General information about air signal systems. Question “purpose and set of self-propelled guns Automatic flight control system

AT-1 (Artillery Tank-1) - according to the classification of tanks in the mid-1930s, it belonged to the class of specially created tanks; according to the modern classification, it would be considered an anti-tank self-propelled artillery mount manufactured in 1935. Work on the creation of an artillery support tank based on the T-26, which received the official designation AT-1, began at plant No. 185 named after. Kirov in 1934. It was assumed that the created tank would replace the T-26-4, the serial production of which the Soviet industry was never able to establish. The main AT-1 was the 76.2 mm PS-3 gun, designed by P. Syachentov.

This artillery system was designed as a special tank gun, which was equipped with panoramic and telescopic sights and a foot trigger. The power of the PS-3 gun was superior to the 76.2-mm gun mod. 1927, which was installed on T-26-4 tanks. All work on the design of the new AT-1 tank was carried out under the leadership of P. Syachentov, who was the head of the design department for self-propelled guns at pilot plant No. 185 named after. Kirov. By the spring of 1935, 2 prototypes of this machine were produced.

Design Features

The AT-1 self-propelled gun belonged to the class of closed self-propelled units. The fighting compartment was located in the middle part of the vehicle in a protected armored room. The main armament of the self-propelled gun was the 76.2 mm PS-3 cannon, which was mounted on a rotating swivel on a pin stand. Additional armament was a 7.62 mm DT machine gun, which was mounted in a ball mount to the right of the gun. Additionally, the AT-1 could be armed with a second DT machine gun, which could be used by the crew for self-defense. To install it, there were special embrasures in the stern and sides of the armored cabin, covered with armored flaps. The crew of the self-propelled gun consisted of 3 people: a driver, who was located in the control compartment on the right in the direction of movement of the vehicle, an observer (aka loader), who was located in the fighting compartment to the right of the gun, and an artilleryman, who was located to the left of him. There were hatches in the roof of the cabin for boarding and disembarking the self-propelled gun crew.

The PS-3 cannon could send an armor-piercing projectile at a speed of 520 m/s, had panoramic and telescopic sights, a foot trigger, and could be used both for direct fire and from closed positions. Vertical guidance angles ranged from -5 to +45 degrees, horizontal guidance - 40 degrees (in both directions) without rotating the self-propelled gun hull. The ammunition included 40 cannon rounds and 1,827 machine gun rounds (29 discs).

The armor protection of the self-propelled gun was bulletproof and included rolled armor plates with a thickness of 6, 8 and 15 mm. The armored shell was made from sheets 6 and 15 mm thick. The connection of the armored parts of the hull was ensured by rivets. The side and rear armor plates of the wheelhouse were made hinged to allow removal of powder gases when firing at half their height. In this case, the gap is 0.3 mm. between the folding flaps and the body of the self-propelled gun did not provide the crew of the vehicle with protection from being hit by lead spray from bullets.

The chassis, transmission and engine were borrowed unchanged from the T-26 tank. The engine was started using an electric starter “MACH-4539” with a power of 2.6 hp. (1.9 kW), or "Scintilla" with a power of 2 hp. (1.47 kW), or using the crank. The ignition systems used a main magneto of the Scintilla, Bosch or ATE VEO type, as well as a starting magneto Scintilla or ATE PSE. The capacity of the fuel tanks of the AT-1 installation was 182 liters, this fuel supply was enough to cover 140 km. when driving on the highway.

The electrical equipment of the AT-1 self-propelled gun was manufactured using a single-wire circuit. The internal network voltage was 12 V. Scintilla or GA-4545 generators with a power of 190 W and a voltage of 12.5 V and a 6STA-144 battery with a capacity of 144 Ah were used as sources of electricity.

The fate of the project

The first copy of the AT-1 self-propelled gun was handed over for testing in April 1935. In terms of its driving characteristics, it was no different from the serial T-26 tank. Fire tests have shown that the rate of fire of the gun without aiming correction reaches 12-15 rounds per minute with a maximum firing range of 10.5 km, instead of the required 8 km. In contrast to the previously tested SU-1 installation, firing while moving was generally successful. At the same time, shortcomings of the vehicle were also identified, which did not allow the AT-1 to be transferred for military testing. Regarding the PS-3 gun, military engineer 3rd rank Sorkin wrote the following in his letter to the People's Commissar of Defense:

“Barrel No. 23 was mounted on the AT-1 and went through a full cycle of field tests with it... Guns No. 4 and 59 were tested many times at NIAP and gave satisfactory results, but completely uninterrupted operation of the automation was not achieved. Until this defect was eliminated, it was not possible to transfer the AT-1 system for military testing...”

Based on the results of the tests of the AT-1 self-propelled gun, satisfactory operation of the gun was noted, but due to a number of parameters (for example, the inconvenient position of the rotating mechanism, the location of the ammunition, etc.) the self-propelled gun was not allowed for military testing.

The second copy of the AT-1 self-propelled gun was plagued by the same failures as the first. First of all, they were related to the work of the artillery installation. In order to “save” their project, specialists from the Kirov Plant came up with a proposal to install their own L-7 gun on the self-propelled guns. Unlike the PS-3 cannon, this gun was not created from scratch; its prototype was the 76.2 mm Tarnavsky-Lender system gun, thanks to which the L-7 gun had similar ballistics.

Although the designers stated that this gun was superior to all existing tank guns, in reality the L-7 also had a fairly large number of shortcomings. An attempt to equip the AT-1 with this weapon did not lead to success due to a number of design features, and it was considered inappropriate to design a new armored tank. Having compared all the available data on the ABTU project, it was decided to produce a small pre-production batch of 10 AT-1 self-propelled guns, which were equipped with PS-3 guns, as well as an improved chassis. They wanted to use this batch for extended range and military tests.

