α, and if q_SG>150 kg/cm²- in the range of angles of attack α of 15° to 20°, where q_SG- compressible dynamic pressure; at angles of attack α of more than 20° supplementing computing subsystem operates independently of the speed of flight. When flight speed Vp≥600 km/h, complementing the computational subsystem is disconnected (see figure 5), where Vp - instrument flight speed.

The desired thrust vector deflection is carried out in dependence on received in-flight assessment of current performance thrust of the right and left motors (see Fig.6), according to which the assessment of the current effectiveness of the thrust of the right and left motors is determined by the current averaged position of the control levers of the engine 7 for each of the engines and the interpolation equations obtained from the high-speed characteristics of the engine, depending on the Mach number, altitude and angle of attack. The more current the efficiency of the engine thrust, the smaller is the deviation of the nozzle is required to maintain the characteristics of the justices is aImost aircraft in different flight modes. Figure 6 shows the relative dependence of the calculated average value of engine thrust (R^cf_c). In flight is determined by the rated thrust for each engine, left and right R_land R_p; the average calculated value of the engine thrust R^cf=R_l+R_p/2 and current rated thrust R⁽¹⁾_with.

Since the thrust vector deflection depends on the diameter of the critical section of each adjustable nozzle, it should be adjusted according to the engine operation mode determined by the angle of deviation pump control or position control levers 7 engines, located in the cockpit, with which the input rocking each pump controller is rigidly connected. Therefore, for the permanence of the thrust vector deflection at each of the operating modes of the engine (throttle, maximum, fast and the furious) you need to change the input signals to each actuator, regulating, thus its course. Therefore, the desired thrust vector deflection is performed with the consideration of the mode of operation of each engine by changing the input signals to each actuator 22 of the gas-dynamic bodies depending on the critical diameter of the adjustable nozzle 35 and the throttle response of the engine.

In each of the computing subsystems 15 and 16 signals for pitch, roll, and yaw summarize with signalation sensors flight parameters, which is used as feedback to improve the characteristics of stability and controllability of the flight (see figure 1).

As feedback for signals in the main computing subsystem 15, use the signals from the angular velocity sensors 10, the angles of attack 14 and the slide 13, the normal 11 and side 12 overloads.

The signals from the angular velocity sensor 10 to be used as feedback in the main computing subsystem 15, enter it on the digital communication channel 29 of the supplementing computing subsystem 16.

For signals in complementary computational subsystem 16, as feedback using the signals from the angular velocity sensors 10, the angles of attack 14 and the slide 13.

The signals from sensors of angles of attack 14 and the slide 13, which is used as feedback in the supplementing computing subsystem, enter it on the digital communication channel 30 of the transmitter high-speed parameters 17 after filtering and conversion to the true values of angles of attack and sideslip of the aircraft. To do this, the evaluator altitude and speed settings 17 getting initial information from the sensor static and dynamic pressures 9, calculate not only the values of the number M, but values are true and dash speed the flight, the height and the true values of the velocity head.

In addition, the signals for pitch, roll, and yaw coming in complementary computational subsystem 16, summarize it with signals compensate for the weight element, inertial and gyroscopic moments for sustaining flight trajectory and maintain the plane maneuver unchanged, the information for the formation of which complement the computational subsystem 16 receives from transmitter high-speed parameters 17, the navigation system of the aircraft 32 and the control system of the engine 33.

The formation of complementary computing subsystem 16 signals compensate for the weight element, inertial and gyroscopic moments is carried out in dependence on the ongoing in-flight assessment of current performance thrust of the right and left engines, trigonometric dependency angles of pitch and roll of the aircraft, moments of inertia and angular velocities of the rotors, high and low pressure of the right and left engines. To do this, the evaluator altitude and speed parameters 17 of the signals of the static and dynamic pressures generated signals Mach number, true airspeed, altitude and the true velocity head.

All control signals for each of the controls adjust for altitude and speed p is the parameters and angle of attack.

The essence of the proposed method is as follows.

