RU2608183C1 - Aircraft landing multistage system - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: invention relates to aircraft engineering, particularly to aircraft (AC) landing multi-position systems under complex terrain relief. Achievement of said technical result is enabled in system, containing ground transmitting requester and, at least, three ground response signals receivers, wherein ground response signals receivers are connected to aircraft (AC) coordinates calculating ground module output through signal connection lines and its deviations from landing path, included into ground-based control computer, which control output is connected with aircraft control on-board equipment through AC landing control radio line, wherein on-board transmitter-responder, included into AC control on-board equipment, is connected to ground transmitter-requester via radio line "request-response", on-board AC altitude meter output is connected to onboard transponder (OT) of on-board transmitter-responder input, wherein two ground response signals receivers are arranged by sides of runway axial line in its center area with displacement from axial line of not less than five hundred meters, and at least one receiver is on side opposite to aircraft landing approach, and at distance of not less than four hundred meters from runway end, besides, system contains at least two ground transmitters, connected with high-frequency outputs to corresponding said ground receivers input, made as multi-channel, connected with low-frequency outputs to corresponding input of aircraft coordinates and its deviation from landing path calculating ground module, wherein each of said transmitters and corresponding multi-channel receiver are connected to each other and structurally combined into receiving-transmitting module, wherein ground transmitter-requester is connected to aircraft coordinates calculating ground module by bidirectional bus, wherein onboard AC control equipment comprises onboard aircraft coordinates calculating module, wherein on-board transmitter and receiver are made multichannel, interconnected and connected with onboard AC altitude meter.

EFFECT: higher reliability of safe AC output for landing.

1 cl, 8 dwg

Description

The invention relates to aviation, in particular to multi-position aircraft landing systems (Aircraft) in difficult terrain.

The aircraft landing system is known [see 1: US patent No. 6469654, Transponder landing system. IPC: G01S 13/76; G01S 13/91; G01S 3/46, publ. 10/22. 2002], the so-called transponder system TLS. The TLS landing system is primarily intended for installation where it is difficult to ensure the required accuracy of aircraft landing according to the terrain in the area of the aerodrome. In this case, the TLS system uses standard aircraft avionics, which is the advantage of this landing system. Currently, TLS landing systems are being actively implemented in US civil and military aviation. In various countries around the world, aerodromes with complex terrain have been operating TLS systems for several years.

The well-known TLS system is based on the use of secondary radar equipment (BPL). At the same time, a low-power interrogator (transceiver) of a secondary radar system (VRL) is installed in the area of the runway (runway), which requests aircraft (aircraft) located in the landing zone. The range is determined by the delay in the arrival of the response signal, and equipment is used to determine the elevation angle and azimuth using the phase-measuring method of measuring angles. To identify aircraft approaching, the dispatcher enters the aircraft side number in TLS. To ensure the required accuracy of determining the location coordinates of the aircraft, complex information processing using Kalman nonlinear filtering is used. Based on the location coordinates of the aircraft, its deviation from the calculated glide path is calculated. The calculated deviations of the aircraft from the glide path are transmitted to the aircraft via the control signal line (LPSU) in the format of the ILS landing system signals, which are received by the on-board receivers of the course and glide path of the ILS system and then transferred to the aircraft automatic control system (ACS) or displayed to the pilot. Thus, the TLS system provides an aircraft landing using standard on-board equipment.

The disadvantage of the TLS landing system is the phasometric method of measuring angles, which requires the use of rather complex antennas and equipment.

Known multi-position aircraft landing system [see 2: US patent No. 5017930. Precision landing system. IPC B64D 45/04; B64F 1/18; G01S 1/16; G01S 1/18; G01S 13/74; G01S 13/88; G01S 13/91; G01S 19/48; G01S 3/02; G01S 5/00; G01S 5/14; G08G 5/02; publ. 05.21.1991], containing a ground interrogator and at least four ground receivers of response signals, connected at the outputs via a signal line to a ground control computer, the control output of which is connected to the aircraft’s onboard equipment, including onboard aircraft control equipment, via the aircraft’s landing control radio line a vessel and an on-board transponder connected via a request-response radio line to a ground interrogator, and the control computer is equipped with a module for calculating the coordinates of the aircraft (AC) and open -toxic him from landing trajectories. In this case, three aircraft response signals receivers are located perpendicular to the runway axis, in the region of its center, and other receivers are located on the runway axis extension, one on each side of the aircraft approach approach and at some distance from the runway end. Thus, VRL receivers on the airfield surface form the letter "T". The location of all receivers is precisely defined in the airfield Cartesian coordinate system. Modern geodetic instruments allow you to snap to within a few centimeters. Therefore, the time of signal transmission from the receivers to the central computer is precisely known, which is further taken into account when calculating the location of the aircraft.

The principle of operation of this system is as follows. The interrogator requests aircraft located in the landing zone. All receivers and interrogator are synchronized by a single time system. By the delay in the arrival of the response signal, the distances to the aircraft are determined. As in the TLS system, the aircraft identification is carried out using the on-board number. To determine the location coordinates of the aircraft, the Kalman nonlinear filtering method is used [see 3: Balakrishnan A.V. Kalman filtering theory. Translation from English CM. Zueva, ed. A.A. Novikov. - Moscow: Mir, 1988. - 168 p.]. Based on the location coordinates of the aircraft, its deviation from the given landing path at the heading and glide path is calculated. The calculated aircraft deviations are transmitted to the aircraft via the control signal line (LPSU) in the format of the ILS landing system signals, which are received by the on-board receivers of the ILS system heading and glide path and then transmitted to the aircraft on-board automatic control system (ACS) or displayed to its pilot.

This landing system has insufficient reliability of the safe withdrawal of aircraft on the runway, associated with high errors in determining the location of the aircraft.

