RU2614194C1 - Complex system of preparation, navigation, and control of aerial vehicle - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention refers the area of aviation instrument engineering and may be used in complexes of flight control and navigation equipment of an aerial vehicle (AV). For such purpose, the complex system of preparation, navigation, and control of an aerial vehicle including the ground system of flight assignment preparation (SFAP) for AV and the onboard navigation complex (NC) of AV, the connection between which is performed by means of a portable data storage (PDS) of a universal flash-drive type, moreover, SFAP consists of the a universal data recording device to PDS and universal interface devices connected via inputs/outputs to an electronic unit, and NC consists of a data reading device from PDS, a set of multifunctional indicators, a set of flight control and navigation systems, an onboard radio-technical communication system, and an onboard digital computing system (ODCS), which distinguishes by the fact that a computing logical functional module (CLFM) of formation of an arbitrary trajectory (AT) graphical projection and CLFM of decomposition of an AT graphical projection to several straight-line microtrajectories (SMT) are additionally introduced into the electronic unit, and the second CLFM of decomposition of an AT graphical projection is additionally included into ODCS. All these systems are interconnected via the traffic channel (TC). Whereupon, interconnection points of SMT during a flight along AT are used in the system as navigation point equivalent by their properties to "standard" navigation points of the main flight route. The introduction of additional units provides the extension of functional capabilities of the system and, consequently, of AV by means of the increasing of process automation rate of AV control during a flight along an arbitrary trajectory.

EFFECT: invention allows extending of functional capabilities of an aerial vehicle.

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Description

The invention relates to the field of aviation instrumentation.

Known methods and integrated on-board navigation systems of the aircraft that implement the flight of the aircraft along the route. Various aspects of the functioning of the aircraft’s onboard equipment during flight along the route, as well as a description of some of the systems that implement the procedures for preparing for the flight of the aircraft along the route and provide control of the aircraft during flight along the route, are given in the following works:

1. Batenko A.P. Management of the final state of moving objects, M .: Soviet Radio, 1977.256.

2. Vorobyov L.M. Air Navigation, Moscow: Engineering, 1984. 256.

3. A system for planning and preparing flight missions for a tactical group of aircraft. RF patent for the invention No. 2147141. OJSC "RPKB", 1999.

4. An integrated system for the preparation and navigation of aircraft. RF patent for the invention No. 2434202. OJSC "RPKB", 2010.

5. A control device for the aircraft trajectory during flight en route. RF patent for the invention No. 2444044. OJSC "RPKB", 2010.

6. Integrated system of navigation and control of aircraft. RF patent for the invention No. 2481558. OJSC "RPKB", 2011.

7. Advanced mission planning system. Sat "News of foreign science and technology", GOSNIIAS, No. 11, 1992, p. 11-15.

8. Rogozhin V.O. et al. Aircraft navigation and navigation systems (in Ukrainian), K .: NAU, 2005. 316.

In works [1, 2, 8], various theoretical and practical aspects of aircraft control during flight en route were described. In the patent [3] and work [7], ground-based flight mission preparation systems (SPS) for aircraft are described. The patents [4, 5, 6] describe on-board systems that ensure flight of an aircraft along a route in accordance with a flight mission.

One of the functions of the HSS is the planning and construction of the flight route of the aircraft from the starting point of the route to the final point of the route in the form of a sequence of geodesic navigation points defined by coordinates connected by spatial rectilinear trajectories. The parameters of this route can be transferred on board the aircraft in preparation for departure by means of a portable data carrier (PND) or through appropriate channels of information interaction between ground and airborne equipment. Route parameters can also be formed by the crew and on board the aircraft using the corresponding on-board information and control systems, for example, multifunctional display panels, or transmitted to the aircraft via the appropriate communication channels directly during the flight.

Given the objectives of the invention, as well as for more definiteness, in the further text of the application it is considered that the main equipment with which the flight route is formed and gets into the aircraft on-board databases are SPPS and IPA.

Taking into account the objectives of the present invention, we believe that the closest to it in technical essence is the device described simultaneously in the books [2] (chapters 6 and 7), [8] (chapter 5, sections 7.8, 7.9 and 8.1) and patents [3 , 4, 6]. Given only the essential features of the invention, this device is selected as a prototype.

The prototype device consists of a ground-based flight mission preparation system (SPS) and an on-board navigation system (NK), the communication between which is carried out using a portable data carrier, the SPS consisting of a universal device for recording information on an airborne navigation system, a universal video monitor and a set of universal control devices connected inputs and outputs with an electronic unit including interconnected inputs and outputs on a universal backbone of information exchange the national module (VLFM) of the cartographic information database, the VLFM of the aeronautical information database, the VLFM of the interactive flight route formation, the VLFM of the flight mission formation and the VLFM of the flight mission recording on the air traffic control unit, and the NK consists of interconnected inputs and outputs through the information exchange channel of the information reading device with IPA, a set of multi-functional indicators, a set of navigation and aerobatic systems, an on-board radio communications system and an on-board digital computer system, incl flashing interconnected inputs and outputs on the onboard highway for information exchange of the VLFM integrated database, VLFM for the formation of navigation and aerobatic parameters, VLFM for the formation of displayed information, VLFM for the formation of control signals, VLFM for input-output and information exchange control.

