RU2324624C1 - Aeroplane with system of obtaining reserve information on attitude position of aircraft - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: distinctive feature of an aeroplane with a control integrated complex is the implementation of a system for obtaining reserve information on an attitude position. The system comprises units for evaluating of entry parameter mean value relative to a reserve position pitch, and to a reserve position of a roll angle, quaternion values of a course, a pitch, a roll; it comprises unit for evaluating position reserve angles, unit for correction of position reserve angles, unit for evaluating a zero drift of position reserve angles, unit for contracting of reserve angles, unit for quaternion integrating of angle speeds, unit for correcting angle speeds, a unit for evaluating a zero drift of angle speeds and a unit-Dispatcher. The operation of the system is based on the evaluation of angle coordinates of an aircraft by means of two essentially different methods depending on the current conditions of a flight. It is specifically foreseen to evaluate the current values of pitch and roll angles with Euler formulas on the base of instantly obtained information from on-board sensors (if a flight is horizontal) and also to evaluate current values of angle coordinates my means of integrating sensor values of angle speeds from the complex control system with usage of quaternions (during maneuvering).

EFFECT: increase of flight safety in case of a sudden failure of the main information sources on the attitude position.

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Description

The invention relates to aircraft and is intended for use in the construction of aircraft, in particular, with a backup information generation system.

A well-known aircraft, which includes, including, the fuselage, wing, plumage, landing gear, main and auxiliary power units, a control system for general aircraft equipment, which has two automatic control circuits, structurally designed into the main and backup conversion and computation units, connected to executive devices through the control and monitoring unit, as well as the manual control circuit with control panels, a light-signal board and a central light-signal light and is paired with a multipl a separate channel with a complex of on-board digital computers, an electronic control system for the left engine, an electronic control system for the right engine, a registration and control system, guidance and landing equipment, an integrated control system, and, via coding communication lines, with a control and monitoring system for fuel and voice equipment communications, a comprehensive electronic indication system and auxiliary power unit (RU 2263044 C1, B64C 13/00).

A disadvantage of the known aircraft is associated with insufficient implementation of the functions of generating backup information about the spatial position.

Closest to the proposed one is a light multi-functional aircraft with enhanced maneuverability, including, but not limited to, the fuselage, wing, tail, landing gear, power plant, as well as an integrated control system that includes an information exchange system, an on-board digital flight control computer system and combat training, external storage device and information input system, flight and navigation equipment, an integrated aircraft control system with installed in the cockpit of the pilot and operator with system controls, an armament control system with system controls installed in the pilot's and operator’s cabin, a comprehensive electronic display, control and aiming system, alarm information boards installed in the pilot’s and operator’s cabin, two-redundant control system for general aircraft equipment, on-board objective control system, voice information management system, power supply system, external and internal lighting equipment a comprehensive emergency escape system, a double redundant electronic control system for the power plant, while the information exchange system is divided into three independent multiplex information exchange channels, between the computer system and the control system for general aircraft equipment, as well as between the integrated electronic indication, control and aiming system and an integrated aircraft control system made radial communications. (Patent RU 2252899 C1, B64C 13/00, priority 05.20.2004).

The disadvantage of the prototype is the lack of implementation of the functions of forming backup information about the spatial position.

The objective of the invention is the creation of an aircraft that provides increased capabilities for the implementation of the functions of forming backup information about the spatial position.

To solve this problem, an aircraft with an integrated control system has been proposed, containing the fuselage (1), wing (2), tail (3), landing gear (4), powerplant (5), flight and navigation system, integrated electronic display system, integrated system emergency exit, objective control system, integrated control system, airborne equipment, helmet-mounted target designation system, voice information and control system, information input system, control panels, on-board complex ides, on-board maintenance panels, as well as an integrated control complex (6), including an on-board digital computer system (7), an information exchange system from multiplex and radial channels, as well as systems and / or interface units with all functional complexes and aircraft systems, in where the BCVS (7) is connected via multiplex channels to the integrated electronic display system, control panels, flight and navigation complex, integrated systems through appropriate systems and / or interface units electronic indication, objective control system, integrated control system, weapon system and general aircraft equipment, while the backup information generation system (SFRI) (27) is connected by its inputs to the flight-navigation complex (PNK) (15) and the integrated aircraft control system (KSU) (16). In SFRI (27), the average value calculation blocks (BVSZ) (28-32) are connected with the positional reserve angles determination unit (BOPRU) (33), the positional reserve angles shift determination unit (BOSNPU) (34), the positional reserve angles correction unit (BKPU) (35). block of quaternionic integration of angular velocities (BIUS) (36), block for determining the shift of the zeros of the DCS KSU - shift of zeros of angular velocities (BOSNUS) (37). the block of correction of angular velocities (BKUS) (38), the block of the coupler of reserve angles (BSU) (39) and the block-dispatcher (DB) (40).