The production of PS-3 guns was planned to be established at the Kirov plant, self-propelled gun hulls were to be produced at the Izhora plant, and plant No. 174 was to supply the chassis. At the same time, instead of preparing the vehicle for serial production and eliminating the identified shortcomings of the PS-3 artillery system, the Kirovites were intensively promoting their designs. After the failure with the L-7 gun, the factory offered to try its improved version, which received the designation L-10. However, it was not possible to install this weapon in the AT-1 wheelhouse. The situation was aggravated by the fact that plant No. 174 was busy producing serial T-26 tanks, so even producing 10 chassis for the AT-1 self-propelled guns became an impossible task for it.

In 1937, the leading designer of self-propelled units of plant No. 185, P. Syachentov, was declared an “enemy of the people” and repressed. This circumstance caused the cessation of work on many projects that he supervised. Among these projects was the AT-1 self-propelled gun, although by that time the Izhora plant had already managed to produce 8 armored hulls, and plant No. 174 began assembling the first vehicles.

One of the AT-1 hulls produced was used only 3 years later, during the Soviet-Finnish war. In January 1940, at the request of the commanders and soldiers of the 35th Tank Brigade, which was fighting on the Karelian Isthmus, Plant No. 174 began work on creating a “sanitary tank”, which was intended to evacuate the wounded from the battlefield. This initiative was approved by the head of the ABTU of the Red Army D. Pavlov. As a basis for creating the vehicle, one of the AT-1 hulls available at the plant was used, which was converted on the spot, without any drawings, for the evacuation of the wounded. The factory workers planned to give a sanitary tank to tank crews for the holiday on February 23, but due to delays in production, the vehicle never made it to the front. After the end of hostilities, the T-26 ambulance tank (as it was called in factory documents) was sent to the Volga Military District; nothing is known about the further fate of this development.

To summarize, we can say that the AT-1 was the first self-propelled artillery unit in the USSR. For that time when the military was still keen on machine-gun wedges or tanks armed with 37-mm cannons, the AT-1 self-propelled gun could rightly be considered a very powerful weapon.

Performance characteristics: AT-1
Weight: 9.6 t.
Dimensions:
Length 4.62 m, width 2.45 m, height 2.03 m.
Crew: 3 people
Reservation: from 6 to 15 mm.
Armament: 76.2 mm PS-3 cannon, 7.62 mm DT machine gun
Ammunition: 40 rounds, 1827 machine gun rounds
Engine: in-line 4-cylinder air-cooled carburetor from the T-26 tank with a power of 90 hp.
Maximum speed: on the highway – 30 km/h, on rough terrain – 15 km/h.
Cruising range: on the highway – 140 km, over rough terrain – 110 km.

Along with instruments and sensors that determine altitude and speed parameters, aircraft use air signal systems (ASS), which are also called speed and altitude centers. They are designed for comprehensive measurement of these parameters and centralized supply of them to various consumers. These parameters include: Mach number, true airspeed V, indicator speed V and, relative barometric altitude N rel., absolute barometric altitude N, outside air temperature T, deviations ∆М, ∆Н, ∆V numbers M, height H, speed V I from the given values.

In Fig. Figure 2.1 shows a diagram of the use of SHS in the elevator channel in the SAU-1T automatic control system. In pitch angle stabilization mode υ into the elevator servo drive SPR, simultaneously with the signals U υ And U ωz proportional to the deviation of the pitch angle and angular velocity ω z relative to the transverse axis of the aircraft, a signal is given U V , proportional to speed V I. Signal Uv when the speed increases above the permissible value, it is supplied to the input of the SPRV drive through the diode circuit of the dead zone and the amplifier. The drive deflects the elevator to pitch up the aircraft, and its speed decreases,

In Mach number and speed stabilization modes V I or flight altitude, signals are received at the input of the SPRV drive accordingly U ∆М, U ∆Н, U ∆ V, proportional to the deviations of these parameters from the specified values. Signal U ∆M issued by an electrical number correction unit M BKME, signals U ∆Н And U ∆ V- corrector-setter of instrument speed (KZSP) and corrector-setter of altitude (KZV), respectively.

Block diagrams of possible analogue air signal systems are shown in Fig. 2.2. A distinctive feature of SHS systems is that the automatic solution of calculated dependencies is carried out in a computer separate from the pointers. The latter provides on-board consumers and indicators with electrical signals proportional to the parameters being determined. In SHS systems built according to a block diagram (Fig. 2.2, c), the solution of calculated dependencies is carried out in computers combined structurally with pointers. Signals are given by pointers.

Electrical signals input into the calculator are proportional to R And r din, are issued by pressure sensor blocks DB, separated separately or combined with a computer, and an electrical signal proportional to temperature T issued by the temperature receiver T T. If necessary, pressure values ​​can be manually entered into the calculator p 0 and temperature T o at the Earth's surface, pressure r z given level.

Rice. 2.1. Scheme of using SHS in the SAU-1T system

Potentiometric voltage conversion unit BPnP (Fig. 2.2, b) designed to convert voltage signals into signals in the form of relative resistances. The diagram shown in Fig. 2.2, a, corresponds to the system of air signals used under the name of the central speed and altitude center of the TsSV type, the diagram shown in Fig. 2.2, b, corresponds to a system of air signals of the type SVS-PN, and the diagram shown in Fig. 2.2, V,- air signal system type SVS.

