Intermediate computer management

 

  The central computer provides the highest level of handling possibilities by managing all relevant handling components with respect to the pilot’s actions. A functional diagram of such in-flight management is represented below.

Liftoplane: Functional diagram

  The most principal target of this management is the PGS-states of both rotors. The mechanical transmissions of the components of these PGS-states are depicted by the connecting lines in the red, green and blue colors. The angular positions of such transmissions are managed by the respective trimmers of the green color, and are mechanically connected to the respective encoders of the dark yellow color, which report their values to the central computer. These trimmers are located on the control panel of the cockpit, which provides intermediate management of the servos of such trimmers by appropriate sets of buttons. This control panel also has another kind of buttons to sophisticate change the parameters of the biangular handling by the central computer. A change in such parameters of the biangular handling is reflected in the respective management of each PGS-state by refactoring the latter using the respective relationship between them. A joystick of the dark gray color is connected to the central computer and can moderate the biangular values of each rotor in the variational manner, performing the actual handling of the aircraft.

 

  The elements of the engine management were discussed in detail in the respective topic. They are represented here by: two engines with respective power circuits connected to the accumulators; the engine controller; the WST-trimmer with its encoder on the control panel; and three indicators for the WSA, MR and RPM on the indicator panel. The engine controller also communicates the entire state of its management to the central computer, which can manage the servo of the WST-trimmer for more sophisticated and convenient control of the winding speed of the rotors. The instantaneous value of the winding speed is also involved in the management of the PGS-states on the basis of the biangular handling.

 

  Two racks of the pink color carry the accumulators on two respective sides and are used to adjust the center of gravity (CG), as discussed in the respective topic. A control panel of these racks, depicted in the orange color, manages them by servos and knows their positions by the encoders of the dark yellow color. The control panel is connected to the central computer for more sophisticated control of the CG with respect to optimization the "stream following" mode of operation.

 

  An L-trimmer mechanically manages the lock state of both rotors through transmissions pictured as the yellow lines. This trimmer is mechanically connected to a lock-encoder, which reports its value to the central computer, which can manage the L-trimmer by generating respective commands to actuate the servo of this trimmer, where these commands pass through the control panel's logics. See the “Locking system” topic for additional details.

 

  The system for operating in the "stream following" mode is also represented here. The output pressures from the SDT of the violet color are propagated by the pressure hoses of the sky color to the SDI of the brown color and to pressure electric sensors of the dark magenta color for the upward and downward pressures. The stabilator controller uses the values of the upward and downward pressures from the electric sensors as a feedback to determine a remained error in the orientation of the fuselage of the aircraft and after application some low-pass filter generates a respective command (if need) to actuate the SP-trimmer by its servo, where this command passes through the control panel's logics. The movement of the SP-trimmer during this actuating transmits through the mechanics pictured as the cyan lines to the stabilators, correcting the position of the fuselage. Also, the movement of the SP-trimmer transmits to the SP-encoder, which reports its value to the central computer. The bidirectional connection between the stabilator controller and the central computer permits to apply a more sophisticated management to the stabilator controller from the side of the central computer upon reusing the propagated values of pressures from the electric sensors. Also, this connection permits to pass the value of the SP-encoder to the stabilator controller as a feedback to prevent it from operating outside the operating margins of the stabilators. Additionally, the movement of the accumulator racks using the control panel of racks can alter any such operations that use the SP-trimmer.

 

  The output pressures from the PST of the violet color are propagated by the pressure hoses of the sky color to pressure electric sensors of the dark magenta color for the pitot and static pressures. Also, the static pressure propagates to the ASI, VSI and altimeter, while the pitot pressure to the ASI only, as in a conventional airplane.

 

  The central computer uses the values from the electric sensors of the PST and the value from the outside temperature sensor, not shown, to restore the horizontal and vertical components of the TAS and the flight altitude value. Additionally, it can use the signal from a GPS receiver of the light pink color and the output from the Inertial Navigation System (INS) of the dark green color to do that more correctly. The corrected value of the TAS vector can be used to calculate the error of the "stream following" state managed by the stabilator controller for its sophisticated correction. The TAS magnitude together with the actual winding speed is used to calculate the correct PGS-states for the desired biangular values of each rotor. The actual biangular values of each rotor can be reflected on a display of the central computer in the numerical or graphical forms, also sharing their representation with another kind of information, such as navigation, for example. Also, the RSI can be presented on the display for each rotor or for their average state in the presence of an actual inflow vector calculated in accordance with the used modeling. More than, after a small number of trying flights, corrected actual parameters of particular aircraft can be refactored, such as actual coefficients of drag for the fuselage for some range of speeds. So, using such information, the central computer can execute an entire simulation for a particular aircraft in real time to predict a behavior of the aircraft in advance.

 

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