CN101927834B - Automatic landing guide signal management method for airplane with three redundancies - Google Patents

Automatic landing guide signal management method for airplane with three redundancies Download PDF

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Publication number
CN101927834B
CN101927834B CN2010102600789A CN201010260078A CN101927834B CN 101927834 B CN101927834 B CN 101927834B CN 2010102600789 A CN2010102600789 A CN 2010102600789A CN 201010260078 A CN201010260078 A CN 201010260078A CN 101927834 B CN101927834 B CN 101927834B
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signal
steering signal
warship
warship steering
med
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CN2010102600789A
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CN101927834A (en
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周成
王敏文
刘鲁玉
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中国航空工业第六一八研究所
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Abstract

The invention belongs to automatic landing guide technology of airplanes, and relates to an automatic landing guide signal management method for an airplane with three redundancies. The method is characterized in that: the implementation of the automatic landing guide signal management method for the airplane with three redundancies is based on a precision radar guide system, a differential GPS guide system and a microwave airplane position measuring system on a mother ship, and an airborne precision radar measuring device, a differential GPS measuring device, a microwave measuring device and a flight control computer on a landing airplane; and the method comprises the following management steps of: monitoring landing guide signals, and voting the guide signals. The automatic landing guide signal management method for the airplane with three redundancies reduces the influence of sea conditions, and improves the reliability of airplane landing guide.

Description

A kind of aircraft three remainings automatic warship steering signal management process

Technical field

The invention belongs to aircraft automatic the warship guidance technology, relate to a kind of aircraft three remainings automatic warship steering signal management process.

Background technology

The ship-board aircraft difficulty of on mother ship carrier, landing very in order to improve the warship success ratio, except the low-speed performance of improving aircraft, adopts automatic warship guiding control system exactly.It is main that at present external automatic warship guiding control system all adopts radar guiding warship, the auxiliary structure of keeping watch on of microwave carrier landing system.This structure can only rely on radar to carry out homing guidance, influenced greatly by sea situation, does not have standby system, poor reliability.

Summary of the invention

The objective of the invention is: propose a kind of aircraft three remainings automatic warship steering signal management process, receive the sea situation effect with minimizing, improve reliability.

Technical scheme of the present invention is: a kind of aircraft three remainings automatic warship steering signal management process; It is characterized in that, aircraft automatic warship three remaining steering signal management processs enforcement based on the precision radar guidance system on the mother ship carrier, differential GPS guidance system and microwave aircraft position measuring system and airborne precision radar measuring equipment, differential GPS measuring equipment and microwave measuring equipment and the flight control computer on the warship aircraft; All has guidance law calculating unit separately in above-mentioned precision radar measuring equipment, differential GPS measuring equipment and the microwave measuring equipment; Precision radar measuring equipment, differential GPS measuring equipment and microwave measuring equipment receive guidance information or the aircraft-position information that precision radar guidance system, differential GPS guidance system and microwave aircraft position measuring system on the mother ship carrier send respectively; Independent real-time resolving is going out the three-dimensional coordinate and the relative velocity of warship aircraft and mother ship carrier relative position; Then according to the generation of above-mentioned three-dimensional coordinate and relative velocity separately the warship steering signal; 3 the warship steering signal be respectively: precision radar warship steering signal P, differential GPS warship steering signal G and microwave warship steering signal W; And with precision radar warship steering signal P, differential GPS warship steering signal G and microwave warship steering signal W input flight control computer corresponding warship steering signal input end, resolve by flight control computer and to handle back output aircraft rudder surface control command; Precision radar warship steering signal P, differential GPS warship steering signal G and microwave the step that warship steering signal W three remaining steering signals manage following:

1, the monitoring of warship steering signal; The purpose of monitoring is precision radar warship steering signal P, differential GPS warship steering signal G and microwave and warship steering signal W and screen, and rejects breakdown signal wherein; The step of screening is:

