RU2436047C1 - Processing method of aircraft movement information - Google Patents

Abstract

FIELD: instrument making. ^ SUBSTANCE: processing method of aircraft movement information involves operations related to received information on the main navigation parameters from inertial navigation system. At that, satellite navigation system, at least one three-axis accelerometre, one three-axis angular speed sensor and at least one magnetometre is used. Complexing of SNS data is performed so that there is the possibility of correcting parameters of navigation and errors accumulated at operation of inertial navigation systems. At that, there marked is the chosen aircraft movement trajectory with its possible location points which are arranged relative to each other in space at the distance equal to the pre-set value. Real aircraft position coordinates are determined by using the data from INS and SNS at discrete time points the values of which depend on dynamics and direction of aircraft angular speeds. ^ EFFECT: increasing informativity. ^ 6 cl, 3 dwg

Description

The invention relates to the field of instrumentation and may find application in strapdown inertial navigation systems integrated with a satellite navigation system.

There is a method of determining the coordinates of an aircraft (LA), including the operation of measuring the ranges of an aircraft to a group of ground beacons located in its line of sight using a positional navigation sensor, while the obtained results of range measurements are integrated in the on-board computer with the measurement results of the onboard three-coordinate linear sensors overloads of DLU, three-coordinate sensors of angular velocities of the TLS and the vertical line measuring angles of roll, pitch and yaw, and evaluate coordinates and speeds of the aircraft for the current time in the moving time interval [t ₀ , t], where t ₀ is the initial measurement time; t = t ₀ + T is the current moment of real time; T is the length of the moving measurement observation time interval, for time t ₀ , the three velocity projections on the axis of the associated coordinate system and the three coordinates of the aircraft are estimated from the measurements of the positioning navigation sensor, DLD, CRS and the vertical axis by iteratively solving the system of algebraic equations for increments of estimates relative to them a priori values, and then, from measurements of overloads, angular velocities and roll angles, pitch and yaw, the coordinates of the aircraft are estimated for time t by solving differential equations describing changes in the three projections of the speed and three coordinates of the aircraft on a moving time interval [t ₀ , t], with initial conditions equal to the estimates of the coordinates and speeds of the aircraft for time t ₀ , the estimate of the coordinates of the aircraft is repeated at each discrete time point of observation, differs from the previous one by an amount determined speed onboard computer (see. №2264598 RF patent, cl. GOIC _^23/00, 2006).

Closest to the proposed one is a method for determining the navigation parameters of a strapdown inertial navigation system based on the use of signals from the block of accelerometers and gyroscopic angular velocity sensors by calculating the matrix of guiding cosines between the connected and navigation coordinate systems, compensating for the errors of the accelerometers by taking into account the rotation of the connected system, and recalculating the readings of the accelerometers from the coordinates associated with the navigation system and their integration for p calculating the current speeds and increments of coordinates, while carrying out different modes of movement of the carrier on which the strapdown inertial navigation system is installed, these modes are strong maneuver, weak maneuvering and cruising movement without maneuvering, while the parameters of the carrier movement are measured, these parameters are roll, derivative heading and acceleration of the carrier in the horizon, then these parameters are used to calculate the gain of systems that implement individual laws control of parallel-calculated matrices of directional cosines between the connected and navigation coordinate systems according to the same readings of accelerometers and angular velocity sensors, for each calculated matrix of directional cosines determine their own navigation parameters having different frequency errors, and calculation errors for each of the matrices also have different frequency spectrum depending on the modes of movement of the carrier, navigation parameters for each calculated matrix of guiding braids whiskers supplied to the inputs of master filter, forming the optimal combination navigation solution depending on the frequency range of the error, and the parameters of movement of the carrier (cm. RF patent No. 2348903, cl. GOIC _^21/10, 2009).

The known methods are intended to perform the tasks of stabilizing the position of an aircraft in space, but they do not solve the problem of restoring the trajectory during the flight and determining the trajectory after the flight, which is very important for radar purposes, when it is necessary to know the exact position of the aircraft in space at any time.

