RU2200961C2 - Complex aircraft landing system and method of approach - Google Patents

Abstract

FIELD: aircraft radar landing systems; air traffic control systems. SUBSTANCE: system includes landing radar, information processing unit, coordinate computer unit, ground and on- board video converters, landing and pilot's displays, ground heading and hydroplaning velocity vector divider, pilotage and navigational unit, on- board heading and hydroplaning velocity vector shapers, two-way data transmission line including ground and on-board receivers, transmitters and antenna systems. Landing controller and pilot's displays illustrate identical information including heading line and glide path and heading and hydroplaning velocity vectors, thus forming closed control loop. Method of approach is effected by matching the heading and hydroplaning velocity vectors noting the target and direction tangentially relative to heading and hydroplaning lines, thus decreasing oscillations of flying vehicle around its axis and improving pictorial display. EFFECT: enhanced safety of landing. 6 cl, 3 dwg

Description

 The invention relates to radar landing systems for aircraft (LA) and can be used in air traffic control systems.

 Known integrated landing systems (KSP) aircraft built using sophisticated aircraft technology aimed at ensuring a high level of flight safety (BP).

 Such BSCs include, for example, the ILS (Instrument Landing System) standardized by the International Civil Aviation Organization (ICAO) [1]. Such a PCB contains ground-based equipment, including landing (directional, marker, and rangefinder) radar beacons (RM), landing radar, equipment for processing and displaying information, a landing dispatcher console and on-board equipment, including a flight-navigation unit with RM signal receivers, information display equipment , the pilot’s console, while the booths of the landing manager and pilot are connected by a radio link.

 An improved ILS system is proposed in the application [2] and is a prototype of the claimed invention.

 The PCB prototype contains (see Fig. 1) ground-based equipment, consisting of landing RMs, as well as terminals “Output” - “Input” of landing radar 1, information processing unit 2, coordinate calculation unit 3, and ground-based video converter 4 , the indicator of the landing manager 5 included in the console of the landing manager 6, the on-board equipment consisting of the “Output” - “Input” terminals of the flight-navigation unit 7, including the PM signal receivers and information inputs, connected in series connected with the outputs of the on-board sensors, on-board video converter 8, pilot indicator 9 included in the pilot’s console 10, a radio link between the booths of the landing dispatcher and pilot 11, as well as a shaper of the safe planning speed 12, an input connected to the additional output of the navigation and navigation unit, and output with an additional input of the video converter.

 In this PCB, on the pilot indicator screen, an area of safe planning speeds is additionally displayed, in which it is necessary to keep the mark of the aircraft speed vector at the landing plant in order to avoid fluctuations around the landing line. The latter property increases BP compared to ILS PCB standardized by ICAO.

 However, the use of a sufficiently sophisticated and sophisticated aircraft technology does not solve the problem of BP, since the possibilities of improving a person are limited by his physiology and psychology [2]. Therefore, the interaction of the pilot and the landing controller in the man-machine system is the main factor in the problem of providing power supply.

 In this regard, the aforementioned analogue and prototype are not optimally built and have insufficient capabilities to provide power supply.

 A significant drawback is that the display of information at the landing plant on the pilot indicators and the landing controller is graphically not identical, since the formation of flight information on the pilot indicator is carried out according to the information generated by the on-board devices using RM, and the information on the indicator of the landing manager is displayed using landing radar.

 Recent studies of the psychology of perception of visual images have shown [4] that, with a certain structure of graphic information, perception resonance is observed. If the displayed information is not identical for the landing controller and the pilot, there are different levels of perception of flight information by them, which makes it difficult to understand between them during the landing process. Thus, the flight control loop in terms of displaying information, including the landing controller and pilot, is practically open, and the PSU is insufficient.

 The use of a radio link between the pilot and the dispatcher does not solve the problem, since the perception process for auditory information is slower than for visual information.

 In addition, tracking the speed of the aircraft within the specified limits proposed in the PCB prototype is not efficient enough, implemented by displaying the velocity vector as a dot mark inside the "window" of valid values.

 Since the mark of the aircraft itself is implemented as a marker mark (risks), the aforementioned display of the velocity vector reduces the overall resolution of the PCB. This requires a split pilot attention between the marks of the aircraft and the velocity vector of the aircraft, which further complicates the process of perceiving pilot information. The feedback between the landing controller and the pilot in this case is even more difficult, and the flight control loop is also almost open.

