RU2592193C1 - Integrated onboard equipment set of different architecture - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: onboard equipment set comprises aviation electronics, integrated overhead console, integrated system of collecting, controlling and recording flight information, general aircraft equipment control system, control system for integrated flight control system, basic propulsion system computer, general aircraft equipment with their own computers connected to the onboard data exchange network in a certain manner. Onboard equipment includes the means of control and display, secondary system, computer core with six central computers. General aircraft equipment control system comprises two units of computation concentrators, a signal conversion unit, a unit for protection and switching. Control system of the integrated flight control system comprises two computer information complexes. Computer of the basic propulsion system comprises two control and monitoring units. General aircraft systems with their own computers contain a power supply system controller, a flight attendant console, an air conditioning system controller, an electronic control block of the auxiliary engine unit, main and backup power supply system controller, automatic pressure control controller and fire protection system controller. All the controllers, computers and control units are made on different architecture and are connected to onboard data exchange network.

EFFECT: higher flight safety of passenger aircraft.

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Description

FIELD OF THE INVENTION

The invention relates to the field of aviation instrumentation and can be used on passenger aircraft. A complex of airborne equipment is a combination of technical means (units, instruments, machines, etc.) installed on board an aircraft.

State of the art

The effectiveness of the use of aviation technology is inextricably linked with the problem of flight safety under the expected operating conditions, and its successful solution largely determines the development prospects of both civil and military aviation.

The intensity of the use of aviation equipment and the expansion of the range of functional tasks it performs determines the role of airborne automated control, diagnostics and control equipment for aircraft, information support for decision-making and crew unloading while ensuring the safety of the functioning of the elements of the on-board ergatic complex “Crew - avionics - aircraft” in the loop of the helm and automatic control of the aircraft.

To ensure flight safety in conditions of possible emergency situations on airplanes, on-board means of instrumental support for the crew are used: critical warning systems, failure monitoring and alarm systems, electronic indication systems, etc.

An increase in the number of functional systems, assemblies and other objects of on-board equipment of modern aviation equipment subjected to control during verification, pre-flight preparation and during the flight, an increase in the number of critical flight parameters that affect the level of safety, necessitates further automation of the monitoring processes of the current state of the aircraft, on-board equipment and crew actions, the formation of control actions and operational decisions at all stages from Earth maintenance and pre-flight preparation before take-off, flight, landing and taxiing under the general control of the crew.

The prior art platform for integrated modular avionics (see publication of patent RU 2413280 C1, IPC G06F 9/02, published February 27, 2011) is made in the form of one or two subracks containing two subsystems with a switch installed in each subsystem and two pairs of computing modules. The use of several customizable multifunctional software tools in a well-known platform leads to difficulties in setting the standard mode of operation of such an integrated modular avionics platform. The complexity and a large number of critical elements and sensors lead to a decrease in the reliability of the complex and the occurrence of dangerous situations in case of failures in duplicated nodes, for example, controllers that are part of computing tools

The aircraft control system is also disclosed in the prior art, which includes a computing part with redundant processor determination of local control signals depending on the sensor signals of commands entered by the pilot, an extensive network of data lines, matching devices and actuators with individual drives for controlled elements (see publication of the international application WO 01/93039 A1, IPC G06F 11/16, published on December 6, 2001), however, the functionality of this system is limited, and therefore it it satisfies a number of requirements of a modern passenger aircraft.

The closest analogue (prototype) of the proposed complex of airborne equipment with a heterogeneous architecture is the information and control system of the aircraft, known from the publication of patent RU 2392586 C1, IPC G01C 23/00, publ. 06/20/2010. This known information control system of an aircraft, defined as the closest analogue of the present invention, contains an information control field, an on-board digital computer system, an input-output and exchange control unit, a flight-navigation parameters generating unit, a flight mission database, a unit signal concentrator, data generation and integration unit for indicating and receiving control actions, control and monitoring unit for general aircraft equipment, unit electronic countermeasure control, low-altitude flight support unit, group navigation support unit, recording control unit for objective control means and mode control unit.

The disadvantage of the solution, defined as a prototype of the present invention, is the difficulty of setting up and installing on an aircraft, as well as the mismatch of the known information-control system with the reliability requirements for modern passenger long-haul aircraft.

SUMMARY OF THE INVENTION

The aim of the invention is the creation of an integrated complex of on-board equipment, providing increased flight safety of a passenger aircraft.