Thanks to the proposed invention, the level of flight safety is improved due to the formation of backup information about the spatial position in the event of a failure of the main source of information and the issuance of backup information to aircraft systems and to the pilot.

The invention is illustrated by the accompanying drawings, in which:

figure 1 shows a General view of the aircraft with a system for generating backup information;

figure 2 shows a diagram of a control integrated complex;

figure 3 is a diagram of a system for generating backup information;

figure 4 is a functional diagram of a system for generating backup information;

figure 5-14 is a block diagram of the functioning of the blocks of the system for generating backup information

Where

1 - fuselage;

2 - wing;

3 - plumage;

4 - chassis;

5 - power plant (SU);

6 - managing integrated complex (PEC);

7 - on-board digital computer system (BTsVS);

8 - the first on-board digital computer (BTsVM-1);

9 - the second on-board digital computer (BTsVM-2);

10 - a system for interfacing with control panels (SS PU);

11 - a system for interfacing with a comprehensive electronic display system (SS KSEI);

12 - a system for interfacing with a speech information management system (SS RIUS);

13 - a system for interfacing with an information input system (SS SVI);

14 - a system for interfacing with a helmet-mounted target designation system (SS NSC);

15 - a system for interfacing with a flight navigation system (SS PNK);

16 - a system for interfacing with an integrated aircraft control system (SS KSU);

17 - a system for interfacing with an airborne communications system (SS BCS);

18 - a system for interfacing with a system of objective control (SS SOK);

19 - a system for interfacing with a power plant control system (SS SU SU);

20 - a system for interfacing with an integrated emergency escape system (SS KSAPS);

21 - a system for interfacing with airborne maintenance panels (SS BPTO);

22 - a system for interfacing with a complex of weapons (SS KB);

23 - a system for interfacing with general aircraft equipment (CC CCA);

24 - the first multiplex information exchange channel (MKIO-I);

25 - the second multiplex channel of information exchange (MKIO-II);

26 - the third multiplex channel of information exchange (MKIO-III);

27 - backup information generation system (SFRI);

28-32 - blocks for calculating the average value (BVSZ);

33 - block determining the positional reserve angles (BOPRU);

34 - block determining the shift of the zeros of positional reserve angles (BOSNPU);

35 - block correction of positional reserve angles (BKPU);

36 - block quaternionic integration of angular velocities (CIUS);

37 - block determining the shift of the zeros of the CRS KSU - the shift of the zeros of angular velocities (BOSNUS);

38 - block correction of angular velocities (BKUS);

39 - block coupler reserve angles (BSU);

40 - block manager (DB).

An airplane with an integrated control system (Fig. 1) contains a fuselage (1), a wing (2), a tail unit (3), a landing gear (4), a power plant (5), as well as other functional systems and systems necessary for ensuring the operation of the aircraft .

The managing integrated complex (PEC) (6) (figure 2) is a combination of interconnected software and hardware, combined by an information exchange system. PEC (6) contains:

on-board digital computer system (BTsVS) (7) with two on-board digital computers: BTsVM-1 (8) and BTsVM-2 (9);

systems and / or blocks for interfacing with other aircraft complexes or systems;

information exchange system, consisting of multiplex and radial channels, for communication of all aircraft systems with the air-conditioning system (7).

