RU2476920C1 - Multi-task aircraft control data system - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: proposed multi-task control data system comprises the following components. TV signal converter unit, external memory, data control field, signal concentrator unit, onboard computer system, data exchange channel, I/O and exchange control unit, indication data generation unit, general-aircraft control unit, navigation computation unit, electronic countermeasure control unit, mission data base, low-altitude flight support unit, team flight support unit, aircraft control unit, recorder control unit, fighting capability control unit, mode control unit, terrain digital map control unit, electromagnetic compatibility control unit, TV signal conversion control unit, maintenance unit, serviceability indication and control unit, mating equipment, switching unit, data exchange network channel.

EFFECT: higher fault tolerance, expanded operating capabilities.

4 cl, 1 dwg

Description

The invention relates to the field of aerospace instrumentation, and in particular to control systems and indication of the state of the aircraft (LA).

Known sighting and navigation system of a multifunctional aircraft carrier and ground-based (RF patent No. 2276328), containing a set of multifunctional indicators interconnected by inputs and outputs on the information exchange channel, an indicator on the windshield, an on-camera television camera, operational controls, a set of sighting equipment , a set of navigation and flight control aids, a portable data carrier, a control system for countermeasures, a computer system him, including interconnected inputs and outputs along the highway of computational information exchange, the computational and logical modules of the integrated database, the formation of navigation and aerobatic parameters, the formation of aiming aerobatic parameters, the formation of the displayed information, input-output and information exchange control, the input-output of the last of which is the input-output of a computing system. The complex is also equipped with computational and logical modules for virtual control of equipment introduced into the computer system, inertial-satellite mode for generating relative coordinates of the aircraft’s location, an exhibition at the heading on a moving and oscillating base, optimal use of resources, interconnected with each other and with computational and logical modules of the integrated base data, the formation of navigation and flight parameters, the formation of sighting and flight parameters of the formation I display information, input-output and information exchange management on the highway of computational information exchange.

Known information-control complex of the aircraft (LA) (RF patent No. 2232376), including interconnected inputs and outputs on the information exchange channel, information-control field, on-board digital computer system, including input-output and exchange control unit interacting via the information exchange computer channel , block for the formation of flight and navigation parameters, flight task database.

The closest analogue is the information and control system of the aircraft (LA) (RF patent No. 2392586), which includes the information and control field, the signal concentrator block, the on-board digital computer system, which are interconnected by the information exchange channel, including the information exchange I / O and exchange control unit, flight-navigation parameters formation unit, flight task database, data formation and integration unit for displaying and receiving control actions, a control and monitoring unit for general aircraft equipment, an electronic countermeasure control unit, a low-altitude flight support unit, a group navigation support unit, a recording control unit for objective control, a mode control unit.

As disadvantages of the closest analogue, you can specify the following:

- the non-optimal architecture for constructing the WKIS has been selected, which leads to a significant increase in the volume of transmitted information and may require more than 100% of the throughput of the WKIS;

- the presence in the BCVS of the WSIS block, which controls the operation of both the KIO and the VKIO, which introduces additional time delays and increases the load on the information exchange channels, since all exchange is carried out through it;

- there is no possibility of conducting on the ground an extended check of the state of systems of complexes of on-board equipment (BWC), general aircraft equipment (CCA) and a power plant (SU);

- the task of monitoring the systems of the BWC, CCA and SU is not completely solved;

- the absence of a MSC in the IMS increases the load on communication lines, significantly reduces the ability to work with a MSC and increases the delay in access to the MSC and related information, which can be critical in situations requiring an immediate response (for example, with profit center);

- the problem of ensuring the electromagnetic compatibility of airborne equipment, which is important for a modern multifunctional aircraft, is not being solved.

The technical result to which the invention is directed is to expand the functionality of the information management system, increase fault tolerance and, as a result, increase its efficiency when applied to multi-functional aircraft. The functionality of the information management system and its fault tolerance are expanded by adding the following functions:

- introduction of block (s) into the BCWS, which only carries out switching of input information, with the ability to connect not only blocks within the BCVS, but also external systems, both from the IMS and others;

- homogeneity of the external and internal environment of data transmission, implemented by network technology with topology of the type of "star";

- a comprehensive solution to the problem of ensuring electromagnetic compatibility;

- centralized maintenance of aircraft equipment;

- monitoring the current state of all systems of the BWC, CCA and SU;

- Work with an onboard digital map of the area.