 Finally, the disadvantages of systems such as ILS include the complexity of operation due to the remoteness of the PM from the rest of the equipment.

 The objective of the invention is to increase flight safety at the landing plant by displaying information on the indicators of the pilot and the landing controller in the form optimal for their perception and interaction, providing effective feedback between the pilot and the landing controller.

 At the same time, the task of increasing the operational efficiency of the aircraft KSP by means of equipment localization is being solved.

 The problem is solved as follows.

 Into an integrated aircraft landing system containing ground equipment, consisting of an “Exit” - “Input” terminal connected in series to each other, a landing radar, an information processing unit, a coordinate calculation unit, a ground video converter, a landing manager indicator included in the landing manager console, on-board equipment, consisting of terminals “Output” - “Input” of the flight-navigation unit, on-board video converter, pilot indicator, incoming the pilot’s console, as well as the radio link between the control panels of the landing manager and the pilot, the flight and navigation unit containing information inputs associated with the outputs of the airborne sensors, a two-way data line has been introduced, including a ground-based receiver and a transmitter connected by a ground-based antenna system, and airborne a receiver and a transmitter connected to each other by an onboard antenna system, onboard directional and vector glide path vector shapers, and a ground directional and glide path vector separator are introduced speeds, with the ground and airborne video transducers made with additional inputs, the output of the coordinate calculation unit is simultaneously connected to the input of the ground transmitter, the output of the airborne receiver is connected to the input of the flight and navigation unit, the inputs of the airborne formers of course and glide path speeds are connected to the additional output of the flight and navigation unit, the outputs of the on-board formers of the directional and glide speed vectors are connected to the inputs of the on-board transmitter and at the same time to complement lnym inputs bead focal plan and the output ground receiver through separator vectors localizer and glide path velocities connected to additional inputs of the focal ground.

 A landing plant method is also proposed that uses the proposed KSP LA and consists in the fact that identical sweeps with the image of the course and glide path lines, as well as zones bounded by lines of equal deviations from the course and glide path, are used on the course and glide indicators of the landing manager and pilot. In this case, the aircraft is depicted in the form of directional and glide path vectors, the beginning of which coincides with the center of the radar mark of the aircraft, and the direction and length indicate respectively the direction and magnitude of the course and glide path speeds, and when moving away from the zone bounded by the equal deviations lines mentioned above, piloting is performed in the direction of the vectors of the corresponding velocity components until the beginning of the vectors coincides with the lines of equal deviations, and then as they approach the line pits rate and glide mentioned vectors are directed to the touchdown point so that when aligned with the beginning of the course vector lines and glideslope mentioned vectors are directed generally tangentially to the respective line rate and glide slope.

 A variant of the method described above is also proposed, characterized in that radar sector sweeps are used on the indicators of the landing manager and pilot, while when approaching course and glide path vectors to the corresponding course and glide path lines, these vectors are combined with the mentioned lines.

In development of the said method, it is proposed that the directional and glide path velocity vectors be depicted as dashed lines of scale velocity labels, and the length of these vectors is generally chosen from the condition
Λ _1,2 ≤l _1,2,
and when approaching the runway (runway)
l _1,2 <L,
where l _1,2 are the lengths of the directional and glide path vectors;
Λ _1,2 - lengths of scale marks of the corresponding speeds;
L is the distance from the start of the runway to the touchdown point.

 The operation of the claimed device and the essence of the proposed method are illustrated in figa-3.

On figa presents a block diagram of the proposed KSP LA;
in FIG. 2a, b - a picture of the display on the indicators of the landing manager and pilot glide path (a) and course (b) parameters in a rectangular sweep;
on figa, b - the same picture with a radial sector scan;
in FIG. 3c is an enlarged fragment of a radial sector scan along the glide path in the runway area.

 KSP LA in figure 1 contains ground-based equipment, consisting of terminals “Output” - “Input” of a landing radar (PRL) 1, an information processing unit (BOI) 2, a coordinate calculation unit (BOD) 3, and a ground-based video converter ( NVP) 4, the indicator of the landing manager 5 included in the console of the landing manager 6, on-board equipment, consisting of terminals “output” - “input” of the flight-navigation unit 7, on-board video converter (BVP) 8, pilot indicator 9, entering the remote control PTA 10 as well as a radio communication link for the remote controller of landing and pilots 11, wherein the flight control and navigation unit (BCP) comprises data inputs connected to the outputs of onboard sensors.