By the main computing subsystem 15 pilot performs the deviation of the aerodynamic controls, creating control points in the path of the remote control aerodynamic bodies, changing angular velocity, angles of attack and slip, longitudinal, normal and lateral overload plane (movement of the center of mass), thereby changing the trajectory in the longitudinal and lateral plane (movement around the center of mass) due to changes in the angles of pitch, roll and yaw, horizontal and vertical speed and flight altitude. In turn, the values of angular velocities, angles of attack and slip, normal and lateral overload of the aircraft measured by the sensors of the flight parameters, respectively, 10, 14, 13, 11, and 12, as negative feedback, proceed in the same computing subsystem 15 to improve handling and stability, the formation of cross-links that are necessary to control at high angles of attack, obtain a static limit of the allowable angle of attack and normal overload, providing multi-functional automatic and Director of management, improve the comfort and efficiency of aircraft control.

In order to increase maneuverability and safety management at large is x angles of attack, including supercritical (α>30°), and flight speeds close to zero, in addition to the aerodynamic control is included in the work of supplementing computing subsystem 16 control of gas-dynamic controls, allowing you to maintain the desired control modes, where aerodynamic control becomes insufficient. Using the same controls in the cockpit the pilot carries out the deviation and gas-dynamic controls, creating additional control points, as well as feedback values of angular velocities, angles of attack and sideslip of the aircraft measured by the sensors of the flight parameters, respectively, 10, 14 and 13. In addition, due to the formation of the transmitter high-speed data 17 from the values of the static and dynamic pressures measured with appropriate sensors 9, signals Mach number, true airspeed, altitude and the true velocity head, which together with ongoing in-flight evaluation of the current effectiveness of thrust of the engine, calculating trigonometric functions of the angles of pitch and roll of the aircraft, the resulting values of moments of inertia and angular velocities of the rotors, high and low pressure of the right and left engines allow you to compensate for the gyroscopic, in Savoy and inertial motion component of the aircraft, greatly increasing the comfort and the precision flying of the aircraft.

Thus, both computing subsystem 15 and 16 are in the General information field, and part of the access controls - together and independently of one another, each according to its algorithms. The management of the aircraft shall exercise due to joint operation of the aerodynamic and hydrodynamic bodies, creating control points in the longitudinal, transverse and horizontal planes of the plane and realizing independent ("unleashed"), the control channels of pitch, yaw and roll.

The formation of the desired thrust vector deflection to generate control moments in pitch, roll, and yaw is realized by means of deflection adjustable nozzles 35 of the actuators 22 of the gas-dynamic bodies.

When this thrust vector deflection provide due to the deviation of supersonic wings adjustable nozzle 35 of each engine with three actuators 22 of the gas-dynamic bodies through movement of the output rod 34.

To move the output rod 34, control of supersonic wings 36 of the nozzles 35, decompose the vector thrust of each engine in two planes, vertical and horizontal component in the direction of movement of the output rod of each actuator 22. Due to the impossibility of replacing the and the plane of the actual angles of deflection of the thrust vector, then spend the reverse conversion from the rod moves to the thrust vector deflection in the vertical and horizontal planes of the engine (see Fig.7). Figure 7 shows the decomposition of the vector thrust of each engine in two planes, vertical α and β with the horizontal into account the response characteristics of the engine described through functionality To components in the direction of movement of the output rod of each actuator 22. For example, in a joint thrust vector deflection in two planes given the moving rod of the first actuator HST₁^assconsists of two components HST₁^ass=Kg1 α+CH β, in the same way are formed the specified movement of the second rod HST₂^assand the third drive HST₃^ass. Reverse conversion is made on the current movements of the rods, respectively, the first HST₁^techsecond HST₂^techand third HST₃^techdrives.

