RU2551267C1 - Aircraft armament control system - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: system includes the following: multipurpose onboard radar station; optical-electronic finder system; onboard guidance equipment set; an onboard navigation equipment set with flight information sensors; computer system; set of targeting, navigation and flight information indicators; a tactical situation indicator; a console equipment with buttons of transmission of attack and tasks cancellation orders; an onboard radio telemetric communication equipment set with a digital integrated communication module referred to in some modifications as a communication and data transmission module.

EFFECT: improvement of efficiency of military operations of mixed groups of forth and fifth generation aircrafts.

3 cl, 13 dwg

Description

The invention relates to aircraft equipment, and more specifically to equipment designed to ensure the combat use of weapons of aircraft (aircraft) (combat aircraft, combat helicopters). It can be used by enterprises in the aviation and defense industries, leading the development of weapons control systems (SUV) and data transmission / reception systems.

A known fighter weapons control system designed to ensure effective destruction of air and ground targets by accurately entering a group of fighters in the attack area, mutual information exchange, centralized data collection of air and ground conditions, data processing and subsequent solution of target distribution tasks (target designation) on the commander’s plane general battle order. This system in the proposed technical solution is adopted as an analogue [Patent No. 2024818 F41G 3/22 Publ. December 15, 1994].

The structure of the modern weapon control system of an aircraft, for example, SUV of a fighter aircraft (Fig. 1), regardless of the levels of functional and constructive integration of equipment and methods of its connection: direct connection to each other via local multiplex communication lines or via a common airplane data bus (MLD), controlled by the aircraft computing system, includes: multifunctional airborne radar station (BRLS) 1, designed to detect air and ground targets on distances within the radio visibility of the station; on-board optoelectronic (in the particular case television) sighting system 2, designed to detect an air target within optical visibility (after first reaching the area of its location using the above equipment) and to ensure its automatic and semi-automatic tracking in the calculation of its measurement coordinates and motion parameters using meters included in the sighting system; on-board set of guidance equipment 3, telemetrically connected to similarly designed equipment, located at command posts of ground and air (aircraft type "AWACS") automated control systems (guidance); airborne set of navigation equipment 4 with flight information sensors, designed for its use when aiming, as well as for navigation (for example, after completing an attack on a target, with the task of returning to the airfield and landing); a real-time computing (information-analytical) system 5 containing several digital computers (digital computers) and analogue computers designed to process information received from these sensors and meters, to solve the aiming problem, to solve the navigation problem and other computational actions related with the preparation, use of weapons and monitoring the results of this application, including in training flights; an on-board set of indicators 6, designed to demonstrate to the pilot the necessary information on the results of the aforementioned sighting system, guidance and navigation equipment, as well as to present the results of the computer system implemented by appropriate piloting, in particular, the results of solving the aiming problem; tactical situation indicator (ITO) 7; airborne set of radio telemetry equipment (telephone and telecode) for information support of the fighter by receiving data from the command post of the ground (air) automated control system (guidance) of aviation and for communication with fighters equipped with similar equipment, when they interact in the group (groups) with registration and storage of information, including: a transceiver 8, a software device 9 for rebuilding a transceiver 8, an encoder 10, connecting the subtracts the compression system 5 with the transmitting unit of the transceiving device 8, the decoder 11, connecting the receiving unit of the receiving and transmitting device 8 with the computing system 5, the control panel of the operating modes 12, connected to the outputs of its generatric switch "OPERATION MODE" and "WHO I" with analog signals through a signal converter 13 to a computing system 5 and blocks 8 and 9, a remote control (target designation) 14 connected through a signal converter 15 to a computing system 5 and blocks 8 and 9, a digital-to-analog the forming of signals 16 input coupled to the computer system 5, and output to the indicator 7 tactical situation.

This system, supplemented by an aviation terminal (AT) 17 of an automated system for integrated communications, navigation and data exchange (OSNOD) (Fig. 2), connected by its input to a software device 9, and outputs / inputs to a computer system 5, in the proposed technical solution adopted as a prototype [Patent No. 2439461 F41G 3/22. Publ. 01/10/2012].

