KR101701723B1 - Mode conversion method and apparatus of flight route guiding apparauts - Google Patents

Abstract

According to the present invention, disclosed is a method to switch an algorithm in flight route guidance of an aircraft. The method comprises the following steps of: maintaining a plurality of algorithms; and selectively applying one of the plurality of algorithms in accordance with data received from the aircraft. The step of selectively applying one of the plurality of algorithms includes a step of switching the currently used algorithm into other algorithms. An algorithm switching time point (Time_total) is calculated through a time value (Time_1deg) required to change an angle of the aircraft by one angular degree, a PSI value representing a difference between a ground track angle and a nose of the aircraft, and a time delay value (TIME_TURNDELAY), and the time delay value (TIME_TURNDELAY) is variably set in accordance with each algorithm.

Description

[0001] MODE CONVERSION METHOD AND APPARATUS OF FLIGHT ROUTE GUIDING APPARATUS [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a mode switching method of an induction device for inducing an automatic navigation of an aircraft, and more particularly, to a mode switching method used in an automatic navigation induction that can be used in TACAN (Tactical Air Navigation)

The navigation sensor induction algorithm is one of the core technologies of AFCS (Auto Flight Control System) software (S / W), and it can be applied to the external sensor (Flight Management System) It can be implemented in software and can use the Navigation Auto Pilot function in conjunction with AFCS Roll command input.

The navigation sensor induction algorithm is the core technology of AFCS S / W development and can be used for developing AFCS. It can be sold as an optional function of flight management system (AMS) and avionics management system (AMS).

Waypoint using GPS GPS navigation technology is currently being used and applied to aircraft, but automatic navigation guidance algorithm using TACAN has been developed and there is no case applied to realistic flywheel aircraft.

FIG. 1 is a conceptual diagram for explaining a concept for follow-up of a route in a horizontal plane.

Referring to FIG. 1, a roll command value is generated in a direction to reduce a deviation by calculating a heading deviation of a reference aircraft 110 in order to follow the route, and a roll command is calculated so as not to reduce a deviation too quickly by calculating a deviation change rate do. Also, the heading angle difference with the hitting 120 is calculated to calculate the roll control command so that the heading versus the heading direction is not excessive.

This calculation method can be equally applied to a navigation sensor that provides orientation (or lateral deviation angle) information such as VOR and ILS. However, a procedure for processing the signal for use in the roll control command algorithm should be performed according to the characteristics of the signal (such as noise).

However, in the algorithm for tracking the route, the algorithm can be switched according to the received data. In the past, the same calculation logic between the algorithm using only the TACAN signal (direction and distance) and the algorithm using the TACAN signal and the GPS signal The algorithm was switched. In such a case, there is a problem that a difference in the rotation distance of the aircraft occurs due to a difference in the maximum value of the Roll command for each algorithm, which causes the route to be overtraveled or the route entry problem due to the double rotation.

In order to solve the above problems, it is an object of the present invention to provide a method and apparatus for solving the problems of the present invention, in which, when using the algorithms # 1 and # 3 that are tracking modes, a value of a time delay value (TIME_TURNDELAY) And to provide a method for adaptively calculating the conversion timing.

According to another aspect of the present invention, there is provided an algorithm switching method for an airline route guidance of an aircraft, the method comprising: maintaining a plurality of algorithms; and selectively applying one of the plurality of algorithms according to data received from an aircraft, The step of selecting and applying one of the plurality of algorithms includes a step of switching from an algorithm currently used to another algorithm, and a time point (Time_total) of an algorithm is a time value (Time_1deg ), A PSI value indicating a route angle and a radix difference, and a delay time value (TIME_TURNDELAY) according to a specific algorithm, and the delay time value TIME_TURNDELAY may be variably set according to each algorithm.

The conversion time value (Time_total) can be calculated through Time_total = Time_1deg x PSI (deg) + TIME_TURNDELAY.

The plurality of algorithms may be used in a capture mode used when intercepting the tracking route from a distance greater than a predetermined distance from the tracking route, and a tracking mode used when tracking the tagane signal at a distance less than a predetermined distance from the tracking route And a tracking mode algorithm, wherein the switching point may indicate a time point at which the switching from the capture mode to the tracking mode is performed.