As a system and / or pairing units, the PEC (6) contains: a system for interfacing with control panels (SS ПУ) (10), a system for interfacing with a complex system of electronic indication (SS KSEI) (11); a system for interfacing with a speech information management system (SS RIUS) (12); a system for interfacing with an information input system (SS SVI) (13); a system for interfacing with a helmet-mounted target designation system (SS NSC) (14); a system for interfacing with a flight-navigation complex (SS PNK) (15); a system for interfacing with an integrated aircraft control system (SS KSU) (16); a system for interfacing with an on-board communication complex (SS BCS) (17); a system for interfacing with an objective control system (SS SOK) (18); a system for interfacing with a power plant control system (SS SU SU) (19); a system for interfacing with an integrated emergency exit system (SS KSAPS) (20); a system for interfacing with airborne maintenance panels (SS BPTO) (21); weapons interface system (SS KB) (22); a system for interfacing with general aircraft equipment (SS CCA) (23).

The information exchange system consists of multiplex and radial channels of information exchange, in a specific embodiment, a light multi-functional aircraft with an integrated control complex (6) contains three multiplex channels in the information exchange system (24-26).

In the integrated integrated control center, the BCVS (7) is connected via multiplex channels to such aircraft complexes and systems as the integrated electronic display system (KSEI), flight and navigation system (PNK), integrated aircraft control system (KSU), objective control system (SOC) , power plant control system (SU), integrated aircraft emergency exit system (KSAP), weapons system (KB), general aircraft equipment through appropriate interface systems (11, 15, 16, 18, 19, 20, 22, 23).

The backup information generation system (SFRI) (27) is connected by its inputs to the flight-navigation complex (PNK) (15) and the integrated aircraft control system (KSU) (16). In SFRI (27), the average value calculation blocks (BVSZ) (28-32) are connected with the positional reserve angles determination unit (BOPRU) (33), the positional reserve angles shift determination unit (BOSNPU) (34), the positional reserve angles correction unit (BKPU) (35). block of quaternionic integration of angular velocities (BIUS) (36), block for determining the shift of the zeros of the DCS KSU - shift of zeros of angular velocities (BOSNUS) (37), block of correction of angular velocities (BKUS) (38), block of the coupler of reserve angles (BSU) (39) ) and the supervisor (DB) (40).

The operation of the aircraft with the backup information generation system (23) provides a solution to the problem of calculating the angular coordinates of the aircraft in two fundamentally different ways depending on the current flight conditions:

- Calculation of the current values of pitch and roll angles according to Euler formulas based on instant information from on-board sensors (subject to horizontal flight);

- calculation of the current values of the angular coordinates by integrating the readings of the angular velocity sensors (DLS) of the integrated control system (KSU) using quaternions (when performing maneuvering).

The output data of the SFRI are the values of the reserve angles of the course, roll and pitch (see table 2).

table 2
SFRI output Designation Units rev. Content [ψ _p , ϑ _p , γ _p ] hail reserve heading, pitch and roll values

The average value calculation unit (BVSZ) - 1 is used to calculate the average value of the input parameter by a set of values or by time. BVSZ 1 is used to calculate the average value of the input averaged parameter X from a sample of N _max pieces, where N _max is set programmatically. BHSS can be used to determine the average value over a certain time interval, for which it is necessary to use the formula (1):

where Δt is the required time interval,

τ _kv is the quantization period (the frequency of access to the algorithm).

BVSZ allows you to reset the accumulated average value of X _mid and re-start the calculation by sending the command "Reset_X" to the block. The input data used by BVSZ are given in table 3.

Table 3
Input data BVZZ Designation Units rev. Content X input value of averaged value Reset_X - command to reset the averaged value and start a new averaging cycle (0 - do not reset / 1 - reset) N _max - number of values for averaging (sample size)

The output of the HVAC is the average value of the input quantity X (see table 4).

Table 4
BVZZ output Designation Units rev. Content X _mid input quantity average input value

In the process, the HVAC stores a number of parameters (see table 5). The indexing of arrays in the description of the algorithms begins with the unit “1”, ie Array_X = (Array_X [1], ..., Array_X [N _max ]).

