RU2524508C1 - Complex training hardware system for prevention of aircraft collision - Google Patents

Abstract

FIELD: aircraft engineering.SUBSTANCE: proposed system is intended for training pilots and controllers in prevention of aircraft collision and comprises workstations of two pilots in cockpits of two aircraft and controller workstations. Pilot workstations comprise aircraft control system, autothrottle system, onboard computer connected with central computer and, via input adapter, with navigation hardware. Besides, it comprises data display system and plane-to-plane communication hardware. Ground training system comprises controller workstation including data display system, navigation hardware, communication and observation hardware, control-and-correct station connected with central computer. There are two aircraft mock-ups with pilot workstations, aircraft flight simulators with aircraft control system simulators and autothrottle system, and navigation and flight control hardware. The latter comprises satellite and inertial navigation systems, air signal system, short range radio navigation system, radar, aircraft onboard computer simulators connected with aircraft control system and data display system connected with central computer via communication adapter. Additionally, controller workstation incorporates radar mock-up, control-and-correct station mock-up, and communication adapters connected with central computer.EFFECT: co-training of pilots and controllers.2 cl, 3 dwg

Description

Technical field

The invention relates to the field of aviation technology, namely to training devices, and is intended for training piloting of flight personnel and air traffic controllers-air traffic controllers.

A well-known training complex for training air traffic controllers of taxiing, launch and landing control centers on a real airfield (utility model patent No. 111703, G09B 9/00 2011) is a training tool, a training device for training air traffic controllers.

The training complex includes a virtual reality helmet equipped with two microdisplays and two video cameras, the dispatcher is in the room from which there is an overview of the real runway, a positioning system containing a means of determining the three linear and three angular coordinates of the position of the virtual reality helmet in space. The computer, having received data from the positioning system, generating a pair of stereo images for the microdisplays of the virtual reality helmet, and the measuring transducer of the positioning system is placed on the virtual reality helmet.

Based on the technology of combined reality, virtual non-regular, including emergency, situations, terrorist attacks are simulated using virtual aircraft (Aircraft) and other virtual objects on a real airfield, while the virtual nature of the objects ensures complete safety of the training process. The situation of dangerous approach of aircraft is simulated. The air traffic controller is involved in the landing process of a series of virtual airplanes controlled by pilot-operators (instructors). When one of the virtual aircraft lands, a virtual obstacle object, another aircraft, suddenly appears on the runway.

However, this simulator is limited to the runway space and does not allow training, training for air pilots and air traffic controllers in remote spaces from the runway. The well-known simulator does not provide training for pilots and controllers in the modes of collision avoidance at large distances to the air traffic control point.

A known method and system of collision avoidance (SLA) for an aircraft (see RF patent No. 2343528 G05D 1/06, 2006), where the technical result is the expansion of functionality. CMS contains a collision avoidance system (ATP). ATP is capable of detecting the risk of a collision with one aircraft (LA), gives an alarm and determines evasion information, in which, when an alarm is issued, the evasion settings are defined in terms of vertical speed, altitude, and which are transmitted to the automatic control system (ACS) as well as traction control (AT). At the next stage, evasions are converted into presets, expressed in terms of the load of pilots and passengers. Presets are determined in such a way as to minimize the discrepancy between the aircraft deviation path and the original one. Presets are transferred to the flight control device (PKP) installed in front of the pilot.

However, this ATP system is based on the exchange of information with the help of defendants on the aircraft. ATP assesses the potential danger and calculates the appropriate maneuver to prevent it, exclusively in the vertical plane.

A known aircraft collision avoidance system during flight tests, RF patent for invention No. 2134911 G08G 7/02 1999, taken as a prototype, the technical result of which is aimed at improving accuracy and safety during flight tests by presenting the parameters of the mutual spatial position and movement of two flying LA vehicles. The flight collision warning system (SPS) of an aircraft during flight tests includes a navigation and high-speed-speed signal (SHS) measurement system, an input adapter, an output adapter, a central calculator including an input unit for constants, a calculator for the parameters of the relative position of the aircraft, a computer for the actual coordinates, and a distance calculator Aircraft, data preprocessor, relative velocity calculator, hazardous area zone calculator, single time front calculator, and display systems information and signaling, automatic control system (ACS) and automatic traction control (AT), satellite navigation system (SNA), inertial navigation system (ANN), inter-aircraft exchange equipment, communication controller. In addition, the system includes a ground control and correction station (KKS) and a flight experiment control center, while the connected controller of the aircraft is radio-technically connected to the KKS, the control center of the flight experiment is radio-technical connected with inter-aircraft exchange equipment.

However, this system does not allow for joint training of pilots of two aircraft and an air traffic controller in ground conditions. The specified system does not provide security and develop technical joint skills for aircraft pilots and air traffic controllers, which is required for testing aircraft collision avoidance systems in airspace.