The delay time value (TIME_TURNDELAY) may be calculated by (1) a first delay time parameter (C1_DELAY_INC) of the first algorithm when the first algorithm for calculating the control command value using both the takan information and the aircraft position data of the tracking mode is valid, ), A second delay time parameter (C1_DELAY_CNST) of the first algorithm, and a TCN DIST (2), and (2) a third algorithm Is calculated based on the first delay time parameter (C3_DELAY_INC) of the third algorithm, the second delay time parameter (C3_DELAY_CNST) of the third algorithm and the TCN DIST information, and (3) If all the third algorithms are invalid, it can be set according to the delay time value (TM_DRN_DY) input in the CDU setting screen.

The delay time value TIME_TURNDELAY is a value obtained by multiplying the first equation (TIME_TURNDELAY = C1_DELAY_INC * TCN DIST (metric) * 0.000539957 + C1_DELAY_CNST) and the second equation (TIME_TURNDELAY = C3_DELAY_INC * TCN DIST (metric) * 0.000539957 + C3_DELAY_CNST) Can be calculated by at least one.

The first algorithm's first delay time parameter C1_DELAY_INC, the first algorithm's second delay time parameter C1_DELAY_CNST, the third algorithm delay time parameter 1 (C3_DELAY_INC) and the third algorithm delay time parameter 2 (C3_DELAY_CNST ) Can be set by estimating the rate of aircraft nose change according to aircraft banking through simulation.

According to another aspect of the present invention, there is provided an apparatus for switching an algorithm for flight guidance of an aircraft, the apparatus including an algorithm storage unit for maintaining a plurality of algorithms, and an algorithm application unit for selectively applying one of the plurality of algorithms according to data received from the aircraft. (Time_total) is a time value (Time_1deg) required for changing the angle of the aircraft by 1 degree, a selected flight path (CRS: course (TIME_TURNDELAY) according to a specific algorithm, and the delay time value (TIME_TURNDELAY) may be variably set according to the respective algorithms have.

According to the mode switching method and apparatus of the flight route guidance apparatus of the present invention, by analyzing the characteristics of the rotation distance of the aircraft according to the algorithm and applying the algorithm switching point separately, there is an effect of eliminating the route overshoot or banking phenomenon twice.

1 is a conceptual diagram for explaining a concept for following a flight path on a horizontal plane,
FIG. 2 is a diagram illustrating a zone to which various algorithms of the flight path derivation method according to an embodiment of the present invention are applied,
FIG. 3 is a view for explaining a switching point calculated at the time of switching from the capture mode zone to the tracking mode zone;
FIG. 4 is a flowchart illustrating an algorithm switching method when a flight route is derived according to an embodiment of the present invention;
FIG. 5 is a block diagram illustrating an algorithm switching apparatus for flight route guidance according to an embodiment of the present invention;
FIG. 6 is a diagram comparing a time when the algorithm is switched at the same time and a time at which the algorithm switching time calculated according to the algorithm characteristic is applied.

While the invention is susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail.

It is to be understood, however, that the invention is not to be limited to the specific embodiments, but includes all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.

The terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from another. For example, without departing from the scope of the present invention, the first component may be referred to as a second component, and similarly, the second component may also be referred to as a first component. And / or < / RTI > includes any combination of a plurality of related listed items or any of a plurality of related listed items.

It is to be understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, . On the other hand, when an element is referred to as being "directly connected" or "directly connected" to another element, it should be understood that there are no other elements in between.

The terminology used in this application is used only to describe a specific embodiment and is not intended to limit the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. In the present application, the terms "comprises" or "having" and the like are used to specify that there is a feature, a number, a step, an operation, an element, a component or a combination thereof described in the specification, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the relevant art and are to be interpreted in an ideal or overly formal sense unless explicitly defined in the present application Do not.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In order to facilitate the understanding of the present invention, the same reference numerals are used for the same constituent elements in the drawings and redundant explanations for the same constituent elements are omitted.

Outline of flight route guidance method

2 is a diagram illustrating a region to which various algorithms of the flight route derivation method according to an embodiment of the present invention are applied.

Referring to FIG. 2, the tracking mode zones (Algorithms # 1, # 2 and # 3), the nose keeping mode zone (Algorithm # 4 ) And a capture mode zone (algorithm # 5). The aircraft can choose to apply the algorithm according to the rate of TACAN azimuth change or the type of information the aircraft receives. First, the tracking mode zone is calculated according to the approaching speed (TACAN azimuth change rate) and the result calculated through the route and radix, and when the aircraft is inside it, the flight route is induced in the tracking mode, It operates in the capture mode. When the TACAN azimuth change rate is within a certain radius from the Takan ground station 220 or is faster than the reference value, the tachometer operates in the radar holding mode.

As described above, the entire automatic navigation guidance algorithm is implemented separately and operates automatically according to the sensing signal validity condition. The following five algorithms are described in more detail.