Rice. 2.2. Block diagrams of possible analogue air signal systems

SHS systems built according to the schemes shown in Fig. 2.2, A And V, generate pressure signals R And r din on a linear scale, i.e. ECEs have linear characteristics in terms of measured pressures. All operations associated with solving calculated dependencies are performed on self-balancing bridge circuits, which include linear and functional potentiometers along with elements of tracking systems.

SHS systems built according to the scheme shown in Fig. 2.2, b, generate pressure signals on a logarithmic scale, i.e. ECEs have characteristics of measured pressures that vary according to a logarithmic law. This makes it easier to carry out functional transformations in the system. In such SHS systems, a contactless analog computer is used, based on the use of diode functional voltage converters. Self-balancing potentiometric bridges are used only in indicators and power supply units.

SAU-1T-2B
Conditions for switching on and operating self-propelled guns in flight
Switching on and operating the ACS is allowed in the range of values:

In automatic and director control modes from 400 m to operational

• 
  in automatic or director mode of approach control to an altitude of at least 60 m;

2. indicated speeds, Mach number, operating weights and alignment: provided for by the operational limitations specified in the Flight Manual;

3. roll angles: when turned on and in operation up to ±30 5°.

Note. Autothrottle is allowed to be used at altitudes of no more than 7000 m, M  0.74.

The control system for the flight kit ensures automatic switching of a faulty semi-set of self-propelled guns to the corresponding serviceable semi-set. The ACS system provides an indicated speed limit of 600 +20 -10 km/h

Note. The self-propelled gun provides a given flight mode in bumpy conditions with an intensity that does not cause the aircraft to exceed the limits (n ukr;  cr; Vcr) specified below.

The self-propelled gun (longitudinal channel) is automatically switched off when the aircraft reaches:

Vertical overload less than 0.5 and more than 1.5 in cross-country flight mode; less than 0.65 and more than 1.35 in approach mode from a height of 200 m by radio altimeter signal;

• 
  angle of attack equal to ( cr - 0.5) according to the AUASP signal;
• 
  a pitch angle of more than 20° for pitching up and 10° for diving.

In all of the above cases, sound (bell) and voice alarms are triggered, and the “PITCH OFF” lamps light up. on the self-propelled gun launcher and the “SAU PROD FAILURE” display. on pilots' dashboards.

1. Before turning on the AP in steady flight, balance the aircraft with the stabilizer so that the elevator (ER) is in a neutral position. Monitor the position of the PV using the PV position indicator. Set the RV trimmer effect mechanism (MTE) to the neutral position. MTE of the launch vehicle and ailerons, remove the loads from the corresponding controls.

2. Immediately after turning on the AP, make sure using the PV indicator that the PV is tilted at an angle of no more than ±2°. If the RV is deflected by an angle of more than ±2°, the aircraft should be balanced using the stabilizer (without turning off the AP), deflecting it in the direction specified in paragraph 1.

3. At all stages of flight with the automatic control switch on, requiring a change in flight speed, as well as when changing the aircraft’s alignment, when the control arm deviates by an angle of more than ±2° and the “CHECK RV POSITION” lamp on the instrument panel lights up, balance the aircraft using the stabilizer (without turning off autopilot), deflecting it in the direction indicated in paragraph 1.

WARNING: For airplanes up to No. 0306, the airplane may only be trimmed if the airplane's indicated airspeed does not exceed 530 km/h.

4. In the case of performing maneuvers at an almost constant speed (reaching overload, turning, etc.), when the rotor may be deflected for a long time by an angle of more than ±2°, the stabilizer should not be used.
PROHIBITED:

• 
  turn on AP power below 400 m;
• 
  use self-propelled guns in both automatic and semi-automatic modes up to H below 60 m;
• 
  set the switch “NORMAL-BOLT.” to the “BOLT” position. until further notice;
• 
  automatic approach With two failed engines;

- re-enable the pitch and roll channel in case of their automatic shutdown after the flight of the DPRM;

Use the pitch channel in automatic approach mode if the alignment goes beyond 26... 36% MAR;

Continue automatic approach with the aircraft tilted at an angle of more than 4-5°. Mandatory manual balancing with a stabilizer is required;

Open the rudders to check the self-propelled guns on the ground if the wind speed is more than 15 m/s;

• 
  use APS at indicated speed over 500 km/h;
• 
  turn on the automatic traction when:

- flight at H over 7000 m;

In the process of air bleed control;

Engine failure;

Side door control;

Release of mechanization;

Boltanka is not recommended.
Fire extinguishing system
To extinguish fire in the wing compartments, engine nacelles, APU compartment, GNG compartment there are: 3 UBTs-16-6 (I and II stages on the right between 26-27 sp., III stage - on the left 27-28 sp. in the cargo compartment).

To extinguish a fire in the GNG compartment, 3 UBSh-3-1 are intended (I and II stages on the left, 26-27 sp. and III stage on the right, 29 sp.) in the cargo compartment.

Signal glasses are located on the lower surface of the fuselage on the left (III) and on the right (I and II) at 26-27 sp.

If a fire occurs in any compartment (temperature rise of 2°/s and, if more than 3 sensors are activated and the ambient temperature is 180-400°C), the signal is sent to the corresponding executive unit BI-2A.

In the cockpit:

The main “FIRE” board flashes, the red “FIRE LOCATION” signal board lights up on the control and alarm panel, as well as a yellow arrow indicating the switch that needs to be used at a given fire location (in addition, if there is a fire in the wing, the green “CRANE” mnemonic signs light up OPEN”);

The RI-65 receives information: “FIRE, I AM BOARD NO., FIRE!”;

The squib cartridges of the stage 1 pyrocap of this compartment are activated and the freon flows to the fire site. If necessary, you can apply the II and III stages manually: the I stage is triggered both automatically and manually, and the II and III stages only manually. When the fire disappears, the red warning signs go out. To extinguish the arrow and the green mnemonic sign, you must press the button “CHECKING SBUMB LAMPS AND UNLOCKING FIRE LAMPS” on the squib test panel.