The essence of the invention lies in the fact that the complex of on-board equipment contains on-board electronic equipment containing control and indication means, a secondary system and a computing core interconnected by an on-board information exchange network, the computing core comprising the first, second, third central computers, and the fourth , the fifth and sixth central computers connected to the on-board information exchange network through the first and second AFDX switches; an integrated ceiling panel and an integrated system for collecting, controlling and recording flight information connected to the on-board information exchange network; a control system for general aircraft equipment, including the first and second blocks of calculators, hubs, the first inputs and outputs of which are connected to the on-board information exchange network, and the second inputs and outputs - to the first inputs and outputs of the signal conversion unit and the protection and switching unit, the second inputs are the outputs of which are connected to general aircraft equipment; a control system for an integrated control system containing the first and second information and computer systems connected to the on-board information exchange network; the computing part of the marching power plant, containing the first and second control and monitoring units connected to the on-board information exchange network, all-aircraft systems with their own calculators, including the power supply system controller, the flight attendant console, the air conditioning system controller, connected to the said on-board information exchange network auxiliary power unit control unit; the controller of the main and backup power system, the controller of the automatic pressure control system and the controller of the fire protection system, while the said central computers, as well as the first and second blocks of calculators, hubs, the first and second control and monitoring units of the marching power plant, as well as all the controllers mentioned on heterogeneous architecture.

The technical result of the invention is to increase the reliability of the integrated complex of on-board equipment.

Another technical result of the present invention is also: increasing productivity (reducing the time of receiving / transmitting control commands) of the BWC computing system through the use of heterogeneous calculators in the formation of control commands used simultaneously to solve various functional tasks of controlling aircraft systems.

The claimed technical result is achieved through the use of heterogeneous computers performing identical operations as part of the proposed integrated complex of on-board equipment, while performing functional tasks of aircraft navigation and aircraft system control. The use of heterogeneous calculators can improve reliability due to the fact that with the same unforeseen impact, the appearance of the same errors, failures, and failure in heterogeneous computers is eliminated.

Another technical result of the invention is the expansion of the functionality of an integrated complex of airborne equipment.

Disclosure of invention

The equipment, machines and assemblies on board the aircraft are structurally combined into systems designed to solve individual problems. Separate systems are combined into larger structural formations - complexes. Thus, the on-board equipment complex is a combination of structurally and functionally connected systems, devices, sensors, computing devices. All electronic equipment of the aircraft, regardless of belonging to one or another of the listed groups, are often called avionics. The composition of avionics for modern passenger aircraft can be divided into the following groups:

- primary information systems;

- radio navigation systems;

- radio communication systems;

- automatic piloting systems;

- airborne information systems;

- other flight navigation systems.

According to the invention, to implement the control functions of systems and avionics that are part of the BWC, a computing core is used, built on the principle of an open architecture, which is based on CPIOM calculators. The principle of open architecture requires an open network fault-tolerant function-oriented architecture based on a scalable IMA using a single computing environment (platform).

The functions of the individual systems of the complex in this case are performed by software applications that share common computing and information resources.

An important feature of this architecture is the absence of “rigid” once and for all established connections between the units and systems that are part of the on-board equipment (information channels) and computing facilities.

This allows you to implement a dynamic reconfiguration of the structure of the CCD with the corresponding reallocation of resources.

In the event of failure of CPIOM computers to implement a limited number of system control functions and avionics control systems, the computing power of two blocks of calculators-concentrators BVK 1 and BVK 2 from the composition of the SUOSO system and not included in the BCIMS and constructed according to the closed architecture principle is connected.

The principle of closed architecture refers to functions implemented in the form of quick-change units (LRUs) having "rigid", once and for all established connections between sensors of on-board equipment (information channels) and computing facilities.

The differences between BVK and CPIOM calculators are also as follows:

- BVK calculators are made without design features of CPIOM blocks carrying the IMA ideology with removable computing modules based on the principles of open architecture);

- a significant difference between CPIOM calculators and BVK calculators is the absence of their own operating system in the latter (built according to “hard” logic);

- circuit solutions and components are developed by various manufacturers;

- The software is made by various development teams and independent firms.

The proposed integrated complex of airborne equipment of heterogeneous architecture performs the following functions:

- providing automatic and manual navigation in the expected operating conditions;

- measuring, calculating and issuing flight and navigation information for automatic and manual navigation, including flying in adverse weather conditions at any time of the day or year, in all physical and geographical conditions, along equipped and non-equipped airways;

- display to the crew of navigation and aerobatic, cartographic and reference information, information on the technical condition of systems, equipment and the aircraft as a whole, as well as the formation and issuance of warning and emergency messages, commands and instructions to the crew;

- ensuring compliance with current and future standards of longitudinal, lateral and vertical separation adopted for domestic and foreign routes, including those related to the implementation of the Global Air Navigation Plan (CNS / ATM) concept and the “Free Flight” concept of the International Civil Aviation Organization (ICAO)

- interaction with ground-based and satellite navigation and landing aids, as well as with ground-based air traffic control points (ATC);

- providing radiotelephone communications and digital data transmission with ground stations and other aircraft at all stages of flight;

- automatic monitoring of the status of the complex systems and the issuance of data to the on-board maintenance system, as well as transmission to a ground station;

- control of the operation of systems and power plant;

- emergency registration of systems and equipment parameters;

- the issuance of information about the status of systems for maintenance.