The management of the aircraft to pitch provide with a joint deviation of supersonic wings 36 of the adjustable nozzle of each engine 35 in the longitudinal plane of the aircraft and the deviation of the stabilizer 25; channel roll - in differential deviation supersonic wings 36 of the adjustable nozzle of each engine 35 in the longitudinal plane and the differential variance stabilization of atora 25 and ailerons 26; channel yaw - when the joint deviation of supersonic wings 36 supersonic nozzle of each engine 35 in the transverse plane and the deflection of the rudders 27.

Synchronization of movements of the actuators (see figure 2 and 3) gas-dynamic bodies with respect to the center (a) of the control ring 37 adjustable nozzle 35 of each of the engines, when the center remains fixed on the axis of the nozzle while moving the output shaft 34 of each of the actuators 22 of the gas-dynamic bodies, and the motion of the output rod 34 of the actuator 22 starts and ends at the same time, which is achieved by limiting the signals input to the actuators 22 of the gas-dynamic bodies. It provides the exception of the interaction of the control channels with each other.

Dynamic correction of movements of the actuators of the gas-dynamic bodies for each adjustable nozzle carried out by complementing the mechanical feedback actuators gas-dynamic bodies electrical receiving signals from the position values of the output rods of each of the actuators of the gas-dynamic bodies and the speed of their movements through sensors feedbacks 23 of the actuator 22 of the gas-dynamic bodies.

The resulting signals serves, the first input of steering actuators 19, 20 and 21 of the aerodynamic controls, and the second is through the control unit drives the gas-dynamic bodies 18, where are synchronized and dynamically adjusts the movements of the hydraulic actuators on the input of the actuators 22 of the gas-dynamic bodies (see figure 1).

A specific example of implementation of the proposed method

In the longitudinal channel management pilot rejects the control knob 4 in pitch, which is measured by a position sensor control stick on the pitch 6.1, and turn signal knobs are on the pitchcomes in basic computing subsystem 15, which is corrected for static signals (P_article) and dynamic (P_Dean) pressures measured respectively by the sensor static and dynamic pressures 9, and digital communication channels 30 and 29 are transmitted from transmitter high-speed parameters 17 through complementary computing system 16, then it is fed to the input of steering actuators 19 of the stabilizer. Under the action of the deflection of the stabilizer 25 aircraft changes the angular velocity of pitch (ω_Z), which is measured by the angular rate sensor pitch 10, normal overload (n_y), which is measured by the sensor normal overload 11, and the angle of attack (α), which is measured by a sensor of the angle of attack of 14. The measured signals are sent to the main computer subsystem 15, which are also corrected for static signals (P_article) and dynamic (P_Dean) pressures, umarwada between itself and as negative feedback are added with turn signal control knobs 4 pitch thus, stopping excessive deflection of the stabilizer 25. The deviation of the stabilizer 25 is measured by the sensors 24 feedback steering stabilizer, the signal from which is fed to corresponding inputs of a main computing subsystem 15.

The turn signal control stick on the pitchcomes in complementary computational subsystem 16 through the control unit 18 drives the gas-dynamic bodies moves the actuators 22, deflecting aerodynamic bodies 35 in the vertical plane. This deviation is measured by the feedback sensors 23 drives the gas-dynamic bodies, the signal from which is fed to corresponding inputs of complementary computing subsystem 16. The signals for changing the angular velocity of pitch (ω_Z), which is measured by the angular rate sensor pitch 10, and angle of attack (α), which is measured by a sensor of the angle of attack of 14, are received in complementary computational subsystem 16 as feedback, where the signal of the angle of attack is adjusted as a function of angle of attack.

