RU120077U1 - ON-BOARD RADIOTECHNICAL COMPLEX OF NAVIGATION AND LANDING OF MARINE BASING AIRCRAFT - Google Patents

Abstract

 On-board radio-technical complex for navigation and landing of aircraft of sea-based origin, consisting of an on-board receiving indicator of a satellite navigation system (SNA), on-board inertial navigation system (ANN), on-board equipment of a short-range navigation radio system (RSBN) with a data transmission line (LPD) in the rangefinder channel, on-board altimeter and on-board equipment of the control signal transmission line (LPSU) of the landing radar system (PRLK), characterized in that the composition of the onboard Mpleksa additionally included a computing device that implements at all stages of the flight the integrated use of navigation data measured by all the navigation aids of the complex, in the working area of which the aircraft is located, according to the tunable, depending on the flight stage and the availability of radio channels of individual means, the ranking algorithm, while the inputs of the computing device are connected to the outputs of the ANN, on-board receiving indicator SNA, on-board equipment LPSU PRLK, on-board altimeter and on-board equipment Sc with ATD in the ranging channel and the computing device outputs connected to inputs of the control system and display the aircraft.

Description

The utility model relates to radio engineering and is intended to provide navigation and flight control of an aircraft (LA) at the stages of flight along a route, approach and landing on ships, offshore oil and gas production platforms. Including, for a flight over a non-reference area along a given route, for an aircraft to reach predetermined points of airspace for tactical missions, to bring its landing facilities into the target area of the moving sea base and then land along a predetermined landing path.

The solution of these problems requires knowledge on board the aircraft of its location in the global geographical coordinate system, in the relative coordinate system associated with the location, including the distance to the landing site, azimuth angle., On the basing object, and in the relative coordinate system associated with the landing strip or the site, as well as the motion parameters of the moving basing object, the flight altitude of the aircraft relative to the level of the sea surface and the level of the landing site to be taken into account when laying the flight path and maneuver Vania.

Radio navigation systems of short range navigation (RSBN), which are built according to the azimuthal-rangefinder principle [1], are known and widely used in aviation, consisting of equipment installed in the aircraft-based location and on-board equipment installed on board the aircraft.

RSBN measures onboard the aircraft the range to the equipment installed at the base, using the "request-response" method and determines the azimuth angle on board the aircraft at the beacon installed at the base of the aircraft.

The role of the interrogator is performed by the onboard equipment of the RSBN rangefinder channel installed on the aircraft; the role of the interrogator is performed by the RSBN rangefinder channel equipment installed at the base.

Measurement of the azimuthal angle to the beacon is carried out by measuring the time interval between the moments of reception onboard the aircraft signal from a uniformly rotating directional antenna of the azimuth channel equipment of the RSBN and the "northern signal" emitted by the omnidirectional antenna of the equipment of the azimuth channel of the RSBN installed in the base location ("northern signal »Is formed at the moment the directional antenna is turned to the North).

In addition, when working with mobile basing objects in the rangefinder channel of RSBN equipment, a data transmission line is organized through which the navigation data and other service information are exchanged between the basing object and the aircraft necessary for performing tactical and navigation tasks [2, 3].

The simplicity and low cost of RSBN equipment led to its wide distribution (several hundred ground-based radio beacons and thousands of aircraft are in operation) for navigational support of aircraft during flights on routes and in the area of aerodromes. In particular, these systems are used to determine the current location of the aircraft relative to the moving basing object, which is necessary at the stage when the aircraft enters the moving basing object in the target of its landing means.

However, the RSBN allows the measurement of coordinates on board the aircraft only relative to the beacon installed on the base object, and does not provide the ability for the aircraft to perform navigation and tactical tasks autonomously from the RSBN beacon and the base object.

Inertial navigation systems (INS) are also known, which use motion sensors and computers to calculate the current location of the aircraft based on the direction, speed and time of its movement, without using any external reference point, which is necessary at the stage of the departure of the aircraft to a given point above the landmark-free terrain [4 ].

