RU2228885C2 - System of protection of aircraft against mishandling and intentional actions resulting in accident - Google Patents

Abstract

FIELD: aircraft equipment for civil flying vehicles. SUBSTANCE: proposed system includes sensors showing state of on- board system connected with information exchange channel, standard and emergency control systems, on-board radio control line, three expert systems, crew blocking element computer, crew action blocking system, flying vehicle motion parameter computer and three switches. EFFECT: possibility of performing automated control and protection of aircraft. 1 dwg

Description

The system relates to the field of aviation avionics and is intended for installation on civilian aircraft (LA) to protect the aircraft in critical or catastrophic situations.

A well-known expert system (ES), focused on the diagnosis of crew activities when analyzing flight information recorded by flight recorders in the Luch-84 system (Minkova S.P. Expert system "Ex-pilot" for managing the quality of flight activity. Computer technology. Systems Management Issue 2. Moscow-Sofia. 1990. Institute of Informatics, Integrated Informatization). Deviations in the flight work of the crews of aircraft (civilian aircraft) of civil aviation are prevented by using ES in order to improve flight safety and crew work efficiency. ES simulates the reasoning of highly qualified experts in the process of analyzing and evaluating crew flight performance and reports information on the most likely causes of errors made by the crew and the corresponding control actions.

With the help of an expert, a knowledge engineer forms hypotheses of inference regarding various aspects of crew activities.

In the general case, the hypothesis is a concatenation (chain) on a certain set of facts or other hypotheses of the lower level of the hierarchy. The knowledge engineer introduces the formulated hypotheses into the knowledge base (KB), which also entails the formation of a domain questionnaire, the addition of new texts and announcement tables. After that, the system is ready to diagnose the data coming from the magnetic tape of the Luch-84 system.

The converter program receives data read from the Luch-84 magnetic tape and processed by a set of software tools. The converter program converts numerical flight data in many factors of the preflight area. The facts thus formed are fed to the input of the ES, after which an analysis of the feasibility of the hypotheses of the subject area is carried out. Missing facts to test hypotheses are entered by the user in a dialogue mode. If the hypothesis is true, the user can view the chains of explanations of this hypothesis.

The expert is presented with the possibilities of using all the directives enclosed in the system: adding and deleting facts, selective testing of hypotheses, working with libraries where user responses are written, etc.

KB is a set of hypotheses-conclusions. Each hypothesis can be defined as follows.

H = (F & HL & L & P),

where F is the set of facts of the subject area (obtained on the basis of answers to use); HL - many hypotheses of the lower level (in relation to this); L is the set of literals that determine the quantitative relations between the ranks of facts (ranks are entered by the user in the mode of working with ranks); P - many slot-procedures.

Each fact is an expression of the following form:

F = (A, V),

where A is one or a group of user responses that satisfy this fact; V is the rank of the user's response (point values or interval).

Literals that define relations between ranks allow you to specify relations of the type "equal", "more", "less", etc.

Slots-procedures allow you to calculate the values of arbitrary parameters specified in the hypothesis, based on the available answers of the user or by presenting additional polling procedures. ES implemented on a computer in the language PROLOGUE.

However, this processing and diagnostic system is not an adviser that helps the crew in determining the priorities of alarms and identifying the most important of them - catastrophic situations (CS). For ES operation, information on the state of onboard equipment (BO) is necessary and the main process should be carried out: based on the available facts, new facts are formed in the database (DB) and BZ and BO condition that characterize the current situation in the aircraft in real time. That part of the information in the database, catastrophic situations, which is formed by the deductive system and determines the necessary effects on the aircraft, should be sent to the crew as recommendations, and if it does not comply with them, then to the executive mechanisms of the automatic control system (ACS).