Similarly, in the transverse channel management pilot rejects the control knob 4 on the roll, which is measured by a position sensor of the control stick to roll 6.2, and the signal to move the control stick to rollcomes in basic computing is adsystem 15, where is corrected for static signals (P_article) and dynamic (P_Dean) pressures measured respectively by the sensor static and dynamic pressures 9, and digital communication channels 30 and 29 are transmitted from transmitter high-speed parameters 17 through complementary computing system 16. Then it is fed to the input of steering actuators 20 ailerons and 19 stabilizer for differential flaps 26 and the stabilizer 25. Under the action of the flaps 26 and differential deflection of the stabilizer 25 aircraft changes the angular velocity of roll (ω_x), which is measured by a sensor of angular velocity of the roll 10. The measured signal is supplied to the main computing engine 15, which is corrected for static signals (R_article) and dynamic (P_Dean) pressures, and as a negative feedback is summed with the signal move the control stick to rollthereby stopping excessive deflection of the ailerons 26 and the stabilizer 25. The deviation of the stabilizer 25 is measured by the feedback sensors 24 steering stabilizer, the signal from which is fed to corresponding inputs of a main computing subsystem 15. Accordingly, the deflection of the ailerons 26 is measured by the feedback sensors 24 control surface actuators ailerons, Signa is from which is fed to corresponding inputs of a main computing subsystem 15.

The turn signal control knobs 4 rollcomes in complementary computational subsystem 16, where it is adjusted through the trigonometric functions of angle of attack and as a direct and crosstalk via the control unit 18 moves the actuators 22 of the gas-dynamic bodies are differentially deflecting aerodynamic bodies (supersonic sash 36 adjustable nozzles 35) in the vertical plane to control the feed roll and in a horizontal plane to control the yaw channel. This deviation is measured by the feedback sensors 23 drives the gas-dynamic bodies, the signal from which is fed to corresponding inputs of complementary computing subsystem 16. However, changing the angular velocity of roll (ω_x) and yaw (ω_y), which are measured by sensors of angular velocity of roll and yaw 10, are received in complementary computational subsystem 16 as feedback, where the signals of the angular velocity by means of trigonometric functions of angle of attack are transferred from the relative coordinate system in polyvyanyy for control around the longitudinal axis of the aircraft, which is at high angles of attack does not allow the efficiency of governing bodies, and around the velocity vector. Then their sum as a negative feedback of skladeb what is with the turn signal handle 4 control roll thereby stopping excessive deviation of the gas-dynamic controls.

In the control channel at the rate of the pilot rejects the pedal 5, which is measured by a position sensor pedal 6.3, and the signal of the stroke of the pedals (X_n) enters the main processing subsystem 15, where it is corrected for static signals (R_article) and dynamic (P_Dean) pressures measured respectively by the sensor static and dynamic pressures 9, and digital communication lines 30 and 29 is transmitted from the transmitter altitude and speed parameters 17 through complementary computational subsystem 16. Then it is fed to the input of steering actuators 21 rudders. Under the action of deviations rudders 27 aircraft changes the angular velocity of the yaw (ω_y), which is measured by the angular rate sensor yaw 10, lateral transshipment (n_Z), which is measured by the sensor side overload 12, and angle of sideslip (β), which is measured by the angle sensor slide 13. The measured signals are sent to the main computer subsystem 15, which are also corrected for static signals (R_article) and dynamic (P_Dean) pressures are added together and as negative feedback are added with turn signal pedals (X_n), thereby stopping the excessive deflection of the rudders healthy lifestyles is of 27. The deflection of the rudders 27 is measured by the feedback sensors 24 steering rudders, the signal from which is fed to corresponding inputs of a main computing subsystem 15.

In addition, for the implementation of cross-connections in the control channel course in basic computing subsystem 15 with the control signals listed above are summed signals move the control stick to rolland angular velocity of roll (ω_x) which is corrected for static signals (R_article) and dynamic (P_Dean) pressures measured respectively by the sensor static and dynamic pressures 9 and transmitted over digital communication channels 30 and 29 from transmitter high-speed parameters 17 through complementary computing system 16, and the signal of the angle of attack (α), which is measured by a sensor of the angle of attack of 14.