The technical result, the achievement of which this invention is directed, is to increase the efficiency of the information processing method by ensuring the determination and restoration of the aircraft trajectory.

The specified technical result is achieved due to the fact that the method of processing information about the movement of the aircraft (LA) is characterized in that it includes obtaining information about the navigation parameters from an inertial navigation system (ANN), consisting of at least information operating in the registration mode at least one triaxial accelerometer, at least one triaxial angular velocity sensor and at least one magnetometer, and satellite navigation system (SNA), coding of data from satellite and inertial navigation systems with the ability to adjust navigation parameters and errors that accumulate during the operation of the ANN, determine the Earth's gravity vector from the ANN and SNA and use the result to take into account the calculated aircraft orientation angles when zeroing the readings, calculate the position of the moving aircraft based on data received from the SNA receiver, data on the direction of the magnetic field vector and data on the values of the angular velocity of the aircraft, the selected trajectory of the aircraft moving with the points of its possible location, located relative to each other in space at a distance equal to a predetermined value, the real coordinates of the aircraft using data from the ANN and SNA are determined in time samples, the values of which depend on the dynamics and direction of the angular velocity of the aircraft its movement, taking into account the previously obtained estimates of the coordinates of the positions of the aircraft by interpolation, to determine the distance of movement of the aircraft in each time discrete predictive values the time and the moment of reaching the point of the predicted end of the aircraft’s movement, and in each time discrete, the calculated position of the aircraft is corrected taking into account the discrepancy estimate and the module and the direction of the magnetic field recorded by at least one magnetometer, and the discrepancy is calculated as the difference between the calculated flight path based on data from the SNA receiver and the selected aircraft trajectory.

In addition, the operation of the SNA receiver in time is synchronized with coordinated universal time, and, in addition, the data received from the SNA receiver is transmitted in the form of at least one information stream with the possibility of geographical registration of the location of the aircraft.

In addition, when moving the aircraft between points of its possible location, located relative to each other in space at a distance equal to a predetermined value, information is transmitted to the target load, for example, information about the location of the radar.

Information from at least one triaxial accelerometer and at least one triaxial angular velocity sensor obtained at the time of initial ANN calibration is used to eliminate biases in their readings.

At least one information stream coming from the SNA receiver is injected into the information-logical network to process information about the movement of the aircraft using at least one pre-established data exchange protocol.

The essence of the present invention is illustrated in figures 1, 2 and 3, where figure 1 shows a block diagram of a navigation support unit (BNO), figure 2 shows the algorithm for the operation of BNO, and figure 3 shows the trajectory of the aircraft with the target load , while the trajectory is close to a straight line, but has deviations in one direction or another.

In Fig. 1, the following notation is adopted: 1 - node of the angular velocity sensors, 2 - node of the accelerometers, 3 - module of the satellite navigation system, 4 - module of navigation support, 5 - at least one three-axis magnetometer, 6 - inputs of the module of navigation support, 7, 8, 9 - the first, second and third information inputs of the navigation support module, 10 - the first inputs of the navigation support module, 11 - the second inputs of the navigation support module, 12 - BNO.

Thus, the block 12 navigation support (BNO) includes a node 1 of the angular velocity sensors, node 2 of the accelerometers, module 3 SNA module 4 navigation support.

One of the inputs 6 of the navigation support module 4 is the inputs of the navigation support unit and is configured to connect to the outputs of at least one three-axis magnetometer 5, the measuring axes of which are oriented orthogonally in space.

The angular velocity sensors and accelerometers of the corresponding nodes 1 and 2 are spatially oriented along the orthogonal axes, while the first 7, second 8, and third 9 information inputs of the navigation support module 4 are connected to the corresponding outputs of, respectively, the node 1 of the angular velocity sensors, node 2 of the accelerometers and module 3 of the satellite navigation system, the first outputs of the navigation support module 4 are the first outputs of the navigation support unit and are configured to transmit information regarding changes in the position of the aircraft, the second outputs of the module 4 navigation support are the second outputs of the block navigation support and are configured to transmit data about the spatial position of the aircraft.