The managing ES is known (Ilyasov B.G., Parfenov N.I. et al. Decision-making automation in managing Man-Technique systems using expert systems. Ergonomics in Russia, the CIS and the world. International Conference St. Petersburg. Russia, 21-24, 1993) to assist the operator, solving the following tasks: recognition of a critical situation, making decisions on managing the withdrawal of a complex system (object) from a critical situation, choosing control actions and monitoring the effectiveness of their implementation. In the "man-equipment" system, critical situations arising as a result of equipment failure, human errors and adverse external conditions lead to failure or timely control decisions leading to an accident or disaster. Making decisions by a person managing a complex system is difficult due to the multidimensionality of facts for analysis, the uncertainty and ambiguity of the description of critical situations, a small reserve of time and a large psychological load.

The knowledge base includes values about the subject area of managing a complex system in critical situations. In the system, knowledge about the problem area is structured based on the goal of constructing a control ES, to assist the manager in making decisions in case of critical situations.

As a tool to assist an expert in expressing his conceptual model of a problem area, a software system for creating and maintaining a database of characteristics of critical situations and knowledge bases (KB) is used. The system performs the functions of automating the acquisition of knowledge from experts. The data is presented to the relational database of the characteristics of critical situations, the integrity of the database creation is checked, and situational data clustering is performed.

In the process of an expert survey, to ensure the necessary completeness of the database, experts are given the task of analyzing new situations for them; A way to solve the problem of expert classification is to organize expert games with a team of experts. Scenarios of expert games include consideration of known and new examples of critical situations for experts; in the dialogue with the computer the database is filled. Creation and filling of the database is carried out using the relational database management systems for personal computers using an intelligent multi-window interface. Finally agreed expert assessments are stored in the database and are the basis for creating rules for recognizing critical situations and making decisions in the knowledge base.

Knowledge is presented about managing the system in critical situations using a production model that allows you to represent the rules for recognizing situations and making decisions. As a criterion for recognizing the classes of critical situations in the control ES, the degree of proximity of the recognized situation represented by the vector to the reference descriptions of the classes of critical situations is used.

However, with such a structure of the ES control system, the system of on-board sensors is not included in the work cycle for piloting the aircraft. The dynamic characteristics of modern aircraft are characterized by reduced statistical stability, which led to a significant complication of self-propelled guns and a significant expansion of their functionality. At the same time, increasing the complexity of self-propelled guns contributed to a significant increase in the variety of failures of these systems. Therefore, it became practically impossible to develop only guidance on the actions of the pilot in the event of each of the possible failures. Detailed instructions can only be developed for a limited list of failures, within the operational limits of the LA BO. The occurrence of failures in flight, the actions to eliminate which were not previously worked out and are not reflected in the instructions, are a serious problem. As the analysis of aircraft accidents shows, undesirable development of events could have been prevented if appropriate competent actions of the crew had been performed. However, the time available to the pilot for this usually does not exceed several seconds, and taking into account the stressful state of a person during an accident, it becomes clear that the pilot may not find the only right solution at the right time.

A comprehensive information signaling system (KISS) is known for warning the crew of dangerous situations (signaling information), issuing information about the parameters and condition of aircraft systems and engines (in the form of mnemonic frames), displaying information about failures and the result of monitoring aircraft systems, taken as a prototype. Flight Operation Manual IL-96 Section 8.212. Alarm and information systems 30 / 10-1987.3.

Information issued by the system is displayed on the screens of multifunction indicators (MI). Indication control is carried out from control panels (ISP). Signal information (in the form of texts) is automatically displayed on the left MI, and, if necessary, can be manually called on the right. Depending on the urgency of the crew’s action in a given situation, KISS provides the issuance of signaling information of three categories: emergency, warning and notification (displayed on the screen in different colors). Alarms and warning signals are accompanied by the ignition of the central signal lights (CCO) and an audible signal (gong).

Displaying information about failures and results of systems monitoring in the form of text is possible by calling with an ISP button, while monitoring the system using the control panel on the dashboard of the flight engineer.

To increase reliability, the system is made dual-channel with cross-links between channels. The system is self-controlling. In the event of a failure in the system, it is automatically rebuilt in such a way that the remaining serviceable elements fully or partially fulfill their task (reconfiguration of the system).

This system helps the pilot when the aircraft is within operational limits.