The signal course of the pedals (X_n) arrives in complementary computational subsystem 16 through the control unit 18 moves the actuators 22, deflecting aerodynamic bodies in a horizontal plane to control the yaw channel. However, changing the angular velocity of roll (ω_x) and yaw (ω_y), which are measured by sensors of angular velocity of roll and yaw 10, are received in complementary computational subsystem 16 in ka is este feedback where the angular velocity signals by means of trigonometric functions of angle of attack are transferred from the relative coordinate system in polyvyanyy, and their sum as a negative feedback is summed with the signal of the stroke of the pedalsthereby stopping excessive deviation of the gas-dynamic controls (supersonic wings 36 of adjustable nozzles 35).

To assess the current effectiveness of the thrust of the right and left engines, as well as the permanence of the maximum value of thrust vector deflection at each of the operating modes of the engine depending on its pickup in complementary computational subsystem 16 receives signals position control levers 7 respectively rightand leftengines, which are measured by the position sensors controls the engine 8.

Assessment of the current effectiveness of the thrust of the right and left motors is determined by the current averaged position of the control lever of the engine 7 for each of the engines and the interpolation equations obtained from the high-speed characteristics of the engine, depending on the Mach number, altitude and angle of attack.

The main computational subsystem aerodynamic control is performed with the required degree d is envirofone and ensures reliable functioning of the control system with the desired characteristics in the main application area for the aircraft. Complementary computing subsystem of gas-dynamic control improves the characteristics of stability and controllability at high angles of attack, excludes aircraft into a stall mode and spin, improves maneuvering characteristics by reducing the geometrical space of maneuver and allows you to maneuver in flight speeds significantly below evolutive (almost near zero).

Thus, the inventive method of control of twin-engine aircraft and control system for its implementation provide improved maneuvering of aircraft while improving flight safety and stability of the aircraft due to multi-axis thrust vector control and preservation of plane maneuver unchanged and fully managed in the process to complete a maneuver that gives the ability to get full control of the plane at supercritical angles of attack and low speed flight.

1. The method of controlling a twin-engine aircraft, according to which the control signals from the control station pilot comes on the aerodynamic controls of the aircraft and aerodynamic controls, representing the adjustable nozzle, which provide thrust vector deflection, processing and generation of control signals are produced to calculate the nutrient system, thus the control signals for each of the controls adjust for altitude and speed parameters and angle of attack, and the formation of the desired thrust vector deflection is realized by means of deflection adjustable nozzles, the left and right motor drives the gas-dynamic bodies, characterized in that the control signals from the control station pilot is divided into two tract - tract remote control aerodynamic bodies and tract thrust vector deflection and served in a computing system, divided into two functional computing subsystem, the primary and complementary to, the first - in the main, and the second ones - complement, in the main computing subsystem in the whole range of heights and flight speeds produce processing and generation of control signals tract remote control aerodynamic bodies, running on the steering actuators aerodynamic bodies, carrying out impact on these flight parameters, as the angular velocity, angles of attack and slip, normal and lateral overload, changing and keeping them within acceptable limits, as well as options for changing the flight path, such as the angles of pitch, roll and yaw, speed, and altitude at low flight speeds and high angles of attack, in the work include complementary computational podcast the mu which produce processing and generation of control signals tract thrust vector deflection going on drives gas-dynamic bodies, both computing subsystem work in the General information field, and part of the access controls - together and independently of one another, the management of the aircraft shall exercise due to joint operation of the aerodynamic and hydrodynamic bodies, creating control points in the longitudinal, transverse and horizontal planes of the plane and realizing the control channels of pitch, yaw and roll, with each computing subsystems signals for pitch, roll, and yaw summed with the signals from the sensors of the flight parameters that is used as feedback to improve the characteristics of stability and controllability of the flight, and as feedback for signals in the main computing subsystem, use the signals from the sensors of angular velocities, angles of attack, slip, normal and lateral acceleration, and for signals in complementary computing subsystem, use the signals from the sensors of angular velocities, angles of attack and slip formed thus signals serves, the first - input steering aerodynamic bodies, and the second is through the control unit drives the gas-dynamic bodies where are synchronized and dynamic correction of movements of the actuators of the gas-dynamic bodies - the input drives the gas-dynamic bodies.

