The analytical approaches to design of nonlinear control systems by the transformation of the nonlinear plant equations into quasilinear forms or into Jordan controlled form are considered. Shortly definitions of these forms and the mathematical expressions necessary for design of the control systems by these methods are submitted. These approaches can be applied if the plant’s nonlinearities are differentiable, the plant is controllable and the additional conditions are satisfied. Procedure of a control system design, i.e. definition of the equations of the control device, in both cases is completely analytical. Desirable quality of transients is provided with that, that corresponding values are given to roots of the characteristic equations of some matrixes by calculation of the nonlinear control. The proposed methods provide asymptotical stability of the equilibrium in a bounded domain of the state space or its global stability and also desirable performance of transients. Performance of the nonlinear plants equations in the quasilinear form has no any complexities, if the mentioned above conditions are satisfied. The transformation of these equations to the Jordan controlled form very much often is reduced to change of the state variables designations of the plants. The suggested methods can be applied to design of control systems by various nonlinear technical plants ship-building, machine-building, aviation, agricultural and many other manufactures. Examples of the control systems design by the proposed analytical methods are given.

In recent years in view of the fact that the interest in the technologies of artificial intelligence in control systems by technical objects and technological processes are aroused, that fuzzy controllers find use more often. The given regulators carry out the process of the development of controlling actions on the basis of fuzzy logic, the application of which provides the design of control systems capable of functioning in conditions of incompleteness and fuzziness of knowledge about the dynamics of the control object. Fuzzy regulators have opened a new direction in the area of automatic control and according to many experts have a promising future. The given paper analyzes the dynamic characteristics and algorithmic singularities of fuzzy PID-regulation systems, compares the quality of clear and fuzzy regulation. The conducted analysis allows to state the absence of any real advantages of fuzzy regulators in comparison with classic clear regulators. Moreover, it is possible to distinguish a number of problematic aspects of fuzzy regulation methodology, important for practical automation:

• fuzzy control algorithms are much more complex than traditional clear regulation algorithms;
• the thesis about the advantages of fuzzy regulators seems to be reasonable, since each such regulator can be replaced by a more efficient and structurally less complex clear regulator;
• the thesis that on the basis of fuzzy approach it is possible to synthesize working systems of regulation without a priori knowledge and pre-project inspection of dynamic properties of objects of regulation is disputable.
• fuzzy approach is purely empirical and does not allow to solve the problems of stability, dynamic quality and robustness of the synthesized regulation systems at the theoretical level;
• fuzzy control algorithms are not applicable to complex dynamic objects. In particular, it concerns multi-connected objects of regulation and objects with delay;
• the methodology of fuzzy regulation does not allow to solve the important issues of optimization of regulation processes for engineering practice.

Digital control systems are considered, the functioning of which can be represented as a sequence of functions from a finite alphabet. For such systems projects debugging by simulation it is necessary to generate some set of tests for the applying on the simulated system to verify that it is functioning correctly. This paper is devoted to the development of test sets for function successions correctness. It is shown that on admissible function successions partly defined semigroup exists. There exists also word set on limited alphabet of functions, and they could be defined by some right liner grammar. Admissible successions are formally described by the graph of functions. Such a graph defines admissible functions for all digital system states. Digital system function set development is proposed in a way that admissible function successions could be defined as a graph. If the admissibility of two functions fulfillment one after another depends on previously fulfilled functions and the digital system internal state, then some functions should be divided into several subfunctions. The method of such a process is described. Developed graph of functions together with input interaction set for each digital system function define specification for digital system behavior. Proposed method is illustrated on the drawing machine control digital system functions development. The method of test set development on graph function is proposed.

The article deals with the design and features of manufacturing a Coriolis vibrating gyroscope (CVG, angular rate sensor) with a metal resonator. Piezoelectric elements are used to excite and detect oscillations of the resonator.

The design of the resonator is very important, because the technical characteristics of the CVG mainly depend on the resonator. For the production of a high-quality metal resonator with predetermined properties, a good choice is the precision alloy of 21NKMT-VI. Elimination of defects in the manufacture of the resonator, which lead to a variety of frequencies and variability, is achieved by balancing. The basic method is balancing in the 4th form of the distribution of mass defects. Calibration of the CVG with the electronics unit is the final stage of the CVG manufacturing, which results in: providing a resonance tuning condition for the sensing element, determining the feedback coefficients of the oscillation retention loop, determining the metrological characteristics of the CVG, and obtaining the correction function of the output signal from various parameters after the test complex.