The specified technical result is achieved by the fact that the information-control system of a multifunctional aircraft, containing an information-control field, a signal concentrator block, an on-board digital computer system including an input-output and exchange control block, a navigation block, is interconnected by inputs and outputs via an information exchange channel calculations, flight task database, display data generation unit, general aircraft equipment control unit, electric control unit This countermeasure, the low-level flight support unit, the group navigation support unit, the aircraft control unit, the recording control unit for objective control, the combat application support unit and the mode control unit, is equipped with a network channel for information exchange through which all the on-board inputs / outputs are interconnected digital computing system and all the rest, or at least part of the elements of the information management system, and introduced into the onboard digital computer system, switch block, digital maps, unit maintenance, unit control and display unit status and to ensure electromagnetic compatibility.

The system may comprise an external storage device interconnected by inputs / outputs with an information exchange channel.

The system may comprise a unit for converting television signals interconnected by inputs / outputs with an information exchange channel.

The system may comprise a control unit for the signal conversion unit, which is incorporated into the on-board digital computer system.

The invention is illustrated in the drawing, which shows a block diagram of the information management system of a multifunctional aircraft.

The proposed information management system (IMS) contains the following elements:

1. BPTS - unit for converting television signals,

2. VZU - external storage device,

3. IUP - information management field,

4. BCS - signal concentrator block,

5. BTsVS - on-board digital computer system,

6. KIO - information exchange channel,

7. VVUO - block input-output and exchange control,

8. PID - block forming indicator data,

9. UOSO - control unit for general aircraft equipment,

10. HP - block navigation calculations,

11. UEP - electronic countermeasure control unit,

12. BDPZ - flight mission database,

13. OMVP - low-altitude flight support unit,

14. OGSV - block providing group aircraft navigation,

15. ULA - aircraft control unit,

16. UZSOK - control unit recording on the means of objective control,

17. OBP - block providing combat use,

18. BUR - control unit modes

19. BCCI - block with a digital map of the area,

20. OEMS - ensuring electromagnetic compatibility,

21. UBTS - control unit for converting television signals,

22. TEXO - maintenance unit,

23. KIS - control unit and status indication,

24. СО - interfaced equipment,

25. BC - block switch,

26. SKIO - a network channel for information exchange.

The block for converting television signals (BPTS) 1 is a device for receiving, switching, converting and issuing in the information-control field (IUP) 3 television signals (images) received at its inputs, both in analog and digital form from the BCVS 5, СО 24. BPTS 1 is connected by an output to IUP 3 and input / output with 5 (BTsVS) and / or with БК 25.

External storage device (VZU) 2 is a device that provides input of information through a removable medium from the ground-based training complex, its storage and delivery to the on-board digital computer system (BCVS) 5, documentation of the results of the IMS for subsequent express analysis. VZU 2 is connected by input / output to the BCVS 5 and / or to the BK 25.

The information-control field (IUP) 3 is a set of on-board display and control devices of aircraft, which include, for example, multifunction indicators (MFIs), including those with built-in display processors (the display processor is a processor capable of not only to form an image, but also to solve computational problems), multifunctional indicator displays (MFPI), collimator aviation indicator (KAI), control and display panel. ICP 3 is connected by an input to BPTS 1 and inputs / outputs from BTsVS 5 and BCS 4 and / or with BC 25.

The Signal Block Concentrator (BCS) 4 is a device designed to receive analog signals according to GOST 18977-79 from aircraft systems, commands from control units, convert them to digital format, and also receive signals in digital form and output them in analog view of actuators. BCS 4 is connected by inputs / outputs with BTsVS 5 and IUP 3 and / or with BK 25.

The interfaced equipment (СО 24) (not included in the structure of the claimed device) includes the systems of BWW, CCA, SU and aviation weapons (ASA), as well as ground-based control, preparation and data input (including programs), periodic and routine checks. The interaction of CO 24 with blocks from the IMS is carried out according to KIO 6 and / or according to SCIO 26.

The information interconnection inside the IMS is carried out through the information exchange channel 6 (KIO) and / or through the SKIO 26. Blocks 1-4, 24, 27 can be connected by their inputs / outputs to the KIO 6, to which the input / output of the BCVS 5 is also connected, and / or SCIO 26, to which the input / output of BC 25 is connected. The need to connect blocks 1-4 to the SCIO is determined by the volume and importance of the transmitted information. In the case of a large amount of transmitted data or the need to quickly respond to the received information, the unit must be connected to SCIO 26.

