RU2597814C1 - Pilot-navigation system of transport aircraft - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to a pilot-navigation systems of a transport aircraft. Digital pilot-navigation system of a transport-aircraft comprising an equipment of current flight navigation parameters for measuring heading, roll, pitch, inertial speeds (IS-1), (IS-2), air speed, pressure altitude (ADS), relative height from the radar altimeter (RA) for determining coordinates by inertial radio systems, a switching unit (SU), a digital-to-analogue converter (DAC), a commands execution unit (CEU), a radio communication system with a receiver-transmitter (RT) to communicate with a control panel at the route initial point (RIP) and a control panel at the route final point (RFP), also additionally includes a satellite navigation system (SNS), a route program unit (RPU), a takeoff-landing unit (TLU), has the first and the second automatic navigators (AN).

EFFECT: technical result is providing unmanned aircraft control together with higher accuracy of the pilot-navigation system and flight safety.

1 cl, 1 dwg

Description

The invention relates to the field of instrumentation, and in particular to flight and navigation equipment of transport aircraft and helicopters.

Known flight-navigation system of a transport aircraft [1], containing a magnetic compass, barometric speed and altitude sensors, an ultrasonic altitude sensor, satellite navigation system (SNA), gyro-vertical, device for obtaining directional view information, actuators.

The disadvantage of such a flight-navigation system is that it does not provide landing at intermediate points of the route.

The closest in technical essence is the flight-navigation system of a transport aircraft [2], containing the equipment for the current pilots and navigation parameters (ATPN) designed to perform the functions of two pilots for measuring heading, roll and pitch angles, airspeed, barometric altitude, altitude by radio altimeters, for determining coordinates by means of radio systems, an indicator of the navigation and navigation situation (IPNO) and a command generation unit (BFC) in the cockpit, commutation unit II (BC), a command execution unit (BIC), a radio communication system with a transmitter-receiver (PP) of communication with a control panel at the starting point of the route (NPM) and a control panel at the final point of the route (KPM), and the output of the BC is connected to the input of the BIC moreover, in it, as an executor of the functions of the second pilot, an automatic navigator as part of the course system (CS), satellite navigation system (SSS), route program block (BPM), on-board digital computer (BTSC), and the first signal converter (PS- 1), second conversion signal generator (PS-2), moreover, the output of the BFK is connected to one of the inputs of the BC, the outputs of the ATPN devices are connected to the inputs of PS-1, the outputs of PS-1, BPM, SNS, KS, PP are connected to the inputs of the digital computer, the output of the digital computer is connected to the input PS-2, the output of PS-2 is connected to IPNO and the second input of the BC.

Such a flight navigation system of a transport aircraft is characterized by the presence of crew members for solving piloting problems.

The technical result of the proposed solution is to provide unmanned control of a transport aircraft using a two-channel digital aerobatic navigation system based on inertial systems to increase the accuracy of piloting and navigation, as well as a take-off and landing unit to increase the flight safety of the aircraft.

This technical result is achieved in the flight navigation system of a transport aircraft containing inertial systems (IS) for determining roll angles, pitch, course, inertial speeds and location coordinates, an airborne signal system (AAS) for measuring airspeed and barometric altitude, equipment for measuring relative altitude by means of a radio altimeter (RV), equipment for determining ground speed and coordinates by means of inertial and radio systems, a switching unit (BC), to command execution (BIC), a radio communication system with a transmitter-receiver (PP) of communication with a control panel at the starting point of the route (NPM) and a control panel at the final point of the route (KPM), and the output of the BC is connected to the input of the BIC through a digital-to-analog converter (DAC) ), while a satellite navigation system (SNA), a route program block (BPM), a take-off and landing block (BWP) were introduced into it, the first and second automatic navigators (AN) were made, while the first AN was made as part of the first on-board digital computing cars (BTsVM-1), the first inertial system (IS-1) and the first channel of the BVP take-off and landing block, the second AN is made up of the second onboard digital computer (BTsVM-2), the second inertial system (IS-2) and the second channel of the BVP take-off and landing block, moreover, the IS-1 output is connected to the input of the BTsVM-1 and to the first input of the BVP, and the output of IS-2 is connected to the input of the BTsVM-2 and to the second input of the BVP, the outputs of the SVS, RV are connected to the inputs of the BTsVM-1 and BTsVM-2, one from the outputs of BPM, SNA and PP are connected to the inputs of BTsVM-1, other outputs of BPM, SNA, PP are connected to the inputs of BTsVM-2, the output of the BVP is connected to inputs B TsVM-1, BTsVM-2, PP, the output of BTsVM-1 is connected to the first input of the BC, the output of BTsVM-2 is connected to the second input of the BC, the output of the BC is connected to the input of the digital-to-analog converter of the DAC, the DAC output is connected to the input of the BIC, one of the outputs of each from BTsVM-1 and BTsVM-2 connected to the input of another or BTsVM-1, or BTsVM-2. BTsVM-1 and BTsVM-2 are connected to the PP with two-way communication.