An analysis of the technical and tactical characteristics of the ATP shows their shortcomings in ensuring the safety of the flight of an aircraft when the aircraft is close to tens of meters, which determines a low level of safety from flights. The flight mode to prevent and avoid encounters with aircraft is the most dangerous. Additional complications occur as the intensity of disturbing effects on the aircraft increases.

Therefore, safety is ensured by special crew training. The invention is aimed at improving the safety level of training by presenting the parameters of the relative mutual spatial position and movement of two aircraft and the air traffic control operator.

The technical result, the achievement of which the invention is directed, is to create a training complex for training pilots and air traffic controllers for training to prevent collision of aircraft at all distances to the air traffic control point.

Salient features

 To achieve this technical result, a poly-ergic training complex (PTK) for collision avoidance training of aircraft (LA), including the workplaces (RM) of pilots in the cockpits of two aircraft, containing an airplane control system (ATC) and an engine traction control (AT) airplane an on-board computer (BV) connected to the central computer (CV) through input adapters with aeronautical and navigation equipment (PNO), an information display system (SDI), inter-aircraft exchange equipment, and on the ground - an engineer-e a pilot, including SOI, navigation equipment, communication and surveillance equipment, control and correction station (CCS), connected with the CV, it was introduced into the ground-based RM pilots of each aircraft, flight simulators of aircraft with simulators of SOU and AT, simulators PNO containing satellite navigation a system (SNA), an inertial navigation system (ANS), an airborne signal system (AHS), a short-range navigation radio system (RSBN), an airborne radar station, airborne computer simulators associated with a JMA and an SDI connected with communication adapter with CV. In the air traffic controller’s RM, simulators have been introduced - models of a radar station (radar), control and correction station (KKS), communication unit adapter equipment, which are connected to the digital video center.

In addition, the structure of the CV contains a block of input constants associated with the inputs and outputs of the computer pre-processing of data (AHP), with the input of the computer of the hazardous proximity zone (EIA) and with the input-output of the computer for the parameters of the spatial relative position (VPPVP). The output of the calculator of the actual coordinates (VDK) is connected to the inputs of the calculator of relative velocity (VOS), the VZOS calculator, the coordinate transformation calculator (MIC). A calculator of spatial relative position parameters (VPPVP), the first and second output of which are connected to a distance calculator between aircraft (VRMLA) and to a data output adapter, and input-output - to a coordinate transformation calculator (VPK). The outputs of the United Time Front Computing Unit (VEVF) are connected to the data input adapter, the military-industrial complex and the real coordinate calculator (VDK), and its input is connected to the output of the preliminary data processing calculator (HPAP) associated with the data input adapter. The input of the imaging unit (BFI) is connected to the output of the data output adapter, and the output is connected to the input of the information display system (SDI). The dispatcher's output is connected to the input of the distance calculator between the aircraft (VRMLA), BFI, VOS output adapter. The outputs of the VOSOS are connected to the inputs of the output adapter, and the third input of the VOSOS is connected to the output of the BOC, the fourth input is connected to the output of the VRLS, the output of the BOC is connected to the input of the output adapter, the output of the BRL is connected to the input of the output adapter, the outputs of the communication blocks of the first and second aircraft aircraft and point air traffic controllers are connected to the inputs of the exchange equipment, the output of which is connected to the adapter for inputting information into the CV.

Figure 1 presents the block diagram of the PTC collision avoidance aircraft.

1, 16 - communication (exchange) units of inter-aircraft exchange equipment;

23 - communication unit (exchange). Communication and surveillance equipment;

2, 15 - on-board computers with communication adapters;

3, 14 - simulators of control systems (SDAs) and automatic traction (AT) engines;

4, 13 - pilots;

5, 12, 27 - information display system (SDI);

6, 17 - model aircraft (LA), flight simulators;

7, 18 - simulators of satellite navigation system (SNA);

8, 19 - simulators of inertial navigation system (ANN);

9, 20 - simulators of air signal systems (SHS);

10, 21 - simulators of a short range navigation system (RSBN);

11, 22, 24 - simulators of a radar station (radar);

25 - air traffic control system;

26 - air traffic controller;

28 - central computer (CV);

29 - information input adapter;

30 - calculator of a single time front (WEVF);

31 - coordinate transformation calculator (MIC);

32 - display imaging unit (BFI);

33 - computer pre-processing data (HPAI);

34 - the calculator of the actual coordinates (VDK) integrated information processing (KOI);

35 - calculator of the zone of dangerous proximity (VZOS);

36 - block input constants (BVK);

37 - calculator of the parameters of spatial mutual position (VPPVP);

38 - relative velocity calculator (BOC);

39 - calculator of the distance between the aircraft (VRMLA);

40 - output adapter;

41 - dispatcher CV;

42 - exchange equipment (calculator);

43 - ATC point;

44 - control and correction station (KKS);

Figure 2.3 shows the front part of the information field of the SDI indicators (indices and labels), where:

45 - counter allowable distance approach;

46 - counter distance rapprochement;

47 - counter permissible approach speed;

48 - counter approach speed;

49 - lateral displacement index;

50 - excess scale;

51 - commands for "departure" in case of dangerous rapprochement;

52 - zone of dangerous proximity (AIA);

53 - aircraft identifiers (call sign numbers);

54 - vector of convergence rate change;

55 - excess index;

56 - silhouette of the aircraft;

57 - scale lateral displacement.