The proposed integrated complex of airborne equipment of heterogeneous architecture includes:

1) information display facilities, including five color widescreen liquid crystal indicators (LCDs), backup devices;

2) an onboard central integrated modular computing system comprising N central calculators with software applications (N is an integer);

3) two sets of multifunctional control panels;

4) flight and navigation equipment and navigation and landing radio equipment;

5) integrated management system (KSU);

6) a control system for general aircraft equipment;

7) power plant control and monitoring units;

8) control and monitoring units of the air conditioning system (SCR) and the automatic pressure control system (SARD);

9) integrated ceiling remote control (PPC);

10) control panels of information display facilities;

11) cabin crew remotes;

12) integrated on-board system for monitoring, processing and recording flight data (ISSCOR) and on-board maintenance system (BSTO);

13) power distribution system.

The proposed complex of integrated airborne equipment of heterogeneous architecture provides a solution to the following problems:

- Automation of aircraft navigation along a programmed route in space with the possibility of optimizing flight parameters for fuel consumption;

- the issuance of flight and navigation information to ensure an automatic approach and landing according to ICAO standards I, II, IIIA and IIIB according to the ICAO instrument instrumental landing system (instrument landing system, ILS) and centimeter (microwave landing system, MLS) data ) bands, as well as satellite navigation systems (GPS and / or GLONASS).

- the formation of voice, sound and light signaling about the output of flight parameters beyond the operational limitations of the aircraft;

- determination of the coordinates of the aircraft’s location, automatic and manual correction of the calculated coordinates according to the radio engineering systems of short-range navigation and the global satellite system GPS, GLONASS and typical landmarks;

- determination of flight time and distance to any point on the route or aerodrome according to a given flight path and by the shortest distance, available time and distance from the actual fuel remaining at the selected or recommended optimal flight mode;

- detection and formation with the display of signals about approaching dangerous hydrometeorological forms, increased atmospheric turbulence, including dangerous wind shear;

- a survey of the earth's surface to solve navigation problems;

- automatic control of the technical condition of systems in flight and during maintenance with the issuance of information to the crew and engineering personnel;

- formation and delivery of information to the on-board flight information recording system;

- two-way communication at any time of flight with ground and airborne aircraft radio stations;

- digital data exchange;

- maintaining internal two-way communication between all members of the flight crew and notifying passengers in flight;

- sound and voice notification of the crew about a special situation in flight;

- giving a signal to drive search and rescue equipment from emergency beacons outside the aerodrome.

Information display tools, which are part of the proposed integrated complex of airborne equipment of heterogeneous architecture, are designed to display information about the flight and navigation and air conditions, the status and parameters of the power plant and airborne systems, and signal information.

Information display tools contain five color widescreen liquid crystal indicators (LCDs) and backup devices. Information display tools include flight format indicators (primary flight display, PFD), indicators on the windshield indicators of flight management systems (FMS), indicators of the navigation environment (navigation display, ND), an indicator for displaying engine parameters and aircraft system parameters , emergency and warning alarms (engine warning display, EWD) and status indicator aerobatic systems (synoptic display, SD). Also, information display devices include electronic flight tablets.

Information display tools perform the following functions:

- display of aerobatic information;

- display of navigation information;

- display of information about the status and parameters of the power plant and on-board systems;

- display of signaling information;

- displaying information on the achievement of controlled flight parameters of operational tolerance limits;

- management of information displayed on the displays in the cockpit;

- processing of preset parameter values set by pilots;

- the issuance of information to consumers, as well as into the integrated system for the collection, control, processing and registration of flight information (ISSCOR) (on-board recorder).

Information (data) for display on the information display means is supplied to them via an Ethernet data network from an onboard central integrated modular computing system.

Ethernet is a classic example of the CSMA / CD protocol (Carrier Sense Multiple Access with Collision Detection - Carrier Sense and Collision Detection). CSMA / CD is a technology (IEEE 802.3 group of standards) of multiple access to a common transmission medium in a local area network with collision control, used, in particular, in the ARINC-664 specification, also known as AFDX. CSMA / CD refers to decentralized quasi-random methods and is used both in conventional networks such as Ethernet, and in high-speed networks such as Fast Ethernet and Gigabit Ethernet. If, during frame transmission, the workstation detects another signal occupying the transmission medium, it stops the transmission, sends a jam signal and waits for a random period of time (known as the “backoff delay” and found using the “truncated binary exponential backoff” algorithm) before so how to send the frame again. Collision detection is used to improve performance by interrupting transmission immediately after detecting a collision and reducing the likelihood of a second collision during retransmission. Collision detection methods depend on the equipment used, but on electrical buses such as Ethernet, collisions can be detected by comparing the transmitted and received information. If it differs, another transmission is superimposed on the current one (a conflict has occurred) and the transmission is interrupted immediately. A jam signal is sent, which delays the transmission of all transmitters for an arbitrary time interval, reducing the likelihood of collisions during retries.