This is due to the fact that a feature of the secondary radar system (VRL) used in aircraft landing systems is that when forming a response signal, for example, in the RBS mode or S mode, significant delays occur in the airborne transponders, which are deterministic (constant) for a particular aircraft transponder. The amount of delay in terms of range can reach 150 meters. Such delays are unacceptable for landing systems, where the location of the aircraft should be determined with an accuracy of several meters. In addition, Kalman filtering is used here. In this case, the state vector includes three coordinates of the aircraft’s location, three rates of change in the coordinates of the aircraft’s location along the corresponding axes of the aerodrome coordinate system (SC), as well as a delay in the response of the VRL. In the theory of Kalman filtration, there is the concept of “observability”, which determines the possibility of obtaining estimates of the state vector from the available measurements. To determine the observability of Kalman filters, a theory of correlation-extreme navigation systems was developed (see 4: Krasovsky A.A., Beloglazov I.N., Chigin G.P., Nauka, 1979. - 448 pp.) Necessary and sufficient criterion. In accordance with this criterion, the rank of the matrix composed of the matrix of the observation vector and the matrices of derivatives of the observation vector must be equal to the dimension of the state vector of the synthesized filter. In this case, the state vector including the delay of the response signal indicated above will not be observed, i.e. by the Kalman method, the value of the delay of the VRL response signal cannot be determined.

Thus, the landing system under consideration will have large errors in determining the location of the aircraft.

Known multi-position aircraft landing system [see 5: patent for the invention of the Russian Federation No. 2558412, IPC G01S 1/20 (2006.01), B64D 45/04 (2006.01), publ. 08/10/2015], containing at least four terrestrial radio transceivers with high-precision synchronized clocks located at points that are known with high accuracy and are the vertices of the polygon, in the center of which there is a runway. Aircraft (aircraft), approaching, contain a transceiver radio station, a high-precision altimeter of small weights, a trajectory of the approach path, an onboard computer connected to the autopilot with rudder drives and in-car indicators.

Terrestrial radio transceivers, ground computers and radios on board the aircraft form a network of data lines, and the coordinates of terrestrial radio stations are known in advance with high accuracy. Terrestrial radio transceivers are spaced a sufficient distance from each other and are the vertices of the polygon in the center of which the runway is located. Aircraft as a part of on-board equipment have high-precision altimeters of low altitudes, as well as an approach path adjuster and an onboard computer connected to the autopilot with rudder drives and intra-cabin indicators. Parcels of radio stations are strictly synchronized, tied to the moments of a single time and contain data on the identification numbers of information sources and an adjustment for the delay in the radio path. On a ground computer, the corresponding pseudorange to the aircraft and the correction for the amount of systematic delay are calculated by the delay value of the received coded message by each ground station, the pseudorange equations are solved, and the coordinates of the aircraft, which are transmitted onboard the corresponding aircraft, are calculated. On board the aircraft, according to the delay in received coded messages from each ground station, the corresponding pseudorange to the ground transmitting and receiving radio stations and corrections for the amount of systematic delay are calculated, the pseudorange equations are solved, and the coordinates of the aircraft are calculated. Based on the measured coordinates, the on-board computer calculates deviations from the given trajectory in the horizontal and vertical planes, generates control actions for correcting the indicated deviations, and transfers them to the autopilot for working out the corresponding steering surfaces by the drives, as well as for displaying on the standard on-board command horizon or other indicators. At the final stage of the approach, when the aircraft is within the runway or its continuation, to calculate the deviations from the given trajectory in the vertical plane, the readings of a high-precision low-altitude radio altimeter or a laser altimeter measuring the height from the runway surface level are used.

Multiposition landing system works as follows. On board the aircraft located in the area of the aerodrome, with the help of the master set the approach path, which can be an equation relating the coordinates of the time and such a parameter as the distance to a point on the runway, which can be used as a control point of the aerodrome (CTA) or the coordinates of the end of the runway. In automatic dependent monitoring in the broadcast range (ADS-B), as you know, the single time scale is divided into time periods or slots, a certain number of which are frames (frames) and superframes (superframes). In pre-reserved slots, the BC radio transmitter broadcasts its identification number and other data, moreover, the moment the parcel starts) is known and strictly fixed on a single time scale. Each terrestrial radio station listens on the air and records the moment the parcel arrives from the aircraft. Since the time instants are fixed, the time of delay and pseudorange from the aircraft to each of the ground transmitting and receiving radios is determined.

To calculate the unknown coordinates of the aircraft x, y, h solve a system of equations for m pseudorange. Since the number of unknown coordinates with the addition of an unknown departure value for the onboard clock is four, then to find them the number of equations m must be at least four. Accordingly, the number of terrestrial radio stations should be at least four.

Before approaching with the help of the adjuster, one of the possible approach paths is set, which satisfies the requirements of safe flight of obstacles in the area of the aerodrome. Based on the measured coordinates, the on-board computer calculates the deviations from the given trajectory in the horizontal and vertical planes, generates control actions for correcting the indicated deviations, and transfers them to the autopilot for working out the corresponding steering surfaces by the drives, as well as for displaying on the standard on-board flight horizon or other indicators.

The disadvantages of this system is that the existing ADS-B systems rely solely on satellite navigation data (SNA) when receiving location and speed data. Therefore, failures are possible in cases where the level of characteristics or the geometry of the satellite constellation is insufficient to support one or another type of application.

The ADS-B data transfer protocol is not protected from hacker attacks, which can lead to the creation of air traffic distortion by attackers. A number of experts believe that ADS-B signals can be easily intercepted and tampered with by hackers. When a signal is cracked, attackers can bring a non-existent object onto the airborne radar, for example, another plane, and force pilots to perform an unnecessary or dangerous maneuver (see 6: http://andreicostin.com/papers/xakep.ru_2013_01_COVERSTORY.pdf)

In addition, the coordinates of the aircraft are transmitted from the aircraft via the communication line, and therefore, there is no way to verify that what is received via the communication line is really the real coordinates of the object. One autonomous ground ADS-B fails to verify that they are generally received from the required aircraft, and not from another source.

The reason for these difficulties is the vulnerability of the SNA signals, which usually include: malfunctioning of the SNA, deliberate restriction of the functioning of the SNA by the operator; undetected malfunction of the on-board navigation system; unintentional interference by signals close in frequency; jamming and spoofing SNA signals; ADS-B signal substitution.