Table 5
BVZZ parameters Designation Units rev. WELL. Content N _current - 0 current sample size Index_X - 0 index of the current item in the selection Array_x - Array_X [i] = 0, i = 1 ... N _max array for storing selection elements

In SFRI, five copies of BVSZ are used, from 1.1 to 1.5. The relationship between the data of each instance of the BVHZ and the SFRI data is given in Table 6.

Table 6
The relationship of these instances of BVSZ and SFRI BVSZ data Used SFRI data for each instance Instance No. 1.1 1.2 1.3 1.4 1.5 X ϑ _n γ _p ψ _sq ϑ _sq γ _sq Reset_X RESET RESET RESET RESET RESET X _mid ϑ _pos γ _pos ψ _quarter ϑ _quarter γ _quarter

The positional reserve angle determination unit (BOPRU) 2 serves to determine the current roll and pitch values from the instantaneous readings of standard aircraft sensors - “positional angles” (when determining them, the integration of angular velocities does not occur).

In the block, the values of the roll and pitch angles are calculated based on the application of Euler formulas using data from the on-board sensors. The required frequency calculation algorithm (at least) f _calc ≥16. The lack of integration when calculating the values of angles in the BOPRU allows you to get rid of the departure of the calculated values over time.

The input data used by the BOPRU is shown in table 9.

Table 9
BOPRU input Designation Units rev. Content [n _hf , n _uf , n _zf ] - filtered overload values in the associated X, Y, Z axes, respectively α _p hail angle of attack β _p hail slip angle value [ω _hf , ω _UV ] deg / s filtered angular velocities in the associated X and Y axes, respectively v _in m / s airspeed value N _B m barometric altitude value

The output of the BOPRU is the position angle and pitch angles (see table 10).

Table 10
BOPRU output Designation Units rev. Content ϑ _n hail value of the reserve positional pitch angle γ _p hail value of reserve position angle

Block filtering and preparatory processing of input data (BFVVH)

The input data used by BFVVH are given in table 11.

Table 11
Input data BVZZ Designation Units rev. Content [n _hf , n _uf , n _zf ] - filtered overload values in the associated X, Y, Z axes, respectively α _p hail angle of attack β _p hail slip angle value [ω _x , ω _y ] deg / s filtered corrected values of angular velocities in the associated axes X and Y, respectively v _in m / s airspeed value n _B m barometric altitude value

The output of BFVC are shown in table 12.

Table 12
BFPVC output Designation Units rev. Content [n _x , n _y , n _z ] - overload values in the associated axes X, Y, Z, respectively cos_α _ist - cosine value of true angle of attack sin_α _ist - sine value of true angle of attack β hail slip angle value dβ_dt deg / s value of the time derivative of the slip angle [ω _x , ω _y ] deg / s values of angular velocities in the associated axes X and Y (respectively) v _east m / s true airspeed dH_dt m / s vertical speed value

BFVV represents a composition of elementary typical links and trigonometric functions (see figure 3).

Block for calculating the functions of the trajectory angle (BVFTU)

The input data used by the BVFTU are shown in table 13.

Table 13
Input data BVFTU Designation Units rev. Content V _East m / s true airspeed dH_dt m / s vertical speed value

The output of the BVFTU is shown in table 14.

Table 14
BVFTU output Designation Units rev. Content dΘ_dt hail / sec value of the trajectory angle cos_Θ - cosine value of the angle of inclination of the trajectory sin_Θ - the value of the sine of the angle of inclination of the path

The algorithm implemented in BVFTU, shown in figure 4.

The input data used by the BVRU are shown in table 15.

Table 15
BVRU input Designation Units rev. Content [n _x , n _y , n _z ] - overload values in the associated axes X, Y, Z, respectively cos_α _ist - cosine value of true angle of attack sin_α _ist - sine value of true angle of attack β hail slip angle value dβ_dt deg / s value of the time derivative of the slip angle [ω _hf , ω _UV ] deg / s values of angular velocities in the associated axes X and Y (respectively) V _East m / s true airspeed dΘ_dt hail / sec value of the trajectory angle cos_Θ - cosine value of the angle of inclination of the trajectory Sin_Θ - the value of the sine of the angle of inclination of the path

The output of the BVRA is shown in table 16.