In nodes 1 and 2, respectively, of the angular velocity sensors and accelerometers located on board the aircraft (LA), “rough” sensitive elements were used, i.e. elements with low accuracy due to the drift of gyroscopes (included in angular velocity sensors and accelerometers).

Navigation support module 4 is equipped with an input signal filtering unit, an accelerometer basic readings node, an aircraft orientation angle calculation unit, an aircraft flight path interpolation unit, an aircraft location coordinate position calculation unit, a time interval determining characterizing aircraft movement, an information generation unit about the spatial position of the aircraft, as well as the data compression unit (not shown in FIG. 1).

In figure 2, the following notation:

13 - information coming from the sensors of the node 1 of the angular velocity sensors;

14 - information from the accelerometers of node 2;

15 is information coming from at least one triaxial magnetometer 5;

16 - information received from the receiver of module 3 of the SNA;

17, 18, 19 - filtering navigation information signals;

20 - execution of the SINS algorithm;

21 - setting the lead time;

22 - definition of residuals;

23 - calculation of the orientation angles of the aircraft;

24 - calculation of the coordinates of the position of the aircraft;

25 - calculation of the velocity vector of the aircraft;

26 - determination of the time interval characterizing the movement of the aircraft.

In figure 3, the following notation:

27 is the clock cycle of the system executing the algorithm;

28 - the period of time for which the interval "n-meters" at the first specified speed;

29 - the period of time for which the interval of "n-meters" at the second specified speed;

30 - step-by-step clarification of the moment of achievement, taking into account the distance from the current flight point by "n meters";

31 - the operating time of the issuance of the control action;

32 - the moment of giving the command to start the target load.

The input signal filtering unit (not shown in FIG. 1) is configured to process signals received from accelerometers and angular velocity sensors with a Kalman filter or to process signals received from at least one three-axis magnetometer 5 with an averaging filter operating in the signal delay mode for 10 ms or with the possibility of processing signals received from module 3 of the satellite navigation system with a Kalman filter.

The interpolation unit of the flight path of the aircraft (not shown in FIG. 1) is configured to take into account data on the angular velocities and magnetic course of the aircraft and information received from the module of the satellite navigation system.

The accelerometers of the respective nodes 2 are configured to operate in different ranges of recorded accelerations.

The node for generating information about the spatial position of the aircraft (not shown in FIG. 1) is configured to connect to at least one communication channel for transmitting data in batch mode according to a predetermined information exchange protocol.

The data compression unit (not shown in FIG. 1) is configured to connect to at least one communication channel for transmitting information for subsequent processing.

The filtering input signals (not shown in Fig. 1) eliminates systematic errors of the sensors, "converts" information from pairs of sensors and filters the received data. To eliminate the displacements of the sensors, the data obtained at the time of the initial calibration of the system are used; to eliminate the inaccuracy in the geometry of the block housing and the errors in the installation of sensors, the data obtained during the production calibration of the BNO during its manufacture are used. “Reduction” of information from identical sensors is carried out by simple summation (taking into account the systematic errors of each sensor). "Reduction" of information from heterogeneous sensors is carried out by weighted summation, and the weights vary from the measured physical quantity. Filters with a small group delay value are used to filter the information obtained after the information. The characteristics of the filters for the channel of angular velocities and the channel of accelerations are different.

The node for determining the basic readings of accelerometers (not shown in FIG. 1) operates based on the statistics of sensor errors.

In this case, the vector of gravity (direction to the center of the earth) is mathematically determined in the node. When calculating this vector, the error of the installation of BNO on board the aircraft and changes in the angles of deviation of the aircraft from the vertical along the roll and pitch during flight are written off.

Using the values of the absolute value of the magnetic field vector and its direction (including changes in direction) allow you to enter additional filtering and increase the accuracy of the calculation of the orientation angles of the aircraft.

The accuracy of the sensor readings is such that this value of the acceleration of gravity from start to start varies in the range of 9.56 ÷ 10.05 m / s ² .

The node for calculating the orientation angles of the aircraft (not shown in FIG. 1) from the value of the angular velocities and the direction of the magnetic field vector gives the values of the orientation angles of the aircraft.