By introducing a satellite navigation system, a route program block, a take-off and landing unit, the first and second automatic navigators, the first AN as part of the first on-board digital computer, the first inertial system and the first channel of the take-off and landing unit, the second AS as part of the second on-board digital computer, the second inertial system and the second channel of the take-off and landing block, the piloting, navigation and safety of take-off and landing of the transport fly is provided nogo apparatus without pilots, which makes transport aircraft in the version of the unmanned aerial vehicle.

When performing the first and second AN, an increase in the accuracy of the flight-navigation system is achieved due to the fact that the satellite navigation system SNS is used, as well as the inertial systems IS-1, IS-2, which are non-disturbing acceleration meters with high dynamic accuracy, and at the same time they are autonomous sensors - roll and pitch angles, course and speed components of the aircraft, which provides the opportunity to choose between two ANs of that AN, which provides a more optimal track flight orientation and averaging of the parameters of the first and second AN, in addition, the indicated advantages of inertial systems as part of the flight-navigation system, as well as the use of the BVP take-off and landing unit to compare roll angles, pitch, course and speed components directly from IS-1, IS -2 with the issuance of a signal about their compliance with the permissible values, significantly increase the safety of takeoff and landing of the aircraft.

In FIG. 1 is a block diagram of a digital flight navigation system of an unmanned transport aircraft.

The flight-navigation system of an unmanned transport aircraft (Fig. 1) contains an air signal system (SHS) 1, a radio altimeter (PB) 10, a command execution unit (BIC) 2, a switching unit (BC) 3, a digital-to-analog converter (DAC) 12, transmitter-receiver (PP) 4 radio communication systems with a control panel at the starting point of the route (NPM) 5 and a control panel at the final point of the route (KPM) 6, block program of the route (BPM) 7, satellite navigation system (SNA) 8, take-off block landing (BVP) 15, the first and second automatically Kie Navigators (AN). In this case, the first AN is made as part of the first on-board digital computer (BTsVM-1) 9, the first inertial system (IS-1) 11 and the first takeoff and draft channel, the second AN is made as part of the second onboard digital computer (BTsVM-2) 13, the second inertial system (IS-2) 14 and the second channel of the take-off and landing unit.

The output of IS-1 11 is connected to one of the inputs of BTsVM-1 9 and the first input of the BVP 15, the output of IS-2 14 is connected to one of the inputs of the BTsVM-2 13 and the second input of the BVP. The outputs of the SHS 1 and RV 10 are connected to the inputs of the BTsVM-1 9 and BTsVM-2 13, one of the outputs of the BPM 7, SNS 8, PP 4 are connected to the inputs of the BTsVM-1 9, and the other outputs of BPM 7, SNS 8, PP 4 are connected to the inputs of BTsVM-2, the output of BVP 15 is connected to the separate inputs of BTsVM-1 9, BTsVM-2 13 and PP 4. The output of BTsVM-1 9 is connected to one of the inputs of BC 3. The output of BTsVM-2 13 is connected to the second input of BC 3 The output of the BC 3 is connected to the input of the DAC 12, the output of the DAC 12 is connected to the input of the BIC 2. One of the outputs of each of the BTsVM-1 9 and BTsVM-2 13 is connected to the input of the other or BTsVM-1 9, or BTsVM-2 13. BTsVM -1 9 and BTsVM-2 13 connected to PP 4 two-way communication. PP 4 interacts using two-way radio communication with the ground control panels NPM 5, KPM 6.

Flight-navigation system of a transport aircraft operates as follows. When flying on a route, the coordinates of the starting and intermediate points of the route, the final and alternate aerodromes, the set course values, speeds, flight heights, roll angles, pitch on the route are programmed in BPM 7 in digital form to BTsVM-1 9 and BTsVM-2 13. Using the equipment included in the flight navigation system, the following current parameters of a transport aircraft are measured: roll, pitch, heading and inertial speeds determined by inertial systems IS-1 11 and IS-2 14, airspeed l and barometric altitude from the SVS 1 airborne signal system, flight altitude from the RV 10 radio altimeter, coordinates from the SNA 8 satellite navigation system. These traffic parameters of the transport aircraft are transmitted to BTsVM-1 9 and BTsVM-2 13, where these signals are compared with set in BPM 7 parameters of the trajectory of the transport aircraft.