Table 16
BVRU Output Designation Units rev. Content ϑ _n hail value of the reserve positional pitch angle γ _p hail value of reserve position angle

The structure of the unit for calculating the reserve angles (BVRU) is presented in figure 5. Each of the blocks AD (see figure 5) implements individual functions:

A) The calculation unit γ _p1 _ _pre :

B) The calculation unit γ _p2 _ _predv :

C) The selection block γ _p _ _pre :

D) Block calculation ϑ _p :

D) Block selection γ _p :

The block of quaternionic integration of angular velocities (BIUS) is used to calculate the angular coordinates of the aircraft using the adjusted angular velocities of the DOS KSU using quaternions — the calculation of “quaternion angles”.

BIUS integrates the corrected values of the angular velocities ω _x , ω _y , ω _z received at its input.

Upon receipt of the RESET signal, the algorithm implemented in the block binds the calculated angles to a new value: as the new initial conditions for integrating the angular coordinates, it starts using the value U _well = ψ _well , ϑ _well , γ _well .

The input data used by the CIUS is shown in table 17.

Table 17
BIUS input Designation Units rev. Content [ω _x , ω _y , ω _z ] hail / sec corrected angular velocity values [ψ _well , ϑ _well , γ _well ] hail initial conditions for the integration of angular coordinates RESET - team to introduce new N.U. (0 - do not start new N.U. / 1 - accept new N.U. reset)

The output of the CIUS is shown in table 18.

Table 18
BIUS output Designation Units rev. Content [ψ _q , ϑ _q , γ _q ] hail values of calculated angular coordinates

The structure of the algorithm implemented in the CIUS is shown in Fig.6.

The block for determining the shift of the zeros of the DCS KSU - the shift of the zeros of angular velocities (BOSNUS) is used to determine the distortion values of the type “zero shift” - the value of the signal generated by the sensor at a zero value of the measured value — in the characteristics of the DCS of the KSU. Distortion of a zero shift introduces a constant noise into the measured quantity.

In the presence of distortions of the form, a zero shift in the signals of the angular velocities of the DCS of the KSU as a result of the integration of the signals in the CIU will cause a discrepancy between the true and calculated angles in proportion to time.

BOSNUS organizes a comparison of the values of the angular coordinates calculated using the CIPS from the DSC of the control system of one reserve with the reference value of the angular coordinates (issued by the controller) and when the deviations of the angles increase to a given threshold value in the corresponding coordinate to ψ _prg / ϑ _prg / γ _prg calculates corrections - estimates of the shift of zeros ω _х0 , ω _у0 , ω _z0 - for the correction of angular velocities from the DCS of the KSU and to reduce the speed of divergence of angular coordinates.

The calculation of the estimates of the shift of the zeros ω _x0 , ω _y0 , ω _z0 is iterative. At the initial iterations, with one sign of the zero-shift estimate and the additive to it, the additive to the estimates is calculated with a unit tuning factor: k _n = 1, when changing the sign of the additive to exclude self-oscillations, the additive is calculated with a coefficient k _n = 0.7. The magnitude of the estimates at each iteration is ω _x0 [n + 1] = ωx ₀ [n] + k _n · Δω _x0 [n + 1] (similarly for y and z).

The calculated evaluation value is checked for belonging to the region of permissible values of the zero shift (based on the characteristics of the DCS of the KSU). If at some iteration the estimate is beyond the allowable limits, then the additive of the estimate calculated at this iteration is canceled. The calculated values of estimates at the current step are stored in memory (the scope of the entire SFRI) for use in other blocks.

The input data used by BOSNUS are given in table 19.

Table 19
Input data BOSNUS Designation Units rev. Content BOSNUS_VKL - block execution command [ψ _et , ϑ _et , γ _et ] hail initial conditions for the integration of angular coordinates [ψ _q , ϑ _q , γ _q ] hail initial conditions for the integration of angular coordinates t _A sec time (in the CARU algorithm) RESET - command to enter N.U. for BIUS

The output of BOSNUS is shown in table 20.