In the drawing (see Fig. 1) is a block diagram of a prototype device, which indicates:

1. flight mission preparation system (HSS);

2. navigation complex (NK);

3. portable storage medium (HDPE);

4. universal device for recording information on PND (UZ);

5. universal video monitor (VM);

6. set of universal control devices (UU);

7. electronic unit (EB);

8. universal highway information exchange (UMIO);

9. VLFM database of cartographic information (BDKI);

10. VLFM database of aeronautical information (BDANI);

11. VLFM interactive formation of the flight route of the aircraft (FMP);

12. VLFM formation of the flight mission (FPZ);

13. VLFM records of the flight mission at the PNA (ZPZ);

14. channel of information exchange (KIO);

15. device for reading information from the PND (CSS);

16. set of multi-functional indicators (IFIs);

17. set of navigation and flight systems (NPS);

18. airborne radio communications system (BRSS);

19. airborne digital computer system (BTsVS);

20. airborne information exchange highway (BMIO);

21. VLFM integrated database (HBS);

22. VLFM formation of navigation and flight parameters (FNPP);

23. VLFM forming the displayed information (FOI);

24. VLFM formation of control signals (FUS);

25. VLFM input-output and information exchange management (WSIS).

The dotted connections in the drawing between blocks 4-3-15 indicate the procedure for moving the PND 3 from the ground ultrasonic 4 to the onboard CSS 15 and vice versa. In addition, the figure indicates the dotted line the non-numbered and non-part of the device ground-based radio communications system (NRSS), which provides for the possibility of receiving and transmitting on-air coded information on board the aircraft to adjust the flight mission.

The prototype system operates as follows.

SPPS 1, which is the ground part of the device, provides planning and construction of the flight route of the aircraft. SPPZ 1 contains a set of universal control devices 6 (keyboard, manipulators of various types), a universal video monitor 5, a universal device for recording information on PND 4 and an electronic unit 7, which includes interconnected UMIO 8 VLFM BDKI 9, VLFM BDANI 10, VLFM FMP 11, VLFM FPZ 12 and VLFM ZPZ 13.

The electronic unit 7 is a computing system, while all of its constituent VLFM are executed according to standard computing schemes based on processors and storage devices.

The very procedure for planning and constructing a flight route is carried out by the operator on the basis of the target task for the flight by interactive interaction with VLFM BDKI 9 and VLFM BDANI 10 from the EB 7 through UU 6 and VM 5.

The parameters of this route are transferred to the on-board part of the device in preparation for departure by means of HDPE 3. PND 3 is a carrier of flight tasks with long-term reprogrammable memory (such as standard flash cards).

Information interconnection of all equipment NK 2, which is the onboard part of the device, is carried out according to KIO 14, which includes electrical, mechanical, electromechanical communications.

The flight mission entered in PNA 3 — initial data for on-board equipment, parameters of navigation points on the route, parameters of possible basing airfields and other data, are fed to the BCVS 19 input through the US 15 and KIO 14, and then through the BMIO 20 and the VLFM VVUIO 25 v VLFM OBD 21.

Route parameters can also be formed or adjusted by the crew directly on board the aircraft using the MFI 16 kit.

The MFI 16 kit contains “n” multifunction indicators with color LCD screens.

The set of NPS 17 includes inertial navigation systems, satellite navigation systems, air signal systems and other systems measuring flight parameters of aircraft, which from the input / output of NPS 17 through KIO 14 enter the input-output of BCVS 19 and through BMIO 20 and VLFM VVUIO 25 in VLFM FNPP 22, VLFM FOI 23, VLFM FUS 24.

BRSS 18 provides for the exchange of coded information between ground control centers and aircraft, including data that provide, if necessary, operational change flight mission LA.

VTsVS 19 is a computing system, while all the VLFM included in VTsVS 19 are executed according to standard computing schemes based on processors and storage devices.

VLFM VVUIO 25 through the input-output receives, converts and transfers data to the interacting equipment through the input-output of the BCVS 19 according to KIO 14. Another input-output of the VLFM VVUIO 25 is connected to the BMIO 20, which carries out information exchange between all the VLFM BTsVS 19.

VLFM OBD 21 is made on a standard long-term storage device that stores data received from PND 3.