Knowing their initial coordinates, ANNs reckon aircraft coordinates relative to the coordinates of a given point by measuring the speed, time and maneuvering directions of the aircraft. However, these systems have insufficient accuracy in determining coordinates, especially when solving problems of relative navigation between moving objects, since it is impossible to take into account the kinematic parameters of one of the objects.

Along with traditional radio beacon and inertial navigation aids, satellite navigation systems (SNA) are known and widely used in aviation, which, using the SNA receiver indicator installed on board the aircraft, provide measurements of the location parameters of the aircraft in the global coordinate system with fairly high accuracy [5, 6, 7]. These systems are currently widely used in aviation at the stage of flight of an aircraft along a given route and exit of an aircraft at a given point above the landmark-free terrain. However, the SNA, due to their lack of integrity, accuracy and noise immunity, has not yet been widely used to ensure the final stage of approach to landing on a moving sea-based object.

In order to carry out the final stage of the approach, namely, the aircraft’s exit at a point in the airspace specified relative to the landing strip or landing strip (the decision point over the runway is for an airplane or to the hover point above the landing strip for a helicopter) with the direction necessary for a safe landing are known and widely used landing radars [1].

A landing radar installed on a mobile basing object, at the stage of approaching an aircraft to land on a moving basing object, emitting radio signals to the aircraft, accompanies it, comparing the current position of the aircraft in azimuthal angle and elevation with a given landing path (glide path) taking into account current information about movements of the basing object: directions, pitching and other parameters.

Based on the tracking data, the landing locator generates and, on the control signal transmission line (LPSU), transmits to the escorted aircraft the signals of deviations from the given trajectory.

On the aircraft, these signals are received and converted into appropriate control commands for the aircraft to keep its flight path within a given narrow zone of permissible deviations.

The landing radar is rigidly connected with the base object — the aircraft landing and provides the determination of the angular values of the aircraft deviation in horizontal and vertical planes from the predetermined landing path (glide path) associated with the base object.

During the entire period of interaction between the aircraft and the baseline object on the data line (LPD) in the rangefinding channel of the RSBN, the baseline object and the aircraft exchange information about the current location of the aircraft and the moving object, measured by radio equipment that are part of the flight navigation system (PNK) Aircraft and navigation system of a moving object.

Information is also exchanged through the data line, such as: coordinates of a moving object, course and speed of its movement, aircraft altitude, aircraft coordinates, elevation of the landing strip or platform above sea level, fuel remaining, etc., necessary for performing tactical and navigation tasks in conjunction with a moving home base.

Almost all aircraft are equipped with well-known airborne altimeters that measure the aircraft’s flight altitude above the Earth’s surface or above the sea’s surface and work according to the barometric method or using radio-technical altitude measurement methods [4].

Figure 1 shows the structural diagram of the airborne navigation system, which consists of a receiving SNA indicator and an airborne ANN.

The receiving SNA indicator consists of the SNA 1 antenna and the receiver of SNA 2 signals installed on the aircraft.

When measuring coordinates from the SNA signals, the signals of the SNA satellites are received by the SNA 1 antenna and fed to the SNA 2 signal receiver, which, after processing the received signals from the SNA satellites, generates information about the coordinates of the location of the aircraft on which the equipment is installed, “φ” latitude and “λ” -long, in the global coordinate system adopted in a particular SNA, and transmits this information to the control and display system (SU and I) of the aircraft for processing and display to the pilot.

The onboard ANN, based on the signals from its sensors, which take into account the parameters of the aircraft’s movement and time, calculates the current coordinates and parameters of the aircraft’s movement in the same coordinate system, starting from the moment it begins to move, and transfers this information to the aircraft’s control system and aircraft, where this information is combined with the measurement data of navigation parameters received from the on-board receiving indicator SNA, in accordance with the algorithm adopted in the system for processing and combining these data.

Figure 2 shows the structural diagram of the RSBN, consisting of the equipment of the azimuth channel 4 and the rangefinder channel with the LPD 5 of the RSBN beacon located on the moving base, the onboard equipment of the azimuth channel RSBN 6 and the onboard equipment of the rangefinding channel RSBN with LPD 7.