A mission computer that performs such flight path determination and automatic flight on an aircraft may utilize a plurality of input values to calculate control command values. First, the aircraft position / attitude information can be used. The aircraft position / attitude information includes information about the attitude (including the ground track) obtained through the GPS / INS and the attitude information of the aircraft obtained through the attitude and heading reference system (AHRS) . ≪ / RTI >

In addition, the mission computer can calculate the roll control command value (ROLL COMMAND) of the aircraft using the takan information and the aircraft position information obtained through the takan apparatus. After calculating the control command value, the mission computer transmits only the calculation result to AFCS, and the mission computer may not directly control the flight control.

(Algorithm # 1, Algorithm # 2, Algorithm # 3, Algorithm # 4, and Algorithm # 5, etc.) for calculating control command values using the Takan information and the aircraft position / attitude information. The control command value can be calculated by applying one of the plurality of algorithms corresponding to the reception state of the aircraft position / attitude information (which can be detected through the validity judgment).

The calculated control command value may be provided to the APM. The provided control command value can be designed so as not to exceed the maximum roll command value (Maximum Roll Command) for the purpose of preventing altitude loss due to excessive roll command and preventing sudden start. At this time, preferably, the maximum roll command value may be set to 22 degrees. Also, at speeds below 146 knots, you can limit the value to less than 22 degrees (0.15xAirspeed). This is generally applied within AFCS computer loops, and may be implemented redundantly on a mission computer.

Also, in order to reduce the sudden roll command due to the change of the input value or the environment of the airplane, if a larger value than the previous value is input, the filter can be used to gradually increase / decrease the value.

It is also possible to judge whether the current direction (ground track or heading) of the current aircraft is on the right or left side of the route to be followed, through a simple calculation.

First, the tracking mode is used for tracking the takan signal at a position close to the tracking route 210, that is, a distance less than a certain distance. This is because the algorithms # 1, # 2 and # 3 can be selected automatically.

The validity is judged to be the validity of the takan information and the air ground track information received at regular intervals, and the criterion can be taken as the time and the change amount. That is, when time data longer than the reference time set by the user is not received, it can be determined that the information is invalid. Alternatively, the rate of change of the azimuth information included in the takan information may be measured, and if the amount of change over time exceeds the reference range, it may be determined that the corresponding data is invalid. In order to measure the rate of change of the azimuth information, various filter processes should be used in consideration of the Takan signal characteristics. Currently applied filters apply a data moving average and a first order filter, and other filter processing techniques can be applied depending on the data characteristics.

First, variables used in the algorithms # 1 to # 5 can be summarized as follows.