Information and logical pairing and circuit integration of the aforementioned onboard measuring and actuating devices form a multi-mode technical system that functionally solves one problem: the effective combat use of aircraft weapons, which defines the current name of such a system. For all subsequent issues of domestic and foreign combat-use aircraft, the composition of the SUV aircraft listed above is typical, determining, together with the “crew”, the “onboard intelligence” of the aircraft.

The aforementioned weapons control system in various configurations is recommended for use on aircraft of the 4th (accepted for supply of aircraft) and 5th (under construction and planned aircraft) generations in order to enable the formation of mixed battle formations and the organization of mutual data exchange between aircraft , drastically increasing their combat effectiveness. The system retains the possibility of mutual data exchange, both between aircraft and aircraft with ground (air) command and control points (guidance) equipped with equipment that is telemetrically connected with aircraft aviation equipment, in two independent communication systems: in the first, conditionally named data exchange system of a typical communication complex (SOD TKS) (hereinafter abbreviated TKS), by means of transceiver and terminal information processing devices (pos. 8-16, Fig. 1) of the on-board kit the parameters of the radio telemetric communication SUV of the 4th generation aircraft and in the second OSNOD, by means of the aviation terminal AT (item 17, Fig. 2) of the on-board set of radio telemetric communication equipment of the SUV LA of the 5th generation. However, the installation of additional equipment, namely, the aviation terminal AT terminal of the OSNOD system, increases the total mass of the aircraft, reducing its flight tactical characteristics (LTX), which follows from the well-known Brega formula: L = K · V / C · ln (Msn / Msn + Mt / Msn), where L is the flight range, K is the aerodynamic quality coefficient at cruising mode, V is cruising speed, C is the specific fuel consumption in kg / kg of thrust per hour. MSN is the mass of aircraft equipment, MT is the mass of fuel. Obviously, an increase in the mass of aircraft equipment leads to a decrease in range and a decrease in flight altitude. On the 4th generation aircraft, the best performance characteristics with full equipment were obtained at values of K = 10, C = 0.85, Mt = 0.3 Msn. This is important for aircraft already accepted for supply, and retrofitting them at the cost of reducing LTX is undesirable. In addition, 4th-generation aircraft simply do not have free volumes to accommodate additional equipment. Therefore, the SUV armament control system with the OSNOD system aviation terminal at this time can only be installed on projected aircraft belonging to the 5th generation of aircraft and partially to aircraft in the final phase of construction, which relate to the generation of 4 ++ aircraft, which in technical appearance they are closer to the 5th generation aircraft.

Consequently, the formation of a mixed battle order from aircraft of various generations in order to radically increase their joint combat effectiveness by organizing the mutual exchange of data in modern communication systems of the OSNOD aircraft of the 5th generation and 4th generation aircraft is impossible due to the absence of an SUV the last aviation terminal of the OSNOD system, and the formation of a mixed battle order from aircraft of various generations by organizing the mutual exchange of data in the networks of the SOD TKS is possible, but not very effective, since the established equipment on 4th-generation aircraft is capable of implementing only a “rigid” subordination (aircraft ranks) of the communication sequence diagram with the time-frequency separation of subscribers (“crews” of the aircraft) in a data exchange network, both between aircraft in groupings and between aircraft and ground (air) command points of control (guidance), which does not allow optimally adapting the time-frequency resource of the communication network to a continuously changing air situation, requiring real-time exclusion of aircraft lost or lost from the communication network and accreditation tion of new aircraft, previously unknown, but identified by means of identification as their own. In addition, the equipment on the 4th generation aircraft has a large weight and dimensions, as it was created on technical solutions of the 1980-90s.