Emergency activation mechanisms for the fire-fighting system are installed on the wingtips and both landing gear fairings. If, during landing with the landing gear retracted, at least one of the mechanisms works, then all the squibs will explode and the freon will enter all fire-proof compartments. Power for detonating the squibs comes from batteries.
Checking the functionality of the fire alarm system

1. 
   1. Main switch to “CHECK” position.

2. Check the groups of sensors one by one, moving the switch from the neutral position;

• 
  engine nacelles;
• 
  APU and GNG;
• 
  wings,

When the corresponding groups of DPS-1 sensors are in working order, the same alarm lights up as in case of fire.

After placing the corresponding switch in the neutral position, everything goes out except:

The yellow arrow is on;

For the wing there is a green mnemonic sign “VAC OPEN”. They must be extinguished by pressing the button “CHECKING SBUMBERS AND UNLOCKING FIRE LAMPS” after checking the sensors of the nacelles, engines, APU, and GNG, wings.

3. Set the main switch to the “FIRE FIGHTING” position and close the lid.

Attention! 1. Do not turn the main switch to the “FIRE EXTINGUISHING” position when the alarm is not turned off in order to avoid self-discharge of the 1st stage fire extinguishers.

2. If the main switch is set to the “CHECK” position, then the 1st stage does not operate either automatically or manually.
Checking the serviceability of fire extinguisher squibs
1. Check the serviceability of the green squib lamp by pressing the button “CHECKING FIRE EXTINGUISHER SCUBA LAMPS AND UNLOCKING FIRE SITE LAMPS.”

2. Place the biscuit switch on the compartments being tested one by one:

• 
  engine nacelles (4 pcs.);
• 
  wing;

If the squibs are working properly, all green lamps should be on.

3. Set the biscuit switch to the “OFF” position. (the green lamp is not lit).
Crew actions in case of fire
A crew member, upon discovering a fire, is obliged to report to the control committee. The fire is extinguished at the command of the fire control department. If a fire is detected in the fire-proof compartments of the fuel tank, it is necessary to:

1. Duplicate the activation of the 1st stage fire extinguisher for what:

Set the extinguishing agent supply switch on the USPS panel under the burning yellow arrow to position 1.

2. If the fire is not extinguished by the fire extinguisher of the 1st stage, then use the 2nd stage; if not eliminated, use the 3rd stage.

3. After 20-30 With after extinguishing the fire, move the extinguishing agent supply switch to the neutral position (turn off the yellow arrow), and for the wing, the green mnemonic sign by pressing the “CHECKING SBUMB LAMPS” button.

4. In case of fire in the flight deck or cargo compartment, use portable fire extinguishers.

Note. If a fire occurs in the engine nacelle, APU or TNG, then it is necessary to turn off the corresponding engine, APU, GNG and ensure uniform fuel production, and in the event of a fire in the wing with the POS switched on, turn off the wing POS.
Portable fire extinguishers
An OR-1-2 fire extinguisher is installed in the technical compartment, navigator's cabin and air gunner's cabin;

Fire extinguishers OR-2-6-20-30 are installed in the cargo compartment, one for 14 pcs., the other for 56 pcs. left side;

When transporting flammable goods, an additional 4 fire extinguishers can be installed instead of oxygen cylinders:

2 pcs. - 25 sp, left, right;

2 pcs. - 56-57 sp. on right.

Basic data

OR-1-2 OR-2-6

FUEL SYSTEM
Fuel tank drainage system
The tanks of each half-wing have an autonomous drainage system, which includes the following units:

Drainage tank (NK-38-39);

The system air intake (bottom of the wing) has 3 vacuum valves and 1 safety valve, ensuring operation in the event of freezing of the air intake;

Line of main and additional drainage. The main tanks of the external engines have an independent main drainage line, and the remaining half-wing tanks have a common main drainage line. The auxiliary drain line is common to all wing tanks;

System for pumping fuel from the drain tank:

a) ESP-87 (outside the tank);

b) fuel filter;

c) alarm sensor 1 SMK-Z of the SPUT-4 system;

d) SD-02 (pressure alarm).
Job

In climb H and horizontal flight, the fuel tanks communicate with the atmosphere through the main drainage, while descending through an additional drainage.

If the air intake is blocked, communication between the tanks and the atmosphere is ensured by vacuum valves (in horizontal flight and during descent) and a safety valve (in set H). If available 120 l fuel in the drain tank, the pump is automatically turned on - the fuel enters tanks 1P (4P), the pump is turned off automatically from SDU2A-0.2. The pumps can also be turned on manually.
Program control system

and fuel measurements SPUT4-1
The measuring part provides:

• 
  constant measurement of the aircraft's fuel reserves;
• 
  alternately measuring the fuel reserve in each tank of a given group and measuring the fuel reserve as a whole for the engine (the same when refueling);

- issuing information via COM-64 about the remaining fuel on the aircraft in %.

The automatic part provides:

• 
  fuel transfer control;
• 
  completion of filling fuel tanks;

- output of information to the alarm circuit and about the balance

fuel for engine 2000 kg.

The system indication is represented by 9 indicators:

5-on the outer part of the central dashboard;

4-on the filling panel.

Cabin indicators indicating the engine number have two scales:

External for measuring the total fuel reserve for the engine and in the reserve tank;

• 
  internal - in the additional and main tank.

Refueling panel indicators - 3 scales;

External (white) - change in stock in the reserve tank;

• 
  medium (yellow) - in the additional tank;
• 
  internal (red) - in the main tank.