The closest analogue (prototype) of the invention is a multi-position aircraft landing system [see 7: RF patent N 2489325, IPC B64D 45/04; B64F 1/18; G01S 1/16; G01S 1/18; G01S 13/74; G01S 13/88; G01S 13/91; G01S 19/48; G01S 3/02; G01S 5/00; G01S 5/14; G08G 5/02; publ. 08/10/2013], containing a ground interrogator and at least three ground receivers of response signals, connected at the outputs through a signal line to a ground control computer, the control output of which is connected to the aircraft’s onboard equipment, including the aircraft’s onboard control equipment, via the aircraft’s landing control radio line a vessel, an on-board transponder connected via a request-response radio link to a ground interrogator, an on-board height meter for an aircraft, connected at the exit to an on-board transponder moreover, the ground control computer is equipped with a module for calculating the coordinates of the aircraft and its deviation from the landing path, and the module for calculating the coordinates of the aircraft and its deviation from the landing path is made taking into account measurements of the aircraft’s flight height and the difference in the distances to the aircraft relative to the locations of the interrogator and the recipient receivers signals. At the same time, two ground-based response signal receivers are installed on the sides of the center line of the runway in the area of its center with an offset of at least five hundred meters from the center line, and subsequent receivers, one on each side of the aircraft’s approach and at a distance , not less than four hundred meters from the end of the runway.

The block diagram of the prototype is shown in FIG. one.

The aircraft’s onboard height meter contains a barometric, radio, and / or laser altimeter. The communication line between ground-based response signal receivers and a ground-based aircraft position calculator is made by a fiber-optic and / or WiMax-type radio link. The aircraft landing control radio link is made in the form of a bidirectional airborne data exchange radio link or a unidirectional radio control signal transmission line from the ground control computer to the aircraft.

Multiposition aircraft landing system operates as follows. In the interrogator 1, a request signal is generated, which is emitted in the sector of approach of aircraft 5 for landing. After receiving the request signal in the on-board transponder 11, a response signal is generated and emitted with data on the flight altitude of aircraft 5 obtained from the output of height meter 12 of aircraft 5, for example, from a barometric altimeter. The response signal is received by the receivers 6 of the multi-position landing system. The response signal from the output of the receivers 6 is transmitted via communication lines 7 to the input of the computer 8. The computer 8 records the time of arrival of the signal from each receiver 6. Knowing the distance between the receivers 6, the computer 8 determines the time of arrival of the signals to these receivers 6. The range equation for signal propagation from the time of the request to the receipt of the response signal by the i-th receiver 6 is determined by the following expression:

,

,

Where:

d _i - range from aircraft 5 to the i-th receiver 6;

d ₀ - range from the interrogator to aircraft 5;

x _i , y _i , z _i - coordinates of the receivers 6 response signals;

x _z , y _z , z _z - the coordinates of the interrogator 1;

x, y, z - coordinates of aircraft 5;

τ is the delay of the response signal in the airborne transponder 11;

c is the speed of light.

As can be seen from the above formula, the delay of the responder τ is included in each time interval. To determine the location of the aircraft 5, as well as to exclude the influence of the delay of the transponder, you can use the well-known differential-ranging method. Having determined the difference in ranges between different pairs of receivers 6, computer 7 solves a system of three equations with three unknowns, in which there is no delay on-board transponder 11 and the distance from interrogator 1 to aircraft 5. Difference-range equations in computer 8 are presented as follows:

Where:

τ ₁₂ = t ₁ -t ₂ , τ ₁₃ = t ₁ -t ₃ , τ ₄₃ = t ₄ -t ₃ ,

t ₁ , t ₂ , t ₃ , t ₄ - time of arrival of the response signal to the corresponding receiver 6 from the moment of emission of the request signal,

x, y, h - coordinates of aircraft 5.

From the considered system of equations, computer 8 uses numerical methods to find the coordinates of aircraft 5 with an accuracy of tens to hundreds of meters, which is not enough for a safe landing of aircraft 5. To increase the accuracy of the measured coordinates of aircraft 5 to units of meters, computer 8 uses the information about the flight altitude of aircraft 5 transmitted to response signal of the defendant 11. For the worst case (using a barometric altimeter 12), the accuracy of measuring the barometric height is 15-20 meters. In this case, the error in measuring the height of aircraft 5 consists mainly of the systematic component of the error, and the fluctuation component of the error in measuring height is an order of magnitude smaller. In addition, when transmitting barometric altitude, an error occurs due to the discreteness of its transmission. So, in the “RBS” mode, the discrete of the transmitted height is 30 m, i.e. The standard error of the transmission of the barometric height will be 15 meters. Consequently, the total error in determining the barometric height in the landing system will be about 21-25 meters. Range formula for aircraft 5, taking into account the error in determining the barometric altitude

Where:

ΔН _b is the error in determining the barometric height.

It follows from the last formula that when the landing system has a range of up to 40 km and the landing zone sector is ± 40 ° from the runway axis, the error in measuring the aircraft range 5 associated with a relatively high error in measuring the barometric altitude will be about 1 meter.

Thus, for a combined interrogator 1 and receiver 6, the computer 8 calculates the range to aircraft 5 using information about the barometric altitude of its flight. Next, the previously calculated range is subtracted from the measured range between the computer 8 and BC 1 and the range measurement error associated with the delay τ of the response signal of the transponder 11 is determined. Then, the computer 8 subtracts the range measurement error associated with the delay of the response signal from the corresponding range measurements of the ith receiver 6, and receives the updated range values from aircraft 5 to the corresponding receivers 6. Further, using Kalman filtering [3: A. Balakrishnan Kalman filtering theory. Publisher: Mir, 1988. - 86 pp.] Additionally reduce the influence of fluctuation errors in measuring ranges associated with signal propagation and processing in receivers 6. Computer 8 includes three ranges in the measurement vector, and it includes aircraft 5 location coordinates and its parameters movement (speed) along the axes of the Cartesian aerodrome coordinate system. As a model of aircraft 5 movement, computer 8 adopted the hypothesis of its rectilinear and uniform movement, which is in good agreement with the actual movement of aircraft 5 along glide path 14. As aircraft 5 approaches runway 13, the accuracy of determining its location will increase due to an improvement in the relative geometry Aircraft 5 and receivers 6. Then, in computer 8, the deviation of the aircraft at the heading Е _to and elevation angle Е _g from the given approach glide path 14, stored in computer memory 8 for runway 13 of the airfield, is calculated. The angular deviations of aircraft 5 at the course E _to and the glide path E _g from the output of the computer 8 are transmitted via radio control line 10 to the aircraft 5 in the format of instrumental landing systems, for example ILS, or transmitted via a data exchange line. The aircraft 5 deviation signals received on board from the landing trajectory are displayed at the pilot's workplace and are used by the latter in manual or automated control of the aircraft landing landing.