 A two-way data line (DLPD) 12 has been introduced, including a ground-based receiver 13 and a transmitter 14, interconnected by a ground-based antenna system 15, and an on-board receiver 16 and a transmitter 17, interconnected by an on-board antenna system 18, on-board formers (BF) of the exchange rate vector (VKS) 19 and glide path speed (GHS) 20 and the ground vector separator (NRV) of the course and glide path speeds 21, with the ground and airborne video converters made with additional inputs, the output of the coordinate calculation unit is simultaneously connected n to the input of the ground transmitter 14, the output of the airborne receiver 16 is connected to the input of the flight and navigation unit 7, the inputs of the onboard formers of course and glide path speeds 19.20 are connected to the additional output of the flight and navigation block (PNB) 7, the outputs of the onboard formers of the direction and glide path vectors speeds of 19.20 are connected to the inputs of the on-board transmitter 17 and simultaneously to the additional inputs of the on-board video converter 8, and the output of the ground receiver 13 through the vector separator heading and glide path 21 minutes connected to additional inputs of the focal ground 4.

 PCB works as follows.

 When the PRL 1 of the aircraft signal is fixed, information from the PRL output goes to the input of the BOI 2 and, after processing, to the input of the BVK 3, where the coordinates of the aircraft’s location at the heading and glide path are extracted from the information array. Next, NVP 4, receiving radar information from the output of BVK 3, converts the radar information format into the video format required to be displayed on the indicator of landing manager 5 in the console of controller 6.

 At the same time, information from the output of the BVK 3 using the DLPD 12 (transmitter 14 - antenna systems 15.18 - receiver 16) is transmitted to the input of the BSS 7, which forms an information package taking into account the data necessary for the pilot generated by the on-board sensors, including aircraft speed, pitch roll.

 Information from the PNB 7 output is converted to the BVP 8 video format and then displayed on the pilot indicator 9 in the pilot console 10. At the same time, data on the aircraft speed is taken from the additional PNB 7 output to the inputs of the airborne former VKS 19 and VHS 20, which form the speed information Aircraft in the form of directional and glide path vectors (i.e., velocity components along the course and glide path). From outputs 19 and 20, data on the VKS and HCV are fed to the additional inputs of the BVP 8 and then combined with the general "course-glide" display on indicator 9.

 At the same time, VKS and HCV are transmitted from outputs 19 and 20 using DLPD 12 (transmitter 17 — antenna systems 15,18 — receiver 15). Information about the components of speed is transmitted to ground equipment - to the input of NRV 21, where VKS and VHS data are extracted from the general information packet, fed to the additional inputs of NVP 4, and then combined with the general "course-glide" display on the indicator of landing manager 5.

 Thus, an identical picture is displayed on the indicators of the landing manager and pilot, including both the course line and the glide path of the aircraft, and the vectors of the components of the speed of the aircraft along the course and glide path. The perception of information by the pilot and the landing controller appears to be at the same level as the resonance curve [4]. As a result, a functionally complete feedback is generated between the landing controller and the pilot, and the landing control loop in the display system is closed. The use of the radio link 11 in this case is of a backup nature, and its use is much more efficient than in the PCB prototype, since the exchange of radio information between the pilot and the landing controller takes place on the basis of identical displays on the indicators.

 The exclusion of remote RM from the PCB also allows to reduce the total area of the equipment and thereby increase, therefore, its serviceability.

 The display is most effective if the vectors of the course and glide path speeds are combined with the radar mark of the aircraft, as shown in FIGS. 2 and 3. The lines of glide path 1, course line 2, range mark 3, lines of equal deviations from course 4 and glide path 5, mark LA 6 and 7. These display elements are typical for the landing controller indicator when using known ground-based PRLs (see, for example, [5]). However, the aircraft is displayed in this case in the form of vectors VKS 8 and VGS 9 formed onboard the BF VKS and BF VHS, with the beginning of each vector coinciding with the center of the corresponding aircraft mark, and the direction and length indicate the direction and magnitude of the corresponding velocity component.