In this case, the input / output of the BCVS 5 is the input / output of the input / output and exchange control unit (VVUO) 7 included in the BCVS 5 (for exchanging information on KIO 6) or the switch unit (BC 25) (for exchanging information on SKIO 26) . The other input / output of the WSIS 7 is connected to the network channel for information exchange 26 (SCIO), to which the inputs / outputs of the computational logic blocks 8-23, which are part of the BCVS 5, are also connected, and through which information exchange between these blocks is carried out through BC 25 . Also, according to SCIO 26 through BK 25, information interconnection of blocks 8-23 and 1-4, 24, 27 can be carried out.

Channel KIO 6 is a known line of communication and information exchange, for example by serial code, by parallel code, multiplex and others (shown in the diagram by a double line).

The SKIO channel 26 is a well-known full-duplex communication and information exchange, for example, Fiber Channel - Avionic Environment (FC-AE).

The WSUO 7 block is a well-known device for interfacing a calculator with communication lines, which carries out the reception, control and delivery of information.

Blocks 8-23 are made in the form of computational logic modules placed on single and / or multiprocessor computers.

The indicator data generation unit (PID) 8 generates and issues information to the IUP 3 for indication from CO 24, as well as receives, processes, and issues it to other computational and logical modules (such as HP 10, UOSO 9, ULA 15, BUR 18 and other) parameters of control actions from the pilot.

The control unit for aircraft equipment (UOSO) 9 provides automatic and automated control of the CCA.

The block of navigation calculations (HP) 10 calculates the parameters of the state of the aircraft, including its coordinates, parameters of movement and orientation, the construction of flight paths.

The electronic countermeasure control unit (EEC) 11 provides automatic or automated command control of electronic countermeasures (EPR), electronic reconnaissance (RTR), optoelectronic counteraction (OEP) and ejection devices (HC), false targets (ALC), and a radar station (Radar) to ensure individual, individual, mutual and group protection of the aircraft, including in case of equipment failures and errors in crew actions (REP, RTR, ALTs, radar in the figure n e shown).

The block of the flight task database (BDL) 12 provides access to the database of the flight task (PZ), the transfer of data PZ at the request of the blocks using them, with the synchronization of read-write data PZ; PP data changes: adding, deleting, editing data, monitoring the integrity of the PP.

The low-altitude flight support unit (OMVP) 13 ensures the performance of the low-altitude flight mode (MVP) tasks on a digital terrain map (MSC) with the issuance of automatic control signals to the automatic control system (ACS) from the CO 24.

The group navigation support unit (OGSV) 14 provides the implementation of the group navigation mode using information from the aircraft's onboard systems to determine the relative location of aircraft.

The aircraft control unit (ALA) 15 provides the formation of parameters for manual, director and automatic control of the aircraft and engine thrust according to information from computational and logical modules, such as HP 10, OMVP 13, OBP 17 and others according to SKIO 26, as well as from Self-propelled guns, restrictive signal systems (SOS), air signal systems (SHS) (from the composition of CO 24, not shown in the figure).

The recording control unit for the means of objective control 16 (UZSOK) provides the issuance of external exchange means (not shown) of the exchange parameters from the computational-logical modules and from external systems.

The combat support unit (UBP) 17 provides the solution to the problems of the combat use of aviation weapons (TSA, not shown in the figure) with the help of the crew’s intellectual support, control of the modes and reconfiguration of the combat use.

The mode control unit (BUR) 18 provides control of the coordinated operation of the systems of the aircraft onboard equipment complex and the computer-logic modules BTsVS 5.

The block switch (BK 25) is a well-known device for switching information flows over communication lines for all connected subscribers. Structurally, BC 25 can be performed as a separate unit or as part of a BCVS. The number of switches in the system can be from two (redundancy to increase fault tolerance) to N, where N is determined by necessity. Switches can be interconnected. BK 25 is connected via SCIO 26 inputs / outputs with all the computational and logical modules from the BCVS and, when connected to the SCIO 26, with BPTS 1, VZU 2, IUP 3, BKS 4, SO 24.