This landing system has insufficient reliability of the safe withdrawal of aircraft on the runway, due to the fact that if the aircraft is disconnected from the ground control computer, the aircraft will lose all the necessary information for landing, as well as errors in determining the location of the aircraft due to noise measurement error.

The technical result of the invention is to increase the reliability of the safe takeoff of an aircraft for landing by providing the aircraft with the necessary information for landing by determining the coordinates of the aircraft directly on board the aircraft in case of communication failure with the ground control computer, as well as by reducing errors in determining the location of the aircraft, which is ensured by an increase in the number statistically independent measurements of rangefinding parameters and using cooperative methods of processing information, integrating measurements, we obtain nnyh both on board the aircraft and on the ground point.

Achieving the claimed technical result is provided in the proposed multi-position aircraft landing system comprising a ground transmitter-interrogator and at least three ground-based response signal receivers, each of which is connected to a corresponding antenna, and ground-based response signal receivers are connected via outputs to signal lines the ground module for calculating the coordinates of the aircraft and its deviation from the landing path included in the ground control computer, the control output of which Via the aircraft landing control radio line, which includes a ground-based radio transmitter and an onboard antenna, is connected to the aircraft's onboard control equipment, which is part of the aircraft’s onboard equipment, while the onboard transmitter-responder included in the aircraft’s onboard control equipment is connected via a request-response radio link with a ground transmitter-interrogator, an on-board aircraft height meter, also included in the aircraft's on-board control equipment, and output with the input of the on-board transmitter-responder, which is part of the on-board transponder, and the ground module for calculating the coordinates of the aircraft and deviating from the landing path is made with the possibility of taking into account the height of the aircraft and the difference in the distances to the aircraft relative to the locations of the transmitter-interrogator and response receivers signals, while two ground-based response signal receivers are installed on the sides of the center line of the runway in the region of its center with an offset from the center line not less than five hundred meters, and at least one receiver - from the side opposite to the aircraft landing, and at a distance of not less than four hundred meters from the end of the runway, characterized in that it further comprises at least at least two ground transmitters, high-frequency outputs connected to the input of the corresponding of the above-mentioned ground receivers, made multi-channel, the low-frequency output of each of which is connected to the corresponding input of the ground coordinate calculation module t of the aircraft and its deviation from the landing path, each of the aforementioned transmitters and the corresponding multichannel receiver are structurally combined into a transceiver module, in which the transmitter start input is connected to the channel output of the multichannel receiver corresponding to the radiation frequency of the module farthest from the aircraft, while the ground transmitter-interrogator is connected to the ground module for calculating the coordinates of the aircraft with a bi-directional bus, and to the airborne control equipment An on-board module for calculating the coordinates of the aircraft was introduced, made with the possibility of calculating the coordinates of the aircraft and deviating it from the landing path, moreover, in the on-board transponder of the aircraft, the on-board transmitter and on-board receiver are multichannel, and the low-frequency inputs of the launch of the multichannel on-board transmitter are connected receiver, with its high-frequency input connected to the high-frequency output of the onboard multi-channel transmitter, and in od blocking multichannel operation onboard transmitter connected to the output board module for calculating coordinates of the aircraft, associated with a corresponding input output board meter aircraft altitude.

Moreover, the proposed multi-position aircraft landing system to enable the aircraft to approach from two ends of the runway may further comprise at least one ground-based transceiver module including multi-channel transmitter and receiver, the high-frequency output of the transmitter and the input of the receiver being combined and connected to the antenna of the transceiver module, and the start input of the transmitter is connected to the low-frequency output of the receiver channel corresponding to the radiation frequency of the module, its remote from the aircraft, and through the signal line of communication - with the corresponding input of the ground module for calculating the coordinates of the aircraft.

The introduction of additional transmitters associated with the corresponding multichannel receivers in the ground equipment, as well as multichannel transmitters and receivers in the on-board equipment, made it possible to organize cooperative processing of information on the ranges, sums and differences of ranges to aircraft by increasing the number of statistically independent measurements of these values (see 8: Chernyak V.S., Multiposition Radar, Moscow: Radio and Communication, 1993. - 416 p .; 9: Borisov E.G., Mashkov G.M., Turnetskiy L.S. Increasing the accuracy of determining the coordinates of the target p and the implementation of cooperative processing multiposition radar system Radiotekhnika №5 -.. 2013.- 4-9)..

At the same time, the introduction of an aircraft module for calculating the coordinates of the aircraft into the aircraft’s on-board control equipment, which is capable of calculating the coordinates of the aircraft and deviating it from the landing path, made it possible to eliminate the dependence of the aircraft landing capability on the operability of the aircraft landing control radio link.

This also made it possible to reduce the errors in determining the location of the aircraft and to increase the reliability of the safe landing approach.