 This display of aircraft in the PCB equipment in the form of vectors is fundamentally new and allows both the pilot and the landing controller to simultaneously perceive both the aircraft mark and the direction and speed of its movement at a given time.

 The proposed solution allows you to provide the safest way to land, minimizing the fluctuation of the aircraft around the ideal landing line.

 The sequence of actions of the pilot during landing consists in the fact that when the aircraft is removed from the zone bounded by lines of equal deviations from course 4 and glide path 5, piloting is performed in the direction of the corresponding velocity vectors - VKS 8 and VHS 9 - until the beginning of these vectors coincides with the above lines 4 and 5, respectively, and then, as the aircraft approaches the course lines and glide paths 1,2, VKS 8 and VHS 9 turn towards the touchdown point so that when combining the beginning of the vectors with lines 1 and 2, they would be directed in general case for atelnoy to the respective lines of the course and glide path. In particular, with a rectangular sweep (figure 2), the velocity vectors during the landing process are brought sequentially to the tangent to the course lines and the glide path.

 When using a radial-sector scan (Fig. 3 a, b), where the course and glide path lines are represented by straight lines 1,2, VKS 8 and VHS 9 are brought by the pilot to align with these lines.

It is convenient to carry out the counting of the magnitude of the speed when highlighting scale markers of speed on VKS 8 and HCV 9 (see FIG. the distance from the start of the runway to the touchdown point. Thus, the restrictions on the size of the VKS 8 and the HCV 9 can be expressed as
in general
Λ _1,2 ≤l _1,2,
and when approaching the runway
l _1,2 <L,
where l _1,2 - the length of the VKS 8 and HCV 9, respectively;
Λ _1,2 - the lengths of the scale marks of the VKS and HCV;
L is the distance from the start of the runway to the touchdown point.

 (Since when approaching the beginning of the runway, the slope of the glide path is not more than units of degrees, then the length of the glide path from the start of the runway to the touchdown point is also considered equal to L).

 The proposed plant landing method allows them only, as mentioned above, to form a closed flight control loop, but also to increase the resolution of the PCB aircraft in comparison with the PCB prototype.

 Combining the mark of the aircraft with the velocity vector increases the display size of the aircraft while increasing the information capacity of the display. This property is manifested with the greatest effect when using a radial sector scan (figure 3).

 Previously, when using a rectangular scan, the resolution during landing was significantly higher than when using a radial-sector scan. In the first case, the size of the aircraft mark does not depend on the distance to the touchdown point, since its size is determined only by the width of the antenna pattern. In the second case, the size of the aircraft mark is equal to the product of the width of the radiation pattern by the distance. Thus, with a radial-sector scan, the size of the aircraft mark decreases with decreasing distance to the landing point, reaching the size of the light spot in the limit, which significantly reduces the resolution.

 The proposed solution, enlarging the size of the aircraft mark due to the velocity vector, allows in the latter case, the resolution is independent of the distance to the touchdown point. In this case, a radial-sector scan becomes most preferable, since the combination of velocity vectors with the course and glide path lines is more evident than the arrangement of these vectors in the form of tangents to these lines.

 Thus, the claimed invention allows you to build a spacecraft pilot aircraft and implement on its basis a plant landing approach that provides a significant increase in flight safety during aircraft landing due to the formation of a closed loop for aircraft landing control, including a landing controller and pilot, which, in turn, is possible due to the display of information on board and on the ground in the same optimal form for their perception and interaction.

 In addition, the operational ability of the aircraft control panel increases, which is ensured by the exclusion of RM from the composition of the control panel remote from the location of the PRL and the control room.

An experimental prototype of the claimed PCB was manufactured and successfully tested. As the majority of KSP units and blocks, serial-manufactured products are used:
PRL 1 - landing radar type RP 3F;
BOI 2, BVK 3, NVP 4 - primary information processing equipment of the type APOI-C2;
console 6 with indicator 5 - console for the head of the landing system VISP-75T;
DLPD 12 - telemetric information transfer complex "Orbit IV".

 The tests were carried out with an SU-21 type aircraft on the PNB 7, BVP 8 blocks implemented in it, the pilot's console 10 and indicator 9.

 BF VKS 19, BF VHS 20 and NRV 21 are implemented using digital analog logic using microprocessors of the Intel 486 series.