Table 20
BIUS output Designation Units rev. WELL. Content [ω _x0 , ω _y0 , ω _z0 ] hail / sec [0, 0, 0] the value of the estimate of the shift of the zeros of the CRS KSU-130 of one reserve RESET_TREB - 0 request for introduction N.U. for CIUS (0 - no / 1 - N.U. is required to be entered)

During operation, BOSNUS stores a number of parameters, see table 21.

Table 21
Parameters BOSNUS Designation Units rev. WELL. Content t ₀ - 0 N.U. entry time for BIUS [ψ _prg , ϑ _prg , γ _prg ] hail [1, 1, 1] angle difference threshold for calculating a zero shift estimate k _n - one tuning factor

In the block description, constants are used, the values of which are given in table 22.

Table 22
Constants BOSNUS Designation Units rev. Value Content Limω ₀ hail / sec [1.2, 0.37, 0.37] absolute value of the boundary of the zone of reliability of the estimate of the zero shift Grad 1 / deg 0.0175 conversion factor from degrees to radians

The structure of the algorithm implemented in BOSNUS is shown in Fig.7.

The block of correction of angular velocities (BKUS) implements a simple algorithm for correcting the values of angular velocities from DUS:

The unit for determining the shift of the zeros of positional reserve angles (BOSNPU) is used to calculate the total distortion of the form "zero shift" introduced into the calculated values of the positional angles by the sensors of the initial information for subsequent correction.

The algorithm implemented in BOSNPU is shown in Fig. 8. The algorithm consists of two identical structural schemes, which make it possible to compensate for the deviation of positional angles from the SINS angles accepted as reference ones in this block — to tighten the angles. The value accumulated on the integrals is an estimate of the zero shift of the position angles. The calculated values of estimates at the current step are stored in memory (the scope of the entire SFRI) for use in other blocks. The condition for the execution of the algorithm is the receipt of the signal "BOSNPU_VKL" from the block manager. Upon receipt of a signal to unblock the coupler of positional angles "SPU_OFFL" at BOSNPU, the integrator inputs open ("0" is applied to the integrator).

The input data used by BOSNPU are given in table 23.

Table 23
Input data BOSNPU Designation Units rev. Content ϑ _p , γ _p hail position angle values calculated by BOPRU ϑ _Bins , γ _Bins hail reference angles - BINS angles BOSNPU_VKL - block execution command SPU_OFF - signal for canceling positional angle screed

The output of BOSNPU are shown in table 24.

Table 24
BOSNPU output Designation Units rev. Content ϑ ₀ , γ ₀ hail values of estimates of the shift of zeros of positional angles

The correction block for positional reserve angles (BKPU) implements a simple algorithm for correcting positional reserve angles:

The block of the coupler of reserve angles (BSU) serves to compensate for the errors of the quaternion angles caused by low accuracy when setting N.U. in the BIUS block. The algorithm implemented in this block is shown in FIG. 10. The algorithm consists of two identical structural schemes that make it possible to compensate for the deviation of the quaternion angles from the corrected average positional angles accepted as reference ones in this block — to tighten the angles. When the signal for canceling the quaternion angle screed “SKVU_OTKL” is received in the BSU, the integrator inputs open (“0” is applied to the integrator).

The input data used by the BSU are shown in table 25.

Table 25
BSU input Designation Units rev. Content [ψ _q , ϑ _q , γ _q ] hail values of calculated angular coordinates - quaternion angles ϑ _pos , γ _pos hail reference angles - adjusted average positional angles SLEEP_OFF - quaternion angle screed cancel signal

The output of the BSU are shown in table 26.

Table 26
BSU output Designation Units rev. Content [ψ _p , ϑ _p , γ _p ] hail reserve angle values

The block dispatcher (DB) is used to control the calculation of the reserve angles of the KSU depending on the state of the onboard equipment and flight conditions. The DB considers four possible current flight conditions, depending on which it includes one or another block of the SFRI:

1) the aircraft is stationary on the ground: the shifts of the zeros of angular velocities are calculated - the DB includes the BOSNUS block. Quaternion angles are given as reserve angles;

2) the aircraft moves on the ground: DB controlled blocks are disabled, quaternion ones are given as reserve angles;

3) the aircraft performs a quasi-horizontal flight (angular velocities are small, roll and pitch are small): the zeros of the position angles are determined (BOSNPU), the quaternion angles are tightened to the position angles (BSU). As reserve angles, positional ones are issued;

4) the aircraft maneuvers: quaternion ones are given as reserve angles.