The collision avoidance and collision avoidance system is capable of detecting the risk of collision with another aircraft intruder that intrudes into a space that is close to the current position of the aircraft in question, and with this detection, give an alarm and determine the information for evasion.

The maneuver to evade the intruder’s aircraft is a complex maneuver in which the crew must evade the trajectory of the intruder, while maintaining control of its own aircraft and its flight path.

When performing such a maneuver, in particular, two problems arise:

- the pilot sends the aircraft to the limit or beyond its ranges of flight mode;

     - the pilot leaves his flight plan to complete this evasion.

However, he risks crossing the trajectory of the third aircraft. As a result, air traffic is often disrupted, in particular in areas approaching large airports.

The polyergic training complex (PTK) for collision avoidance training for aircraft contains pilot workstations (RM) in the cockpits of two aircraft, simulators of aircraft control systems (SDAs) and engine traction (AT) engines 3, 14, aircraft on-board computers (BV) 2, 15 with communication adapters connected to the central computer (CV) 28 and through adapters with aeronautical navigation equipment (PNO), an information display system (SDI) 5, 12, inter-aircraft exchange equipment 1, 16, and on the ground - the RM of an experimental engineer 43, including SOI, PNO, apparatus for communications and surveillance 23, a control and correction station (KKS) 44, connected with the Central Bank - 28. Flight simulators of each aircraft LA - 6, 17 with simulators of the air defense system and AT - 3, 14, PNO simulators containing satellite navigation system (SNA) 7, 18, inertial navigation system (ANS) - 8, 19, air signal system (SSS) 9, 20, short-range navigation radio system (RSBN) - 10, 21, airborne radar system (radar) - 11, 21, simulators of the on-board computer LA 2.15, connected with the JMA and SDI - 3, 14, connected to the communication adapter with the CV-28, and SOI - 27, simulators - models of radar station - 24, KKS - 44, equipment - communication adapters - 23, which are connected to CV - 28 are introduced in the air traffic controller RM 43; the structure of CV - 28 contains a constant input unit (BVC) 36 associated with the inputs of the computer preliminary data processing (HPAI) 33, connected by the outputs to the calculator of the actual coordinates (VDK) - 34 and to the input unit of constants (BVK) - 36 and the calculator of the zone of dangerous proximity (VZOS) - 35, the output of the calculator of the actual coordinates of the VDK - 34 is connected to the calculator relative speed VOS - 38, VPKV-35 coordinate converting converter and VZOS-35 hazardous proximity zone calculator, VPPVP-37 relative position parameters calculator, the first and second output of which is connected to the VRMLA-39 distance calculator and data output adapter 40, and the input to the conversion calculator coordinates VPK - 31, the outputs of the calculator of the united time front VEVF - 30 are connected to the adapter 29 data input and the calculator of the actual coordinates of the VDK - 34, and its input is connected to the output of the calculator preprocessing data VPOD - 33, associated with data input adapter 29, the input of the BFI-32 imaging unit is connected to the output of the data output adapter - 40, the output of the data output adapter - 40 is connected through an exchange device - 42 to the communication units - 1, 16, 23 of the first and second aircraft and the RM air traffic controller. The output of the CV controller is connected to the inputs of VRLMA - 39, BFI - 32, VZOS - 35, VOS - 38, output adapter - 40, the input of VZOS - 35 is connected to the output of VOS - 38, and the second input of VZOS - 35 - to the output of VDK - 34 , the third input is connected to the output of BPMLA - 39, and the outputs of VZOS-35 are connected to the inputs of the output adapter - 40, the output of BOC - 38 is connected to the input of the output adapter - 40, the output of BPMLA-39 is connected to the input of the output adapter - 40, the outputs of communication units - 1, 16, 23 of the first, second RM aircraft and the air traffic control room controller are connected to the inputs of the exchange equipment - 42, the output of which is connected to the data input adapter - 29 in the CV. To solve this problem, it is envisaged to establish in the structure of the PTC construction on aircraft models (6, 17):

- central computer (28)

- simulators of satellite navigation systems SNS - 7, 18

- simulators of inertial navigation systems ANN - 8.19

- simulators of the airborne signal systems SHS - 9, 20

- simulators of radio systems of short-range navigation RSBN - 10, 21

- simulators of radar radars - 11, 22, 24.

In this case, the following information is supplied to the central computer 28 through the adapter (29):

from simulators SNS 7, 18

- geographical coordinates φ, λ

- velocity components V _N , V _E , V _Y

- geometric height H _G

- current time T _tech.

from simulators ANS 8, 19

- geographical coordinates φ, λ

- true course (IR)

- velocity components V ₁ , V ₂

- current time T _tech.

from simulators CBC 9, 20

- true speed V _ist.

from simulators RSBN 10, 21, radar 11, 22, 24

- azimuth A

- distance D _N.