The node determines the orientation of the object in space. To increase the accuracy and reduce the influence of noise of low-current micromechanical sensors, a magnetic field direction value is used, which has a relatively low resolution, but does not have noise components in the signal.

Based on the input parameters of the calculated aircraft orientation angles and the calculated vector of gravity, zero readings of the accelerometers (linear acceleration sensors) are determined when the orientation of the object in space changes (the direction of the vector of gravity relative to the control object is determined). Here, the values of the projection of the vector of attraction of the earth to our object are determined depending on the orientation of the object relative to the direction of attraction.

Node interpolation of the flight path of the aircraft (not shown in figure 1) operates as follows.

Based on the data from the SNA receiver, the direction of the magnetic field vector and angular velocities, the calculation of the position of the object in the XYZ coordinate system is determined. The calculations are carried out using post-processing algorithms, which leads to the determination of coordinates with significantly high accuracy, with the condition of obtaining a value with the frequency of the program algorithm with a fixed time delay (due to the processing of information from the SNA receiver).

The node for calculating the coordinates of the position of the aircraft (not shown in FIG. 1) is designed to calculate the coordinates, the rate of change of coordinates and the course of the aircraft from the values of the readings of the angular velocity sensors, accelerometers and taking into account the discrepancies in determining the coordinates of the aircraft. It is the main node of the residual of module 4 of the navigation support 4, calculates the position and orientation of the object in space. The use of “rough” SEs (drift of gyroscopes of 0.1 ... 1 deg / s) does not allow the coordinates of the aircraft to be calculated with the required accuracy for a period of more than 3 ÷ 3.5 seconds.

To ensure the necessary accuracy of the operation of this unit, at each step of its operation, calculations are corrected based on the residuals and the direction and absolute value of the magnetic field vector. The time delay of determining the residuals is determined by the delay in determining the coordinates according to information from the SNA. Therefore, on the one hand, a possible additional error in the last seconds is not taken into account, on the other hand, a highly accurate determination of the deviation of the calculation results from the real coordinates of the object.

This value is determined based on the accuracy of the autonomous determination of coordinates, the final accuracy is determined by the quality of the determination of the residual.

The discrepancy is calculated based on the discrepancy between the calculated trajectories calculated on the basis of the data of the SNA receiver and the aircraft trajectory.

The node determining the trajectory of the aircraft (not shown in FIG. 1) is responsible for determining the coordinates of the position of the aircraft at a given point in time, transmitted to the node determining the time interval. The node interpolates the trajectory of the aircraft along several known nodal points of the aircraft position at known times before the given moment of delivery of the "delta" pulse and at least one known point at the corresponding time after the specified time. Next, on this interpolated trajectory, the point at which the aircraft was located at the time of the delivery of the "delta" pulse is determined.

The need for a node to determine the time interval characterizing the movement of the aircraft (not shown in FIG. 1) is dictated by the alleged high speeds of the aircraft, which in the case of the formation of a sign of passing ahead a predetermined distance of n meters (hereinafter “delta” pulse) in each working path an algorithm would require unreasonably high speeds of its operation. Instead, in the system under consideration, on the basis of knowledge of the current value and the dynamics of the aircraft’s speed change, the time moment of the next “delta” pulse output is calculated, and if this time is outside the next cycle of the algorithm, the “delta” pulse is not issued, but if it turns out that at the beginning of the next cycle of the algorithm work, the aircraft has already overcome a predetermined distance in advance, a "delta" pulse is issued immediately. In all other cases, the time interval dT is calculated, after which from the beginning of the next cycle of the algorithm operation the aircraft should be at a distance of n meters from the point at which the previous "delta" pulse was issued. The node is programmed to issue a "delta" pulse at this point in time. The moment of delivery of the "delta" pulse is remembered. In the next cycle of operation of the algorithm after issuing the "delta" pulse, based on data on the actual coordinates of the aircraft at the start of this cycle, the real offsets of the aircraft along the X, Y, Z axes relative to the starting point of the algorithm’s operation are determined, and they are transmitted to the information generation unit about spatial position of the aircraft. This eliminates the accumulation of errors associated with the possibility of inaccurate determination of the time of passage of the aircraft ahead of a predetermined distance of n meters.