2. The control method according to claim 1, wherein the supplementing computing subsystem include work on the flight speeds of q_SG≤150 kg/cm²regardless of the current value of angle of attack, and if q_SG>150 kg/cm²- in the range of angles of attack from 15 to 20°, where q_SG- compressible dynamic pressure at angles of attack above 20°supplementing computing subsystem operates independently of the speed of flight.

3. The control method according to claim 1 or 2, characterized in that the complementary computational subsystem shut off when flight speed Vs≥600 km/h, where Vs - instrument flight speed.

4. The control method according to claim 1 or 2, characterized in that the desired thrust vector deflection is carried out in dependence on received in-flight assessment of current performance thrust of the right and left engines.

5. The control method according to claim 1 or 2, characterized in that the desired thrust vector deflection is performed with the consideration of the mode of operation of each engine by changing the input signals to each actuator of the gas-dynamic bodies depending on the critical diameter of the adjustable nozzle and throttle response of the engine.

6. The control method according to claim 1, characterized who eat the signals from the sensor of angular velocity, is used as feedback in the main computing subsystem, enter it on the digital communication channel of the supplementing computing subsystem.

7. The control method according to claim 1, characterized in that the signals from the sensors of angles of attack and slip used as feedback in the supplementing computing subsystem, enter it on the digital communication channel from a transmitter altitude and speed parameters after filtering and conversion to the true values of angles of attack and sideslip of the aircraft.

8. The control method according to claim 1 or 7, characterized in that the signals for pitch, roll, and yaw coming in complementary computing subsystem, summarize it with signals compensate for the weight element, inertial and gyroscopic moments, information which in complementary computational subsystem comes from transmitter high-speed parameters, the navigation system of the aircraft and control system of the engines.

9. The control method of claim 8, wherein the formation of complementary computing subsystem signals to compensate for the weight element, inertial and gyroscopic moments is carried out in dependence on the ongoing in-flight assessment of the current effectiveness of traction right and l is the model of the engines, trigonometric dependency angles of pitch and roll of the aircraft, moments of inertia and angular velocities of the rotors, high and low pressure of the right and left engines, this evaluator altitude and speed parameters of the signals of the static and dynamic pressures generated signals Mach number, true airspeed, altitude and the true velocity head.

10. The control method according to claim 1, characterized in that the deviation of adjustable nozzles provide due to the deviation of supersonic wings adjustable nozzle of each engine three drives gas-dynamic bodies through movement of the output rod.

11. The control method of claim 10, wherein to move the output rod, control of supersonic wings nozzles, the control unit drives the gas-dynamic bodies decompose vector thrust of each engine in two planes, vertical and horizontal component in the direction of the output shaft of each drive gas-dynamic bodies, and then spend the reverse conversion from the rod moves to the thrust vector deflection in the vertical and horizontal planes of the engine.

12. The method according to claims 1, 10 or 11, characterized in that the control plane channel pitch provide joint deviation sverhzvukovoy the folds of the nozzle of each engine in the longitudinal plane of the aircraft and the deviation of the stabilizer feed roll when the differential deviation supersonic wings nozzle of each engine in the longitudinal plane and differential the deviation of the stabilizer and the Aileron channel yaw when the joint deviation of supersonic wings nozzle of each engine in the transverse plane and the deflection of the rudders.

13. The control method according to claim 1 or 10, characterized in that the synchronization of movements of the actuators of the gas-dynamic bodies with respect to the center of the control ring adjustable nozzle of each engine, when the center of the control ring remains fixed on the axis of the nozzle while moving the output shaft of each of the actuators of the gas-dynamic bodies, and the motion of the output rod of the actuator starts and ends at the same time, which is achieved by limiting the signals received at the input drives the gas-dynamic bodies.

14. The control method according to claim 1 or 10, characterized in that the dynamic correction of movements of the actuators of the gas-dynamic bodies for each adjustable nozzle carried out by complementing the mechanical feedback actuators gas-dynamic bodies electrical receiving signals from the position values of the output rods of each of the actuators of the gas-dynamic bodies and the speed of their movements through sensors, feedback drives the gas-dynamic bodies.