In addition to determining the current location of the aircraft in computers 2, 15, using this information, the current values of the following parameters are calculated:

- distance of approach in the horizontal plane D _tech.

- the speed of approach of two aircraft - V _{sb. tech.}

- excess of one aircraft over another - H _tech.

- lateral deviation of one aircraft in relation to another - Z _tech.

To form restrictions on these parameters, it is provided from the transmitter console to enter into the calculator the permissible values of these parameters (D _add. , V _add. , N _add. , Z _add. ), Which can vary depending on the purpose of the flight. In addition, the remote control provides for entering the aircraft number or its N-call sign.

Information exchange between two aircraft is carried out according to the following parameters:

- geographical coordinates φ ¹ , λ ¹ , φ ² , λ ²

- a component of the speeds V _N , V _E , V _Y from the SNA 7, 18

- height

- relative approach speed

- time T

All these parameters from the central computer - 28 are transferred from one side to the other. To do this, in the PTC structural diagram there is equipment for transmitting information on the radio communication channel - 1, 16. Information on the relative position of the aircraft at the UVD-43 station is transmitted through the radio channel - 1, 16 from calculators - 2, 15 aircraft - 6, 17 as follows information:

- coordinates (in rectangular and polar coordinate systems)

- heights

- course

At the air traffic control point, similarly to SOI-27, a zone of dangerous proximity of two aircraft - 6, 17 is formed. In case of a dangerous approach of aircraft from the central computer - 28, the following are issued to the sound alarm system:

- “dangerous approach” (voice message) as a warning signal

- “leaving” (sound and voice message)

The connection of the central computer - 28 with the sound (voice) alarm system - is carried out through adapters - 29 and 42.

To display the current location of the aircraft on SDI - 5, 12 from CV - 28, the current and permissible values are displayed:

- the distance of approach of two aircraft - D _tech. , D _add. ,

- the speed of approach of two aircraft - V _sb.tek. , V _rel.

- excess of one aircraft over another - H _tech. , H _add.

- lateral displacement of the aircraft relative to another at the current time - Z _tech. , Z _add.

On SOI - 5, 12, according to information received from CV-28, a zone of dangerous proximity is created, which changes color depending on the signaling "dangerous proximity" or "departure".

CV-28 is designed to process information in order to obtain specified accuracy characteristics for determining the relative position of two aircraft - 6, 17. The presence of CV-28 allows you to organize complex processing of information (CFI) received from the simulators SNA, ANN, SVS, RSBN - 7, 18, 8, 19, 9, 20, 10, 21, in which it is possible to obtain accuracy characteristics higher than each means of determining the parameters individually.

In CV-28, information through the serial port is in symbolic form (φ, V _N , V _E , V _Y , H _Г , T. Information ANN - 8.19 is received using the information input adapter (φ, λ, V ₁ , V ₂ True heading (IR), SHS - 9, 20 - using the information input adapter - 29.

In the PTC system between CV - 28 LA - 6, 17 through inter-aircraft exchange equipment - 1, 16, information is exchanged on coordinates φ, λ, components of speeds V _N , V _E , V _Y , height H and current time T. According to this information in computers - 2, 15 of both aircraft are calculated:

approach distance in the horizontal plane D _tech.

approach speed of two aircraft - V _d.tek.

excess of one aircraft over another ΔH _tech.

lateral deviation of one aircraft in relation to another Z _tech.

In CV-28, input from the remote control of the calculator of admissible values of the parameters D _add. , Z _add. , H _add. , V _add. , which, depending on the objectives of the flight, can carry variable values, and the thresholds for these parameters, which are also variable and can be a function of the approach speed. CV-28 provides information to the audible alarm system for triggering the “dangerous proximity” and “care” alarms, as well as to the parameter registration system.

I / O ports - modules in computers - 2, 15, the task of which is the implementation of the interaction between C.V. - 28 and external communications computers - 2, 15.

The input port - 29 - is a data source, an addressable register connected to the CV-28 buses. It issues a word to the processor when it is accessed. Output port - 42 - data receiver is an addressable register connected to the CV bus - 28. It receives a word from the processor when the latter accesses it. This call is one or two-way buffer registers designed to build a software interface. Each port is an integral part of the interface between the CV - 28 and sensors, controllers. The data input adapter - 29 provides the simultaneous reception on the CV-28 of heterogeneous asynchronous information in full (from each source) with an accuracy of the timing of the received parameters not worse than 0.001 s. The timing, along with a priori data (for example, transformation, transport lag), is necessary for further synchronization and bringing it to a single time scale.