On-board equipment of the azimuth channel RSBN 6, according to the signals received from the equipment of the azimuth channel 4 of the RSBN beacon located at the basing site, measures the azimuth angle "A" to the beacon and transmits the measurement data to the control system and aircraft for display to the pilot.

The on-board equipment of the RSBN 7 rangefinder channel, located on board the aircraft, serves as the on-board interrogator of the rangefinder, and the equipment of the rangefinder channel of the RSBN beacon, located on the moving basing object, acts as the responder of the rangefinder.

Range measurement is carried out in the on-board interrogator by measuring the time intervals between the moment of emission of the interrogation signal and receiving the response signal from the transponder of the range finder located at the base site. The measurement data of the "D" range from the aircraft to the RSBN beacon - the base object is sent to the control system and aircraft to be displayed to the pilot and used for trajectory calculations.

Simultaneously with the transmission of interrogation and range response signals via the LPS of the RSBN rangefinder channel, navigation and service information is exchanged between the aircraft and the baseline.

Data on the location of the aircraft, measured between the aircraft and the beacon of the RSBN of the base object, and data on the location of the aircraft, measured by other navigation aids included in the aircraft’s onboard navigation system, are transmitted from the aircraft to the baseline object via a data line (LPS).

Data on the location of the basing object, measured by other radio equipment included in the navigation complex (NK) of the basing object, and its movement parameters course and speed necessary for trajectory calculations in the onboard control system and And this aircraft.

Figure 3 shows the structural diagram of the landing radar complex (PRLK), which includes the landing radar (PRL) 8 with the equipment of the control signal transmission line (LPSU) 9, located at the basing facility in the immediate vicinity of the landing point, and the onboard LPSU equipment located in LA.

PRL 8, emitting sounding radio frequency signals and receiving signals reflected from the aircraft, monitors the position of the aircraft within a certain working sector of the airspace, symmetrically located relative to a given landing path. Accompanying the aircraft at the final stage of the aircraft’s approach to the base, the PRL 8 produces signals proportional to the angles of deviation of the aircraft from the given trajectory (along the course angle and elevation angle), which takes the aircraft to the given hovering point above the landing site — for a helicopter or to a receiving point solutions over the landing strip - for the aircraft.

Signals proportional to the angular deviations of the aircraft from a given trajectory generated by the PRL 8 using the equipment of the control signal transmission line (LPSU) of the PRLK 9 are transmitted to the aircraft, where they are received by the onboard equipment of the control signal transmission line (LPSU) of the PRLK 10 and transmitted to the control system and LA

All radio equipment involved in the navigation support of the aircraft and in its landing approach are characterized by possible communication interruptions caused by the influence of various intentional and unintentional interference, interference of direct and reflected signals, shadowing of signals, as well as changes in the directional characteristics of antennas during the maneuvering of an object basing and LA and a number of other reasons.

Communication breaks lead to the appearance of additional errors in the measurement of the coordinates of the aircraft relative to the basing object, due to dynamic changes in their relative position resulting from their movement. Errors, in turn, can affect the accuracy of an aircraft performing tactical tasks and the tasks of mutual maneuvering of an aircraft and a moving home base.

Especially dangerous is the appearance of these errors at the final stage of an aircraft approach to land on a moving base object, since they can directly affect the safe landing of an aircraft.

All these factors reduce the effectiveness of the use of radio equipment.

One of the known ways to reduce such errors and increase the integrity of navigation systems for aircraft is to integrate radio engineering navigation aids with an inertial navigation system (ANN), devoid of these shortcomings, and complex information processing of these systems [8]. Known integrated navigation system, consisting of an airborne receiver indicator SNA and inertial navigation system [9]. A constant calculation of the current coordinates of the aircraft’s location in the global coordinate system of latitude (φ) and longitude (λ) is carried out using the on-board receiving SNA indicator and the on-board ANN with priority information from the SNA, and in the case of the disappearance of the SNA signals, the calculation is performed using the ANN until recovery SNA operation with subsequent correction of ANN data by SNA signals. Using ANN information can significantly improve the reliability and integrity of navigation definitions compared to using only SNA data.