The input node of the formation of information about the spatial position of the aircraft (not shown in figure 1):

- components of accelerations reduced to the axes of the navigation support module from accelerometers, taking into account scale offsets, from the “raw data” compression unit;

- components of accelerations of accelerometers reduced to the axes of the navigation support module, taking into account displacements and scales, from the data compression unit;

- data from the SNA;

- data on the location of the aircraft in XYZ coordinates;

- data on the offset relative to the previous "delta";

- sign of delta issuance;

- timestamps.

In accordance with the established protocol of exchange with the interacting system, the node generates and sends data packets to the communication channel. Each packet has a time stamp, which allows subsequent temporal reference of the transmitted information.

In order to reduce the total amount of information transmitted, data from the angular velocity and acceleration sensors are processed in the block of the data compression unit by the differential method (i.e., it is not the physical quantity that is transmitted, but its increment).

The data compression unit (not shown in FIG. 1) reduces the amount of data from the angular velocity and acceleration sensors transmitted to the interacting system for recording with subsequent post-processing. The node performs differential encoding of the data obtained from the sensors after filtering by calculating the difference (increment) between the current and previous value of the measured physical quantity. The range of variation of the calculated increments is less than the range of variation of the physical quantity itself, which allows information to be transmitted with fewer binary bits. To eliminate the accumulation of errors, as well as increase the noise immunity, the measured value itself is periodically transmitted to the output information stream.

It should be noted that the SINS algorithm consists mainly of a navigation algorithm. The algorithm is focused on the calculation and application of Euler angles, as well as Krylov-Euler angles. The navigation algorithm is based on determining the projection of the speed of the aircraft relative to the Earth. In this case, using these algorithms, pre-processing of the sensor signals, integration in the Rodrigue-Hamilton parameters, conversion of quaternions into aircraft orientation angles, and also calculation of the navigation coordinates of the aircraft are carried out.

The method is implemented using BNO, illustrated in figure 1. Consider the principle of its functioning. Figure 1 shows two nodes of the angular velocity sensors of the same measuring range. Their measuring axes are arranged orthogonally.

Also shown are two nodes 2 of the accelerometers, and the accelerometers of each node 2 have their own measurement range.

A large range provides coverage of all the possibilities of possible effects on the aircraft, a smaller range allows to obtain an increase in the accuracy of measuring linear accelerations in the most popular range. The measuring axes are arranged orthogonally.

Magnetometer 5 - three-axis magnetometer. Its measuring axes are arranged orthogonally.

Module 3 of the SNA is a module with a satellite coordinate receiver, which provides the determination of the coordinates and rate of change of coordinates of the aircraft.

Information processing and calculation of the necessary parameters occur in module 4 of the navigation support.

From the moment of power supply, the values of the zero signals of the angular velocity sensors and linear accelerations are determined. The laws of behavior of the noise components of the sensor signals in the current run are calculated.

At each start-up, the values of zero signals and noise components of the sensor signals can vary significantly within the limits specified in the documents. After the power supply, the deviation and noise values are practically unchanged for the entire duration of the continuous operation of the sensors. The determination of the values of these parameters is necessary each time the sensors are turned on.

The signals of the angular velocity sensors (DOS), linear accelerations, magnetometer 5 and receiver module 3 of the SNA are pre-filtered.

For TLS and accelerometers, a Kalman filter is used. The input frequency of information from the sensors is 819.2 Hz. The output is 409.6 Hz. The delay period of the output signal is 10 ms.

For magnetometer 5, an averaging filter with a delay period of 10 ms is used.

The readings of the receiver module 3 of the SNA are processed by the Kalman filter. The refresh rate of the input information is 1 Hz. The delay in determining the coordinates is 3 s. Based on the obtained coordinates of the object, the interpolation restoration of the trajectory in steps of 409.6 Hz is carried out.

For TLS and accelerometers, decimation filtering is used. The input frequency of information from the sensors is the highest possible, the output corresponds to the frequency of the program algorithm.