The proposed multi-position aircraft landing system is illustrated by drawings, which show:

in FIG. 1 is a structural diagram of a prototype;

in FIG. 2 - spatial arrangement of the elements of the multi-position landing system;

in FIG. 3 is a structural diagram of the proposed multi-position landing system;

in FIG. 4 is a structural diagram of the on-board equipment when using the frequency response method of channel separation in the request-response system;

in FIG. 5 is an example of the implementation of one ground transceiver module (MRP), consisting of at least coupled each of the three transmitters with one of the three receivers;

in FIG. 6 shows the standard deviations (RMS) of the location for the prototype and the claimed device, where curve 1 is the RMS for determining the location of the aircraft for the prototype; 2 - RMS for determining the location of the aircraft for the proposed method when determining the coordinates of the aircraft on Earth; 3 - standard deviation for determining the location of the aircraft for the proposed method when determining the coordinates of the aircraft on the Earth when complexing the coordinates;

in FIG. 7 shows a block diagram of the algorithm of the onboard module for calculating the coordinates of the aircraft;

in FIG. 8 is a flow chart of the operation of a ground module for calculating aircraft coordinates.

The spatial arrangement of the elements of the multi-position landing system is shown in FIG. 2, which shows the possible location of the system elements - transceiver modules relative to the runway (A / C) and aircraft (A / C), and it is shown that to ensure the possibility of approaching an aircraft from two ends of the A / C, it can be used, as in prototype, the fourth transceiver module (PPM).

In the figures, as an example of implementation, a system with four MRPs is shown, while additional MRP allows for aircraft landing from any desired side of the runway. In this case, PPM 6.1 refers to a transceiver module located on the runway side opposite to the direction of landing, i.e. the most distant from the aircraft transceiver module.

The structural diagram of a multi-position aircraft landing system (Fig. 3) shows:

1 - on-board aircraft control equipment;

1.1 - aircraft airborne transponder (BO);

1.1.1 - multi-channel receiver (ICMP 1.1.1) on-board transponder;

1.1.2 - multi-channel transmitter (PRD 1.1.2) on-board transponder;

1.2 - airborne height meter;

1.3 - the pilot's workplace;

1.3.1 - on-board module for calculating the coordinates of the aircraft and its deviation from the landing trajectory, as an example installed at the pilot's workplace;

1.4 - on-board antenna of the radio channel "request-response";

1.5 - on-board antenna (BA) radio control landing;

2 - request-response radio link;

3 - ground-based aircraft control equipment;

3.1 - ground transceiver module with interrogator function (MRP);

3.1.1 - ground transmitter-interrogator;

3.1.2 - a multi-channel receiver (MPRM 3.1.2 as part of the first PPM), as part of the remaining PPM - MPRM 3.2.2, 3.3.2, 3.4.2, respectively;

3.2-3.4 - ground transmit-receive modules (PPM);

3.5 - multi-channel unidirectional communication line;

3.5.1 - bidirectional communication line;

3.5.2 - multi-channel communication line;

3.5.3 - multi-channel communication line;

3.5.4 - multi-channel communication line;

3.6 - landing control radio link;

3.6.1 - land-based radio transmitter landing control line;

3.7 - ground control computer;

3.7.1 - ground module for calculating the coordinates of the aircraft and its deviations from the landing path of the ground control computer 3.7.

According to FIG. 2 and 3, the ground control equipment for aircraft 3 comprises a ground transmitter-interrogator 3.1.1, structurally included in the first transceiver module (MRP 1), and at least three ground receivers ICCRM 3.1.2, 3.2.2, 3.3.2 and 3.4.2, connected by outputs via signal lines 3.5, 3.5.2, 3.5.3, 3.5.4, respectively, with the corresponding inputs of the ground module 3.7 of the ground control module 3.7.1 calculating the coordinates of the aircraft and deviating it from the landing path, control ground computer output 3.7 via air landing control radio link 3.6 The ship’s ship is connected to the aircraft’s onboard control equipment 1, which includes the aircraft’s on-board module 1.3.1 for calculating the coordinates of the aircraft and its deviation from the landing path, the airborne transponder (BO) 1.1, which contains a multi-channel transmitter (ICPDR) 1.1.2 and a receiver ( ICDRM) 1.1.1, low-frequency outputs connected to the corresponding launch inputs of the ICDRP 1.1.2 and, through the on-board module 1.3.1, calculating the coordinates of the aircraft and its deviation from the landing path, where the identification data of the aircraft are stored, with a working by pilot’s flight 1.3, while BO 1.1 (high-frequency output of MKPRD 1.1.2 and input of MKPRM 1.1.1) is connected via radio channel 2 “request-response” to all ground transceiver modules (PPM) 3.1, 3.2, 3.3, 3.4. The aircraft’s onboard control equipment 1 also contains an aircraft’s aircraft height gauge 1.2 connected through the aircraft’s onboard module 1.3.1 for calculating the aircraft’s coordinates and deviating from the landing path with the ICPDR 1.1.2 onboard transponder (BO) 1.1, and onboard 1.3.1 and ground 3.7.1 the modules for calculating the coordinates of the aircraft and its deviations from the landing trajectory are made taking into account measurements of the aircraft’s flight height relative to the PPM locations, while two PPMs are installed on the sides of the center line of the take-off and landing hairs in the area of its center with an offset of at least five hundred meters from the center line, and at least one MRP - from the side opposite to the side of the aircraft landing, and at a distance of not less than four hundred meters behind the end of the runway strip (runway).

As an example, we consider the operation of the system with the frequency channel separation method in the request-response radio link 2 of the on-board equipment 1 for controlling the aircraft and ground transmitting and receiving modules PPM 3.1, 3.2, 3.3, 3.4, i.e., with a minimum number of PPM equal to four, to ensure the landing of aircraft from either end of the runway.

In this case, the transmitter-interrogator 3.1, which is structurally and hardware located in the first PPM 3.1 (Fig. 3), will have a radiation frequency f ₁ , transmitter 1.1.2 of the airborne transponder 1.1 - frequencies f ₁ , f ₂ , f ₃ , f ₄ .

The second PPM 3.2 has a radiation frequency of f ₂ , the third PPM 3.3 has a radiation frequency of f ₃ , the fourth PPM 3.4 has a radiation frequency of f ₄ , and all multi-channel receivers MPRM 3.1.2, 3.2.2, 3.3.2, 3.4.2 of all PPM are able to receive radiation, respectively, at frequencies f ₁ , f ₂ , f ₃ , f _4.