These shortcomings are eliminated by the proposed technical solution. The objective of the present invention is to radically increase the effectiveness of combat operations when they are carried out by a mixed group of aircraft of the 4th and 5th generation and their modifications through the use of a multi-functional small-sized digital integrated communications module (CIMSS) on-board radio-telemetric communication equipment SUV LA for the mutual exchange of information and the automatic transfer of orders to attack, allowing at the same time to completely or partially exclude from tava of the on-board set of radio telemetry communications equipment, a significant part of the hardware, for example, in modifications of the SUV LA (Fig. 1 and Fig. 2, positions 9, 10, 11, 12, 13, 14, 15 and 16), the functions of which it can perform with its own software -hardware. The digital integrated communications module 18 (Fig. 3) is essentially a multifunctional communication processor — an electronic unit consisting of specialized subunits based on signal processors: a subunit for organizing data exchange via radio telemetry channels providing noise-resistant coding of information Sat.18-1, subunit of speech reproduction of received standard digital messages Sat. 18-2, a subunit of receiving specialized control commands Sat. 18-3, the subunit of subscriber intercom and switching Sat. 18-4, subunits of the organization of serial and parallel interfaces Sat.18-5 and backup inputs / outputs Sat. 18-6, a set of power subunits, switches, filters Sat. 18-7 and two multiplex VME buses, one of which connects all subunits into a single unit, structurally and functionally executed as an integral part of a set of radio telemetry communications equipment, the other serves to exit and communicate with external systems. The unit is endowed with its own address for its identification in the radio-electronic equipment of the SUV of the aircraft and interacts with it with its inputs / outputs using information and logic interface protocols. It can be connected to the SUV computing system both through the local multiplex data bus and through the multiplex common data bus of the aircraft. In this case, the gain relative to the analogue in the ratio of the mass of the released equipment to the installed weight is 4.8 times and, accordingly, in the ratio of the volumes of the mentioned equipment by 7.1 times (Fig. 4). The released volumes make it possible to additionally place aviation terminals on aircraft of the 4th generation without deterioration of the aircraft flight characteristics and ensure mutual data exchange in the OSNOD system networks both between the 4th and 5th generation aircraft in mixed groups, and aircraft with ground (air) command points of control (guidance) of aviation.

Along with this, in contrast to the analogue and prototype, which can be used in the interests of organizing the information interaction of fighters in the mixed aircraft group, there is only a common TMS radio telemetry channel, access to which is transmitted by transmitting information by the command of the group commander using a “hard” work sequence in TCS networks (Fig. 5), that is, using the "hard" mode of separation of operating time and the principle of "request-response" according to the hierarchical structure of subordination adopted by aviation according to the ranks, limiting the capabilities of the "crews" of the aircraft to adapt the communication to the conditions of a sudden change in the operational-tactical situation, in the proposed technical solution with the TsIMSS software in the SUV of the aircraft that are not equipped with the OSNOD system's AT air terminals, it is possible to implement a "soft" operation diagram in the networks of the exchange system TCS data (Fig.6), capable of adapting to changes in the operational-tactical situation, through a slight restructuring of CIMSS software and software the properties of ground (air) command control points (guidance) of aviation of the structurally addressed part (SAC) in the forms (codograms) accepted for supply for data exchange both between aircraft in groupings and aircraft with ground (air) command control points (guidance) ) aviation. It is proposed, due to the presence of redundancy in the number of bits in the HAS, to use it not only to identify a specific user, but also to indicate the current state of the "network addresses" of the aircraft groupings that are being serviced by the command point of control (guidance). When forming a “soft” cyclogram of interaction with aircraft, the CIMSS software allows subscribers interacting with the control center to optimize the time spent on the communication channel with the control center as much as possible, which makes it possible to separate the communication means available at control centers for the interaction with the groupings of aircraft. The interaction of the aircraft with the control unit is based on the presence of messages transmitted between the control center and several subscribers of the “network matrix” in the service-address part of the HAC, the structure of which can be as shown, for example, in FIG. 7 for 12 communication subscribers, In this case, the indication of the current status of network addresses at the control point can be represented as follows:

- 00 - sign of a free network address, which the control point can assign to any subscriber who has passed accreditation on the communication channel of the control point at the system (unique) address. The system address can be known at the control point in advance or determined, for example, during the state identification procedure;

- 01 - sign of the network address at which the control point is ready to accredit a known subscriber. The network address is assigned to the subscriber before starting work with the control center;

- 10 - the network address, the owner of which is accredited to the communication channel of the control point, and to which the control point does not prepare an appeal;

- 11 - the network address, the owner of which is accredited to the control center communication channel, and to which the control center is preparing an appeal.

The content of the subscriber part of the "network matrix" in the messages of subscribers is always duplicated from the messages received from the control center.