The use of dual DLS of the corresponding nodes on the axis and pairs of differential accelerometers makes it possible to significantly (1.4 times) increase the accuracy of determining angular velocities and double - by measuring linear overloads in the most necessary measuring range.

For magnetometer 5, decimation filtering and a Kalman filter are used. The total delay period of the output signal does not exceed the processing delay of the signals of micromechanical sensors. The output signals of the magnetometer 5 - the absolute value of the magnetic field vector and the direction of the vector in three-dimensional space relative to the axes of the aircraft.

The readings of the receiver module 3 of the SNA are initially processed by the Kalman filter. The update frequency of the input information is 1 Hz based on the obtained coordinates of the object, on which the interpolation restoration of the trajectory is carried out with a step equal to the discreteness of the calculation of the program algorithm. The total delay of the received navigation data is at least three clock cycles update satellite coordinates.

Based on the continuously received satellite data, a high-precision reference of the obtained coordinates in time is carried out.

The data obtained make it possible to obtain readings of all sensors with a sufficiently high quality and with high quality and relatively small delay — the coordinates of the center of mass of the aircraft.

A feature of the BNO structure is the use of the same type of micromechanical sensors with different measurement ranges. Thus, the totality of the information obtained allows you to work with greater accuracy in the selected modes when measuring the entire range of parameters. The redundancy of information is intended to increase the controllability and reliability of the information received.

To correct the received signals, processed and filtered data from the satellite navigation system of module 3 and magnetometer 5 are used.

Physically, the BNO is a parallelepiped, inside of which there is a processor board, a power source, a set of sensitive elements (gyroscopes and accelerometers), a satellite navigation system board. The unit provides for the connection of: interacting equipment in the form of an object control system, a subunit of the magnetometer 5, antenna of the SNA module 3.

BNO gives the coordinates and orientation angles of the aircraft when moving the center of mass a = ± 10%. The determination of the trajectory of movement is based on calculating the path from the readings of low-current micromechanical inertial sensors of angular velocities and linear accelerations (algorithms of the integrated strapdown inertial navigation system (SINS) are implemented).

In parallel with the operation of the SINS algorithm, the flight path of the aircraft is calculated based on the SNA data, which is constructed using interpolation algorithms for the SNA receiver module 3 readings.

BNO provides the tasks of determining the coordinates with the following changes in flight and navigation parameters:

- geographical coordinates: latitude ± 90 °, longitude ± 180 °, including over mountain ranges and water surfaces;

- range of traveling speeds: from 100 km / h to 500 km / h;

- flight height: from 300 m to 2000 m;

- course from 0 ° to 360 °;

- roll: ± 10 °;

- pitch ± 10 °;

- angular velocities along all three axes within 30 ° / sec;

- linear longitudinal and transverse overloads ± 0.7 units.

Consider the implementation of this method on a specific example of the movement of the radar, which is the target load (figure 3).

Radar operation is carried out on an aircraft while flying along a path close to a straight line, but having deviations. An example of a path is shown in FIG. Deviations are due to the heterogeneity of the air mass, air flows, deviation of the steering surfaces of the aircraft (LA), etc.

At time 32 “START”, the work of the target load, the radar, begins.

As soon as the “START” command arrives at the input of the block, it starts the execution of the algorithm for calculating the displacement in the space of the center of mass of the aircraft from the start point to the point spaced from the start by a distance equal to n meters (see figure 3, pos. 29-30 )

Reaching the point at which the assessment of the position of the aircraft is located at a distance of n meters from the previous point at which the command was issued to operate the locator occurs at a point in time that very rarely coincides with the end of the cycle of the algorithm for calculating displacement. The error in determining the distance that arises in the case of reference to time samples turns out to be unacceptably large for the problem being solved (antenna aperture synthesis) or the required frequency of the algorithm is too high (which entails unjustified complication of the equipment) (see Fig. 3, item 29 -31).