Comparative data obtained in relation to the PCB prototype:
1. The speed of decision-making by the pilot and the landing controller is increased by 2.5 times and is about 1.5-2 s.

 2. Expert estimates show that BP in this case increases by 1.5 times.

 Thus, the proposed new structural scheme of the aircraft KSP and the aircraft plant landing method implemented on its basis allow increasing flight safety during landing and landing according to the highest category of complexity.

SOURCES OF INFORMATION TAKEN INTO ACCOUNT
1. Aviation radio navigation. Handbook Ed. A.A. Sosnovsky. M .: Transport, 1990, p. 151
2. Aircraft flight control system along a predetermined path. Application 2752051 France, IPC ⁶ G 01 C 23/00, application no. 2.8.96; publ. 6.2.98 g.

 3. Lomov B.F. and others. The image in the system of mental regulation of activity. M .: Nauka, 1986.

 4. Kreutzer A.V., Spivakovsky A.M. Synergetic aspects of the analysis of odd information. On Sat "Synergetics and methods of science." St. Petersburg, "Science", 1998

 5. Kuznetsov A.A. et al. Operation of air traffic control facilities. Directory. M .: Transport, 1983, p. 28.

Claims (4)

 1. An integrated aircraft landing system, comprising ground equipment, consisting of a series of “Output” - “Input” terminals of a landing radar, an information processing unit, a coordinate calculation unit, a ground video converter, a landing manager indicator included in the landing manager console, on-board equipment, consisting of “Output” - “Input” terminals connected in series between the navigation and navigation unit, on-board video converter, pilot indicator, incoming about in the pilot’s console, as well as the radio link between the control panels of the landing manager and pilot, and the flight-navigation unit contains information inputs associated with the outputs of the airborne sensors, characterized in that a two-way data line is introduced, including ground-based receiver and transmitter, interconnected a ground-based antenna system, and airborne receiver and transmitter, interconnected by an airborne antenna system, introduced airborne directional and glide path vector vectors and a ground divider vector at heading and glide path speeds, with the ground and airborne video converters being made with additional inputs, the output of the coordinate calculation unit is simultaneously connected to the input of the ground transmitter, the output of the airborne receiver is connected to the input of the flight and navigation unit, the inputs of the airborne formers of course and glide path speeds are connected to the additional output of the flight -navigation unit, the outputs of the airborne formers of the directional and glide speed vectors are connected to the inputs of the airborne transmitter and dnovremenno to additional inputs of the focal bead, and the output ground receiver through separator vectors localizer and glide path velocities additional inputs connected to ground focal plan.  2. The method of the plant to land the aircraft using an integrated landing system, which consists in the fact that the directional glide indicators of the landing manager and pilot used identical sweeps with the image of the course and glide path lines, as well as areas bounded by lines of equal deviations from the course and glide path, and coordinates are displayed in the form of a radar mark of the aircraft, characterized in that the aircraft is represented in the form of directional and glide path vectors, the beginning of which coincides with the center of the radar the ionic mark of the aircraft, and the direction and length respectively indicate the direction and magnitude of the heading and glide path speeds, and when moving away from the zone bounded by the lines of equal deviations mentioned above, piloting is performed in the direction of the vectors of the corresponding velocity components until the beginning of the vector coincides with the lines of equal deviations, as you approach the course and glide path lines, the piloting is conducted so that the vectors are turned towards the touchdown point, and so that when schenii vectors beginning with the course line and said glide slope vectors are directed generally tangentially to the respective line rate and glide slope.  3. The plant’s landing method according to claim 2, characterized in that the indicators of the landing manager and pilot use radial-sector sweeps, while approaching course and glide path vectors to the corresponding course and glide path lines, these vectors are combined with the mentioned lines. 4. The method according to PP. 2 and 3, characterized in that the directional and glide path velocity vectors are depicted as dashed lines of scale velocity labels, the length of the vectors being selected from the conditions:
in general
Λ _1,2 ≤1 _1,2 ,
and when approaching the runway (runway)
l _1,2 <L,
where l _1,2 are the lengths of the directional and glide path vectors;
Λ _1,2 - lengths of scale marks of the corresponding speeds;
L is the distance from the start of the runway to the touchdown point.

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