The address part of the “network matrix” (Receiver address and Source address) determines the direction of transmission of the current message:

- codes "0001" ... "1100" - network addresses of subscribers. In the control center messages it is used to identify the subscriber to whom the current message is addressed (Receiver address). In messages of subscribers it is used for own identification (Source address);

- “0000” is the address of the control point. In the messages of the control center (Source address) it is used to indicate the absence of planning for the accreditation procedure of subscribers to whom network addresses have not been assigned in advance. The code "0000" is always used by subscribers (accredited or accredited to the network address) to contact the control center (Receiver address);

- "1111" is the address of the control point. It is used only by the control center (Source Address) to indicate the planning of the accreditation procedure for subscribers to whom network addresses have not been assigned in advance.

From the above description of the “network matrix” it follows that practically during each communication session in the communication channel of the control center there is information about the current state of subscribers who are accompanied by the control center. For the control point, which forms the corresponding states of the “network matrix” signs, this makes it possible, based on the tactical situation, to indicate the prospect of interaction with any of the subscribers, and for subscribers to determine the time that must be on the channel of the control point.

Thus, the proposed method of organizing interaction in the communication channel of the control point allows you to:

- promptly change the configuration of network subscribers, without disrupting the work of subscribers to solve other connected tasks;

- build a sequence diagram of the interaction between the control point and network subscribers based on the actual number of subscribers followed, which allows optimal use of the information resource of the communication channel;

- minimize the time spent by subscribers on the communication channel of the control center and optimize the use of technical means of control centers of aircraft groups to solve other connected tasks.

For example, to implement a “hard” cyclogram at a control point accompanied by a combined group or four autonomous groups of aircraft, it is necessary to have at least four simultaneously operating radio stations, each of which is assigned to one of the autonomous groups, and when implementing a “soft” cyclogram, one radio station is enough to ensure interaction with several groups of aircraft.

The technical result is achieved by the fact that in the well-known weapon control system SUV LA (Fig. 1), which includes a multifunctional on-board radar and optical-electronic, for example, a television sighting system, an on-board set of guidance equipment and an on-board set of navigation equipment with flight information sensors, a set indicators of sighting, navigation and flight information, as well as a computer system associated with the above devices and with the on-board set of radio equipment telecommunication connection, including a transceiver connected via an input through an encoder and output through a decoder to a computer system and two other inputs connected to digital signal converters, a software device for tuning the frequency of a transceiver device, connected by its output to a transceiver device and inputs to two signal converters in digital form and to a computer system, a control panel with two dial switches for setting the operating modes of the radio telemetry communication and the rank of the aircraft in group interaction, a target distribution panel with buttons for entering and canceling tasks transmitted via radio telemetry, and a dial-up field for these tasks, an indicator of the tactical situation for reproducing the results of the exchange of information and tasks, while the control and target distribution panels are equipped with their converters output signals in digital form, and the indicator of tactical situation - digital-to-analog converter, and all three devices are connected to the computer system, an aviation terminal of an automated system for combined communication, navigation and data exchange connected to the input to the software device of the on-board set of radio telemetry equipment for receiving terminal control commands, and the outputs / inputs to a computer system for transmitting / receiving signals of the terminal’s interaction with its own avionics apparatus, a digital integrated mode is additionally introduced into the on-board set of radio telemetry communications equipment l communications, allowing software to provide a solution to the functional tasks of a significant part of the equipment (Fig. 1, pos. 9-11, 13, 15), excluding them completely or partially from the on-board set of telemetry communications equipment, thereby providing an opportunity for vacant seats aboard the 4th generation aircraft, place the AT aviation terminal and organize a “soft”, adaptive to the current operational and tactical situation of the aircraft in the air, a cyclogram of the mutual exchange of aircraft data of different generations in mixed battle formations (aircraft groupings) both among themselves and with ground (air) command and control points of aviation equipped with equipment that is telemetrically connected with aircraft equipment of aircraft, in two independent data exchange systems, namely, by means of TKS (SOD with the possibility of adaptation to the current air situation) and means of the aviation terminal of the OSNOD system, providing high reliability of the mutual exchange of air data terrestrial and terrestrial environments, radically increasing their combat effectiveness, connected via its output / input to the digital integrated communications module of the on-board set of radio telemetry equipment for receiving / transmitting on the local line (circuit) multiplex communication commands (signals) for control and information signals for data exchange, obtained from interacting aircraft (Fig. 8); or, when integrating all control panels, indicating and recording devices into the control information system of the unified cabin avionics equipment (ECBO) as part of the SUV aircraft computing system in the control system of the SUV LA aircraft armament, which has received the name in a number of modifications of the SUV of aircraft as a multifunctional display indicator (MPPI ), and in a number of modifications - as a multifunctional control panel (MFPU), and the use of a shared data bus on the aircraft (MSD), connected by its inputs / outputs to a common trunk on the aircraft th data bus, controlled by a computer system that organizes all procedures in MSHD information interaction own aircraft avionics WOS on commands (signals) coming from a single control information field EKBO aircraft (9). The use of multifunctional small-sized digital integrated communications equipment module as part of the radio telemetry communication equipment, capable of algorithmically solving the functions of a significant part of the analog and prototype hardware (practically due to the development of software in block 9 (Fig. 1), forming a multifunctional communication module in a single design and data transfer) and create tunable software information networks for communication and data exchange in mixed groups of aircraft of the 4th and the 5th generation, significantly improves the performance characteristics of the aircraft and increases the combat effectiveness of aircraft groupings. This determines the full name of the distinctive part of the proposed technical solution: a digital integrated module of communications, or in some versions of its configuration as a communications and data transmission module (MRTD).