15. Control system twin-engine plane containing the aerodynamic bodies control the Oia aircraft and aerodynamic bodies representing managed drives gas-dynamic bodies adjustable nozzle left and right engines with thrust vectoring, United with the functional blocks comprising the computing system to control the aerodynamic and hydrodynamic bodies, sensors of angle of attack and altitude and speed parameters, wherein the computer system is executed digital and consists of four functionally independent blocks: two processing subsystems, the primary and complementary transmitter altitude and speed parameters and the control unit drives the gas-dynamic bodies, connected by digital communication channels for exchange of information on flight parameters, the main computer subsystem forms a path remote control aerodynamic bodies associated with steering actuators aerodynamic bodies, and complement - tract thrust vector deflection associated with the actuators of the gas-dynamic bodies control system also includes sensors of flight parameters, such as angle sensors-slip, normal and lateral overload, angular velocity, and sensor altitude and speed parameters - sensor static and dynamic pressures, in addition, the control system includes a control stick, the plane is m and the sensor control station pilot: the position of the control stick for pitch and roll, the position of the pedals to control yaw and position controls motors, right and left, and the entrance of the main computer subsystem connected to the outputs of the position sensors of the control stick for pitch and roll, with the outputs of the sensors of angles of attack and slip, normal and lateral acceleration, and also with the complementary output of a computing subsystem for receiving signals from sensors of angular velocity and position of the pedals on the digital communication channel, and its output with inputs of steering actuators aerodynamic controls, input complementary computing subsystem connected to the outputs of the sensors: position of the control stick for pitch and roll, the position of the pedals to control yaw, position control levers right and left engines, as well as with the output of the angular velocity sensor, and its output channel of the digital communication with the main computing subsystem and through the control unit drives the gas-dynamic bodies with inputs drives the gas-dynamic controls, the input of the transmitter high-speed parameters connected to the outputs of the sensors of angles of attack and slip and exit sensor static and dynamic pressures, and its output via the digital communication channels connected to the primary and complementary computational subsystems, with adjustable SOP is and made with movable supersonic shutters, which are connected to the actuators of the gas-dynamic bodies.

16. The control system according to item 15, wherein the digital communication channels that connect complementary computing subsystem from the main computer high-speed parameters and the control unit drives the gas-dynamic bodies, is arranged to pass signals in both directions.

17. The control system according to item 15, wherein the input complementary computing subsystem associated with the navigation system of the aircraft and control system engines.

18. The control system according to item 15, wherein the position sensors of the control stick for pitch and roll, the position of the pedals to control yaw and position controls motors mechanically connected to the aircraft control stick, pedals and controls motors respectively and electrically to the computing system.

19. The control system according to item 15, wherein the input complementary computing subsystem is connected to the output of the sensor of angular velocity channel digital connection.

20. The control system according to item 15, wherein the movable supersonic fold each of the adjustable nozzles are connected through the output rod with three drives gas-dynamic bodies.

21. System pack is Alenia by 15 or 20, characterized in that the adjustable nozzle in the critical parts are made with a control ring, coupled with the ability to commit to the nozzle axis with each of the output rod of the actuator of the gas-dynamic bodies.

22. The control system according to item 15, wherein the aerodynamic controls contain a stabilizer, ailerons, and rudders.

23. The control system according to item 15, wherein the inlet of main computing subsystem connected to the outputs of the sensors feedback steering aerodynamic bodies.

24. The control system according to item 15, wherein the output control unit drives the gas-dynamic bodies connected with the inputs of the actuators of the gas-dynamic bodies, through which the output rod connected with the feedback sensors actuators gas-dynamic bodies, the outputs of which are connected to the input of the control unit drives the gas-dynamic bodies.

25. The control system according to item 15, wherein the digital computer system is executed four times redundant.