When determining the correction function, the fact was taken into account that the signals for suppressing the quadrature and coriolis components are not absolutely independent. When the node signal is demodulated to quadrature and coriolis components, it is necessary to analyze the signal passed through piezoelectric elements, amplifiers and ADC. Each of these elements adds a temperature-dependent phase shift to the node signal. This phase shift can be taken into account, but not with absolute accuracy. Therefore, the output signal of the CVG should be considered as a linear combination of signals of the quadrature and coriolis components of the compensation signal. To reduce the noise of the output signal, it is possible to use various types of noise suppressing filters

The results of tests of the CVG confirming its competitiveness in comparison with the commercial analogue. The electronic control module can be designed using the Russian element base.

The task was to develop an automatic landing system (ALS) for a passenger carrier that can be externally activated and excludes the possibility of the crew’s interference into the landing process, for example, when a carrier alters its nominal course or there is no contact with the crew. The air crush history saw a lot of cases that could have been prevented if the planes had had an ALS system and airports had had possibilities to activate that system and suspend the crew from flight control. One of such unforgettable examples is the New-York tragedy of September 11, 2001. State-of-the-art technology allows solving the problem of automatic carrier landing. The most remarkable example demonstrating solution of this problem is the automatic landing of the Buran orbiter 30 years ago on November 15, 1988. The article consists of two sections. The first section of the article deals with conditions of effective solution of autoland problem. It describes in short, the flight modes during automatic landing control. To solve the problem of automatic longitudinal control in the most crucial final landing mode, the author proposes an energy-saving control algorithm that provides control in the mode of negative feedback. The system status vector comprises six parameters: range, altitude, pitch angle, and their first-order derivatives. The control algorithm is developed for the Tupolev TU-154M airliner. In development of the algorithm, the following assumptions were used: a) a linear model of dependence of aerodynamic data on the angle of attack; b) a linear model of programmed switch of engine thrust to the idle mode on the interval of 3 seconds from the beginning of the flareout; c) a pitch angular acceleration, occurring at elevator rate reversal, as a control signal; d) the frequency of the control algorithm operation equal to 200 Hz.The second section further analyzes characteristics of the energy-saving algorithm of automatic control of compulsory passenger carrier landing during the final landing phase, which was developed in the first section. The author developed a model program of control and mathematically modeled the carrier landing phases. When switching from one phase to another, the motion parameters were concatenated so that the final motion parameters of the previous phase became the initial motion parameters of the next phase. The author also studied the influence of errors in aerodynamic data on the landing conditions. The modeling revealed that if a pitch deflection direction is used for the determination of phases, then in a general case, the landing mode consists not of two traditionally determined phases, but of the following three: pitch angle increase (flareout), pitch angle decrease (float), and again, pitch angle increase (this phase is called ‘maintenance’). The necessity to introduce the third phase is determined by the presence of errors in the aerodynamic data of the airplane. On the whole, it is confirmed that the energy saving control algorithm provides successful solution of the problem of automatic landing of a passenger carrier at its final flight phase. At that, it is determined that the landing mode does not exceed 5 s.

The problem of the time-optimal turn of a spacecraft as a rigid body with one axis of symmetry and bounded control function in absolute value is considered in the quaternion statement. For simplifying problem (concerning dynamic Euler equations), we change the variables reducing the original optimal turn problem of axially symmetric spacecraft to the problem of optimal turn of the rigid body with spherical mass distribution including one new scalar equation. Using the Pontryagin maximum principle, a new analytical solution of this problem in the class of conical motions is obtained. Algorithm of the optimal turn of a spacecraft is given. An explicit expression for the constant in magnitude optimal angular velocity vector of a spacecraft is found. The motion trajectory of a spacecraft is a regular precession. The conditions for the initial and terminal values of a spacecraft angular velocity vector are formulated. These conditions make it possible to solve the problem analytically in the class of conical motions. The initial and the terminal vectors of spacecraft angular velocity must be on the conical surface generated by arbitrary given constant conditions of the problem. The numerical example is presented. The example contain optimal reorientation of the Space Shuttle in the class of conical motions.

The article is devoted to the problem of technosymbiosis in the aircraft of the 6th generation. We discussed the actual engineering and psychological problems arising in the process of thematic development of aviation equipment of high degree of automation. We explain and criticize the basic concepts of thematic and engineering-psychological design that implement the principle of human inclusion to artificial interfaces and environments. The concept of "multiplication of possibilities" and a symbiotic approach to the integration of the pilot and the aircraft, according to which the integration of the pilot (crew) with the aircraft is of a symbiotic nature, which results in a new techno-biotic self-organizing unity, behaving as a combat unit, focused on achieving decisive superiority over the enemy. We have shown that the problem of technosymbiosis closely connected with the solution of the problem of design of interfaces. Further increase in the degree of integration of the pilot with the interface environment involves going beyond the classical physical and physical-algorithmic interactions. We discuss the problems of trainings system used for pilots training and increasing integration with the control systems of the aircraft. The directions and technologies of technological integration associated with the possibility of implementing the methodology of "multiplication of opportunities" in the design of aviation systems of high degree of automation.