At the boundary of states 3 and 4, new N.U. for BIUS: if the SINS is working, then the angles from the SINS are started, otherwise positional angles are started.

The input data used by the DB is given in table 27.

The output of the DB is shown in table 28.

Table 28
DB output Designation Units rev. WELL. Content RESET - 0 [ψ _NU , ϑ _NU , γ _well ] hail [5, 0, 0] WELL. angle values of pitch, pitch and roll for CIUS [ψ _et , ϑ _et , γ _et ] hail [5, 0, 0] reference values of course angles, pitch and roll for BOSNUS SLEEP_OFF - 0 quaternion angle screed cancel signal BOSNPU_VKL - 0 command execution block BOSNPU SPU_OFF - 0 signal for canceling positional angle screed BOSNUS_VKL - 0 command to execute the BOSNUS block

During operation, the DB stores a number of parameters (see table 29).

Table 29
DB Parameters Designation Units rev. WELL. Content Nib - 0 BINS health flag in the previous step ZN_PR - 0 “Earth Fixed” flag in the previous step EOM - one maneuver flag in the previous step

The DB algorithm is shown in FIG. 11.

The invention can be used in aeronautical engineering when constructing aircraft with a system for generating backup information about the spatial position for issuing it to aircraft systems and for indicating to the pilot in the event of a sudden failure of the main sources.

Claims (1)

Aircraft with an integrated control system, containing the fuselage, wing, empennage, landing gear, propulsion system, flight and navigation system, integrated electronic display system, integrated emergency exit system, objective control system, integrated control system, general aircraft equipment, helmet-mounted target designation system, voice information and control system, information input system, control panels, on-board communication complex, on-board maintenance panels, as well as control an integrated complex, including an on-board digital computer system, an information exchange system from multiplex and radial channels, as well as systems and / or interface units with all functional complexes and aircraft systems, in which an on-board digital computer system is connected via appropriate systems and / or interface units multiplexed channels with a comprehensive electronic display system, control panels, flight-navigation complex, a comprehensive electronic display system and, an objective control system, an integrated control system, an armament complex and a system of general aircraft equipment, characterized in that it further comprises a backup information generation system for the spatial position of the aircraft, consisting of blocks for calculating the average value of the input parameter, respectively, of the reserve position pitch, reserve position angle and quaternion values of course, pitch and roll, positional reserve angle determination unit, correction unit positional reserve angles, block for determining the shift of the zeros of positional reserve angles, block for tightening the reserve angles, block for quaternion integration of angular velocities, block for correcting angular velocities, block for determining the shift of zeros for angular velocities, control unit, while the block for tightening the reserve angles with an output and two inputs is connected respectively, with the first input and the first and second outputs of the Controller block and the corresponding inputs with the outputs of the blocks for calculating the average value of the input parameter, which are the first inputs are connected with the third output of the Dispatcher block, and the second inputs with the corresponding outputs of the positional reserve angle correction blocks and the quaternion integration unit of angular velocities, the positional reserve angle correction block with the first input is connected to the output of the positional reserve angle shift zero detection unit, and the second input is connected to the output unit for determining positional reserve angles connected to the first input of block for determining the shift of the zeros of positional reserve angles, which is connected to the fourth by second and third inputs The third and fifth outputs of the Dispatcher block, the quaternionic integration of angular velocities by the first and second inputs are connected respectively to the third and sixth outputs of the Dispatcher block, and the third input is connected to the first output of the angular velocity correction block connected to the input of the positional reserve angle determination unit, the second the output of the block of the correction of angular velocities is connected to the second input of the block-Dispatcher, and its input is connected to the first output of the block for determining the shift of the zeros of angular velocities, which is the second output and the first and orym inputs coupled respectively to the third input, the seventh and eighth outputs Manager-block, and the third input coupled to the output of the quaternion integrating the angular velocity, fourth input-Manager unit connected to the outputs of blocks calculating average values standby position angles of pitch and roll.

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