All of the above systems work in different coordinate systems.

The equipment of the airborne receiving indicator SNA together with the airborne ANN determines the coordinates of the aircraft in the global geographical coordinate system in the form of latitude and longitude of the location point of the aircraft in degrees.

RSBN equipment - in the polar coordinate system associated with a moving object, in which the azimuthal angle of the location point of the RSBN radio beacon located at the basing object is determined with respect to the North direction in degrees and the relative range of the aircraft to this point in meters.

The landing radar operates in a relative angular coordinate system, rigidly connected with the landing strip or landing pad and determines the angular deviations of the aircraft in degrees in the planes of the course angle and elevation angle relative to a given landing path (glide path) associated with the landing site located directly at the base site.

The navigation aids of the complex, working in various coordinate systems, generate signals for controlling the aircraft, proportional to the various navigation parameters measured by them, expressed in units of various coordinate systems.

This circumstance makes it possible to use these tools as separate tools for solving navigation problems at specific stages of the flight and makes it difficult to use these tools integrally at all stages of the flight. In particular, this does not allow the use of information simultaneously from several or all radio navigation aids at any stages of the flight of the aircraft within the general coverage area for mutual functional additions or for the purpose of reservation and obtaining new additional qualities, which is a drawback of such a complex of means.

Such additional qualities are: improving the accuracy of measuring navigation parameters, integrity, continuity, noise immunity and reliability of the complex as a whole.

So, the onboard receiving SNA indicator in combination with the onboard ANN and the onboard altimeter allows, when solving special tactical problems, the aircraft to exit to a point above the reference-free terrain specified in the global geographical coordinate system.

The RSBN equipment allows the aircraft to determine the location of a moving basing object with an RSBN radio beacon installed on it in the polar coordinate system, and in combination with an onboard altimeter provides a solution to the problem of the aircraft going to the moving basing object and to the target of its landing means.

PRLK with LPSU, determining and reporting onboard the aircraft angular deviations of the current location of the aircraft from a given landing path, allows for an accurate approach of the aircraft to land at the base object.

The tools described above:

- an onboard navigation system for SNA signals, consisting of a receiving SNA indicator and an onboard ANN;

- RSBN with LPD in the rangefinder channel;

- landing radar complex (PRLK) with LPSU;

- onboard altimeter

are analogues of the proposed utility model.

As a prototype of the proposed utility model, a navigation complex consisting of a receiving SNA indicator, an on-board ANN, on-board RSBN equipment with LPS in the rangefinder channel, an on-board altimeter and on-board equipment of the LPSU PRLK, which has a set of features that is closest to the set of essential features of the proposed utility model, is selected .

The technical task of the proposed utility model of an on-board radio-technical complex for navigation and landing of a sea-based aircraft is to ensure the integrated use of navigation data, measured by all the navigation aids that are part of the complex, in the area of which the aircraft is located, when determining navigation data at all stages of an aircraft’s flight, namely :

- the current location of the aircraft and deviations from the given flight path in the global geographic coordinate system at the stage of flight of the aircraft along a given route and the aircraft’s exit to a given point above a landmark-free terrain;

- the current location of the aircraft relative to the moving basing object and deviations from the given route in the relative coordinate system associated with the basing object, at the stage of the flight of the aircraft along the given route and the aircraft’s exit to the specified point relative to the basing object;

- the current location of the aircraft relative to the moving basing object in the relative coordinate system associated with the basing object, at the stage when the aircraft enters the moving basing object in the target of its landing means in the coordinate system associated with the basing object;

- data on the deviation of the current location of the aircraft from a predetermined approach path to the moving basing object at the heading and elevation angle in the relative coordinate system associated with the basing object.