The onboard central integrated modular computing system (BTsIMVS) provides the execution and control of the implementation of a number of independent software applications (software) of avionics, which carry out the solution of aviation problems that are heterogeneous in architecture. The hardware of each computing module (such as inputs and outputs, memory, processor time) can be divided between sections of software (software).

The computing module is part of the computer and communicates between the computing power of the on-board electronic equipment (avionics) and various types of input / output resources.

The proposed integrated complex of on-board equipment of heterogeneous architecture contains N computing modules with software applications (N is an integer).

The Interstate Aviation Committee has identified five levels of guarantee for the development of a complex of on-board equipment, from level A to level E, corresponding to five categories of failure conditions:

- catastrophic (level A) is a failure state, for which it is accepted that when it occurs, the prevention of death is almost impossible;

- emergency (level B), is a failure condition that can lead to a significant deterioration in the characteristics of the aircraft and / or physical fatigue or such a workload of the crew that it is no longer possible to rely on the fact that he will fulfill his tasks accurately and completely;

- complex (level C), - this is such a failure condition that can lead to a noticeable deterioration in the aircraft’s characteristics, and / or one or more parameters exceeding operational limits, but without reaching limit limits, and / or reducing the crew’s ability to cope with adverse conditions, both because of an increase in workload, and because of conditions that reduce the effectiveness of crew actions;

- the complication of flight conditions (level D) is a failure condition, which can lead to a slight deterioration in the characteristics of the aircraft, and / or a slight increase in the workload of the crew;

- without consequences (level E) - this is a failure condition that does not affect the characteristics of the aircraft and does not increase the workload of the crew.

Each of the N computing modules of the onboard central integrated modular computing system that is part of the proposed integrated complex of onboard equipment of heterogeneous architecture consists of the following parts:

a computing core (CPU, memory, etc.), including an Ethernet controller, in an embodiment of the present invention being an ARINC-664 controller;

- I / O signal converter;

- built-in power supply;

- a set of services of the system partition (system software);

- a real-time operating system (RTOS) with an ARTNC-653 interface that supports all input-output and computing power of a computing module;

ARINC-653 is the standard for the application software interface for use in avionics and defines the interface between the on-board central integrated modular computing system operating system (OS) and the avionics software (applications).

The onboard central integrated modular computing system (BTsIMVS) performs the following tasks:

- processing and forming for issuance of aerobatic information in the cockpit for the indication means;

- processing and forming for issuing navigation information to the display means in the cockpit;

- processing and forming for issuing information on the status and parameters of the power plant and on-board systems to the display means in the cockpit;

- processing and forming for issuing signal information in the cockpit of the signaling means in the cockpit;

- processing and forming for the issuance of information on the display means in the cockpit information about the achievement of controlled flight parameters of operational tolerance limits;

- processing and forming for issuing reference information in the cockpit of the reference information;

- management of information displayed on the displays in the cockpit;

- processing of the set parameter values set by the pilots;

- formation and storage of signal information in the DZU;

- the issuance of information to the on-board recorder;

- aircraft network manager;

- built-in control of their own performance;

- airborne maintenance system;

- systems for collecting and converting information;

- flight control systems;

- crew warning systems;

- support service for integration and verification;

- functions for monitoring module resources;

- radio control;

- stall warnings.

When power is supplied to the on-board central integrated modular computer system, the initial testing procedure begins, followed by initialization, including loading the code, cleaning buffers and registers, setting variables and outputs to initial values, etc.

The initialization phase provides preparation for the transition of the computing module into one of the operating modes. There are various options for initializing “cold start”, “quick initialization” and “hot start”.

At the beginning of initialization, only the functions for controlling the operating mode and the power supply function are performed, then the real-time operating system (RTOS) is loaded and performs the transition to the next operating mode in accordance with the initialization results.

After loading the real-time operating system (RTOS), the functional software applications (software) of avionics are loaded

functioning of the onboard central integrated modular computing system (BTsIMVS).

The proposed integrated complex of airborne equipment of heterogeneous architecture includes multifunctional control panels designed to operate as part of electronic indication systems.