turn Parameter name Explanation Usage algorithm range Default unit One dBRG_AVGTIME_AL4 Validation_Direction Deviation Rate of Change Average Time # 1, # 2, # 3, # 5 0 to 100.0 0.2 sec 2 DBRG_AL4_Filter Validation_Direction Deviation Rate of Change Filter Factor # 1, # 2, # 3, # 5 0.0001 to 1 One none 3 AL1235VLD_TIME The validity determination time (less than SET_dANG_DEV_L) according to the azimuth variation rate # 1, # 2, # 3, # 5 0 to 300.0 20 sec 4 SET_dANG_DEV_H Orientation variation rate High standard, # 1, # 2, # 3, # 5 0.001 to 100 0.100 none 5 SET_dANG_DEV_L Direction deviation variation rate Low standard, # 1, # 2, # 3, # 5 0.001 to 100 0.050 none 6 ALG_CHGTIME Algorithm maintenance time common 0 to 300.0 10.0 sec 7 INVALID_TIME Roll Command Valid Time common 0 to 300.0 60.0 sec 8 CTRL_ALT TACAN reference altitude, # 1, # 3 0 ~ 3000 600 meter 9 CTRL1_DSTTIME Distance Retention Time, Algorithm # 1 #One 0 to 300.0 10.0 sec 10 CTRL1_BRG_AVGTIME Bearing deviation average reference time, algorithm # 1 #One 0 to 100.0 1.0 sec 11 CTRL1_BRG_Filter Azimuth average filter coefficient, algorithm # 1 #One 0.0001 to 1 0.0050 none 12 CTRL1_DIST_AVGTIME Distance average reference time, algorithm # 1 #One 0 to 100.0 1.0 sec 13 CTRL1_XTK XTK gain value, algorithm # 1 #One 0.01 to 500 0.05 none 14 CTRL1_XTK_sat XTK Limit Value, Algorithm # 1 #One 0 to 500.0 150.0 deg 15 CTRL1_PSI PSI gain value, algorithm # 1 #One 0.01 to 10.0 3.0 none 16 CTRL1_DCL PHI gain value, algorithm # 1 #One -1.0000 ~ 1.0000 -0.0355 none 17 CTRL1_CNST PHI gain value, algorithm # 1 #One 0 to 30,000 8.133 none 18 C1_DLY_INC Delay Time Parameter 1, Algorithm # 1 #One -10,000 ~ 10,000 -0.166 none 19 C1_DLY_CNST Delay Time Parameter 2, Algorithm # 1 #One -100.00-100.00 5.00 none 20 CTRL1_CMDF Roll Command Final filter, #One 0.0001 to 1 0.0070 none 21 CTRL2_BRG_AVGTIME Bearing deviation average reference time, algorithm # 2 #2 0 to 100.0 1.0 sec 22 CTRL2_BRG_Filter Azimuth average filter coefficient, algorithm # 2 #2 0.0001 to 1 0.0050 none 23 CTRL2_BRG BRG gain value, algorithm # 2 #2 0.1 to 10000 600.0 none 24 CTRL2_BRG_sat BRG limit value, algorithm # 2 #2 0 to 500.0 100.0 deg 25 CTRL2_PSI PSI gain value, algorithm # 2 #2 0.01 to 100.0 2.00 none 26 CTRL2_PHI PHI gain value, algorithm # 2 #2 0.01 to 100.0 1.00 none 27 CTRL2_CMDF Roll Command Final Filter, Algorithm # 2 #2 0.0001 to 1 1.0000 none 28 CTRL3_BRG_AVGTIME Algorithm # 3 # 3 0 to 100.0 1.0 sec 29 CTRL3_BRG_Filter Orientation filter (U1), algorithm # 3 # 3 0.0001 to 1 0.0100 none 30 SINANG_AVGTIME Orientation deviation (sin processing) Average time, Algorithm # 3 # 3 0 to 100.0 1.0 sec 31 CTRL3_SANG_Filter Azimuth deviation (sin process) change rate filter # 3 0.0001 to 1 0.008 none 32 CTRL3_DIST_AVGTIME Distance average reference time, algorithm # 3 # 3 0 to 100.0 1.0 sec 33 CTRL3_XTK XTK gain value, algorithm # 3 # 3 0.01 to 500 0.04 none 34 CTRL3_XTK_sat XTK limit value, algorithm # 3 # 3 0 to 500.0 98.0 deg 35 CTRL3_DXTK XTK change rate gain value, algorithm # 3 # 3 0.01 to 10.0 2.50 none 36 C3_DLY_INC Delay Time Parameter 1, Algorithm # 3 # 3 -10,000 ~ 10,000 -0.320 none 37 C3_DLY_CNST Delay Time Parameter 2, Algorithm # 3 # 3 -100.00-100.00 34.60 none 38 CTRL3_DXTK_Filter XTK change rate filter, algorithm # 3 # 3 0.0001 to 1 0.0080 none 39 CTRL3_PHI PHI gain value, algorithm # 3 # 3 0.1 to 1000.0 10.0 none 40 CTRL3_CMDF Roll Command Final Filter, Algorithm # 3 # 3 0.0001 to 1 0.001 none 41 CTRL4_HDG_AVGTM PFD HDG Average Time, Algorithm # 4 #4 0.0 to 100.0 3.0 sec 42 CTRL4_DEV_HDG HDG Deviation Gain Value, Algorithm # 4 #4 0.01 to 100.00 1.00 none 43 CTRL4_PSI PSI gain value, algorithm # 4 #4 0.01 to 100.00 1.00 none 44 CTRL4_PHI PHI gain value, algorithm # 4 #4 0.01 to 100.00 4.00 none 45 CTRL4_CMDF Roll Command Final Filter, Algorithm # 4 #4 0.0001 to 1 One none 46 ANG_STA_HYS_H Direction deviation validity criterion angle H, algorithm # 5 # 5 0.1 to 1000.0 3.0 deg 47 ANG_STA_HYS_L Direction deviation validity criterion angle L, algorithm # 5 # 5 0.1 to 1000.0 1.0 deg 48 AL5_VLDT_TM Orientation deviation validity criterion Continuous time, Algorithm # 5 # 5 0 to 300.0 5.0 sec 49 AL5_VLDFNL _TM_ Algorithm # 5 Validity Final decision time # 5 0 to 300.0 20.0 sec 50 ADD_ANG Algorithm # 5 transitional angle of addition # 5 0 to 360.0 2.0 deg 51 dBRG_AVGTIME_AL5 The mode change reference angle calculation is performed using the orientation deviation change rate average time, algorithm # 5 # 5 0 to 100.0 1.0 sec 52 DBRG_AL5_Filter Algorithm # 5 for directional variation rate filter for calculating mode change reference angle # 5 0.0001 to 1 0.06 none 53 TIME_TURNDELAY Delay time for calculating the mode change reference angle, algorithm # 5 # 5 0 to 1000.0 10.0 sec 54 INCT_ANG Intercept angle, algorithm # 5 # 5 0-180 45 deg 55 CTRL5_INCT PSI gain value, algorithm # 5 # 5 0.01 to 100.00 One none 56 CTRL5_PHI PHI gain value, algorithm # 5 # 5 0.01 to 100.00 One none 57 CTRL5_CMDF Roll Command Final Filter, Algorithm # 5 # 5 0.0001 to 1 One none 58 Cycle_Time Roll Command algorithm calculation cycle common 0.04, 0.08, 0.16, 0.32, 0.64 0.04 sec 59 CTRL_SEL1 Select algorithm # 1 #One ON / OFF ON none 60 CTRL_SEL2 Select algorithm # 2 #2 ON / OFF ON none 61 CTRL_SEL3 Algorithm # 3 Selection # 3 ON / OFF ON none 62 CTRL_SEL4 Select algorithm # 4 #4 ON / OFF ON none 63 CTRL_SEL5 Choosing algorithm # 5 # 5 ON / OFF ON none