Dispatcher - 41 CV - 28 distributes the processor time of the CV between computers and performs data exchange between computers and blocks. When distributing processor time, the modules are prioritized; when transferring control, the system interrupt apparatus is used. The whole sequence of calculations includes:

- obtaining physical parameter values

- rejection of information

- bringing data to a single time front

- integrated information processing

- transformation of coordinates into the earth system

- determination of the distance between the aircraft - 6, 17, the components of the relative velocity vector

- recalculation of the coordinates of a neighboring aircraft and its velocity vector into a coordinate system associated with the aircraft

- the issuance of information on the display and registration.

The interaction of the CV-28 with sensors and consumers is ensured through serial code channels and machine-to-machine communication channels. CV-28 solves the problems of receiving information from sensors for processing and analyzing information, generating output data, it also implements service programs to ensure operating modes. Information from the SNA - 7, 18, ANN - 8, 19, the SHS - 9, 20, RSBN - 10, 21 of two aircraft - 6, 17 using the data input adapter - 29 is received for processing CV-28.

The calculator VPOD - 33 monitors the measurements to protect the Kalman filter from information failures. The control consists in the fact that only those measurements that satisfy the condition pass on the Kalman filter

/ Z ₁ -Z _i / <D _i (1), where Z ₁ are the components of the measurement vector, Z _i are a priori estimates of the corresponding quantities obtained using Kalman filtering algorithms. Strength control is carried out by comparing the values of the ANN - 8, 19 signals with limit values and increments of signal values with allowable values determined by the dynamic characteristics of the objects.

The restoration of persistent information is carried out by approximating the fail-safe values of the corresponding polynomial parameters of the first degree.

Monitoring the stability of information SNA - 7, 18 is carried out by comparing the value of the SNA signals with the limiting values determined by the dynamic characteristics of the object. As a result, signs of reliability of the SNA information are generated - 7, 18 in terms of coordinates and speeds. In VEVF - 30, when entering information into the ANN - 8, 09, the system timer readings are recorded. The information package from the SNA - 7, 18 contains information about the Greenwich time of the moment the packet began to be transmitted, which allows you to convert the readings of the INS system timer to Greenwich time, which includes coordinates and speeds.

Bringing the values of each parameter to the current point in time T _tech. is performed using linear interpolation using the last two values of this parameter and the corresponding time instants. If the information contains the coordinates and rates of change of coordinates related to a single point in time T, then the coordinate values are held at time T _tech. according to the formula

X _tech. X ₁ + X _i (T _tech. -T ₁ ), where

X ₁ - the value of the coordinates at time, X _i - the value of the rate of change of coordinates X at time T ₁ , X _tech. - the calculated coordinate value at time T _tech. The obtained parameter values are fed to the input of the integrated information processing computer. The VDK-34 calculator solves the problems of analyzing the accuracy characteristics of ANNs-8, 19 and the formation of reference coordinates that make up the speed, true heading (IR) of the aircraft. For this, integrated information processing (CFI) is used in the VDK-34 computer, the result of which is the actual values of the parameters of the aircraft used to calculate the errors of the systems. If X is the value of one of the parameters of the estimated characteristics of the aircraft, and X is _valid. - the actual received value of the corresponding parameter, then the error of this system or aircraft characteristics is determined by the formula

ΔX = XX _valid or X _valid = X-ΔX

The Kalman filtering algorithm provides the best linear estimates of the state of the system X at time t _k , when X _k is determined from the equation of state.

Analysis of the ANN - 8, 19 characteristics is performed using the Kalman optimal information processing algorithm, which allows one to divide the total errors into components and evaluate the ANN instrumental errors. Using the Kalman filter, the ANN error parameters are estimated in determining the coordinates of the velocity, heading, vertical construction errors, the constants of the ANN gyroscopes, acceleration-dependent drifts, and the scale error coefficients of the ANN parameters.

The formation of the reference flight and navigation parameters (coordinates, speed, course) is carried out by excluding from the values of existing parameters determined by the ANN, estimates of its errors obtained as a result of the CFI.

The VDK-34 calculator determines the actual values of the trajectory parameters from the information of the SNA - 7, 18 and ANN - 8, 19. The latitude φ _d , longitude λ _d and height H _{d are} determined using the following relations:

φ _d = φ _sns + V _N (tt _sns ) / r _N

λ _d = λ _SNS + V _E (tt _SNA) / rE · cosφ _SNA

H _d = h _sns + V _H (tt _sns )

where φ _sss , λ _sss , h _sss - the coordinates of the aircraft, issued by SNA - 7, 18 at a time, r _N , r _E are the radii of curvature of the earth ellipsoid, t is the current time.

The values of the remaining output parameters are assumed to be equal to the corresponding values of the parameters received from the SNA - 7, 18.