The digital terrain map block (BCCI 19) provides storage of a digital terrain map, access to the MSC and related information upon requests from other BTsVS blocks, the formation of 2D and 3D terrain images and its issuance for display.

The electromagnetic compatibility support unit (OEMS 20) provides the generation of control signals for the EMC support system (part of СО 24) and the formation of recommendations for the crew regarding EMC support.

The maintenance unit (TEXO 22) provides centralized maintenance on the ground of the BWC, OSO, SU and ASP systems from the cockpit, with the ability to save the results for each system.

The control unit of the television signal conversion unit (UBTS 21) provides the formation of control actions and their issuance in BPTS 1.

The state monitoring and indication unit (KIS 23) provides the collection of information about the status of all systems of the BWC, CCA and SU, generates their serviceability for indication and codes of text and voice messages for issuing to the pilot through IUP 3 and a voice informant.

IMS works as follows.

Measured information from BWC systems (flight and navigation, airspeed parameters, targets and their characteristics, weapon control status, information received from communications, etc.), CCA (tire voltage, cabin pressure, chassis condition parameters, etc. ) and SU (engine speed, fuel quantity, etc.) in digital form is fed to the inputs of blocks 8-18. The measured information from the BWC, CCA and SU systems in analog form is fed to BCS 4, from where to the inputs of blocks 8-18.

At the input of the block БПТС 1 according to КИО 6 the television information in digital form comes from the systems КБО, АСП and БЦВС 5. By commands from БЦВС 5, БПТС 1 carries out the following image processing: combining several images, cropping according to a given format, increasing, etc. . - and issues IUP 3 to the input.

A removable storage medium is installed in the VZU 2 unit, after which, upon commands from the BDZZ 12, the information is transmitted to the inputs of the BDZZ 12 and BTSKI 19. The BDZZ 12, upon request, issues it to the inputs of other BTSVS 5 blocks. If necessary, the BTSVS 5 blocks can change the information and transmit it to the BDPZ block 12 to clarify the data stored there. Also in flight, various information from the BCVS 5 blocks used for analysis after the flight can be recorded in the VZU 2.

The ICP 3 unit receives input from the BCVS 5, BCS 4 and the BWC, OSO and ASP systems and accepts commands from the pilot through the built-in control bodies and transfers them to the input of the BCVS 5 and the BWC, OSO and ASP systems. In the standard configuration (in the absence of failures of the ICS blocks), ICP 3 only works with information from the BCVS 5. The presence of the built-in display processor allows, in the event of a failure of the BCVS 5, receiving information directly from the BWC, CCA, and ASP systems, to solve the display problems and, in part, control over the KIO 6 lines, to the extent necessary to solve the problems of ensuring the return and landing of the aircraft. Also, this feature reduces the load of KIO 6, allowing you to transfer only parametric information and image formatting commands, instead of sending a very large number of commands for drawing primitives (line, square, circle, etc.) and the features of their display (color, fill, location etc.).

The BCS 4 unit receives input information in analog form from the BWC, OSO and SU, ASP systems for solving control and indication tasks and passes it to the inputs of the BCVS 5 and IUP 3 blocks. In BCVS 5, this information is processed and control actions generated are transmitted at the input of BCS 4, for converting them to analog form.

All measured information about the orientation and spatial position of the aircraft, its position relative to other objects and the earth's surface is fed to the input of the HP 10 unit. Information about the set flight parameters (route, navigation points, set course, etc.) is sent to the HP 10 through the SCIO 26 from BDPZ 12. To increase the accuracy of navigation in the HP 10 block, extreme navigation correction is carried out according to the information received at the input of the block according to SKIO 26 from BCCI 19. Using built-in algorithms, taking into account signs of system health and reliability This information HP 10 provides complex processing of flight and navigation information and provides it to the inputs of blocks 8, 9, 11-20, 22 and 23 and to other systems from the CO 24, such as radar, radar, flight and navigation equipment and others.

The FID 8 block receives input for indication from LA systems, BPTS 1, BKS 4 blocks from blocks 9-23. Forming packets of indication information, in accordance with the current mode of operation and indication, PID 8 issues them to IUP 3. IUP 3 accepts only parametric information and configuration management commands of IUP 3. All tasks associated with drawing symbols are solved independently in IUP 3. Also, taking into account the information received from OBP 17 and IUP 3, PID 8 generates control actions for UBTS 21. In providing a response to the pilot's commands, PID 8 receives control actions from IUP 3, which it processes with reference to the current state of IUP 3 and passes to the input other blocks.