On the indicator glass, 3 yellow marks for each scale correspond to filling the tank to 90% by volume.

The system power is turned on from RU-24 to +27 V and from the BI dashboard using the “FUEL GAUGE” switch for alternating current.

Centralized filling system
This system ensures filling tanks under pressure from below:

2. Refill speed - 3000 l/min.

Note. Full filling capacity 114500 l.

Compound:

1. 
   two onboard filling fittings in the right landing gear fairing;
2. 
   main refueling tap (in front of the entrance to the ZR tank) - main;
3. 
   double-acting valve - ensures complete pumping of fuel after refueling or protects it from thermal expansion of fuel (starboard side at the top);

4. filling line - branches in the ZR tank;

5. 2 electrohydraulic filling valves;

6. 12 SPUT4-1 alarm sensors - provide an electrical signal to close the filling valve;

7. elements of the electrical circuit for refueling control;

8. 12 indicators SDU2A-0.2 for increased pressure in tanks when P is greater than 0.2 give a signal to close the filling valve (red lamp on the filling panel).
Indication, alarm, controls

12 aggregate lamps (green) for the open position of the filling valves;

12 warning lights (red) for high pressure in tanks;

Green and yellow lamps for the open and closed positions of the main refueling tap.

Controls:

• 
  fuel gauge switch (in the cockpit);
• 
  two biscuit switches (one in the cabin);
• 
  switches for controlling the tap and filling valves located on the filling panel.

Job

1. Turn on the main switch - the yellow lamp in the closed position of the main tap is on.

2. Open the main refueling tap - the green lamp lights up.

3. Turn off the filling valve switches - the green lamps will light up.

When the tanks are fully filled, their valves automatically close by signal:

• 
  sensor-signaler SPUT4-1;
• 
  at the command of the float valve (if it does not close from the control valve);
• 
  from SDU2A-0.2.

If the tanks are not fully filled, the filling valves are closed manually.

Note. Gas station “AUTOMATIC” Turn off the TANK SWITCH when refueling.

TOPIC 3 "AUTOMATIC CONTROL SYSTEM SAU 1T-2B"

INTRODUCTION

At manual control The aircraft “control system” is the pilot using information from flight navigation instruments and visual orientation. Multichannel control, the need for logical processing of information from a complex of instruments and alarms, workload with other responsibilities, limited reaction speed and low human information throughput determine significant discreteness and limited accuracy of manual control. However, there is high reliability, the ability to adapt and analyze emerging situations.

At semi-automatic (director) control processing of information from various sensors is carried out in a computing device. The pilot receives information, so to speak, in a ready-made form - in the form of deviations of the arrows of the command (director) instrument. Normal control of the aircraft is ensured if the pilot deflects the controls in proportion to the deflection of the command arrows. Piloting techniques are greatly simplified. Moreover, with semi-automatic control, the control channels and, as a rule, the laws for the formation of control (command) signals are the same as in automatic systems.

At automatic control After amplification, control signals are sent to steering gears, the deviation of which causes the control surfaces to move and bring the aircraft to a given flight mode. The pilot controls the maintenance of a given trajectory using the command arrows of the director instruments.

With a properly functioning self-propelled gun, the command arrows and position bars of the director instruments in steady state should be near zero. A significant long-term deviation of the command arrow usually indicates a malfunction of the executive or information part of the control system. In this case, it is possible to switch to director or manual control. The manual and director control circuits in the ACS are a reserve for the automatic circuit.

Convenience of transition from automatic control to semi-automatic and manual, and vice versa, is one of the most important requirements to be implemented in the control system.

The ACS provides redundancy of automatic control channels, which ensures normal operation and operability in the event of failure of one of the channels. Identification of a failed channel and its replacement with a serviceable one in flight is carried out automatically as a result of continuously performed self-monitoring.

QUESTION “PURPOSE AND SET OF SAU”

SAU-1T-2B provides:

Automatic and directional piloting of an aircraft along a given route in the altitude range from 400m to maximum flight altitude in climb, level flight and descent modes;

Performing special tasks (landing, flying in combat formations);

Automatic and director construction of pre-landing maneuver;

Automatic and director approach to landing up to a height of 60m.

SAU-1T-2B has two semi-sets: main and backup (reserve). Control is carried out by one (main) channel, the second (backup) is in a “hot” standby and is turned on automatically or manually if the first one fails. In this case, the replacement occurs without impact while maintaining the aircraft maneuver.

Each half-set includes:

Autopilot AP;

Autothrottle AT (works in conjunction with the autopilot pitch channel);

Automatic adjustment of the APS stabilizer (works in conjunction with the autopilot pitch channel);

Roll and yaw dampers (used when the autopilot's heading and roll channels are turned off).

The system is controlled using a control panel located on the central control room.

QUESTION 2 "AUTOPILOT"

The autopilot of the self-propelled gun, acting on the ailerons, rudder and elevator, provides:

1) stabilization of the angular position of the aircraft in terms of heading, roll and pitch;

2) stabilization of the given values ​​of altitude H, Mach number and indicated speed V PR in flight along the route;

3) coordinated turns, climb and descent;

4) automatic and director control of the aircraft in flight along the trajectory specified by the UVK in the horizontal plane;

5) automatic and director control of the aircraft when performing the “Korobochka” maneuver, as well as during landing approach to an altitude of 60 m according to signals from course and glide path beacons;

6) automatic limitation of instrument speed.

The autopilot generates and sends the following parameters to the gearbox and gearbox display devices:

Current angles of roll, pitch and heading (path angle) of the aircraft;

Deviation of the aircraft from the specified track when flying along the route and from the equal-signal zones of the course and glide path beacons during landing;

Command signals for director control of the aircraft during landing, performing the “Korobochka” maneuver and en-route flight;

Drift angle;

Heading angle of drive radios;

Sliding angle.