The composition of the aircraft weapon control system proposed by this technical solution (Fig. 8, Fig. 9) includes: a multifunctional airborne radar station 1; optoelectronic (in particular television) sighting system 2; airborne guidance equipment set 3; airborne set of navigation equipment 4 with flight information sensors; a computing system 5 associated with said equipment; an on-board set of indicators for sighting, navigation and flight information 6, connected to computer system 5; similarly included in the diagram is an indicator of tactical situation (ITO) 7; transceiver devices 8 of the radio telemetry communication system, which provides interaction with the SUV of other aircraft, a digital integrated communications module 18 connected to them with its inputs / outputs, and outputs / inputs to the computer system 5, a control panel 12 for setting the operating modes of the set of equipment of the radio telemetry communication system connected by its inputs / outputs to the digital integrated communications module, the aviation terminal 17 of the automated unified communications system, nav data and data exchange, connected by its inputs / outputs to the digital integrated communications module 18 (Fig. 8) or, in the presence of a common IDM, directly to the computer system 5 of the aircraft arms control system (Fig. 9), encryption blocks 19 and 20 speech and data, with their inputs / outputs one-way connected to the digital integrated communications module 18. With a deeper integration of the console equipment as part of the avionics of the aircraft unit 12 of the set telemetry communication equipment can be omitted (Figure 10). Block 18, surrounded by a dashed line in Fig. 8, Fig. 9 and Fig. 10, forms a distinctive part of the technical solution (specifically, the proposed subject of the invention). A block diagram of a digital integrated media module was presented in FIG. 3.

The digital integrated module of communications provides the ability to organize a communication network and process TKS data using your own means in several information networks (IS) selected in accordance with the mission:

- in the network of the overview of the operational-tactical situation (IS GR),

- in the tactical group management network (IS GR),

     - in the management network of the integrated group (IS OG),

- in the network of interaction with the control center (IS IP) with time-frequency separation (access) of subscribers to the common channel in the listed communication networks and adaptive use of the allocated temporary resource of communication networks depending on the operational and tactical situation of aircraft in the air due to the organization " soft "cyclogram of data exchange of subscribers (aircraft and control points) of communication.

In addition, the digital integrated communications module provides the ability to install on the 4th generation aircraft adopted for supply to the Russian Ministry of Defense, the OSNOD system aviation terminal and its control for the organization of simultaneous and independent operation in the aforementioned communication networks in mixed drill systems of aircraft of various generations in order to increase the combat effectiveness of their groupings.