The first and second multifunctional control panels provide the formation and digital output of signals from the function buttons, the joystick and the keys of the alphanumeric keyboard in accordance with the PF of the multifunctional control panel. Multifunctional control panels perform the following functions:

- issuing independent signals about pressing each function button;

- issuing independent signals about pressing each button of the alphanumeric keyboard ;;

- issuing signals about the position of the joystick.

Flight and navigation equipment and navigation and landing radio equipment

Flight and navigation equipment is designed to solve the problems of navigation and piloting aircraft at all stages of flight in simple and difficult weather conditions, at any time of the year or day over land and over the sea. Provides high efficiency of the assignment, unloading the crew during piloting and withdrawal of the aircraft in a given area through automation.

Flight and navigation equipment and navigation and landing radio equipment including:

- a system for measuring altitude and speed parameters, including at least 3 channels;

- Three sets of inertial navigation system;

- two sets of radio altimeters (RV);

- one set of automatic radio compass (ARC);

- two sets of DME radio range finder;

- two sets of combined VOR / MB receivers;

- Two sets of multimode navigation and landing receivers with ILS / GPS / GLS functions;

- two sets of GLONASS satellite navigation system;

- TCAS air collision avoidance system;

- Land Warning System TAWS;

- Two sets of transponder PBX Mode S;

- Two sets of EFB Class 2 pilot electronic portfolio;

- radio communication equipment consisting of:

- three sets of VHF radio stations;

- one set of radio station KB range;

- portable emergency beacon;

- equipment for data transmission via VHF and KB communication channels.

Flight and navigation equipment and navigation and landing radio equipment provides the following functions:

- continuous measurement, calculation and issuance of aerobatic navigation information;

- measuring the current values of the parameters of the movement of the aircraft, determining the mismatch between the actual and the required laws of motion of the aircraft and the formation of control actions that ensure the implementation of the desired trajectory of movement;

- two-way external communication between the crews of several aircraft in flight and with ground control points for air traffic, two-way intra-aircraft communication between crew members and the transmission of necessary information to aircraft passengers;

- solving a complex of navigation problems, as well as landing an airplane in difficult weather and night conditions.

Flight and navigation equipment and navigation and landing radio equipment interacts with the onboard central integrated modular computer system, the SUOSO system, the KSU system, the power plant control and monitoring units, the control units for hard-and-hard drive along the information exchange lines of the ARTNC-429 standard.

The integrated control system (KSU) is designed for remote and automatic control of the steering surfaces of the aircraft in all flight modes and phases, in all regular and, especially, in emergency flight situations.

An integrated control system consists of two three-channel (with a heterogeneous architecture) control unit, sensors and actuators.

The integrated control system (KSU) provides remote control, both during normal operation and during design failures in the KSU and interacting systems due to reconfiguration of software and hardware with the following steering surfaces:

- ailerons;

- rudder (RN);

- elevator (RV);

- stabilizer;

- external interceptors;

- internal interceptors;

- manual rotation control of the front landing gear;

- the formation of signals for controlling the brakes of the wheels of the chassis according to the commands of the crew and external systems;

- control of flaps and slats of the aircraft;

- control by crew commands and external systems of air brakes and dampers.

The integrated control system (KSU) has three control modes: primary, standby and emergency.

The aircraft control system determines the role of the pilot as a setter of the required motion parameters in maneuvering or stabilization modes, the maintenance of which is assigned to the control system. The manual control system limits the pilot's ability to pilot in the event that the pilot’s actions to control the aircraft can lead to dangerous consequences, for example, reaching maximum flight regimes in terms of movement parameters.

An integrated control system (KSU) exchanges information with interfaced equipment (onboard central integrated modular computing system (BTsIMVS), an integrated system for collecting, controlling, processing and recording flight information (ISSCOR), a system for managing general aircraft equipment (SUOSO, etc.) on digital code lines of communication of the ARINC-429 standard. The ARINC-429 standard defines the specification of a data bus that provides data transmission and reception between elements of avionic avionics equipment at one of three speeds: 12.5 Kbps, 50 Kbps or 100 Kbps. The ARINC 429 specification also defines other parameters, including the type of wiring, the level of electrical voltage, the coding used, and the distribution of labels, established discrete data word formats, and file transfer protocols.

The control system for airborne equipment (SUOSO) provides automatic control and monitoring of airborne equipment.

The structure of general aircraft equipment (CCA) includes:

- control system for cleaning and releasing the chassis;

- hydraulic system;

- oxygen system;

- neutral gas system;

- air conditioning system (SCR);

- monitoring system of temperature and pressure of wheels;

- emergency rescue equipment system;

- system of water supply and utilization of waste products;

- a system for monitoring the position of doors and hatches;

- system of household and kitchen equipment;

- Aircraft glazing heating system;

- anti-icing system (PIC).