The actuating elements of the autopilot, designed to deflect control surfaces and hold them in a given position, are steering gears (RM). The autopilot includes four RMs: 1 – ailerons, 1 – LV and 2 – RV.

Each PM has an override clutch, allowing the pilot to interfere with the operation of the autopilot using the controls. Overpower clutches are activated when force is applied:

For ailerons-spoilers (wheel) 32 ± 5 kg;

Elevator (column) 41 ± 8 kg;

On the rudder (pedals) 66 ± 13 kg.

The autopilot automatically monitors the operation of the system in all flight modes and automatically switches the main channel to a backup one in the event of a failure of the main channel, turning off both channels in the event of a double failure of the autopilot.

QUESTION 3 "AUTOMATIC TRACTION"

AT is intended to stabilize the indicated speed V PR with an accuracy of 2.5% (in an undisturbed atmosphere) by regulating the engine thrust in flight along the route and during the pre-landing descent with automatic and semi-automatic control.

AT represents two-channel system. AT channels duplicate each other. When one channel is operating, the second one is in hot standby, automatically coming into operation if the first one fails.

AT can be turned on provided that the throttle levers are unlocked and the set speed corrector KZSP is ready for operation. When the AT is turned on, by regulating the engine thrust, it stabilizes the V PR that the aircraft had at the time the AT was turned on. When V PR changes, the AT deflects the throttle in the desired direction. In this case, the change in pitch angle is compensated by the autopilot pitch channel.

If necessary, the AT can be overpowered by the crew by applying a force of 5.6 kgf m.

4 QUESTION "AUTOMATIC STABILIZER REPLACEMENT"

APS provides:

Automatic rearrangement of the stabilizer when the longitudinal balancing of the aircraft changes (part of the fuel runs out, changes in load and other reasons), causing the elevator to deflect by an angle > 1.5°, at roll angles less than 10° with a time delay of 2 s;

Automatic rearrangement of the stabilizer to a dive from the balancing position when performing parachute landing of equipment and cargo;

Automatic control of APS operation;

Alarm about turning on and off the APS.

APS represents two-channel system. The channels are identical and duplicate each other.

Turning on the APS carried out manually using the APS OSN button. (APS DOUBLE) on the self-propelled gun launcher under the conditions that the missile launcher is tilted from the neutral position by an angle< 1,5° и что предварительно включен канал тангажа автопилота. АПС включается автоматически при тех же условиях во время открытия в полете грузолюка.

The left or right pilots, depending on the position of the “STABILIZER CONTROL SWITCHING” switch on the control center, can manually control the stabilizer regardless of whether the APS is turned on or not.

APS turns off manually using the APS OFF or SAU OFF button. The APS is automatically turned off in case of failures, as well as when the pitch channel is automatically or manually turned off.

5 QUESTION “COMMUNICATION OF SAU WITH ONBOARD SYSTEMS”

The self-propelled gun works in conjunction with on-board systems and sensors:

Central gyro verticals TsGV-10P (left and right) issue electrical signals to the ACS (main and backup) that are proportional to the current roll angles γ and pitch υ of the aircraft. The self-propelled gun receives information about readiness for operation and failures of the three gyro-verticals from the BSG-2P unit.

Control computer complex KP1-76 (UVK) produces electrical signals:

1) given roll γ Z;

2) lateral deviation Z from the given flight path at the checkpoint;

3) a given path angle of the ZPU, used when flying in the “Arbitrary direction” operating mode;

4) DC signals +27V:

- “Course stabilization”, which includes a mode for stabilizing the heading angles, roll and pitch of the aircraft;

- “Runway exit”, switching the self-propelled guns to approach mode;

- “Shortest distance”, including the “Arbitrary direction” mode;

- “Operation” when the UVK is turned on.

Accurate heading system TKS-P produces signals proportional to the current orthodromic or gyromagnetic heading of the aircraft for display at the control point and control of the aircraft along the course.

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Radio engineering complex short-range navigation and landing equipment RSBN-7S and KURS-MP-2 issue signals:

1) deviations from equal-signal zones of localizer and glide slope ground radio beacons of the “Katet”, “ILS” and “SP-50” systems during landing;

2) deviations from the LZP when flying using VOR beacons;

3) readiness of the RTS for operation when the aircraft enters the coverage area of ​​ground radio beacons.

Doppler ground speed and drift angle meter DISS-013 generates a signal proportional to the drift angle of the US aircraft.

Automatic radio compasses ARK-15M and ARK-U2 produce signals proportional to the heading angles of drive radio stations.

Air Signal System SVS1-72 issues a readiness signal and a deviation signal from the set value of the M number.

Speed ​​and altitude correctors KZSP and KZV provide the ACS with signals of deviation from the specified values ​​of the indicated speed and relative altitude.

Automatic angle of attack and overload AUASP-18KR issues a critical angle of attack signal to turn off the self-propelled guns.

Radio altimeter RV-5 gives a true flight altitude signal.

Inertial system I-11 measures the lateral deviation z and the speed of lateral deviation ż from a given trajectory.