Algorithm # 1 may be an algorithm used when the takan bearing / distance information, GPS ground track information, ADC altitude information, and AHRS BANK information are valid. Here, the BANK information may mean an angle that the aircraft gives right and left about the pivot axis. The basic equation of algorithm # 1 is the roll control command value U = - [U1 + U2 + U3].

In Algorithm # 1, U1 is a value that causes the side deviation to decrease, and is calculated as U1 = CTRL1_XTL x F_AVG_ANG_DEV x AVG_DIST.

U2 is calculated as U2 = CTRL1_PSI x PSI, and U3 is a value for stably maintaining the aircraft roll change. U3 = (CTRL1_DCL x GSPD + CTRL1_CNST) x PHI. The (CTRL1_DCL x GSPD + CTRL1_CNST) used in U3 is an equation implemented to properly control the roll shake that varies with the aircraft speed.

The characteristics of the roll control command of algorithm # 1 are stable at near-ground distances and have the characteristic of having a long (50 NM) roll shake.

The algorithm # 2 is used in an environment in which takan orientation information, GPS ground track information, and AHRS BANK information are received, that is, an environment in which the takan distance information is not received. The basic equation of algorithm # 2 is also the roll control command value U = - [U1 + U2 + U3].

In the algorithm # 2, U1 is a value for operating to reduce the azimuth deviation, and is calculated as U1 = CTRL2_BRG x F_AVG_ANG_DEV.

U2 is the value to go in the set course direction and is calculated as U2 = CTRL2_PSI x PSI, U3 is a value for stably maintaining the aircraft roll change and is calculated as U3 = CTRL2_PHI x PHI.

The characteristic of the roll control command of algorithm # 2 is that vibration occurs at a near-ground distance of the ground station, and a roll of (50NM) roll occurs.

Algorithm # 3 is an algorithm used for backup when ground track information is not valid, and can be used in an environment in which takan orientation / distance information, ADC altitude information, and AHRS BANK information are received. The basic equation of algorithm # 3 is also the roll control command value U = - [U1 + U2 + U3].

In Algorithm # 3, U1 is a value that operates to reduce the lateral deviation of the takan, and is calculated as U1 = CTRL3_XTK x F_AVG_ANG_DEV x AVG_DIST.

U2 is a value that operates so that the side deviation increase / decrease speed does not become excessively high. U2 = F_DXTK, U3 is a value for stably maintaining the aircraft roll change, and U3 = CTRL3_PHI x PHI.

The characteristic of the roll control command of algorithm # 3 is that the vibration occurs in the proximity distance of the ground station, and the roll (50NM) roll shaking occurs at a long distance, and the shaking characteristic is relatively large.

According to one embodiment of the present invention, Algorithm # 4 may be used when located within a certain radius from the Takan ground station 220, i.e., when the Takan orientation is not valid in the Cone of Confusion. Algorithm # 4 can calculate the roll control command value based on AHRS radix information and BANK information.

The basic equation of algorithm # 4 is the roll control command value U = - (U1 + U2).