Each unit that is part of the control system for general aircraft equipment consists of two functionally independent modules - the main and backup.

The structure of the control system for general aircraft equipment (SUOSO) includes the following blocks:

- a modular computer calculator for the control of general aircraft equipment (SUOSO), performing: receiving information from interfaced aircraft systems through signal conversion units BPS-14 via the APINC-825 intrasystem communication line, information exchange with interfaced equipment in accordance with GOST 18977-79, RTM 1495 -75 rev. 3, APINC-429 parts 1, 2, 3 (AC 1.1. 429 parts 1-16-2003, AC 1.1. 429 parts 2-15-2003, AC 1.1. 429 parts 3-18-2003)) , with the standards ARINC-825 (АС 1.1. 825-2009), ARINC-664 (AFDX), receiving from input equipment one-time input commands of the first (PK1) and second (PK2) types, self-monitoring, logical processing of information, issuing control commands in DC switching and protection units (BKZ), control of the supply voltage of the unit, control of flashers through the BUS unit;

- a signal conversion unit (BPS), which receives analog and discrete signals from sensors and system units, preprocesses them and issues them via the ARINC-825 intrasystem code communication line, feeds individual sensors, monitors the unit’s supply voltage, and performs self-monitoring (it is developed according to a separate technical assignment).

- DC switching and protection unit (BKZ), which receives information via the intra-system code line of communication ARINC-825, receives discrete direct control signals from control panels of aircraft systems, self-control, generation of control commands for actuators of general aircraft systems (27 V), echo -control ”of control commands and protection of the output power circuits of the unit against overloads and short circuits, control of the supply voltage of the unit, (developed according to a separate technical task).

- Glass heating control unit (BUOS), providing discrete information from the glass heating control panel, receiving and primary processing of analog signals from temperature sensors, switching three-phase alternating current to heating elements, "echo-control" of control commands regarding control commands at the output of solid-state switching elements, protection of the airplane circuit-switched feeder circuits from overcurrents, protection of the airplane circuit-switched circuit feeder circuits from an electric arc, Measurements and converting into digital form the magnitude of the load voltage in part unit switched circuits control the power supply voltage, the interaction of the equipment with a mating link code ARINC 825 (1.1 AU. 825-2009), operability of the private control in flight and on the ground.

The control system for general aircraft equipment (CWMS) performs the following functions:

- collection of information from interfaced systems, sensors and actuators;

- processing the flows of collected data in the interests of interfacing systems of the on-board maintenance system (BSTO), an integrated system for collecting, monitoring, processing and recording flight information (ISSCOR) and KSEIS (in terms of KISS)

- automatic control of interfaced aircraft systems at all stages of flight;

- exchange of information on code lines in accordance with ARINC-825 (AC 1.1. 825-2009) between the units of the SUOSO system and with the associated equipment;

- exchange of information on code lines of communication with interfaced aircraft systems in accordance with GOST 18977-79, RTM 1495-75 as amended. 3 (ARINC-429 parts 1, 2, 3 (AC 1.1. 429 parts 1-16-2003, AC 1.1. 429 parts 2-15-2003, AC 1.1.429 parts 3-18-2003)) ;

- glass heating control;

- emergency control directly from the controls on the integrated upper pilot panel;

- flight and ground control of the technical condition of general aircraft systems and avionics;

- organization of the alarm loop;

- monitoring of their own operability in flight, on the ground with a depth of control sufficient for the operation of the system without the use of ground control and verification equipment, monitoring of their own operating time and resource, for organizing the operation of the control system for general aircraft equipment (SUOSO) as it is;

- monitoring the status of the mating equipment in flight and during maintenance.

The General Aircraft Equipment Management System (ASME) interacts with the following aircraft systems:

- hydraulic system;

- fuel system;

- fire system;

- integrated air conditioning system;

- power supply system;

- anti-icing system (PIC);

- a system of lighting equipment;

- oxygen system;

- chassis control system;

- system of passenger household equipment;

- a system of rescue equipment;

- water supply and waste disposal system;

- a system of flight and navigation equipment;

- a system for monitoring the position of doors and hatches;

- auxiliary power unit;

- power plant;

- a system of a turbopump installation;

- management system for loading and unloading baggage and containers;

- system of household and kitchen equipment;

- inert gas system.

Aircraft systems assemblies are controlled through DC switching and protection units (DCB) of the general aircraft equipment control system (SUOSO) in automatic mode according to the commands generated in the central computer of the general aircraft equipment control system (SUOSO), in manual mode directly from the aircraft systems control panel . The collection and processing of information from sensors and actuators of aircraft systems is carried out by peripheral units (BPS) and transmitted via 2 channel information bus ARINC-825 to the central computer of the control system for general aircraft equipment (SUOSO). The information required for service stations, an integrated system for collecting, monitoring, processing and recording flight information (ISSCOR), KSEIS (in terms of KISS) comes from the central computer of the control system for general aircraft equipment (SUOSO) according to ARINC-429 and ARINC-825.