Information on the Cartesian coordinates of each aircraft in the coordinate system associated with the Earth's ellipsoid is fed to the input of the VRMLA-39 computer. The calculation of the vectors of the relative location of the aircraft occurs according to the formulas:

D _x = X ₂ -X ₁

D _y = Y ₂ -Y ₁

D = Z ₂ -Z ₁ ,

where X, Y, Z, X ₂ , Y ₂ , Z ₂ are the Cartesian coordinates of the first and second aircraft. The distance between the aircraft is calculated by the formula

$$D_r=\sqrt{D_x^2+{\mathrm{<figure-callout\; id="2"\; label="D\; y"\; filenames="00000006.png"\; state="\{\{state\}\}">D\; </figure-callout>}}_y^{}+{\mathrm{<figure-callout\; id="2"\; label="D\; z"\; filenames="00000006.png"\; state="\{\{state\}\}">D\; </figure-callout>}}_z^{}}$$

At the input of the VOS-38 computer, information is received about the projections of the velocity vector of each aircraft in the coordinate system associated with the Earth's ellipsoid. The calculation of the relative velocity vectors takes place according to the formulas:

V _x = V _2x -V _1x ,

V _y = V _1y -V _1y

V _z = V _2z -V _1z

where V _1x , V _1y , V _1z , V _2x , V _2y , V _2z are projections of the velocity vector of the first and neighboring aircraft.

The value of the relative velocity vector V _r is

$$V_r=\sqrt{V_x^2+{\mathrm{<figure-callout\; id="2"\; label="V\; y"\; filenames="00000006.png"\; state="\{\{state\}\}">V\; </figure-callout>}}_y^{}+{\mathrm{<figure-callout\; id="2"\; label="V\; z"\; filenames="00000006.png"\; state="\{\{state\}\}">V\; </figure-callout>}}_z^{}}$$

Then, in the VPK-31 calculator, the rectangular coordinates of the relative position vector and the relative speed vector of the neighboring aircraft are recalculated into a rectangular coordinate system with the center at the point where the SNA antenna is located and the axes along the aircraft construction axes.

The VPK-31 calculator converts reference coordinates to geocentric and vice versa implements the following algorithms.

If the coordinates of the center of the reference of the ellipsoid in the geocentric coordinate system X _o , Y _o , Z _o , r is the radius vector of the point N and R is the radius vector of the same point in the coordinate system X, Y, Z, then the transformation is determined by the vector relation:

r = Δr _o + (1 + m) _υ E _Ω R

where m is the scale correction of geocentric coordinate systems relative to the reference system, E is the matrix of guide cosines, w, ε, υ are Euler angles or rotation angles around the X, Y, Z axes.

In matrix form, this transformation is expressed:

$$\begin{array}{c}{X}_o\\ Y_o\\ Z_o\end{array}=(\mathrm{one}+m)\Vert \begin{array}{ccc}\mathrm{one}& -w& \psi \\ w& \mathrm{one}& -\epsilon \\ \psi & \epsilon & \mathrm{one}\end{array}\Vert \cdot |\; |\; |\begin{array}{c}X\\ Y\\ Z\end{array}|\; |\; |+|\; |\; |\begin{array}{c}{X}_o\\ Y_o\\ Z_o\end{array}|\; |\; |$$

The inverse relationship in vector form, characterizing the transition of the system X _o , Y _o , Z _o to the system X _o , Y _o , Z _o , has the form:

R = (1 + m) ^-1 (ϑE _Ω ) r ^-1 -Δr _o

In the VZOS-35 computer, in a pair flight of a 6.17 aircraft, flight safety must be ensured. The space around each aircraft conditionally divided into zones - zone allowable (D _ext.) Turndown relative aircraft position and the critical zone (D _crit.) Of convergence:

D _crit = D _add. + KD _t.

$$D_{t.}=\sqrt{D_x^2+{\mathrm{<figure-callout\; id="2"\; label="D\; y"\; filenames="00000006.png"\; state="\{\{state\}\}">D\; </figure-callout>}}_y^{}+{\mathrm{<figure-callout\; id="2"\; label="D\; z"\; filenames="00000006.png"\; state="\{\{state\}\}">D\; </figure-callout>}}_z^{}}$$

Critical proximity zone - the minimum distances that planes approach and at which it is possible to avoid an aircraft collision by performing maneuvers to avoid a collision.

To ensure flight safety, it is necessary that a neighboring aircraft does not intrude into the security object, i.e. D _x (t) <D _crit ; D _y (t) <D _crit ; D _z. (t) <D _crit ,

where D _x. (t), D _y. (t), D _z. (t) - relative values of the mutual coordinates of the aircraft, at which it is still possible to prevent a collision by performing maneuvers of both aircraft. In general terms, the optimal value of D _op. is a function of many variables

D _op. = ∫ (D _x , D _y , Dz, V.η neg _. , Y _neg. , Φ _ore. , Φ _etc. )

where η _neg. , γ _neg. - limitation of control signals of excessive vertical overload and roll of aircraft. Dependence D _op. is calculated in CV-28 under the above condition, a command is formed to perform a maneuver to avoid a collision, fly around in the vertical and horizontal planes, or a combination of these commands and braking. The output of CV-28 is the enabling (positive) “safe” command, in which the coordinate stabilization mode is carried out or the warning (negative) “dangerous” command, in which the crew is alerted about a dangerous approach, movement parameters.