However, this system does not provide the pilot with information in catastrophic situations on the conclusion of them, does not provide a comprehensive analysis and forecast of events in flight. The system does not protect the aircraft from erroneous or deliberate actions of the crew (terrorists) leading to disaster.

The aim of the invention is the creation of a control system for protecting the aircraft from erroneous or deliberate actions of the crew, leading to disaster.

To achieve this goal, the aircraft protection system (SES) from erroneous or deliberate actions leading to a disaster containing a ground control unit for air traffic control (ATC) with a ground control line, an airborne part of the aircraft, including state sensors for onboard systems, an information channel connected to them exchange, standard and emergency control systems of the aircraft, onboard radio control line connected by the ground line of radio control of the air traffic control unit, the first expert system implemented with the computing unit sra of motion of the parameters with standard modes, connected to detecting unit flight regimes, the database of the reference modes base Flight program data, a second expert system configured with the calculator prediction for t ₀ time and the related database on to output management data from catastrophic situations, the third expert system, made with a computing unit for determining the catastrophic situation (CS) and the related database of catastrophic situations, a calculator of the moment of blocking the crew, and the unit for comparing motion parameters with the reference modes of the first expert system is connected by its output to the input of the forecast computer for the time t _{0 of the} second expert system through the first switch made by the threshold, the outputs of the forecast computer for time t _{0 are} connected respectively to the input of the second switch and to the input of the computing unit for determining KS mode of the third expert system, connected by outputs respectively to another input of the second switch and to the second input of the calculator of the moment of blocking the crew , the second switch is connected by its outputs to the crew lock moment calculator and the emergency control system, the crew action lock inputs are connected to the crew lock moment calculator and the radio control board line, and its output is connected to the input of the third switch connected to the emergency and standard systems outputs aircraft control, moreover, the aircraft motion parameters calculator is connected to the input of the first expert system, and the unit for determining the flight modes of this system is connected to the base nnyh by reference to and in the base of the operations of these programs.

To clarify the invention, the drawing shows a block diagram of the proposed SES system, which shows

1, 13, 17 - the third, second, first ES,

2 - computing unit for determining the regime of a catastrophic situation (COP),

3 - the database of the COP,

4 - calculator of the moment of blocking the crew,

5 - a system for blocking crew actions,

6 - onboard radio control line,

7 - land line radio control,

8 - point air traffic control (ATC),

9 - full-time aircraft control system,

10 - the third switch,

11 - emergency control system of the aircraft,

12 - the second switch,

14 - forecast calculator for a fixed time,

15 - management database for output from the COP,

16 is the first switch,

18 is a block comparing motion parameters with a reference,

19 is a database of reference modes,

20 - block determining the flight mode,

21 - database of flight programs,

22 - calculator of the parameters of the aircraft.

The system operates as follows.

The output of the calculator 14 from the output of the switch 16 receives current information about the state of the on-board systems, signals X, and identification of flight modes by comparing with the information of the reference modes and flight programs. At the two outputs of the calculator 14, information on time t≤t ₀ about the occurrence of conditions X> X _{ks of the} onset of a catastrophic situation (CS) is realized.

At the two outputs of the calculator 2, information is realized about the beginning of the exit from the CS by introducing control to output from the CS and about the possibility of output from the CS. The logic of the operation of the switch 12 is that if the assessment of the state X <X _{ks of the} aircraft is below the safety level, a signal appears about the control blocking, the protection system should switch to emergency control in the control room.

At each of the outputs of the switch 12, control signals are generated about the transition of the system to control in the CS. The control of the switch 12 is carried out by signals about the assessment of the state of the aircraft X <X _ks - above or below the safety level, and the control of the switch 16 is carried out by signals about the status and identification of the onboard aircraft.

SZS blocks the actions of the crew (or people in the cabin) in two cases:

- if the air traffic control service has determined that the aircraft is moving along an unauthorized route. In this case, the control is carried out by ATC via a radio link,

- if the on-board expert control system has established that in the actual state of control it is possible to prevent a catastrophic situation with immediate intervention in the control.