In Algorithm # 4, U1 is a value that advances in the radial direction and can be calculated as U1 = CTRL4_PSI x PSI. In addition, U2 can be calculated as U2 = CTRL4_PHI x PHI value which stably maintains the change of the aircraft roll.

The characteristic of the roll control command value of Algorithm # 4 is to fly to maintain the current aircraft nadir for a certain time.

According to another embodiment of the present invention, algorithm # 5 is used in intercepting the tracking path 210 in the capture mode zone. The algorithm # 5 can be used in an environment in which the heading information, the AHRS attitude information, the roll information, and the course information are received. The basic equation of algorithm # 5 is the roll control command value U = - (U1 + U2).

In algorithm # 5, U1 is a value that induces the intercept flight to the current radix, and can be calculated as U1 = CTRL5_INCT x INCT_CRS_DEV. In addition, U2 can be calculated as U2 = CTRL5_PHI x PHI value which stably maintains the change of the aircraft roll.

The point of transition from flight guidance

FIG. 3 is a view for explaining a switching point calculated at the time of switching from the capture mode zone to the tracking mode zone.

Referring to FIG. 3, switching to the tracking mode may be required if algorithm # 5 (capture mode) is used to reach the tracking mode zone during entry into the course. At this time, the conversion time point 330 can be calculated using the sensor information such as the aircraft speed, the radar angle, and the azimuth change rate.

When the aircraft satisfies the conversion conditions, it can switch to the tracking mode. At this time, after switching to the trunking algorithm, the aircraft should not go past the route 310 and the following equation may be needed to determine the appropriate switch time 330 so that the route access time is not long.

[Equation 1]

Time_total = Time_1deg x │PSI (deg) │ + TIME_TURNDELAY

Here, Time_total represents the switching time value, Time_1deg represents the time required to change the aircraft angle by 1 degree, PSI represents the route angle and the radix difference, and TIME_TURNDELAY represents the delay time value. See Table 1 for the meaning of each parameter.

Here, TIME_TURNDELAY can be varied to an appropriate value according to the particular tracking mode algorithm (e.g., algorithm # 1 or algorithm # 3) being switched without using a fixed value.

For example, when the algorithm # 1 is valid, TIME_TURNDELAY can be calculated as the delay time value TIME_TURNDELAY by the following equation.

&Quot; (2) "

TIME_TURNDELAY = C1_DELAY_INC * TCN DIST (in meters) * 0.000539957 + C1_DELAY_CNST

If the algorithm # 1 is not valid and the algorithm # 3 is valid, the delay time value TIME_TURNDELAY can be calculated by the following equation.

&Quot; (3) "

TIME_TURNDELAY = C3_DELAY_INC * TCN DIST (in meters) * 0.000539957 + C3_DELAY_CNST

Also, if both of the above conditions are not satisfied, it can be set according to the value of TM_TRN_DY (TIME_TURNDELAY) entered in the CDU SETUP ENG WORD screen.

Here, 0.000539957 is a value used for conversion from the meter to the NM unit, and C1_DELAY_INC, C1_DELAY_CNS, C3_DELAY_INC and C3_DELAY_CNST values above are used to estimate the rate of change of the aircraft airspeed according to the aircraft banking through simulation, This is the value to be set. See Table 1.

As a result, since the ratio of maintaining the maximum BANK may be different according to the characteristics of each algorithm, Roll Max can be calculated differently according to the algorithm, and the conversion time can be calculated.

Algorithm conversion method

FIG. 4 is a flowchart illustrating an algorithm switching method according to an embodiment of the present invention.

Referring to FIG. 4, an algorithm switching device (not shown) of an aircraft may maintain a route in a capture mode (S410). When it is desired to gradually switch to the tracking mode while approaching the flight route side to be followed, the effectiveness of the algorithm to be applied during the tracking mode can be examined based on the type of the received data (S412). In one embodiment of the present invention, it may be considered to sequentially examine the validity of the algorithm # 1 and the algorithm # 3. However, consideration of other algorithms will also be included in the scope of the present invention.

When examining the validity of the algorithm, it can be checked whether the algorithm # 1 of the tracking mode is valid (S414). That is, it determines whether the takan orientation / distance information, the GPS ground track information, the ADC altitude information, and the AHRS BANK information are valid. As a result of the determination, if the application of the algorithm # 1 is valid, the delay time value TIME_TURNDELAY is calculated using Equation (2) using C1_DELAY_INC, C1_DELAY_CNST, and TCN_DIST as described above, The conversion time value (Time_total) can be calculated (S416).