The technical result is achieved by the fact that the proposed utility model of the on-board radio-technical complex of navigation and landing, along with the receiving SNA indicator, the onboard ANN, the onboard equipment of the azimuthal and rangefinder RSBN channels with LPS, the onboard equipment of the LPSU PRLK and the onboard altimeter operating on the principles and with signal formats adopted in these tools, an additional computing device is included. The output signals of all navigation aids included in the airborne complex are connected to the input of an additionally installed computing device, which, after processing and combining the input signals, generates integrated output signals sent to the control system and aircraft.

Figure 1 presents the structural diagram of the proposed utility model on-board radio-technical complex for navigation and landing of sea-based aircraft that implements these capabilities.

The complex consists of an onboard navigation complex as part of the SNA 11 receiving indicator, onboard inertial system (ANS) 3, onboard equipment of the azimuth channel RSBN 6, onboard equipment of the rangefinding channel RSBN with LPD 7, onboard equipment of the control signal transmission line (LPSU) 10 of the landing radar complex (PRLK), airborne altimeter 12 and computing device 13, placed on board the aircraft (LA).

The signals transmitted by the SNA satellites are received by the on-board receiving indicator SNA 11, are processed and the coordinates of the aircraft determined by them are transmitted to the computing device 13.

The onboard ANN 3, based on the signals from its sensors, taking into account the parameters of the aircraft’s movement and the time from the moment the aircraft begins to move, calculates the current coordinates and parameters of the aircraft’s movement, including the course and speed “V”, and transmits them to the computing device 13.

When the aircraft enters the range of the RSBN beacon installed on the base object, the onboard equipment of the azimuth channel RSBN 6 from the signals received from the equipment of the azimuth channel 4 of the RSBN beacon determines the azimuth angle to the RSBN beacon and transmits this information to the computing device 13 included in the onboard a complex of equipment installed on the aircraft.

On-board equipment of the RSBN 7 rangefinder channel installed on board the aircraft, as a result of joint work with the equipment of the rangefinder channel 5 of the RSBN radio beacon installed at the base object, determines the current range from the aircraft to the RSBN radio beacon and transmits this information to the computing device 13. At the same time, LPD in the rangefinding channel of the RSBN from the navigation system (NK) of the basing facility on board the aircraft information is transmitted on the coordinates, heading and speed of movement of the basing facility, which also goes to the calculation digital device 13.

When an aircraft enters the range of PRLK of the basing facility on board the aircraft through on-board LPSU 10 equipment from PRLK, signals are received about the angular deviation of the current location of the aircraft from the given approach path, as well as information about the distance to the landing point and the elevation of the landing point above sea level . All this information is transmitted to the computing device 13. Information on the aircraft’s flight altitude, measured by the airborne altimeter 12, is also received here. The elevation of the landing point above sea level is determined by the type of a specific mobile basing object and is stored in the memory of the computing device 13 in advance and identified when a radio contact is established with PRLK.

The computing device 13 generates integrated output signals that determine the navigation parameters of the aircraft at various stages of the flight of the aircraft using data from all the navigation aids included in the airborne complex, in the working area of which the aircraft is located.

Using the well-known relations for coordinate transformations [10, 11], a real-time computing device converts the output signals of these tools into navigation parameters of a single type and format, suitable for mutual comparison, correction, and combining of signals. Further, in the computing device, the signals are processed according to the ranking algorithm, which is tunable depending on the stage of the flight, taking into account established priorities for use and weight characteristics that determine the proportion of navigation data measured by individual navigation aids as part of integrated output signals for different phases of flight.

In flight modes along a given route and approach based on the processed navigation information, the computing device 13 also generates aircraft deviation signals from a given flight path, which are transmitted to the aircraft control and display system.

In the event of a radio interruption of one of the sources of radionavigation information, the computing device 13 supports the calculation of integral information using existing radio facilities and using information on the heading and speed of the aircraft from ANN 3.