The structure of the aircraft’s onboard control equipment 1 with a frequency channel separation method in a system of four ground-based PPM 3.1, 3.2, 3.3, 3.4, allowing the aircraft to approach from any end of the runway, will have the form shown in FIG. four.

The structural diagram of the third transceiver module PPM 3.3 ground control equipment for the aircraft with the frequency channel separation method will be as shown in FIG. 5, the block diagram of the second and fourth transmit-receive modules PPM 3.2 and PPM 3.4 will have a similar form, but in PPM 3.2, 3.3, 3.4 the transmitters operate at different frequencies - f ₂ , f ₃ , f _4, respectively, the structural diagram of the first PPM is shown in FIG. 3.

When determining the coordinates of the aircraft on board, the system operates as follows.

The transmitter-interrogator 3.1.1, included in the MRP 3.1, launched via the communication line 3.5.1 from the module 3.7.1, emits a signal at a frequency f ₁ , while the signal contains information about the rectangular coordinates of the PPM 3.1-3.4 (x ₁ , y ₁ , h ₁ , x ₂ , y ₂ , h ₂ , x ₃ , y ₃ , h ₃ , x ₄ , y ₄ , h ₄ ) and the location of the runway relative to these modules.

After receiving a signal at a frequency f1 in the on-board calculation module 1.3.1, located, for example, at the pilot’s workstation 1.3, a signal is generated to start the reference of the time intervals. When the interrogation signal reaches the ground transmitter — PRD 3.2.1 the second position (in MRP 3.2), the signal is emitted at a frequency f2 , on-board MCPM 1.1.1, receives these signals, transfers them to the on-board calculation module 1.3.1, where it calculates the distance difference ΔR ₁₂ :

,

,

When the request signal PRD 3.3.1 reaches the third position (in MRP 3.3), the signal is emitted at a frequency f3 , and the MCPM 1.1.1 receives these signals, passes them to the on-board calculation module 1.3.1, where the distance difference ΔR _{13 is} calculated:

.

.

Upon reaching the fourth position of the PRD 3.4.1 by the request signal (in MRP 3.4), the signal is emitted at a frequency f4 , and the MCPM 1.1.1 receives these signals and similarly calculates the distance difference ΔR ₁₄ :

,

,

t _L12 , t _L13 , t _L14 — propagation time of interrogation signals to the corresponding MRP;

t ₁ , t ₂ , t ₃ , t ₄ - the time of reception of signals on board the aircraft.

Based on the above equations, the aircraft’s onboard control equipment 1, using the data of the aircraft’s height meter 1.2, determines by known methods (see 10: Shebshaevich BC, Dmitriev PP, Ivantsevich IV and others. Network satellite radio navigation systems - Under Edited by V. Shebshaevich - 2nd ed., revised and revised - M .: Radio and communications, 1993. - 408 p.) in the airborne module 1.3.1 calculation, the rectangular coordinates of the aircraft.

When determining the coordinates of the aircraft at a ground station, the system operates as follows.

The transmitter-interrogator 3.1.1 in the first PPM 3.1 module is launched via line 3.5.1 from the ground-based calculation module 3.7.1 and emits a signal at a frequency f1 , while from the transmitter-interrogator 3.1.1, which is included in the PPM 3.1 (relative to the coordinates of which the location of the aircraft is determined), the ground control computer 3.7 (to the corresponding inputs of the ground calculation module 3.7.1) receives a signal for starting the countdown of time intervals. After receiving the signal of the first PPM 3.1 at the frequency f _{1 by} other positions (PPM 3.2, 3.3, 3.4) they generate the triggering signals of their transmitting devices at the corresponding frequencies f ₂ , f ₃ and f ₄ with the simultaneous beginning of the countdown of time intervals.

Signals at the corresponding frequencies f ₁ , f ₂ , f ₃ and f ₄ are received by the on-board ICRM 1.1.1 of the on-board transponder (BO) 1.1 and are re-emitted into space by the on-board transmitter ICPDR 1.1.2 at the corresponding frequencies f ₁ , f ₂ , f ₃ and f ₄ , while for each emitted signal is added the identification number of the aircraft coming from the on-board module 1.3.1 calculation of the coordinates of the aircraft.

The signals received by the IPCRM 3.1.2 multichannel receiver (in the MRP 3.1) at the appropriate frequencies are transmitted to the ground module 3.7.1 for calculating the coordinates of the aircraft and, after checking the aircraft identification number, time intervals relative to the first position are determined there (MRP 3.1):

regarding MRP 3.2

regarding MRP 3.3

and fourth position PPM 3.4

where: Δt ₀ is an unknown but constant delay time for the onboard transponder of a particular aircraft to respond to a request from each position.

,

и

могут быть вычислены заранее.Quantities

,

and

can be calculated in advance.

Based on (4) - (7), a system of linear algebraic equations (SLAE) is formed

, N⋅(N-1) - измерений сумм расстояний

. Такой подход позволяет сформировать систему линейных алгебраических уравнений (СЛАУ), в которой учитываются N² измерений. Система уравнений (8) содержит избыточное количество измеряемых параметров относительно оцениваемых дальностей, что позволяет произвести их решение методом наименьших квадратов (см. 9: Повышение точности определения координат цели при реализации кооперативной обработки в многопозиционной радиолокационной системе / Борисов Е.Г., Машков Г.М., Турнецкий Л.С. // Радиотехника №5. - 2013. - с. 4-9).Generalizing SLAE (8) to a system containing N transceiver modules, we can conclude that N slant ranges are subject to measurement

, N⋅ (N-1) - measurements of the sums of distances

. This approach allows you to create a system of linear algebraic equations (SLAE), which takes into account N ² measurements. The system of equations (8) contains an excessive number of measured parameters relative to the estimated ranges, which allows them to be solved by the least squares method (see 9: Improving the accuracy of determining the coordinates of a target when implementing cooperative processing in a multi-position radar system / Borisov E.G., Mashkov G. M., Turnetsky L.S. // Radio Engineering No. 5. - 2013. - p. 4-9).