Based on this, the BTsVM-1 9 and BTsVM-2 13 digitally generate directive signals of the deviation of the transport aircraft from a given route, which are converted into director signals of transport aircraft control and come from the output of the BTsVM-1 9 to one of the inputs of the BC 3 and from the output of the BCVM-2 13 to the other input of the BC 3. Next, the director signal arriving at one of the inputs of the BC 3 is fed to the digital-to-analog converter DAC 12, from the output of which the analog signal is fed to the BIC 2 command execution unit, which leads to ystvie steering linkage, flaps, etc. until the director signal is reset. Zeroing the director signal means that the transport aircraft has reached a predetermined flight path. The choice of one of the two ANs, according to the director signal of which BIC 2 should be carried out, is determined by the indication of PP 4 from the NPM 5 control panel at the starting point of the route or KPM 6 control panel at the final point of the route.

BTsVM-1 9 and BTsVM-2 13 carry out inter-machine information exchange, including for averaging calculations, monitoring the operability of each AN based on their built-in monitoring means for shutting down the failed AN. If the permissible differences in the calculated control signals of the first and second ANs are exceeded, the BCVM-1 9 and BTsVM-2 13 transmit the corresponding signal to software 4, which is then transmitted to the NPM 5 control panel at the starting point of the route and to the KPM 6 control panel at the final point of the route . Based on this, ground services decide how to fly a transport aircraft.

The BVP block 15 accepts the current values of the roll angles, pitch, course and speed components directly from the IS-1 11 and IS-2 14, the difference of the compared parameter values should not exceed the permissible thresholds programmed in the BVP block 15, if they exceed the BVP 15 a signal for exceeding the permissible mismatch in BTsVM-1 9 and BTsVM-2 13 for accounting and in PP 4 for decision-making by ground services.

Information sources

1. A.A. Loskutnikov, N.V. Senyushkin, V.V. Paramonov. UAV automatic control systems. "Young scientist." Publishing House "Young Scientist". No. 9, 2011, with. 56-58.

2. Patent No. 145174 of the Russian Federation “Flight-navigation system of a transport aircraft”, IPC G01C 23/00 (2006.01), 2014

Claims (1)

Flight-navigation system of a transport aircraft containing digital equipment of current flight-navigation parameters for measuring heading, roll angles, pitch, inertial speeds (IS-1), (IS-2), airspeed, barometric altitude (AS), relative altitude from a radio altimeter (RV), for determining coordinates using inertial and radio systems, a switching unit (BC), a digital-to-analog converter (DAC), a command execution unit (BIC), a radio communication system with a transmitter-receiver (PP) of communication with the remote control control at the starting point of the route (NPM) and the control panel at the final point of the route (KPM), and the output of the BC is connected to the input of the DAC, the output of which is connected to the input of the BIC, characterized in that in order to provide unmanned control of the transport aircraft, to improve the accuracy of flight -navigation system and improve the safety of piloting the aircraft, it introduced the satellite navigation system (SNA), the block program of the route (BPM), the block take-off landing (BVP), the first and second automatic navigators (AN), while the first AN is made as part of the first on-board digital computer (BTsVM-1), the first inertial system IS-1 and the first channel of the take-off and landing unit, the second AN is made as part of the second on-board digital computer (BTsVM -2), the second inertial system IS-2 and the second channel of the take-off and landing unit, the SVS, RV outputs are connected to the inputs of the BTsVM-1, BTsVM-2, the output of the IS-1 is connected to the BTsVM-1 and the first input of the BVP, and some from the outputs of the BPM, SNA and PP are connected to the inputs of the BTsVM-1, the output of the IS-2 is connected to the BTsVM-2 and to the second input of the BVP, and the other outputs of the BMP, SNA and PP are connected to the inputs of the BTsVM-2, the output of the BVP is connected to the inputs of the BTsVM-1, BTsVM-2, PP, BTsVM-1 is connected to the first input of the BC, the output of BTsVM-2 is connected to the second input of the BC, one from the outputs of each of the BTsVM-1 and BTsVM-2 is connected to the input of another or BTsVM-1, or BTsVM-2. BTsVM-1 and BTsVM-2 are connected to the PP with two-way communication.

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