Thus, the proposed utility model of the on-board radio-technical complex of navigation and landing provides the measurement of the navigation parameters required by the aircraft to provide a solution to the navigation problems at different stages of the flight based on the integrated use of navigation data of all the facilities included in the complex in whose operating areas the aircraft is located .. At the same time, using several radio navigation aids in which the aircraft is located, it produces horizontal and vertical deviation signals the plane of the aircraft from a given flight path and issues them to the aircraft control and display system, including:

- at the stage of flight of an aircraft along a given route and exit of an aircraft to a predetermined point above a non-reference terrain - using the airborne receiving SNA indicator, on-board RSBN equipment with LPS (if the aircraft is within the range of the RSBN) and according to the estimates of the onboard ANN;

- at the stage of flight of an aircraft along a given route and exit of an aircraft to a predetermined point relative to the basing object - using the airborne receiving indicator SNA, on-board RSBN equipment with LPD (if the aircraft is within the range of the RSBN) and according to the estimates of the onboard ANN;

- at the stage when the aircraft enters a mobile basing facility on the target of its landing means - using on-board RSBN equipment with LPD, on-board receiving SNA indicator, and according to the estimates of the onboard ANN;

- at the stage of approaching a moving base object - using on-board equipment LPSU PRLK, on-board equipment RSBN with LPS, on-board altimeter, on-board receiving indicator SNA and on-board ANN estimates.

Ultimately, the proposed utility model through the use of both integrated navigation information about the location of the aircraft, determined with high accuracy by the airborne receiver indicator SNA and reckoned airborne ANN with a high degree of noise immunity and integrity, with navigation data provided by airborne RSBN equipment with LPD and airborne equipment LPSU PRLK, allows to increase the accuracy, integrity, continuity, noise immunity and reliability of determining the navigation parameters of the aircraft marine based on all phases of flight.

Information sources:

1. Radio engineering systems, ed. Kazarinova Yu.M., M., Academy, 2008.

2. Baburov V.I. Kolesnikov A.K. Stolyarov G.V. Status and development prospects of the Russian radio-technical system of near navigation and landing. Information and analytical journal Aerospace Defense, M. 2008.

3. RF patent for utility model No. 113243, the application. 06/06/2011.

4. Federal Aviation Rules for State Aviation Flights. Appendix to the order of the Minister of Defense of the Russian Federation of September 24, 2004 N 275.

5. Network satellite navigation systems. Ed. Shebshaevich B.C. 2nd ed., Revised. and add. M. Radio and Communications, 1993.

6. GLONASS. The principles of construction and operation. / Ed. A.I. Perova, V.N.Kharisova. - Ed. 3rd, rev. M., Radio Engineering, 2005.

7. Global navigation satellite system GLONASS. Interface control document. Revision 5.1., Russian Research Institute of Space Instrumentation. Moscow, 2008.

8. The radio navigation plan of the Russian Federation as amended in 2011

9. Orientation and navigation of moving objects: modern information technology. Edited by: B.S. Aleshin, K.K. Veremeyenko, A.I. Chernomorsky Publisher: FIZMATLIT, 2006.

10. Zharov V.E. Spherical astronomy. Fryazino, 2006. ISBN 5-85099-168-9.

11. Radio navigation equipment of the global navigation satellite system and global positioning system. Coordinate systems. Methods of transforming coordinates of defined points. GOST R 51794-2001, Gosstandart of Russia, Moscow.

Claims (1)

On-board radio-technical complex for navigation and landing of aircraft of sea-based origin, consisting of an on-board receiving indicator of a satellite navigation system (SNA), on-board inertial navigation system (ANN), on-board equipment of a short-range navigation system (RSBN) with a data transmission line (LPD) in the rangefinder channel, on-board altimeter and on-board equipment of the control signal transmission line (LPSU) of the landing radar complex (PRLK), characterized in that the composition of the onboard Mpleksa additionally included a computing device that implements at all stages of the flight the integrated use of navigation data measured by all the navigation aids of the complex, in the working area of which the aircraft is located, according to the tunable, depending on the flight stage and the availability of radio channels of individual means, the ranking algorithm, while the inputs of the computing device are connected to the outputs of the ANN, on-board receiving indicator SNA, on-board equipment LPSU PRLK, on-board altimeter and on-board equipment Sc with ATD in the ranging channel and the computing device outputs connected to inputs of the aircraft control and display systems.