Thus, the significant difference of the proposed technical solution is that with the introduction of a digital integrated module of communications equipment into the set of radio telemetry communication devices SUV LA, the organization of mutual data exchange in information networks of radio telemetry communication between aircraft of the 4th and 5th generation and mixed groupings of aircraft with control points (guidance) as hardware-software digital integrated module of communications, image I have a "soft", adaptive to the operational and tactical situation in the air, patterns, communication and aeronautical OSNOD terminal system with high reliability and performance of leave-taking of orders to attack targets dramatically increasing the combat effectiveness of groups of aircraft.

At the same time, it is possible to separately and simultaneously exchange data in various information channels of the set of radio telemetry equipment, both by means of a digital integrated communications module and by AT, by including additional control functions or controls in the ECB information field, for example, in the ECB version as a multifunctional display indicator (MFPI), the controls can be represented in the form of electronic pages with their cyclic Rebora as belonging to a controlled equipment and the functions they perform, while the multifunction controller (MFC) selecting pages and lines can be mechanical or touch-type. Information about the selected operating modes in the page lines can be presented in the form of text banners of various color colors from the point of view of ergonomics and additional information to the “crew”. A possible organization of the form of the pages and the composition of the MPPI controls for a set of radio telemetry communications equipment, in a particular case for a configuration option with the name Complex of Communication Means (CCC) with a digital integrated communications and AT module, is presented in Fig. 11 and Fig. 12.

On Fig presents a variant of the formation of information on the ITO in a situation where a unit of four aircraft attacks the enemy, including four actually detected targets.

A sign of the image of the target on the screen of the ITO, if it is detected using radar, is a triangle. When a target is detected using an optical-electronic targeting system, the target is displayed in the form of a triangle that is not closed at the base. If the target is set using the ground-based automated control system (NASU), but has not yet been detected by any airborne sighting system, then its absence is a triangle. A mark in the form of a circle is similarly introduced for their aircraft. A horizontal stroke, variable in length, adjacent to the combined image of the target (to the indicated sign of its identification), on a conditionally accepted scale indicates the value of the target’s speed, vertical - the height of its location in space, and the relative course of the target is indicated by turning the entire image around the intersection of strokes. Similar strokes denote the speed and altitude of their aircraft. The accepted image scale of linear quantities is recorded by a number in the lower left corner of the screen with the application of comparable linear sizes to it. For each target depicted, a number is recorded in its number in the fighter jet’s SUV (to the left of the vertical bar). To the right of this line may be indicated the number of the aircraft to which it is assigned to attack this target.

Similarly numbered and their aircraft. Under the line in the circle depicting the position of the aircraft for which the described picture is formed on its ITO, the number of the aircraft controlled by the group commander is indicated. Using the recorded scale of linear quantities, according to the relative offset of the marks on the screen, you can read the coordinates of all the displayed objects (their fighters and targets). In the lower right part of the screen, vertically repeated numbers indicate the attacked targets in order of increasing danger for the attacking group, if this order is viewed from below. The form of presentation of tactical information can be varied in SUV LA of various functional purposes. This form of presentation of tactical information is currently used in the armament control system of an aircraft of an analogue and a prototype and can be adopted using the proposed technical solution without changes.

The inclusion of the operation modes of the digital integrated module of communications is carried out on the command of the commander of the combat formation of the aircraft in the established order. The command to turn on the digital integrated communications module comes from the console equipment of the radio telemetry system kit (or from the SUV LA computer system by a control signal (command) coming from the ECB information field in the SUV LA version with integrated equipment). Simultaneously with setting the “WORK MODE” switch to the “DG” position and the “WHO I” switch to the “KOG” position on his plane, the group commander from the control panel 12 switches on the digital integrated communications module 18:

- into the mode of generation and processing of TCS data with a “soft” organization, adaptive to the current operational tactical situation in the air, data exchange cyclograms in the aircraft group and the aircraft group with a control point in the information network, the parameters of which (the time-frequency matrix of the aircraft group’s work) in a communication cycle, addresses of communication subscribers, ranks of subscribers, number of groups, number of subscribers in a group) are predetermined by the flight task, and, in case of significant changes in the operational-tactical situation, a request is generated at the control point the group leader to change the parameters of the sequence diagram and the data of network users. Information about this is laid down in the SAS request form and, in accordance with the request of the SOD LA, is rebuilt;

- in the configuration mode of the aircraft terminal AT 17 on the control information network (IS) in the operational-tactical group of aircraft, by issuing to AT a set of subscriber parameters, including:

- own network address in the IS GR;

- the number of subscribers in the IS GR;

- the number of groups in the IS GR;

- own fighter network address in the exhaust gas system;

- number of own group in the exhaust gas system;

- the number of subscribers in their own group;

- own network address of the fighter in the group;

- operating mode in the IS GR: “ON-OFF”;

- operating mode in the exhaust gas system: “ON-OFF”;

- mode of operation in the IS GR: “GROUP-PARA-OFF”.