To increase the accuracy characteristics of the SNA parameters, a differential method for determining the coordinates of location (MP) is used, which consists in identifying and accounting as corrections for highly corrected components of the errors in navigation parameters using ground control and correction stations (KKS) 44.

On KKS - 44, using the consumer equipment, coordinates are determined and compared with the data of the geodetic reference. Then, the corresponding corrections are calculated, which are transmitted via the radio channel to the consumers of the SNA in a given area, which allows them, by introducing amendments, to increase the accuracy of navigation definitions. In the differential mode of operation, additional measures are taken to increase the accuracy of determining the coordinates. On the ground in the measurement zone, at a point with known coordinates, KKC-44 is installed, which generates corrections to the measured by satellite pseudorange and transfers these corrections to the aircraft.

On-board receivers SNA - 7.18 calculate their position taking into account the adopted differential corrections, which allows to increase the accuracy of determining the coordinates to an error level of 3-5 m to 2 = 0.5-1 m.

To the above functions of the receiver in standard mode, when switching to differential mode, the tasks of receiving and accounting for corrective information generated by the KKS-44 and calculating the parameters from the corrected radio navigation measurements are added. The controller - 44 provides the reception of code information, its decoding and presentation in a format suitable for input to the receiver.

The connected blocks - 1, 16 through the controllers are coordinated with a similar KKS - 44 circuit and provide synchronized operation of the PTK.

BFI-32 carries out the general organization of the work of SDI - 5, 16, 27. It collects all the information prepared earlier by the blocks into a single premise, which arrives to form each information frame. The BFI-32 contains programs for generating information from computer calculators issued to the pilot on indicators, as well as commands for SDI. BFI-32 gives the current and valid values of the parameters D _tech. , V _d.tec. , N _tech. Z _tech. , D _add. , H _add. , Z _add. , as well as signs of an alarm when approaching the acceptable values of these parameters.

The composition of the information provided to the crews of both LA - 7, 17 provides a clear objective picture of the relative position of the aircraft, a tendency to change this position, control of the acceptable level of proximity, as well as an effective warning and warning light and sound signaling to the crews about a dangerous situation for its timely parry.

The Cartesian system with the center of gravity of the aircraft was chosen as a single coordinate system. Then, on the SOI indicator (rear view), the axis coinciding with the velocity vector V _ox is represented by a dot, while the index of the first LA 6 will indicate the angle of heel γ, and the index of the second LA - 17 will be shifted by the value of H along the OY axis and by Z along the OZ axis and its angular position will indicate the angle of heel LA - 17 (Fig 3, 4).

The pilot of the aircraft - 6 needs to know the position of the aircraft 17 in the Earth's space, the angles of the aircraft - 17 and the location of the aircraft as a material point (excess, longitudinal and lateral displacement of the aircraft motion vectors) in the reference coordinate system and programmed values of the flight parameters. The second pilot needs the same information, as well as the direction of movement of the other aircraft and its estimated changes in space.

To build a picture on the SOI - 5, 16 screen, information is used from the equipment of the interplanetary exchange and from other information sensors of the angles υ, γ, φ, angular velocities, linear overloads and other aircraft motion parameters.

Image formats for information to the crew are shown in FIGS. 3, 4 in the form of a mnemonic image of the position of the aircraft - 6, 17. Airplane silhouettes, for example, orange, are placed in the information field of the indicators. The silhouette of "their" aircraft is located in the center of the screen and is stationary in the horizontal and vertical directions. The silhouette of a “neighboring” aircraft moves both vertically (height) and horizontally (lateral displacement). Both silhouettes have the ability to rotate around the longitudinal axis for a mnemonic demonstration of the roll of both aircraft and the trend of approach (divergence). Near each silhouette is the number of the aircraft, painted in orange (which may correspond to the number of its “call sign”) and entered into the PTC before the flight.

In the lower left parts of the screen are scales of “excess” in height and “lateral displacement” of a white aircraft, graduated in meters.

Depending on the distance of one aircraft to another, there are two ranges for counting the excess and lateral displacement (for example, accurate - 40 m, rough - 200 m), the ranges are switched automatically when the values of height H, Z = 40 m are reached. On channels H, Z orange reference indices glide over aircraft silhouettes.

Around the “neighboring” aircraft, a dangerous approach zone (restriction zone) is schematically plotted, which is set promptly (entered in CV-28) depending on the requirements of the training program. The PTC provides 2 levels (thresholds) for signaling a “dangerous” approach: when the first threshold is reached, the zone frame is colored, for example, in red and the red “dangerous approach” appears in the upper part of the indicator field, accompanied by a speech (sound) signaling; when the second threshold is reached, the zone frame starts to work in flashing mode, the inscription “dangerous approach” is replaced by the inscription “departure” with the corresponding speech (sound) alarm, and arrows appear in the upper part of the screen with the mnemonic direction of the aircraft maneuver to exit the danger zone.