Then, the algorithm may be changed from the capture mode to the algorithm # 1 of the tracking mode in accordance with the calculated conversion time (S418).

If the application of the algorithm # 1 is not valid in step S414, it is determined whether the application of the algorithm # 3 is valid (S420). That is, this may be the case where the ground track information is not valid, the takan bearing / distance information, the ADC altitude information, and the AHRS BANK information are received. When the algorithm # 3 is valid, the delay time value (TIME_TURNDELAY) is calculated using Equation (3) using C3_DELAY_INC, C3_DELAY_CNST and TCN DIST, and based on the calculated delay time value, the conversion time value (Time_total) (S422).

Then, the algorithm can be changed from the capture mode to the algorithm # 3 of the tracking mode in accordance with the calculated conversion time (S418).

If the application of the algorithm # 3 is not valid in step S420, the apparatus calculates the switching time value (Time_total) through Equation (1) based on the delay time value input in the CDU setting screen (S424) At the time of conversion, the algorithm can be changed from the capture mode to the tracking mode algorithm (S418).

Algorithm switching device

FIG. 5 is a block diagram illustrating an algorithm switching device for flight route guidance according to an embodiment of the present invention. Referring to FIG. 5, the flight route guiding apparatus according to an embodiment of the present invention includes a data receiving unit 510, an algorithm applying unit 520, a signal output unit 530, and an algorithm storing unit 540 . The algorithm storage unit 540 may be implemented as a memory, and other components may be implemented as hardware processors including instructions for performing the corresponding functions.

Referring to FIG. 5, the data receiving unit 510 may receive the aircraft ground track data and the takan information. The data receiving unit 510 may periodically receive ground track data of an aircraft received from a satellite via a wireless network and TACAN information received from a terrestrial station. In some cases, a token information receiving unit (not shown) via the wireless network and a GPS receiving unit (not shown) receiving the satellite signal may be configured separately. The data receiving unit 510 may include an antenna. The Takan information and the aircraft position data are analyzed by the Takan Information Analysis Unit (not shown) and the GPS / INS Analysis Unit (not shown), respectively, and output to the TACAN Distance, TACAN Bearing Information, .

The algorithm application unit 520 may receive a roll control command that can control the roll angle of the aircraft using the takan information (including the takan distance information and the takan azimuth information) and the aircraft position data received through the data receiving unit 510 The algorithm can be applied to calculate the value.

The algorithm application unit 520 may include a data validity determination unit 522, a conversion time calculation unit 524, and an algorithm conversion unit 526.

The data validity determining unit 522 can determine the validity of the takan information and the aircraft position information received at regular intervals. If data is not received for a time longer than the set reference time, it can be determined that the information is not valid. Alternatively, when the amount of change with respect to time exceeds the reference range using the distance and azimuth information included in the takan information and the average value and differential value of the current position of the aircraft included in the aircraft position information, have. The data validity determination unit 522 can sequentially perform the data validity determination of the algorithm # 1 of the tracking mode and the data validity determination of the algorithm # 3 during the flight in the capture mode. Information on the determination result may be provided to the conversion time calculation unit 524. [

The switching point calculating unit 524 can calculate the point in time when the portable terminal is switched to the tracking mode while flying in the capture mode. The switching time calculating unit 524 firstly calculates C1_DELAY_INC, C1_DELAY_CNST, and Takan distance information (if the data of the algorithm # 1 is valid) based on the result of the data validity determining unit 522 which determines that the tracking mode algorithm # TCN DIST), the delay time value is calculated, and based on this, the conversion time point value can be calculated using Equation (1).

When the tracking mode algorithm # 1 is invalid, the conversion time calculation unit 524 receives the determination result of the validity of the algorithm # 3 from the data validity determination unit 522. If the data of the algorithm # 3 is valid, the conversion time calculation unit 524 calculates C3_DELAY_INC , C3_DELAY_CNST, and TCAN DIST (TCN DIST), and the conversion time point value can be calculated using Equation (1) based on the delay time value.

If it is determined that all of the algorithms # 1 and # 3 are invalid, the switching time can be calculated based on the delay time value input from the setting screen of the CDU.

The algorithm switching unit 526 selects and applies an algorithm to be switched from the currently used algorithm at the switching time calculated based on the information determined by the data validity determining unit 522 and the switching time calculating unit 524. That is, one of the plurality of algorithms (algorithms # 1 to 5) stored in the algorithm storage unit 540 can be selectively applied to calculate the control command value. In particular, when it is desired to switch from the capture mode zone to the tracking mode zone, the algorithm switching unit 526 switches the algorithms (e.g., algorithm # 1 or algorithm # 3 Other algorithms are possible).