The aircraft commander of an autonomous group (AG) is guided by the aircraft to transfer his decision to switch from the command post of the ground (air) automated command and control system to his commands in the networks of the TKS system or the OSNOD system in advance via a conventional intercom system. Having received such a solution, the “crews” of the aircraft-driven aircraft set their wrench switches with the name “OPERATION MODE” to the same “DG” position, and the “WHO I” switches to the “VDShch” or “VDM” position (depending on the rank aircraft) and, thus, set signals in their digital integrated communications module for setting up a radio network suitable for radio telemetric communication with the commander of an integrated group in the TCS or AT system of the OSNOD system. If data is exchanged in a combined group (OG), then the “OPERATION MODE” switch is set: KOG and VDM to the “DG” position, and the VDSH to the “OFF” position).

The experimentally performed work in the mentioned information networks using the hardware and software of the digital integrated communications module shows that for all the interacting control systems, information is automatically exchanged and the final results are presented to the crews as shown as a possible example of FIG. 13. To use this technical solution, the symbols adopted on the tactical situation indicator do not require modifications. In this case, the commander of the combined group or the commander of the autonomous group directly to the link commanders or their slaves can set tasks to carry out the attack of the assigned targets, by pressing the corresponding buttons on the remote control, almost in real time. The commander can correct the errors of his manipulations by pressing the RESET button and repeating the recruited task in a new quality. Different positions of the installation of the “WHO ME” switch realize the corresponding differences in the programs for setting up and processing information and different manifestations of the result of manipulations with the buttons of the remote control. On the aircraft of the slave “crew”, this remote control is actually turned off, since such a “crew” can only receive tasks. All information is transferred to space in the TKS data exchange system using radio codes, the formation of which is provided by the encoder, and the inverse conversion to digital form, which is typical for the operation of SUV computing systems, by decoders of the digital integrated communications module. If it is necessary to transmit / receive confidential speech and confidential information about digital data, the corresponding digital outputs / inputs for connecting special equipment are provided in the digital integrated communication module.

During group actions in an autonomous group, the unit commander sets the “WHO I” switch to the “VDSH” position and the “WORK MODE” switch to the “DG” position, and the followers in the autonomous group set the “WHO I” switch to the “VDM” position and the “ WORK MODE ”in the position“ DG ”.

During group actions in autonomous pairs, group commanders set the “CTO I” switches to the “VDSh” position, and the driven pairs to the “VDM” position. The pair number of the master and his slave is set by the “EXCHANGE MODE” switch to the position “PAIR 1” or “PAIR 2” for different pairs.

If the commander of the first pair in any link, with the permission of a superior commander or by his own decision, intends to switch to autonomous actions, then he realigns the SUV of his aircraft and that of his wingman to an extremely simplified scheme for exchanging information within one aircraft pair by translating the “OPERATION MODE” switch into position “PAIR 1”. The commander of the second pair, for which the position of the same switch with the designation "PAIR 2" is determined, can act in a similar way.

If there is no MFPI remote control in the ECBO by setting the “EXCHANGE NETWORK” switch to the “PN” position (GUIDANCE), or, in the SUV LA configuration with the MFPI - “BAN” position — autonomous on-board guidance of the “EXCHANGE MODE” switch to the “OFF” position ”And the“ WHO I ”switch to the“ KOG ”or“ VDM ”position, the“ crew ”of any aircraft disengages itself from the group actions and connects to centralized control (guidance of its aircraft) via the ground-based automated control system channel. Such an opportunity, with all the importance of the group actions approved in this application, should be provided at least in case of loss of combat effectiveness of any aircraft. Connection to a ground-based automated control system will allow such an aircraft to most safely return to its airfield.