6 QUESTION "BASIC TECHNICAL DATA OF SAU"

1) Accuracy of stabilization of angles specified from the autopilot control sticks in all flight modes:

Roll ± 1.0°;

Pitch ± 0.5°;

Heading ± 0.5°;

2) Range of change in the angular position of the aircraft from the autopilot control sticks:

Roll ± 30°;

Pitch angle when pitching up is 20°;

The pitch angle during a dive is 10°;

3) Flight accuracy in steady state, except for conditions of strong bumpiness, with automatic control:

Altitude when flying along the highway ± 30 m;

Altitude during pre-landing maneuvers ± 20 m;

According to the number M ± 0.005;

Indicated speed ± 10 km/h;

4) Operating restrictions:

Switching height > 400 m;

Landing height > 60 m;

Speed ​​of APS use< 500 км/ч;

Conditions for using AT 4 engines are in good working order,

N GENDER< 7000 м,

mechanization has been removed

the entrance doors are closed.

7 QUESTION "SAU CONTROL PANEL"

The self-propelled gun control unit is located on the control center and is designed to control the autopilot, autothrottle and automatic stabilizer adjustment. To turn on all elements of the autopilot under current, except for connecting the steering gears, use the switch under the ON.AP cap. Button-lamp ON.AP. designed to turn on the steering gears of all three autopilot channels. The roll and pitch channels operate in the heading and pitch stabilization mode.

ACS control panel

Separate activation (disabling) of the main and backup channels of the autopilot is carried out by pressing the green (red) lamp buttons COURSE, ROLL, PITCH. The autopilot can be quickly switched off using the OFF SAU button on the pilot's controls.

Activation of one of the stabilization modes (HEIGHT, MAX, SPEED) is performed by pressing the corresponding STABILIZER buttons. The mode is switched off by pressing the LEVEL-RAISING handle.

At the bottom of the console there is a switch for the operating modes of the self-propelled guns, which can be set to the APPROACH, COURSE, NAVIG positions. At the same time, the corresponding main autopilot modes are activated.

APPROACH mode is activated to perform the BOX maneuver and landing approach. The COURSE mode is used to stabilize the aircraft angularly and perform various maneuvers. The NAVIGATION mode is used during a flight along the route specified by the flight controller.

8 QUESTION "SPG OPERATING MODES"

Control of lateral movement and stabilization of the aircraft position relative to the longitudinal and normal axes is carried out by the autopilot roll channel. Longitudinal motion control and stabilization of the aircraft's angular position are carried out by the autopilot's pitch channel.

Before turning on the roll channel in the lateral movement control unit, the roll signals coming from the TsGV-10P are brought to zero so that the automatic control system is switched on shocklessly, without sudden movement of the rudders. After turning on the channel, the autopilot takes the aircraft out of the roll and stabilizes the course with which the aircraft flies after exiting the roll.

The roll channel operates in the following modes:

- “Course stabilization”. The aircraft restores the set heading (the aircraft's heading before the roll channel was turned on), and then restores the roll;

- “Management”. Allows you to control the lateral movement of the aircraft through the autopilot using the “COURSE” and “ROLL” knobs on the self-propelled gun launcher. In this case, the aircraft performs a coordinated turn until the sticks return to their original position.

- “Flight along a given trajectory.” The autopilot, by changing the roll, keeps the center of mass of the aircraft on the trajectory calculated by the UVK;

- “The shortest distance.” Allows you to move the aircraft from a given point to a given point over the shortest distance (from an arbitrary direction);

- “Box”. The autopilot ensures the automatic execution of a pre-landing maneuver - a standard box (left or right) with the aim of bringing the aircraft into the fourth turn zone (the zone of reliable reception of directional glide path beacon signals). The mode is turned on by the navigator's command after flying the DPRS after 90 s when performing a small box or after 150 s when performing a large box. In this case, according to the CUR signals, signals of I, II, III and IV turns are generated (with the right box - at angles of 180, 120, 120, 75°, with the left box - at angles of 180, 240, 240, 285°). The mode turns off automatically at the beginning of the fourth turn.

- “Approach.” Performed to reach the runway axis with a subsequent descent to a height of 60 m along the trajectory specified by the course and glide path beacons.

The pitch channel operates in the following modes:

- “Pitch angle stabilization.” In this mode, the autopilot stabilizes the pitch angle specified by the pilot;

- “Management”. Allows the pilot to control the aircraft in pitch using the “Descent-ascent” knob on the self-propelled gun launcher. In this case, the action of the “Descent-ascent” handle is limited to angles of 20º during a pitch-up and 10º during a dive;

- “Stabilization of speed or M number.” It is turned on by the “SPEED” lamp buttons. or “MAX” on a PU self-propelled gun. When V PR or the M number deviates from the specified value, the autopilot, deflecting the RV, changes the pitch angle, while restoring the values ​​of V PR or the M number, after which the previous value υ is restored.

- “Height stabilization.” The mode is activated by pressing the “STABILIZER” button-lamp. HEIGHT" on PU self-propelled guns. At the same time, the autopilot, by changing the pitch angle, stabilizes the given flight altitude.

- “Approach.” Turns on automatically or manually. Moreover, after the aircraft enters the landing course, the autopilot initially operates in the “Altitude Stabilization” mode. When crossing the axis of the equal-signal zone of the glide slope radio beacon, provided the flaps are extended, altitude stabilization is turned off and the aircraft goes into descent mode. In this case, the autopilot ensures stabilization of the aircraft’s center of gravity relative to a given glide path.

9 QUESTION “Flight command instrument (CPD)”

The gearbox is a combined device consisting of an attitude indicator and a direction indicator. Two tracking systems work out the roll and pitch angles coming from the central air propulsion unit. The roll angle is counted on a fixed roll scale 8 when the silhouette of the aircraft 7 turns. The practically maximum roll angles of the aircraft do not exceed 32º, and at an altitude below 200 m when landing with the self-propelled guns turned on, they are no more than 13º. The pitch angle is measured on a tape scale (card) 9 relative to the center 11 of the roll indicator within the range of 0 ÷ 80º. The pitch scale is white above the horizon line and black below. The pitch scale mechanism has a spring that, when the power is turned off, moves the scale tape to its highest position. There is a knob on the front panel of the device, with which you can set the pitch scale within ±12º.