1.1, confirm 3 the med signal of warship steering signal; With 3 of the previous monitoring period of current time warship steering signal P, G, W by the queuing of amplitude size order, find out amplitude wherein and be intermediate value the warship steering signal as med signal, remaining the warship steering signal is non-med signal; Monitoring period equals the cycle of operations of airborne precision radar measuring equipment, differential GPS measuring equipment and microwave measuring equipment;

1.2, confirm that 3 remainings the effective monitoring signal of warship steering signal; At first calculate the difference of med signal and non-med signal amplitude, judge according to following step then:

1.2.1, if the difference of med signal and non-med signal amplitude all is not more than fault threshold, then 3 the warship steering signal be the effective monitoring signal; Definite method of fault threshold is: 10%~20% of signal full scale amplitude;

1.2.2, if the difference of med signal and non-med signal amplitude has one greater than fault threshold, then this non-med signal of judgement is the current period breakdown signal, and the number of stoppages of this non-med signal is designated as 1; If this non-med signal still is the current period breakdown signal in the next monitoring period; The number of stoppages that then will this non-med signal adds 1; If continuous fault number of times >=5 of this non-med signal; Then should non-med signal be judged to be the permanent fault signal and delete, make 3 remainings the warship steering signal and be reduced to 2 remainings and the warship steering signal; Otherwise, the difference of this non-med signal and med signal return in the monitoring period that is not more than fault threshold will this non-med signal number of stoppages zero clearing; The non-med signal of not deleted is regarded as the effective monitoring signal;

1.2.3 if not two differences of med signal and med signal then form the unusual fault of 1:1:1 all greater than fault threshold, at this moment, withdraw from three remainings automatic warship steering signal supervisor status, get into artificial warship steering signal supervisor status;

2, steering signal voting;

2.1, following to the means of voting of effective monitoring signal: with precision radar warship steering signal P as control aircraft the warship steering signal; With differential GPS warship steering signal G as a reference the warship steering signal, microwave warship steering signal W as subsequent use warship steering signal;

2.2, following to the means of voting of 2 remaining effective monitoring signals:

2.2.1, secondary monitoring; Step is following:

2.2.1.1, calculate two the difference of warship steering signal amplitude;

2.2.1.2, confirming the secondary effective monitoring signal of warship steering signal; If two the difference of warship steering signal amplitude be not more than fault threshold, then two remainings the warship steering signal and are secondary effective monitoring signal;

2.2.1.3, if two the difference of warship steering signal amplitude greater than fault threshold, then form the unusual fault of 1:1, at this moment, withdraw from two remainings automatic warship steering signal supervisor status, get into artificial warship steering signal supervisor status;

2.2.2, warship steering signal secondary voting; The priority of warship steering signal confirms as follows: it is the highest that precision radar warship steering signal P; Differential GPS warship steering signal G and is taken second place; It is minimum that microwave warship steering signal W; With priority high the warship steering signal as control aircraft the warship steering signal, another as a reference the warship steering signal.

Advantage of the present invention is: the present invention be a kind of aircraft with three remainings automatic warship steering signal management process, reduced receiving the sea situation effect, improved machine and the reliability of warship guiding.

The specific embodiment

Explain further details in the face of the present invention down.A kind of aircraft three remainings automatic warship steering signal management process; It is characterized in that, aircraft automatic warship three remaining steering signal management processs enforcement based on the precision radar guidance system on the mother ship carrier, differential GPS guidance system and microwave aircraft position measuring system and airborne precision radar measuring equipment, differential GPS measuring equipment and microwave measuring equipment and the flight control computer on the warship aircraft; All has guidance law calculating unit separately in above-mentioned precision radar measuring equipment, differential GPS measuring equipment and the microwave measuring equipment; Precision radar measuring equipment, differential GPS measuring equipment and microwave measuring equipment receive guidance information or the aircraft-position information that precision radar guidance system, differential GPS guidance system and microwave aircraft position measuring system on the mother ship carrier send respectively; Independent real-time resolving is going out the three-dimensional coordinate and the relative velocity of warship aircraft and mother ship carrier relative position; Then according to the generation of above-mentioned three-dimensional coordinate and relative velocity separately the warship steering signal; 3 the warship steering signal be respectively: precision radar warship steering signal P, differential GPS warship steering signal G and microwave warship steering signal W; And with precision radar warship steering signal P, differential GPS warship steering signal G and microwave warship steering signal W input flight control computer corresponding warship steering signal input end, resolve by flight control computer and to handle back output aircraft rudder surface control command; Precision radar warship steering signal P, differential GPS warship steering signal G and microwave the step that warship steering signal W three remaining steering signals manage following:

1, the monitoring of warship steering signal; The purpose of monitoring is precision radar warship steering signal P, differential GPS warship steering signal G and microwave and warship steering signal W and screen, and rejects breakdown signal wherein; The step of screening is:

1.1, confirm 3 the med signal of warship steering signal; With 3 of the previous monitoring period of current time warship steering signal P, G, W by the queuing of amplitude size order, find out amplitude wherein and be intermediate value the warship steering signal as med signal, remaining the warship steering signal is non-med signal; Monitoring period equals the cycle of operations of airborne precision radar measuring equipment, differential GPS measuring equipment and microwave measuring equipment;

1.2, confirm that 3 remainings the effective monitoring signal of warship steering signal; At first calculate the difference of med signal and non-med signal amplitude, judge according to following step then:

1.2.1, if the difference of med signal and non-med signal amplitude all is not more than fault threshold, then 3 the warship steering signal be the effective monitoring signal; Definite method of fault threshold is: 10%~20% of signal full scale amplitude;

1.2.2, if the difference of med signal and non-med signal amplitude has one greater than fault threshold, then this non-med signal of judgement is the current period breakdown signal, and the number of stoppages of this non-med signal is designated as 1; If this non-med signal still is the current period breakdown signal in the next monitoring period; The number of stoppages that then will this non-med signal adds 1; If continuous fault number of times >=5 of this non-med signal; Then should non-med signal be judged to be the permanent fault signal and delete, make 3 remainings the warship steering signal and be reduced to 2 remainings and the warship steering signal; Otherwise, the difference of this non-med signal and med signal return in the monitoring period that is not more than fault threshold will this non-med signal number of stoppages zero clearing; The non-med signal of not deleted is regarded as the effective monitoring signal;

1.2.3 if not two differences of med signal and med signal then form the unusual fault of 1:1:1 all greater than fault threshold, at this moment, withdraw from three remainings automatic warship steering signal supervisor status, get into artificial warship steering signal supervisor status;

2, steering signal voting;

2.1, following to the means of voting of effective monitoring signal: with precision radar warship steering signal P as control aircraft the warship steering signal; With differential GPS warship steering signal G as a reference the warship steering signal, microwave warship steering signal W as subsequent use warship steering signal;

2.2, following to the means of voting of 2 remaining effective monitoring signals:

2.2.1, secondary monitoring; Step is following:

2.2.1.1, calculate two the difference of warship steering signal amplitude;

2.2.1.2, confirming the secondary effective monitoring signal of warship steering signal; If two the difference of warship steering signal amplitude be not more than fault threshold, then two remainings the warship steering signal and are secondary effective monitoring signal;

2.2.1.3, if two the difference of warship steering signal amplitude greater than fault threshold, then form the unusual fault of 1:1, at this moment, withdraw from two remainings automatic warship steering signal supervisor status, get into artificial warship steering signal supervisor status;

2.2.2, warship steering signal secondary voting; The priority of warship steering signal confirms as follows: it is the highest that precision radar warship steering signal P; Differential GPS warship steering signal G and is taken second place; It is minimum that microwave warship steering signal W; With priority high the warship steering signal as control aircraft the warship steering signal, another as a reference the warship steering signal.

Embodiment 1

Prerequisite: precision radar warship steering signal P, differential GPS and warship steering signal G and microwave warship steering signal W amplitude in 10 cycle of operationss constant.