In the autonomous part of the SES (on-board), protection is provided from actions for the occurrence of a SC during a flight along an authorized trajectory. For this, at each moment of time, a forecast is made in block 13 for changes in the parameters that determine flight safety (for example, speed V, angle of attack and slip α and β, vertical overload h _y , height H over obstacles) for a fixed time t ₀ with the current control state . If during the time t _{0 the} forecast indicates a catastrophic situation, immediately calculates the possibility of withdrawal from the aircraft CS with the maximum use of control capabilities with piloting within the constraints with immediate start of withdrawal.

At that moment, when the calculation in block 2 shows that the withdrawal from the CS is possible only with a predetermined margin of a critical parameter, the control from the crew is completely blocked and goes to system 11, which takes the plane out of a catastrophic situation. After that, the BES brings the aircraft to the initial flight mode and turns off, allowing the crew to control the aircraft again. When controlling from the ground control unit ATC-8 via radio line 7, protection against unauthorized change of route is carried out. Control from ground station 8 via a closed radio line 7 is carried out with the repeated inclusion of the autonomous part of the SES, an unauthorized deviation from a given route.

Control from ground station 7 provides for the transmission of signals on board to ensure movement along a given route, reducing approach and landing using standard means of navigation and landing at airports. When controlling from ground station 7, the controls in the cockpit are completely blocked.

In all ES, calculators 20, 18, 14, 2 can access the databases at their discretion, as well as collectively use the information, working at the same time independently of each other. Organization of interaction of calculators with the corresponding databases is carried out by forming queries to the database. Information support of the system is represented by the database and a specialized system by the formation of the database itself. The composition of the information stored in the database includes the parameters of the component models, a description of fragments of flight modes, and other overhead information. The database management system provides the ability to work in two modes - stand-alone and at the request of the aircraft protection system. Application programming interfaces allow you to access information stored in databases, run tasks in them, call procedures, and also communicate with other systems and processes. Communication, protocol support for calculators is carried out using a discrete information bus and provides the basis for increasing the integration of SES systems with databases; provides communications architecture support and operates using a memory allocation model. The communication level supports the formation, storage, retrieval of database queries, which is the standard interface for this computing environment.

The crew blocking system is based on the use of servo mechanisms that override the deviations of the controls and then include locking mechanisms.

The system is designed primarily to protect the aircraft from the actions of the terrorists who seized it, and will also provide protection for the aircraft in case of unintentional crew errors, due to which up to 70% of accidents occur.

Claims (1)

A system for protecting an aircraft from erroneous or intentional actions, comprising a ground-based air traffic control center with a ground-based radio control line, an airborne part of the aircraft, including state sensors for airborne systems, an information exchange channel connected to them, a standard and emergency control system for the aircraft, and an airborne line radio control, connected to the ground line of radio control of the air traffic control center, characterized in that it introduced the first expert system, made with calculating lnym unit comparisons motion parameters with the standard modes, coupled with the block definition modes of flight, the database of reference modes, the base of the operations of these programs, the second expert system made with the calculator forecast for t ₀ is the time and the associated base on to output control data from catastrophic situations, the third expert system, made with a computing unit for determining the mode of a catastrophic situation (CS) and the database of catastrophic situations associated with it, a moment calculator bl Kirovka crew, the comparing unit motion parameters with the reference mode, the first peer system is connected at its output with the input of calculating prediction of time t ₀ the second expert system via a first switch configured threshold, the outputs of the calculator prediction in a time t ₀ are respectively connected to the input of the second switch and the input of the computing unit for determining the CS mode of the third expert system, connected by outputs respectively to the other input of the second switch and to the second input of the calculator crew interlock, the second switch is connected by its outputs to the crew lock moment calculator and the emergency control system, the crew actions interlock system inputs are connected to the crew lock moment calculator and the radio control onboard line, and its output is connected to the input of the third switch connected to the emergency and full-time control systems of the aircraft, and the calculator of the parameters of the aircraft’s movement is connected to the input of the first expert system, and the unit for determining the flight modes of this aircraft The system is linked to a database of reference modes and a database of flight programs.