Vertical command arrow 1 of the side channel (roll command arrow) indicates the direction and magnitude of the steering wheel deflection to ensure a smooth exit of the aircraft onto the specified path line (TLP) when flying along the route, performing the “Box” maneuver, to the line of the equal-signal course zone when entering the runway axis according to localizer signals (LOC). The deflection of the command arrow is limited by an electric stop when reaching an angle of 22º.

Bar 4 lateral deviations (course bar) shows the lateral deviation of the aircraft from the LZP when flying along the route. The circle represents the position of the aircraft, the moving bar represents the position of the LZP. When the aircraft is flying exactly along the LZP, the command arrow and the lateral position bar will be in the center. It is necessary to clearly understand the difference in the indications of the command arrow and the position bar. The command arrow does not indicate the position of the aircraft; this information is carried by the position bar indication.

Command arrow 6 of the longitudinal channel (brown or yellow) shows the direction and amount of deflection of the control column to ensure smooth fit of the aircraft into the LZP vertically, into the glide path line (on landing according to timing signals).

On the left side of the device there is a horizontal bar 2 deviations in the aircraft altitude in the vertical plane relative to the given flight altitude. During descent and landing, the bar indicates the location of the line of the equal-signal zone of the glide path beacon relative to the aircraft. The indicator circle characterizes the aircraft's position. At the bottom of the device there is a sliding angle indicator 12. All four indicators (command arrows and position bars) are ratiometric instruments.

The deviation of the side channel command arrow is proportional to the difference between the specified calculated roll angle and the current roll angle. The deviation of the command arrow of the longitudinal channel is determined by the difference between the specified and current pitch angles.

During director control, the pilot returns the command arrows to the center of circle 11 by moving the helm and column. With automatic control and normal operation of the self-propelled gun, the command arrows are always within the central circle.

On the front panel of the device on the left there is a button-lamp 13 (red) LOCKING, which serves for remote accelerated arresting of the central vein. It lights up when you press it and when the central heating valve fails. After arresting and during normal operation of the central heating unit, this lamp goes out.

Red indicator flags T and K 3 and 5 appear on the front of the device when the power to the roll or pitch channels is turned off, when these channels fail, or when the central air control or landing control system fails.

If the aircraft is under current and the autopilot is turned off, then at the checkpoint the command arrow of the longitudinal channel is at the bottom of the scale, without interfering with the pilot’s control of the aircraft’s position using the attitude indicator.

The flight control instruments are powered by three-phase alternating current U=36V, f=400 Hz from RU25 (left gearbox) and RU26 (right gearbox) through circuit breakers TsGV-10 P LEFT, TsGV-10 P RIGHT.

DC power is supplied from RU23 (left gearbox), RU24 (right gearbox) through circuit breakers TsGV LEV, TsGV RIGHT.

10 QUESTION "NAVIGATION AND FLIGHT DEVICE (NPP)"

NPP is the main indicator of the aircraft's position in the horizontal plane. The instrument determines the orthodromic or gyromagnetic heading, a given course or a given track angle, drift angle, orthodromic or magnetic track angle, drift angle, orthodromic or magnetic track angle, heading angle of the drive radio station, orthodromic or magnetic bearing to the drive radio station, aircraft deviation from equal-signal lines along the course and glide path when the aircraft is within the coverage area of ​​the course and glide path beacons.

The orthodromic course and heading angle are determined using the navigator's GPP. There is no CUR indication or bearing to the radio station.

Depending on the position of the “OK–MK” switch located under the instrument on the pilot’s panel, the NPP instrument displays the orthodromic or gyromagnetic course. The counting is carried out on the internal moving scale 6 relative to the upper fixed index 5. The scale is graduated from 0 to 360º, digitization is every 30º, the division value is 2º. Using the same scale, the set course is set or counted using a wide arrow 3. It is prohibited to use the ZK handle of the set course until special instructions. The set course is set using the COURSE knob from the control panel of the self-propelled gun (the mode switch is in the COURSE or APPROACH position, the navigator's RZK handle, or from the control computer complex).

In the “Approach” mode, the specified course can only be set using the pilot’s COURSE knob. The current heading angle (orthodromic or magnetic) is measured relative to the moving scale using narrow arrow 2 in the “Navigation” and “Course” modes.

The drift angle and heading angle of the radio station are measured relative to the fixed scale 1 also using a narrow arrow.

The US signal arrives at the NPP if the mode switch on the ACS control panel is in the COURSE or NAVIG position.

When the switch is in the APPROACH position, as well as when the ACS power is turned off, a narrow arrow relative to the fixed scale shows the CUR, and relative to the moving scale - the bearing to the radio station.

In flight in the “Control” mode, using the COURSE knob, after working out a given course, the ZK arrow should coincide with the narrow arrow showing the drift angle. If DISS-013-S2 fails, the ZK arrow coincides with the fixed index at the top of the device.

When performing the “Box” mode, the ZK arrow coincides with the fixed index before the start of the first turn; when performing subsequent turns, the ZK arrow rotates synchronously with the course scale of the device.

Using bars 7 and 8, the angular deviations ɛ r ɛ k from the equivalent lines of the glide path and localizer beacons are determined. Signals to the magnetoelectric systems of the slats come from RSBN-7S or KURS-MP-2.

On the NPP device there are blankers K and G, which are triggered when entering the zones of reliable reception of localizer and glide slope signals. At the same time, the blenders close.

The navigation and flight instrument is powered by alternating current U≈36 V 400 Hz and direct current U=27 V.