The KIS 23 block receives input about the status of the BWC, CCA, and SU systems from the systems themselves and the BCS 4, or according to the SCW 26 from other computational logic blocks from the BCVS 5. Based on the information received, the KIS 23 block generates and issues sets to the IUP 3 with the state of the systems and test failure messages and to the voice informant codes of voice messages about failures. The presence of a separate KIS 23 unit allows monitoring the status of not only the CCA and SU systems, but the entire AK as a whole, which allows for a more complete and comprehensive approach.

The UOSO 9 unit receives information on the status of the BWC, CCA, and SU systems from the BCS 4 and directly from the systems, as well as the orientation and location parameters of the aircraft from HP 10, taking into account the control actions of the pilot coming from the IUP 3, and modes BWC from BUR 18, the UCO device 9 generates and issues, according to SCIO 26, commands to control the CCA and CMS systems at the input of BCS 4 and CCA and CMS systems according to CIO 6.

The UEP 11 block receives information on the presence of a direct or potential threat to the aircraft from the REP, RTR, OEP facilities, the status of the HC, ALC, TSA, information about the threats to the aircraft in the flight area from BCCI 19 and the command from the group commander, Aircraft from HP 10 and automatically or automatically according to the pilot's commands coming to the input from PID 8, generates control actions for radar, RTR, REP, UV, ALTs and ASP systems. It also issues information on the radio-technical situation in PID 8 for indication and KSS (from CO 24).

OMVP 13 receives information on the orientation and location parameters of the aircraft from HP 10 at the input on SKIO 26, on the current control parameters of the aircraft from the ULA 15 block, on the specified characteristics of the route from the BDPZ 12 and the terrain characteristics stored in the digital terrain map (CCM), from BCCI 19. It is also possible to use information about the underlying surface coming from survey and sighting systems from the composition of СО 24. Given the topography of the terrain at this point and the entire region as a whole, OMVP 13 forms the parameters of aircraft control to ensure small hundredth flight and transmits them according to SKIO 26 in ULA 15 and for indication in PID 8.

The OGSV unit 14 receives information on the orientation and location parameters of the aircraft from HP 10, the current control parameters of the aircraft from the ULA 15 block, the specified route characteristics and the FGP parameters from the BDZZ 12 and group combat use from the OBP 17, command information from a complex of communications (KSS, not shown in the figure), the location of other aircraft relative to that from RSBN (not shown in the figure). Based on the received information, the OGSV 14 generates and transmits, according to SKIO 26, to the input of the ULA 15 control actions for the aircraft and information for the pilot to the input of the PID 8, group combat use to the input of the OBP 17 and to the interacting aircraft using the KSS.

The ULA block 15 receives information on the orientation and location parameters of the aircraft from HP 10, information about the specified characteristics of the route from the BDPS 12, the relative position of interacting objects from the OGSV 14, and the current value of the control parameters of the self-propelled guns. Based on the information received, taking into account data from OMVP 15, OBP 17 and modes from BUR 18, it generates signals for automatic, manual and director control of the aircraft to complete the task and prevent collisions with the ground, interacting aircraft or fragments. Control parameters are transmitted via SCIO 26 to the ACS input.

Block UZSOK 16 receives the input on SCIO 26 parameters of inter-block exchange from the computational logic blocks BTsVS 5 and from the systems of BWW, CCA and SU, ASP. The parameters of interblock exchange from the computing and logical blocks of the BCVS 5 can come as a scattered list, or already formed into sets. From the parameters that have come in separately from the computing and logical units of the BCVS 5 and from the BWC, CCA, and SU systems, the ASP UZSOK 16 forms sets that are queued and transferred to the registration means.

The OBP 17 block receives information on the orientation and location of the aircraft from HP 10 at the entrance to SKIO 26, about the specified characteristics of the combat use from the BDPZ 12, about the restrictions imposed on the combat use, from the UEP 11 and OMVP 13, about the control parameters of the aircraft from ULA 15 and about the actions of the aircraft in the group from the KSS and the presence and condition of the TSA from the TSA and the weapon control system (MSA, not shown in the figure). Also, information from command posts (for example, target designation) through the KSS and data from sighting and sighting systems can enter the input. To improve the accuracy of the use of uncontrolled TSA, input can also receive information about the parameters of ground targets from the BCCI 19. Automatically, automatically, or by commands from the pilot received from PID 8, taking into account the modes from BUR 18, forms target designations for the TSA and the command for combat use and gives out in ASP, MSA, radar, an optical-location station (OLS, not shown in the figure) and a complex of communications.