To clarify the result obtained at each step of the algorithm’s operation, based on the estimation of the aircraft’s speed vector, the time to reach the removal of n meters is estimated, at the calculated time, the hardware timer (operating several orders of magnitude faster than the clock cycles of the algorithms) initiates the issuance of a control command to the radar, the real coordinates the moment (more precisely, their estimate) is calculated by the algorithm at the next clock cycle using the previous estimates of the coordinates of the aircraft position and the current position estimate by interpolation. The result of the program is not only a command to reach the desired point, but also a point in time, and an estimate of the coordinates of the aircraft at the moment when a distance of n meters was reached (see figure 3)

Depending on the speed and trajectory of the aircraft, the determination of the exact moment of reaching n meters with each step differs and the closer we are to the moment of reaching, the more accurate the result.

Predicting the time to reach the desired point is initially longer than the duration of several clock cycles of the program.

After reaching the point of n meters, this point is fixed and the algorithm for calculating n meters begins anew.

Correction of the operation algorithms of the integrated SINS is carried out at each step of the execution of the BNO operation algorithm by determining the discrepancy between the trajectories constructed by the SINS and the satellite navigation system at a time earlier than the current one. The correction factors in the SINS algorithm are determined based on the discrepancy.

Each step of its operation, the SINS algorithm determines the time for the coordinates of the next point, which is a specified distance from the previous one, on the object’s trajectory. The coordinates of the aircraft are issued at the calculated time and does not depend on the timing of the clock frequency of the algorithm.

Such an application of sensors with low accuracy, a satellite navigation receiver with a low frequency of updating information and an optimal algorithm of operation allows to obtain high accuracy in determining coordinates, timely delivery of the necessary data to the target complex, as well as expand the functionality of BNO by increasing the information content of the generated navigation data.

Claims (6)

1. A method of processing information about the movement of an aircraft (LA), including obtaining information about navigation parameters from an inertial navigation system (ANN), consisting of at least one three-axis accelerometer operating at least one three-axis sensor the angular velocity of at least one triaxial magnetometer and satellite navigation system (SNA), the implementation of data integration from satellite and inertial navigation systems with possibly by adjusting the navigation parameters and errors that accumulate during the operation of the ANN, determining the Earth's gravity vector from the ANN and SNA and using the result obtained taking into account the calculated aircraft orientation angles when zeroing the readings of at least one accelerometer when changing the projection magnitude of the Earth's gravity vector on the axis of the aircraft and the change in the orientation of the aircraft in space, the calculation of the position of the moving aircraft based on data received from the receiver of the SNA, data on the direction of the vector of magnetic field and data on the values of the angular velocity of the aircraft, while marking the selected trajectory of the aircraft with points of its possible location, located relative to each other in space at a distance equal to a predetermined value, the real coordinates of the aircraft using data from the ANN and SNA are determined in time samples , the values of which depend on the dynamics and direction of the angular velocity of the aircraft during its movement, taking into account previously obtained estimates of the coordinates of the positions of the aircraft by interpolation, to clarify the distance ne the aircraft’s premises in each time discrete shall evaluate the anticipatory values of the time and the moment of reaching the point of the predicted end of the aircraft’s movement, and in each time discrete, the calculated position of the aircraft shall be corrected taking into account the discrepancy estimate and the module and the direction of the magnetic field recorded by at least one magnetometer, the residual is calculated as the difference between the calculated aircraft trajectory based on data from the SNA receiver and the selected aircraft trajectory. 2. The method according to claim 1, characterized in that the operation of the SNA receiver in time is synchronized with coordinated universal time. 3. The method of processing information according to claim 1, characterized in that the data received from the receiver of the SNA is transmitted in the form of at least one information stream with the possibility of geographical registration of the location of the aircraft. 4. The method according to claim 1, characterized in that when moving the aircraft between points of its possible location, located relative to each other in space at a distance equal to a predetermined value, information about the target load, for example information about the location of the radar, is transmitted. 5. The method according to claim 1, characterized in that information from at least one accelerometer and at least one angular velocity sensor obtained at the time of initial ANN calibration is used to eliminate biases in their readings. 6. The method according to claim 3, characterized in that at least one information stream coming from the SNA receiver is injected into the information-logical network for processing information about the movement of the aircraft using at least one pre-established exchange protocol data.

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