1, warship steering signal monitoring: it is that warship steering signal G be that warship steering signal W be 8.5V for 8.0V and microwave for 7.6V, differential GPS that precision radar warship steering signal P;

1.1, confirm that it is med signal that differential GPS warship steering signal G, remaining the warship steering signal is non-med signal;

1.2, calculate differential GPS and warship steering signal G and precision radar the difference of warship steering signal P amplitude be 0.4V; Differential GPS warship steering signal G and microwave, and the difference of warship steering signal W amplitude be 0.5V;

1.2.1, differential GPS warship steering signal G and precision radar and difference 0.4V and the differential GPS of warship steering signal P amplitude and difference 0.5V that warship steering signal G and microwave warship steering signal W amplitude all less than fault threshold 1.0V (full scale is 10V); And precision radar do not occur and continuous fault number of times >=5 that warship steering signal P and microwave warship steering signal W, then 3 the warship steering signal be the effective monitoring signal;

2, steering signal voting;

2.1, to the voting of effective monitoring signal: the 7.6V that precision radar warship steering signal P as the control aircraft the warship steering signal; The 8.0V that differential GPS warship steering signal G as a reference the warship steering signal, the 8.5V that microwave warship steering signal W is as subsequent use warship steering signal.

Embodiment 2

Prerequisite: precision radar warship steering signal P, differential GPS and warship steering signal G and microwave warship steering signal W amplitude in 10 cycle of operationss constant.

1, warship steering signal monitoring: it is that warship steering signal G be that warship steering signal W be 9.2V for 7.5V and microwave for 7.0V, differential GPS that precision radar warship steering signal P;

1.1, confirm that it is med signal that differential GPS warship steering signal G, remaining the warship steering signal is non-med signal;

1.2, calculate differential GPS and warship steering signal G and precision radar the difference of warship steering signal P amplitude be 0.5V; Differential GPS warship steering signal G and microwave, and the difference of warship steering signal W amplitude be 1.7V;

1.2.2, differential GPS difference 0.5V that warship steering signal G and precision radar warship steering signal P amplitude less than fault threshold 1.5V (full scale is 10V), and precision radar warship steering signal P and continuous fault number of times >=5 do not occurred; Differential GPS difference 1.7V that warship steering signal G and microwave warship steering signal W amplitude greater than fault threshold 1.5V, and microwave warship steering signal W continuous fault number of times >=5; So microwave warship steering signal W to be judged to be the permanent fault signal and to delete;

2, steering signal voting;

2.2, precision radar the voting that warship steering signal P and differential GPS warship steering signal G:

2.2.1, secondary monitoring: it is that warship steering signal G be 7.5V for 7.0V, differential GPS that precision radar warship steering signal P;

2.2.1.1, calculate precision radar and warship steering signal P and differential GPS the difference of warship steering signal G amplitude be 0.5V;

2.2.1.2, precision radar difference 0.5V that warship steering signal P and differential GPS warship steering signal G amplitude less than fault threshold 1.5V, then precision radar warship steering signal P and differential GPS and warship steering signal G and be secondary effective monitoring signal;

2.2.2, secondary voting; Precision radar warship steering signal P as control aircraft the warship steering signal, differential GPS warship steering signal G as a reference the warship steering signal.

Embodiment 3

Prerequisite: precision radar warship steering signal P, differential GPS and warship steering signal G and microwave warship steering signal W amplitude in 10 cycle of operationss constant.

1, warship steering signal monitoring: it is that warship steering signal G be that the warship steering signal be 9.2V for 4.9V and microwave for 7.0V, differential GPS that precision radar warship steering signal P;

1.1, confirm that it is med signal that precision radar warship steering signal P, remaining the warship steering signal is non-med signal;

1.2, calculate precision radar and warship steering signal P and differential GPS the difference of warship steering signal G amplitude be 2.1V, precision radar warship steering signal P and microwave, and the difference of warship steering signal W amplitude be 2.2V;

1.2.3, precision radar warship steering signal P and differential GPS and difference 2.1V and the precision radar of warship steering signal G amplitude and difference 2.2V that warship steering signal P and microwave warship steering signal W amplitude all greater than fault threshold 2.0V (full scale is 10V); Form the unusual fault of 1:1:1; At this moment; Withdraw from three remainings automatic warship steering signal supervisor status, get into artificial warship steering signal supervisor status.