The BUR unit receives information on navigation modes from HP 10, information about the given route from the BDZP 12, about the compression of the chassis from the ASLO 9, about the combat use modes from the OBP 17, requests for low-altitude flight from OMVP 13 and issues the generated mode work to all interested consumers, such as PID 8, HP 10, UEP 11, OGSV 14, OBP 17 and others.

The BCCC 19 block receives input from the CCMS 26 of the CCM and related information from the VZU 2. Also, requests from the other BCBC units come to the input for information stored in the BCCC 19, and from PID 8 the size of the displayed CCM image and the amount (types) of the displayed on it is parametric information. BCCI 19 generates commands for issuing to it a CCM, which is issued to the input of the BDPZ 12, as a single control center of the VZU 2, for transfer to the VZU 2. In accordance with the requests of the BCCI 19 generates and issues according to SKIO 26: information on ground objects in OBP 17, terrain parameters in OMVP 13, information about threats to aircraft in UEP 11, information about objects in the flyover area in PID 8. Also, by commands from PID 8, a CCM video image is generated, which through BPTS 1 is fed to the input of IUP 3.

The OEMS 20 unit receives information on the state of the SOEMS equipment and the communication lines connected to it from the SOEMS equipment (not shown in the diagram) on the SCIO 26 input, from HP 10, OBP 17 signs of the presence of radiation from navigation systems, a locator and other radiating equipment and from the BUR 18 operating mode. Based on the information received, OEMS 20 issues to the input of the SOEMS equipment commands to prohibit or allow the emission of individual devices to provide EMC or all devices to ensure radio silence.

The TEHO 22 unit receives a sign of the presence of a maintenance mode at the input from BUR 18, from the PID 8 command to start the maintenance of the entire AK or individual systems and the results of its implementation from the systems involved in the maintenance. After receiving a command to start maintenance, TEXO 22 checks for locks to conduct it and, if they are absent, issues a command to start maintenance. The command can be issued either directly to the system, or to the corresponding computational logic module that controls this system. After completion of maintenance, TEXO 22, on the basis of the results obtained from the systems, forms data sets and issues them according to SCIO 26 to FID 8 for further transmission to the display.

Block UBTS 21 receives input from PID 8 commands, on which indicators, which image and in what format should be displayed, from BPTS 1 information about the state of the block and input channels. In accordance with the input information UBTS 21 selects the mode of operation and transmits it to the input of the BPTS 1.

In the event of a BCVS 5 failure, blocks from the IUP 3, due to the presence of built-in display processors, provide the pilot with an indication of all the information necessary for the successful completion of the flight. According to SKIO 26 or KIO 6, they receive information from blocks 4, 24 (for example, about the spatial position, state of aircraft systems, etc.) and issue them control actions of the pilot for execution. This solution can significantly improve the safety of the aircraft as a whole.

Claims (4)

1. The information-control system of a multifunctional aircraft, containing an information-control field, a signal concentrator block, an on-board digital computer system, including an input-output and exchange control unit, a navigation calculation unit, a flight database, interconnected by inputs / outputs via an information exchange channel tasks, an indicator data generation unit, a general aviation equipment control unit, an electronic countermeasure control unit, a low-altitude support unit of the first flight, a group navigation support unit, an aircraft control unit, a recording control unit for objective control, a combat use support unit and a mode control unit, characterized in that it is equipped with a network channel for information exchange through which all the on-board inputs / outputs are interconnected digital computing system and all the rest, or at least part of the elements of the information management system, and introduced into the on-board digital computing systems by a switching unit, a digital terrain map unit, a maintenance unit, a state monitoring and indication unit, and an electromagnetic compatibility support unit. 2. The system according to claim 1, characterized in that it contains an external storage device interconnected by inputs / outputs with an information exchange channel. 3. The system according to claim 1, characterized in that it contains a unit for converting television signals interconnected by inputs / outputs with an information exchange channel. 4. The system according to claim 3, characterized in that it contains the control unit of the signal conversion unit, which is included in the on-board digital computer system.