- означает рассчитанное значение дальномерных параметров;Where:

- means the calculated value of the rangefinding parameters;

A - a matrix of dimension N × N ² , consists of zeros and ones, with "1" - means the presence of the corresponding dimension, and "0" its absence;

- матрица оцениваемых параметров (матрица первичных измерений) размерностью 1×N²;

- matrix of estimated parameters (matrix of primary measurements) of dimension 1 × N ² ;

an accuracy matrix of dimension N ² × N ² containing the variance of the error in measuring ranges and sums of distances;

variational diagonal N ² × N ² matrix of coefficients, diagonal element j = 1, if the measurement is present (or used for measurements) and j = 0 otherwise.

, сумм расстояний

одинаковы, т.е.

, можно показать, что ковариационная матрица ошибок для системы (9) определяется как:Assuming that the variance of range measurement errors

, sums of distances

are the same, i.e.

, it can be shown that the covariance error matrix for system (9) is defined as:

For SLAE (8), matrix A takes the form

and the matrix of measured values

Substitution of (14) and (15) into (9) allows us to obtain expressions for the desired parameters, which in the expanded form of the recording have the form:

, вызванного неизвестным временем срабатыванием бортового ответчика (БО 1.1), определяется по формуле (13) подстановкой (14):Range dispersion relative to each position and offset

caused by an unknown response time of the airborne transponder (BO 1.1), is determined by formula (13) by substitution (14):

After determining Δt _{0, the} unknown response time of the on-board transponder (BO 1.1) can be taken into account in the measured parameters in the next measurement cycle, for which

Then, by analogy, we can show that

In this case, the accuracy of determining ranges relative to each of the positions increases, which follows from the formula:

and corresponds

Thus, having four range measurements i = 1 ÷ 4 and solving a system of equations of the form

it is possible to determine the desired rectangular coordinates of the BC (x, y, h) from the known coordinates of the planning point.

Radio link 3.6 of the landing control exchanges coordinates measured on board the aircraft and on the ground. Based on these values by known methods (see 11: Wentzel E.S., Probability Theory: Textbook for High Schools. - 6th ed. - Moscow: Vyssh. Shk., 1999. - 576 p.) Is calculated in ground calculation module 3.7.1 ground control computer 3.7 mathematical expectation and dispersion of the rectangular coordinates of the aircraft and its deviation from the landing path.

Similar operations are carried out on board the aircraft, where the calculations are carried out in the module for calculating the coordinates of the aircraft and its deviation from the landing path 1.3.1, which allows to obtain complex values of rectangular coordinates:

,

,

,

,

,

,

,

, - прямоугольные координаты ВС, рассчитанные относительно расположения ППМ 3.1 и ВС соответственно, причем координаты

и

рассчитаны по формуле (21), а координаты

,

по (1)-(3);

,

,

,

, - the rectangular coordinates of the aircraft, calculated relative to the location of the PPM 3.1 and aircraft, respectively, and the coordinates

and

calculated by formula (21), and the coordinates

,

by (1) - (3);

- дисперсии ошибок определения прямоугольных координат, рассчитанные относительно расположения ППМ 3.1 и ВС соответственно.

- variance of errors in determining the rectangular coordinates, calculated relative to the location of the PPM 3.1 and BC, respectively.

In FIG. Figure 6 shows the standard deviations (RMS) for determining the location of the aircraft (on a logarithmic scale): curve 1 - standard deviation for determining the location on board the aircraft, 2 - standard deviation for determining the location on the Earth, 3 - standard deviation for determining the location when integrated.

Further, the processes will be repeated until a sufficient number of samples are received and the signal from the calculation module 1.3.1 arrives at ICRDR 1.1.2 on-board transponder (BO 1.1), which prohibits the operation of ICRDR 1.1.2 until the end of this request cycle. With the sending by the transmitter-interrogator 3.1.1 of the next interrogation pulse of frequency f _1, all the processes described above will be repeated.

Thus, both the ground computer 3.7, and the on-board module for calculating the coordinates of the aircraft 1.3.1, which can be installed at the workplace 1.3 of the pilot, receive a sufficient amount of information about the position of the aircraft relative to the mission 3.1, 3.2, 3.3, 3.4. If there is information in both ground and airborne equipment about the location of the runway relative to the runway 3.1, 3.2, 3.3, 3.4, and in ground and airborne equipment, the deviations of the aircraft from the course and glide path lines will be calculated and transmitted to the airborne equipment time. Data transfer calculation of the ground computer 3.7 on the aircraft is carried out, as in the prototype, through the radio link 3.6 landing control. In case of disruption of the landing control radio line 3.6, information on the on-board measurements will be received on the aircraft module for calculating the coordinates of aircraft 1.3.1. As shown above, the accuracy of this data is sufficient to complete the landing.

The accuracy of measuring the location of the aircraft along the Y axis (Fig. 2) will depend on the distance between the runway 3.2, 3.3, located perpendicular to the runway axis, and the runway 3.1, located along the runway axis, it is advisable to place at a distance of 400 or more meters from the end of the runway from the opposite sides of the approach. To ensure the aircraft approach from two directions of the runway, it is necessary to establish the fourth MRP 3.4 - from the opposite end of the GDP. To improve the measurement of aircraft altitude at large distances from the runway, additional RPMs can be installed at large distances from the runway. When installing all MRPs, their location in the aerodrome service must be precisely determined. This can be achieved using a laser theodolite. Thus, the distance Li from the PMD to the ground control computer 3.7 will be exactly known, which means that the information transmission time can be taken into account when calculating the location of the aircraft.

When using any method of channel separation in the transmitter-interrogator PRD 3.1.1, a request signal is generated, which is radiated in the aircraft approach sector. After receiving the request signal in the on-board transponder 1.1, a response signal is generated and emitted with the aircraft identification number, data on the aircraft altitude, received from the output of the aircraft altitude meter 1.2. At the same time, at the moments of receiving PPM signals of the transponder PRD of each of the PPM at the appropriate frequencies, response signals containing the aircraft identification number are emitted.