The signal output unit 530 may transmit the roll control command value calculated by applying the algorithm switched by the algorithm applying unit 520 to the outer loop input terminal of the AFCS.

FIG. 6 is a diagram comparing a time when the algorithm is switched at the same time and a time at which the algorithm switching time calculated according to the algorithm characteristic is applied.

Referring to FIG. 6A, in the capture mode algorithm, when switching to the same point in time without considering whether the tracking mode is switched to the algorithm # 1 or the algorithm # 3, in the case of the algorithm # 1, Banking may occur and overshoot may occur in the case of switching to algorithm # 3.

However, referring to FIG. 6 (b), when the algorithm switching point calculated according to the characteristics of the algorithm is applied, the algorithm # 3 is switched to the algorithm # 1 earlier than the switching to the algorithm # 1, And switching to Algorithm # 1 is performed later than the switching time to Algorithm # 3, so that it is possible to smoothly follow the route without banking phenomenon twice.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the inventions as defined by the following claims It will be understood that various modifications and changes may be made thereto without departing from the spirit and scope of the invention.

Claims (7)

In an algorithm switching method for flight guidance of an aircraft,
Maintaining a plurality of algorithms; And
Selecting and applying one of the plurality of algorithms according to data received at an aircraft,
Wherein the step of selectively applying one of the plurality of algorithms comprises switching from a currently used algorithm to another algorithm,
The time_total of the algorithm is calculated from the time value (Time_1deg) required to change the angle of the aircraft by one degree, the PSI value representing the route angle and the radix difference, and the delay time value (TIME_TURNDELAY) according to each algorithm,
Wherein the delay time value (TIME_TURNDELAY) is variably set according to each algorithm. The method according to claim 1,
The conversion time value (Time_total)
Time_total = Time_1deg x │PSI (deg) │ + TIME_TURNDELAY
Wherein the algorithm is calculated through the following steps. The method according to claim 1,
The plurality of algorithms may be used in a capture mode used when intercepting the tracking route from a distance greater than a predetermined distance from the tracking route, and a tracking mode used when tracking the tagane signal at a distance less than a predetermined distance from the tracking route Tracking mode algorithm,
Wherein the switching point indicates a point of time when switching from the capture mode to the tracking mode. The method of claim 3,
The delay time value (TIME_TURNDELAY)
(1) If the first algorithm for calculating the control command value using both the takan information and the aircraft position data in the tracking mode is valid, the first delay time parameter (C1_DELAY_INC) of the first algorithm, the second delay Is calculated based on the time parameter (C1_DELAY_CNST) and the Takan Street information (TCN DIST)
(2) If the third algorithm for calculating the control command value by using only the pure key information in the tracking mode is valid, the first delay time parameter (C3_DELAY_INC) of the third algorithm, the second delay time parameter (C3_DELAY_CNST ) And Takan Street Information (TCN DIST)
(3) If the first and third algorithms are invalid, the algorithm is set according to the delay time value (TM_DRN_DY) input on the CDU (Control Display Unit) setting screen. Way. 5. The method of claim 4,
The delay time value (TIME_TURNDELAY)
The first equation (TIME_TURNDELAY = C1_DELAY_INC * TCN DIST (in meters) * 0.000539957 + C1_DELAY_CNST); And
The second equation (TIME_TURNDELAY = C3_DELAY_INC * TCN DIST (in meters) * 0.000539957 + C3_DELAY_CNST)
Wherein the algorithm is calculated by at least one of the following methods. The method according to claim 4 or 5,
The first algorithm's first delay time parameter C1_DELAY_INC, the first algorithm's second delay time parameter C1_DELAY_CNST, the third algorithm delay time parameter 1 (C3_DELAY_INC) and the third algorithm delay time parameter 2 (C3_DELAY_CNST ) Is set in advance by estimating the rate of change of the aircraft nadir from the aircraft banking through simulation. In an algorithm switching device for flight guidance of an aircraft,
An algorithm storage unit for storing a plurality of algorithms; And
And an algorithm application unit for selectively applying one of the plurality of algorithms according to data received from an aircraft,
Wherein the algorithm application unit switches to another algorithm in the currently used algorithm,
The Time_total of the algorithm indicates the time value (Time_1deg) required to change the angle of the aircraft by 1 degree, the PSI value indicating the angular difference between the selected flight path (CRS: course) and the current ground track (GTR) (TIME_TURNDELAY) according to the following equation,
Wherein the delay time value (TIME_TURNDELAY) is variably set according to each algorithm.

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