On the left side of the screen are the counters of the set allowable distance of approaching the aircraft and the set allowable rate of change of distance, as well as the current values of these parameters, edged, for example, with a green frame. Upon reaching the acceptable value of the proximity distance (reaching the alarm thresholds), the signal frame turns red and then works in flashing mode (level 1 and 2).

For a mnemonic demonstration of the change in the speed of approaching distance from the silhouette of "one's own" aircraft, the "approaching speed vector", the length of which varies in proportion to the speed of approach, is directed to the "neighboring" aircraft. Vector painted green.

Information exchange on the relative position of aircraft is carried out using inter-aircraft exchange equipment - 1, 16 according to information from CV - 28 LA - 6 and LA - 17 about coordinates φ ₁ , λ ₁ , φ ₂ , λ ₂ , components of speeds V _N1 , V _E1 , V _Y1 , V _N2 , V _E2 , V _Y2 ; about the height H _r1 , H _r2 , the current time T _{tech. 1} , T _{tech. 2.}

PTK LA - 6, LA - 17 during training can give control signals to self-propelled guns and AT - 3, 14.

To ensure control during aircraft in the ATP mode, it is envisaged that two aircraft - 6, 17 will be transferred from the aircraft to the control room 26 of the air traffic control unit - 43 parameters φ, λ, H, IR, ψ, T (Greenwich approval).

Means of collecting and transmitting information to ATC - 43 include:

- airborne radio systems (gears)

- ground receiving radio stations and radar

- transmission lines of radio telemetric information

- systems of external trajectory measurements - radio engineering and optical

- single time system

- computer

At the ATC-43 station, the coordinates φ, λ, N are converted into polar coordinates - D, A, and the mutual arrangement of two aircraft is built. Air traffic control point - 43 contains SDI - 26 in the form of a series of graphic and alphanumeric displays installed at the workplace, means of documenting information, means for transmitting control signals to the aircraft LA - 6, 17, communication means with interacting KKS - 44, providing flight experiments of flight managers. The projection errors of the relative position vector and the relative velocity vector are determined, depending on the error in determining the coordinates and speed of the SNA, ANN, time delays in receiving information from aircraft LA - 6, 17, methodological errors introduced during calculations and coordinate transformation.

Claims (2)

1. Polyergic training complex (PTK) for aircraft collision avoidance (LA) training, which includes the workplaces (RM) of pilots in the cockpits of two aircraft, containing an aircraft control system and automatic engine traction control system, an aircraft on-board computer (BV), connected with a central computer (CV) and connected through input adapters with aeronautical navigation equipment (PNO), an information display system (SDI), inter-aircraft exchange equipment, and on the ground - an air traffic controller RM, including SDI, navigation equipment, control and correction station (CCS), communication and surveillance equipment associated with CV, characterized in that two ground-based aircraft models with pilot workplaces, flight simulators with simulators of air-navigation systems and AT, and simulators of PNO containing satellite are introduced ( SNA) and inertial (ANN) navigation systems, an simulator of an airborne signal system (AHS), a short-range navigation system (RSBN), a radar station, radar simulators, connected to a COU and an SDI connected by a communication adapter with a CV and, in the air traffic controller’s RM, simulators — models of a radar station, radar station, KKS, and exchange equipment — communication adapters that are connected to a CV are introduced. 2. Polyergic training complex (PTK) training collision avoidance aircraft (LA) according to claim 1, characterized in that the structure of the CV contains a block input constants (BVK), associated with the inputs and outputs of the computer pre-processing data (VAP), with an input calculator of the zone of dangerous proximity (VZOS) and with the input-output of the calculator of the parameters of the spatial relative position (VPPVP); the output of the calculator of the actual coordinates (VDK) is connected to the inputs of the calculator of relative speed (VOS), the VZOS calculator, the coordinate transformation calculator (VPK); a spatial relative position calculator (VPPVP), the first and second output of which are connected to a distance calculator between aircraft (VRMLA) and to a data output adapter, and input-output - to a coordinate transformation calculator (VPK), the outputs of a single-time front calculator (WWF) ) are connected to a data input adapter, a military-industrial complex and a valid coordinate calculator (VDK), and its input is connected to the output of a data preprocessing computer (HLPA) associated with the data input adapter; the input of the imaging unit (BFI) is connected to the output of the data output adapter, and the output of the data output adapter through the exchange equipment is connected to the communication blocks of the RM of the first and second aircraft and the RM of the air traffic controller, the output of the CV controller is connected to the inputs of the VRLMA, BFI, VZOS, VOS, output adapter, the VZOS input is connected to the VOS output, and the second VZO input is connected to the VDK output, the third input is connected to the VRMLA output, and the VZOS outputs are connected to the outputs of the output adapter, the BOS output is connected to the output adapter inputs, the BPML output is connected to the output adapter input outputs of blocks and first and second RM aircraft and ATC item connected to inputs of the exchange equipment, the output of which is coupled with adapter input information CV.

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