Embodiment 4

Prerequisite: differential GPS warship steering signal G and microwave, and warship steering signal W amplitude in 10 cycle of operationss constant, and precision radar warship steering signal P and changed the 6th cycle of operations amplitude.

1, warship steering signal monitoring: it is that warship steering signal G be that warship steering signal W be 9.2V for 8.0V and microwave for 7.5V, differential GPS that precision radar warship steering signal P;

1.1, confirm that it is med signal that differential GPS warship steering signal G, remaining the warship steering signal is non-med signal;

1.2, calculate differential GPS and warship steering signal G and precision radar the difference of warship steering signal P amplitude be 0.5V; Differential GPS warship steering signal G and microwave, and the difference of warship steering signal W amplitude be 1.2V;

1.2.2, differential GPS difference 0.5V that warship steering signal G and precision radar warship steering signal P amplitude less than fault threshold 1.1V (full scale is 10V), and precision radar warship steering signal P and continuous fault number of times >=5 do not occurred; Differential GPS difference 1.2V that warship steering signal G and microwave warship steering signal W amplitude greater than fault threshold 1.1V, and microwave warship steering signal W continuous fault number of times >=5; So microwave warship steering signal W to be judged to be the permanent fault signal and to delete;

2, steering signal voting;

2.2, precision radar the voting that warship steering signal P and differential GPS warship steering signal G:

2.2.1, secondary monitoring: precision radar warship steering signal P and is become 6.8V, differential GPS warship steering signal G be 8.0V.

2.2.1.1, calculate precision radar and warship steering signal P and differential GPS the difference of warship steering signal G amplitude be 1.2V.

2.2.1.3, precision radar difference 1.2V that warship steering signal P and differential GPS warship steering signal G amplitude greater than fault threshold 1.1V; Then form the unusual fault of 1:1; At this moment, withdraw from two remainings automatic warship steering signal supervisor status, get into artificial warship steering signal supervisor status.

Claims (1)