The interaction of the components of the system is as follows:

- analog and discrete information from sensors and aggregates of general aircraft equipment is supplied to BPS units. After converting the received information into a digital code, the information is transmitted to the system calculators;

- the computer, in accordance with the algorithms of the Operation Program, transmits signals in digital form via the ARINC-825 internal bus to the DC switching and protection units (BKZ).

- DC switching and protection units (BKZ), having received a command to control via the ARTNC-825 internal system bus in digital form or from the Upper pilots console as a one-time command, switch the voltage to the corresponding unit of general aircraft equipment.

The control and monitoring units of power plants are designed to control and automatically control marching power plants and auxiliary power plants at all stages of flight.

The power plant control and monitoring units include two two-channel control and monitoring units for marching power plants and one two-channel auxiliary power unit for controlling and monitoring the auxiliary power unit.

Engine control units provide:

- engine starting;

- engine shutdown;

- regulation of engine operating modes in all operating conditions;

- management and control of engine systems and devices in all operating conditions.

The control units of each engine automatically control the engines and systems of the marching power plants and the auxiliary power plant, using information received from control panels, a control system for general aircraft equipment (SUOSO) and a system for measuring altitude and speed parameters. The control units provide information on the operation of engines and their technical condition to the control system for general aircraft equipment (SUOSO), the onboard central integrated modular computer system (BTsIMVS), the integrated system for collecting, monitoring, processing and recording flight information (ISSCOR). The exchange of information with paired equipment is carried out through the information exchange standard ARINC-429.

Control and monitoring units of the air conditioning system (SCR) and automatic pressure control systems (SARD) are designed to control and automatically control the air conditioning system (SCR), automatic pressure control system (SARD), de-icing system (POS) and neutral gas system (LPG) ) at all stages of the flight.

The control and monitoring units of the air conditioning system (SCR) and the automatic pressure control system (SARD) include two control units of the SLE, an anti-icing system (POS), a neutral gas system (LPG) and two control units of the automatic pressure control system (SARD).

Control and monitoring units for air conditioning systems (SCR) and automatic pressure control systems (SARD) are designed to solve the following problems:

- collection of information from mating sensors and actuators of the air conditioning system (SCR) and automatic pressure control system (SARD);

- processing streams of collected data;

- automatic control of the air conditioning system (SCR) and the automatic pressure control system (SARD) at all stages of the flight;

- exchange of information with paired equipment via code lines in accordance with ARINC-429 and ARINC-825;

- flight and ground control of the technical condition of the system of hard currency, SARD.

Control and monitoring units for air conditioning systems (SCR) and automatic pressure control systems (SARD) provide:

- management of work of hard currency, PIC, SARD, CIS;

- control of the technical condition of the units of hard currency, POS, SARD, CIS;

- the issuance of means for indicating and recording the parameters of the systems, warnings about the failure states of the units and dangerous values of the parameters in the cab, as well as the on-board maintenance system (BSTO), information about the failures of the units of the systems;

- automatic reconfiguration of systems depending on the operating mode, bringing the systems to their original state when power is applied to the board, air conditioning from the APU, MD, ground source and emergency ventilation;

- protection of systems in case of failures;

- control of sensors, actuator signaling devices, their electrical connecting lines and control channels.

Control units SLE, SARD interact in accordance with ARINC-429 and ARINC-825 with the following aircraft systems:

- marching engines and auxiliary power unit;

- wing anti-icing system;

- neutral gas system (LPG);

- power supply system (SES);

- a control system for general aircraft equipment;

- chassis system;

- fire fighting system (PPS);

- a hydraulic system;

- water supply system;

- integrated ceiling remote control;

- first and second cabin crew remotes.

Integrated ceiling control panel (PPC) is designed to control the operating modes of aircraft systems and on-board equipment. The integrated ceiling panel is made in the form of a single design, consisting of separate control and display units and is designed to perform the following functions:

- manual control of the operating modes of aircraft systems and avionics;

- exchange of information with interacting aircraft systems and avionics and its logical processing;

- the formation and issuance of control signals to aircraft systems in automatic mode;

- display of the technical condition of aircraft systems.

The integrated ceiling control panel (PPC) provides manual and automatic control of the following systems and equipment:

- hydraulic system (HS);

- fuel system (TS);

- auxiliary power unit (APU);

- fire fighting system (PPS);

- anti-icing system (PIC);

- air conditioning system (SCR);

- heating system for air pressure receivers (LDPE);

- windshield wiper control system;

- automatic pressure control system (SARD);

- power supply system (SES);

- lighting equipment (STO);

- windshield heating system;

- inertial systems;

- emergency beacon.