The features of the operation and management of the digital integrated module of communications with the aviation terminal include the following:

- the switches “WHO ME” and “EXCHANGE MODE” are processed by the SUV computing system, which directly or through a digital integrated communications module issues control commands to the AT, including:

- a command to turn the AT network on (off) to exchange information in the group;

- own number of the aircraft in the group corresponding to the number of its own transmitting channel in the network;

- the composition of the listened channels of other aircraft in the group.

In a number of modifications of the KSS, the information network of the aviation terminal is set by pressing the multifunction button located in the MPPI, through the issuance of a one-time command signal sent to the AT via the MKIO bus, called "BZ" (combat mission).

On modernized aircraft with additional installation of the terminal, its control over telephone and data exchange channels is provided from the integrated control panel (OPU) of the communication complex, on which the telephone channel number AT and the mode number AT are set. In AT, by the mode number, the working information network specified in the PPI is turned on. The control information from the OPU in the AT comes through a digital integrated communications module.

In this case, the subscriber’s work of the network is invariant to the status of the subscriber (“KOG”, “VDShch”, “VDM”). In the network, all subscribers work the same way and the differences are only in the information content of the codograms.

When changing the position of the “EXCHANGE MODE” switch, the “crew” of the aircraft can change the composition of the listened channels (network subscribers) accordingly, or it may not change, leaving the opportunity to listen to all subscribers of the group, which allows the “crews” to work (informationally) even in pairs fighters, to receive information from other subscribers of the group, identifying their status in a combat flight, while it is also possible to receive any other commands (for example, gathering a group, etc.). So, for example, the interaction network with the control point of the aviation terminal works in parallel with the “DG” network, i.e. information exchange with the control center can be carried out in parallel with the work in the network "DG".

It is proposed to use the existing short-range command channel of the MV-UHF bands in parallel with the operation of the aviation terminal, either for group actions (data exchange) with aircraft that are not yet equipped with aviation terminals, or for receiving guidance commands from ground-based ACS, or for group actions as part of a combined groups parallel to the channels of the aviation terminal.

An experimental verification of the proposed technical solution in training flights on aircraft such as Su-27SM (3), Su-34, Su-35S shows that the use of the inventive weapon control system of the aircraft allows to obtain a new quality: to provide, in contrast to the analogue, "soft" cyclogram of data exchange in a mixed group of aircraft and organize, in contrast to the prototype, the interaction of aircraft groupings of different generations (by years of production and technical appearance), drastically increasing them oevuyu efficiency. This technical solution is intended for use on almost all types of combat aircraft and helicopters of the aviation of the Russian Federation.

Claims (3)

1. Aircraft armament control system, including a multifunctional on-board radar station and optoelectronic, for example, a television sighting system, an on-board set of guidance equipment and an on-board set of navigation equipment with a flight information sensor, a set of indicators for sighting, navigation and flight information, as well as a computing a system associated with the above devices and with the on-board set of radio telemetry communications equipment, characterized in that additionally contains a digital integrated communications module connected to its input / output devices by transmitting and receiving devices of the on-board set of radio telemetry equipment for receiving / transmitting information and data when interacting with aircraft and control centers equipped with telemetric coupled equipment, and the outputs / inputs to computing system for the issuance and receipt of multiplex communication lines of interaction signals in a data exchange network with its own electronic the equipment of the aircraft with the output to the “crew” of the results of the interaction for display and registration, connected by inputs to the control panel of the operating modes in the data exchange system and receiving multiplex communication lines of control signals for a set of radio telemetry equipment and specialized outputs / inputs with voice information and data encryption blocks in radio telemetry networks. 2. Aircraft weapons control system according to claim 1, characterized in that the digital integrated communications module on the upgraded aircraft is connected by control inputs / outputs to the aviation terminal of an automated system for combined communication, navigation and data exchange for transmission / reception via a multiplex communication line information. 3. The aircraft weapons control system according to claim 2, characterized in that, in the presence of a common data bus for the aircraft, the digital integrated communications module and the aviation terminal are connected by their inputs / outputs to the data bus with multiplexed data exchange lines for information interaction with the computing aircraft system.

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