  1. Aircraft three remainings automatic warship steering signal management process; It is characterized in that, aircraft automatic warship three remaining steering signal management processs enforcement based on the precision radar guidance system on the mother ship carrier, differential GPS guidance system and microwave aircraft position measuring system and airborne precision radar measuring equipment, differential GPS measuring equipment and microwave measuring equipment and the flight control computer on the warship aircraft; All has guidance law calculating unit separately in above-mentioned precision radar measuring equipment, differential GPS measuring equipment and the microwave measuring equipment; Precision radar measuring equipment, differential GPS measuring equipment and microwave measuring equipment receive guidance information or the aircraft-position information that precision radar guidance system, differential GPS guidance system and microwave aircraft position measuring system on the mother ship carrier send respectively; Independent real-time resolving is going out the three-dimensional coordinate and the relative velocity of warship aircraft and mother ship carrier relative position; Then according to the generation of above-mentioned three-dimensional coordinate and relative velocity separately the warship steering signal; 3 the warship steering signal be respectively: precision radar warship steering signal P, differential GPS warship steering signal G and microwave warship steering signal W; And with precision radar warship steering signal P, differential GPS warship steering signal G and microwave warship steering signal W input flight control computer corresponding warship steering signal input end, resolve by flight control computer and to handle back output aircraft rudder surface control command; Precision radar warship steering signal P, differential GPS warship steering signal G and microwave the step that warship steering signal W three remaining steering signals manage following:
    1.1, warship steering signal monitoring; The purpose of monitoring is precision radar warship steering signal P, differential GPS warship steering signal G and microwave and warship steering signal W and screen, and rejects breakdown signal wherein; The step of screening is:
    1.1.1, confirm 3 the med signal of warship steering signal; With 3 of the previous monitoring period of current time warship steering signal P, G, W by the queuing of amplitude size order, find out amplitude wherein and be intermediate value the warship steering signal as med signal, remaining the warship steering signal is non-med signal; Monitoring period equals the cycle of operations of airborne precision radar measuring equipment, differential GPS measuring equipment and microwave measuring equipment;
    1.1.2, confirm that 3 remainings the effective monitoring signal of warship steering signal; At first calculate the difference of med signal and non-med signal amplitude, judge according to following step then:
    1.1.2.1, if the difference of med signal and non-med signal amplitude all is not more than fault threshold, then 3 the warship steering signal be the effective monitoring signal; Definite method of fault threshold is: fault threshold is 10%~20% of a signal full scale amplitude;
    1.1.2.2, if the difference of med signal and non-med signal amplitude has one greater than fault threshold, then this non-med signal of judgement is the current period breakdown signal, and the number of stoppages of this non-med signal is designated as 1; If this non-med signal still is the current period breakdown signal in the next monitoring period; The number of stoppages that then will this non-med signal adds 1; If continuous fault number of times >=5 of this non-med signal; Then should non-med signal be judged to be the permanent fault signal and delete, make 3 remainings the warship steering signal and be reduced to 2 remainings and the warship steering signal; Otherwise, the difference of this non-med signal and med signal return in the monitoring period that is not more than fault threshold will this non-med signal number of stoppages zero clearing; The non-med signal of not deleted is regarded as the effective monitoring signal;
    1.1.2.3 if not two differences of med signal and med signal then form the unusual fault of 1:1:1 all greater than fault threshold, at this moment, withdraw from three remainings automatic warship steering signal supervisor status, get into artificial warship steering signal supervisor status;
    1.2, steering signal voting;
    1.2.1, following to the means of voting of effective monitoring signal: with precision radar warship steering signal P as control aircraft the warship steering signal; With differential GPS warship steering signal G as a reference the warship steering signal, microwave warship steering signal W as subsequent use warship steering signal;
    1.2.2, following to the means of voting of 2 remaining effective monitoring signals:
    1.2.2.1, secondary monitoring; Step is following:
    1.2.2.1.1, calculate two the difference of warship steering signal amplitude;
    1.2.2.1.2, confirming the secondary effective monitoring signal of warship steering signal; If two the difference of warship steering signal amplitude be not more than fault threshold, then two remainings the warship steering signal and are secondary effective monitoring signal;
    1.2.2.1.3, if two the difference of warship steering signal amplitude greater than fault threshold, then form the unusual fault of 1:1, at this moment, withdraw from two remainings automatic warship steering signal supervisor status, get into artificial warship steering signal supervisor status;
    1.2.2.2, warship steering signal secondary voting; The priority of warship steering signal confirms as follows: it is the highest that precision radar warship steering signal P; Differential GPS warship steering signal G and is taken second place; It is minimum that microwave warship steering signal W; With priority high the warship steering signal as control aircraft the warship steering signal, another as a reference the warship steering signal.
CN2010102600789A 2010-08-19 2010-08-19 Automatic landing guide signal management method for airplane with three redundancies CN101927834B (en)

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CN102393641B (en) * 2011-10-21 2013-08-21 南京航空航天大学 Automatic landing guide control method for carrier aircraft based on deck motion compensation
CN102854885B (en) * 2012-08-24 2014-10-15 南京航空航天大学 Longitudinal deck motion compensation method for shipboard aircraft landing
CN103226356A (en) * 2013-02-27 2013-07-31 广东工业大学 Image-processing-based unmanned plane accurate position landing method
CN105334759B (en) * 2015-11-25 2019-02-12 中国航空工业集团公司沈阳飞机设计研究所 A kind of aircraft main wheel carrying signal control method

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