The integrated ceiling control panel interacts with the airborne equipment control system (SUOSO), the air conditioning system control and monitoring units (SCR) and the automatic pressure control system (SARD) and the glass heating control units (BUOS) through the information exchange line that complies with the ARINC-825 standard. In addition, the integrated ceiling console (PPC) also controls aircraft systems in manual mode (giving one-time commands to the corresponding systems).

The first and second cabin crew panels are designed to control the equipment of the passenger compartment.

The first and second cabin crew panels provide:

- management of indication of the technical condition of kitchens, waste and wastewater disposal systems;

- management of the entertainment system during flights;

- control of the passenger compartment lighting system.

- speaker control;

- interior temperature control.

The first and second cabin crew remotes interact via ARINC-825 standard code communication lines with the general aircraft equipment control system (СУСОО) and air conditioning system control units (SCR).

The integrated on-board flight information control, processing and recording system (ISSCOR) is designed to record parametric data from aircraft systems and consists of an on-board operational storage and an on-board protected storage.

An integrated on-board system for monitoring, processing and recording flight information (ISSCOR) provides the following functions:

- collection and registration of mandatory parametric data from aircraft systems, time-synchronized;

- collection and registration in a multifunctional secure on-board drive;

- storage of flight information (until the start of replacement) for at least 25 hours of registration of parametric data.

The integrated on-board system for monitoring, processing and recording flight information (ISSCOR) receives information from paired equipment via information exchange lines of the ARINC-429 and ARINC-825 standard for subsequent registration.

The power distribution system is designed to distribute AC and DC power from aircraft power buses to aircraft consumers.

The power distribution system consists of two primary distribution units and three secondary distribution units.

The power distribution system provides the following functions:

- distributes AC and DC power from the aircraft power buses to aircraft consumers;

- provides the required switching and control logic to equipment power consumers;

- Uses distribution architecture and transistor switching technology;

- protects the aircraft feeder from current overloads and transients caused by the failure of all electrical outputs.

The distribution of power to consumers is controlled through the peripheral blocks of the power distribution system in automatic manual mode. In automatic mode, electricity is distributed when power is supplied to the distribution units. In manual mode (maintenance mode) by commands from the on-board maintenance system (BSTO), which is the software application of the on-board central integrated modular computer system (BTsIMVS). In case of detection of excess current consumption by any consumer, the power supply to the corresponding consumer is terminated. Information about the disconnection of consumers is transmitted through the information exchange ARINC-825 to the control system for general aircraft equipment (SUOSO) with subsequent transmission to the integrated system for collecting, controlling, processing and recording flight information (ISSCOR).

Industrial applicability

The proposed integrated complex of airborne equipment of heterogeneous architecture is intended for use in the aviation industry in the design and manufacture of modern and promising passenger aircraft that provide high reliability and flight safety during mass transportation of air passengers in various conditions.

All technical means and the software providing their work, the application of which is provided by the present invention, are developed and produced both by domestic industrial enterprises and leading companies in foreign countries.

The interaction of means envisaged by the present invention is realized in known processes of various purposes in the field of aircraft construction. In the manufacturing process of all devices included in the control system of general aircraft equipment and aircraft systems, standard, standard industrial equipment, known materials and components can be used.

Claims (1)

A complex of avionics equipment containing
on-board electronic equipment containing control and indication means, a secondary system and a computing core interconnected via an on-board information exchange network, the computing core including first, second, third central computers and fourth, fifth and sixth central computers connected to the on-board information network exchange through the first and second AFDX switches;
an integrated ceiling panel and an integrated system for collecting, controlling and recording flight information connected to the on-board information exchange network;
a control system for general aircraft equipment, including the first and second blocks of calculators, hubs, the first inputs and outputs of which are connected to the on-board information exchange network, and the second inputs and outputs - to the first inputs and outputs of the signal conversion unit and the protection and switching unit, the second inputs are the outputs of which are connected to general aircraft equipment;
a control system for an integrated control system containing the first and second information and computer systems connected to the on-board information exchange network;
the computing part of the marching power plant, containing the first and second control and monitoring units connected to the on-board information exchange network,
general aircraft systems with their own calculators, including a power supply system controller, a flight attendant console, an air conditioning system controller, an electronic control unit for an auxiliary power unit connected to the on-board data exchange network; main and backup power system controller, automatic pressure control system controller and fire protection system controller,
characterized in that the said central calculators, as well as the first and second blocks of calculators-hubs, the first and second control and monitoring units of the marching power plant, as well as all the mentioned controllers, are made in a heterogeneous architecture.