As a model of the aircraft motion in the computer 3.7, the hypothesis of its rectilinear and uniform motion can be accepted, which is in good agreement with the real motion of the aircraft along the glide path. Then, in computer 3.7, the aircraft deviation is calculated at the heading Е _к and elevation angle Е _g from the given approach glide path laid in the memory of computer 3.7 for the runway of this aerodrome. The angular deviations of the aircraft at the heading path Е _to and the glide path Е _г from the output of the computer 3.7 are transmitted through the radio link 3.6 for controlling the landing on board the aircraft in the format of instrumental landing systems, for example, ILS.

Similar calculations are made in the on-board module 1.3.1 calculation of the coordinates of the aircraft on-board equipment 1 control aircraft. Accepted signals onboard the aircraft deviation from the landing trajectory are integrated with on-board calculation data and can be displayed on the pilot’s workplace 1.3, they are used by the latter in manual or automated control of the aircraft landing landing. In case of communication failure between the aircraft and the ground computer 3.7, the aircraft can be landed based on the results of on-board measurements, which compares favorably with the proposed aircraft landing system from the prototype.

As can be seen from FIG. 6, the accuracy of measuring the coordinates of the aircraft in the inventive system is higher than in the prototype, this is especially manifested when the aircraft is removed from the runway, which can optimize the approach of the aircraft for landing.

A significant advantage of the claimed system is the preservation of its operability and the issuance of sufficient information to the pilot’s workstation to ensure aircraft landing in case of communication failure with the ground computer, which distinguishes it from the prototype.

Consider an example of blocks of the proposed device. MKPRM terrestrial multichannel receivers 3.1.2, 3.2.2, 3.3.2,3.4.2, which are included in each MRP 3.1, 3.2, 3.3, 3.4, as well as MKPRM on-board multichannel receiver 1.1.1 airborne transponder 1.1 airborne control equipment 1 , can be performed as in (see 12: Design of radio receivers under the editorship of Sivers A.P. M .: Sov. Radio, 1976, p. 485, p. 68, fig. 2.25).

The airborne and ground modules for calculating the coordinates of the aircraft and its deviations from the landing path 1.3.1 and 3.7.1 operate in accordance with the flowcharts of the algorithms shown in FIG. 7 and 8, respectively, are devices that implement these computational procedures and can be performed on the appropriate FPGAs used, for example, in (see 13: patent for utility model of the Russian Federation No. 72339, IPC G06F 15/16, publ. 10.04.2008) .

The PRD 3.1.1, 3.2.1, 3.3.1, 3.4.1 introduced into each RPM 3.1-3.4 and ICRDR 1.1.2 of the airborne transponder 1.1 can be performed as in (see 14: Petrov B.E., Romanyuk VA Radio-transmitting devices on semiconductor devices. A textbook for radio technical special universities. - M .: Higher school. - 1989. - 232 p., Fig. B5, p. 8).

The rest of the blocks used in the invention can be made as in (see 15: patent for utility model of the Russian Federation No. 113242, IPC B64D 45/04, G01S 1/16, publ. 02/10/2012. Multiple position aircraft landing system "LEMZ" )

The blocks used in the invention can be made on the basis of standard, typical radio engineering elements.

Claims (4)

1. A multi-position aircraft landing system comprising a ground transmitter-interrogator and at least three ground-based response signal receivers, each of which is connected to a corresponding antenna, wherein the ground-based response signal receivers are connected by outputs through signal lines to the ground-based module for calculating air coordinates the ship and its deviation from the landing path included in the ground control computer, the control output of which is via the aircraft landing control radio link, of which the ground-based radio transmitter and the onboard antenna are connected to the aircraft's on-board control equipment, which is part of the aircraft's on-board equipment, while the on-board transmitter-responder included in the aircraft's on-board control equipment is connected via a request-response radio link to the ground-based transmitter-interrogator , the on-board height meter of the aircraft, also included in the on-board aircraft control equipment, is connected by the output to the input of the on-board transmitter-responder, which is part of the aircraft the responder, and the ground module for calculating the coordinates of the aircraft and its deviation from the landing path is made with the possibility of taking into account the height of the aircraft and the distance difference to the aircraft relative to the location of the transmitter-interrogator and the receivers of response signals, while two ground-based response signal receivers are installed on the sides from the center line of the runway in the vicinity of its center with an offset of at least five hundred meters from the center line, and at least one receiver from the side opposite to the approach of the aircraft for landing, and at a distance of not less than four hundred meters from the end of the runway, characterized in that it further comprises at least two ground transmitters, high-frequency outputs connected to the input of the corresponding of the above-mentioned ground receivers, made multi-channel, the low-frequency output of each of which is connected to the corresponding input of the ground module for calculating the coordinates of the aircraft and its deviation from the landing path moreover, each of the aforementioned transmitters and the corresponding multichannel receiver are structurally combined into a transceiver module, in which before starting the transmitter, it is connected to the channel output of the multi-channel receiver corresponding to the radiation frequency of the module farthest from the aircraft, while the ground transmitter-interrogator is connected to the ground module for calculating the coordinates of the aircraft by a bi-directional bus, and an on-board coordinate calculation module is introduced into the aircraft’s aircraft control equipment the aircraft, made with the possibility of calculating the coordinates of the aircraft and deviating it from the landing path, moreover, in the airborne transponder the bottom airborne transmitter and the airborne receiver are multi-channel, and the low-frequency triggering inputs of the multi-channel airborne transmitter are connected to the corresponding outputs of the multi-channel airborne receiver by its high-frequency input connected to the high-frequency output of the airborne multi-channel transmitter, and the input for blocking the operation of the multi-channel airborne transmitter is connected to the output of the airborne coordinate calculation module vessel corresponding to the input associated with the output of the on-board height meter in shipwrecked. 2. A multi-position aircraft landing system according to claim 1, characterized in that it further comprises at least one ground-based transceiver module, including multi-channel transmitter and receiver, the high-frequency output of the transmitter and the input of the receiver are combined and connected to the antenna of the transceiver module, and the start input of the transmitter is connected to the output of the receiver channel corresponding to the radiation frequency of the module farthest from the aircraft, and through the signal line with the corresponding input of the ground module for calculating the coordinates of the aircraft.

Images