In VLFM FINN 22, complex processing of information from NPS 17 and VLFM OBD 21 is carried out and the current navigation and aerobatic parameters of the aircraft, which are received by BMIO 20 to VLFM FOI 23 and VLFM FUS 24, are formed.

In VLFM FOI 23, according to the data obtained by BMIO 20 from VLFM OBD 21, VLFM FNPP 22, VLFM FUS 24 and from the interacting equipment through KIO 14 and VLFM VVUIO 25, generalized mnemo frames of functional, alphanumeric information combined with the presentation of a multifunctional control panel are formed. The formed mnemo-frames of images from the input-output of VLFM FOI 23 through BMIO 20, VLFM VVUIO 25 and KIO 14 are sent to MFI 16 for display on screens for the purpose of making decisions by the crew on working with the NK 2 equipment through the framing screens of multi-function control indicators (touch buttons, button-keys).

In VLFM FUS 24, according to the coordinates of NT from VLFM OBD 21, the parameters of the lines of a given path (LZP) of the route are determined, which are straight lines of the shortest distance between NTs. Based on the current coordinates of the aircraft from the VLFM FNPP 22 and the LZP parameters, a predetermined course of the aircraft ψ _З is determined, which ensures the flight of the aircraft along a given route.

In accordance with the mismatch between the current aircraft course ψ _И and ψ _З in the VLFM FUS 24, a signal of a given bank is generated, which is used to control the aircraft for maneuvering in the lateral plane. After the current rate of the aircraft ψ _{И is} equal to the specified rate ψ _З and the velocity vector of the aircraft is directed to the NT, the roll of the aircraft becomes zero, and the aircraft flies to the NT.

Thus, the aircraft flies in the direction of the current NT from a given route. After the passage of the NT, the NT changes. In accordance with the flight task, the next NT is selected from VLFM OBD 21, which becomes the current one, and the former current NT becomes the previous one. According to the coordinates of the previous and current NT, the parameters of the next LZP are determined.

However, as the practice of operating modern aircraft shows, the construction of a route consisting only of straight-line trajectories does not always and fully complies with safety requirements for flight operations. In many cases, for example, when flying at low altitude in mountain conditions or when taking off or landing near urban agglomerations, the only possible flight path of an aircraft has a complex geometric shape.

The geometric patterns of possible flight paths in the horizontal plane during take-off or approach are regulated by the relevant flight management documents in the area of the corresponding aerodrome and are carried out, as a rule, in manual mode under the control of the dispatcher of the corresponding flight control center using information from the goniometric-range radio engineering navigation systems like VOR / DME.

The aim of the invention is to expand the functionality of the system and, accordingly, the aircraft by increasing the degree of automation of the control processes of the aircraft during flight along a trajectory having a complex geometric shape.

Achieving this goal in the present invention is proposed by supplementing the system with blocks that provide inclusion in the flight route of trajectories of arbitrary geometric shape (TPF), followed by decomposition of TPF directly on board the aircraft, or, previously, as part of the SPPS, into several interconnected rectilinear microtrajectories (PMT), the number of which, as well as their length and direction, is determined from the condition for finding the points of interconnection of the PMT directly at the initial TPF, as well as from the condition about the maximum Permissible lateral deviation of the aircraft from the original TPF.

Taking into account only the features that are significant for the invention, the achievement of this goal is ensured by the fact that an integrated training, navigation and control system for the aircraft, consisting of a ground-based flight mission preparation system (HMS) and an on-board navigation system (NK), the communication between which is carried out via portable medium data (PND), and SPPS consists of a universal device for recording information on the PND, a universal video monitor and a set of universal control devices connected in odes-outputs with an electronic unit (EB), including interconnected inputs-outputs on the universal highway of information exchange (UMIO), computational-logical functional modules (VLFM) of the database of cartographic information (BDKI), VLFM of the database of aeronautical information (BDANI), VLFM of interactive the formation of the flight route of the aircraft (FMP), the VLFM of the formation of the flight task, and the VLFM of recording the flight task on the PNA, and the NK consists of interconnected inputs and outputs through the information exchange channel (KIO) of the device with collection of information from the PND, a set of multifunctional indicators, a set of navigation and flight systems, a radio engineering communication system and an on-board digital computer system (BTSC), including interconnected inputs and outputs on the on-board information exchange highway (BMIO) of the VLFM integrated database (OBD), VLFM formation navigation and flight parameters (FNPP), VLFM of the formation of the displayed information (FOI), VLFM of the formation of control signals (FUS), VLFM of input-output and control of information exchange m, it is additionally equipped with a graphic image of a spatial path of arbitrary shape (TPF) and a VLFM decomposition of a graphic image of a TPF, interconnected by UMIO with a VLFM BDKI, VLFM BDANI and VLFM FMP, and also included in the BCVS of the second VLFM graphic composition of a second VLFM deco TPF, interconnected by BMIO with VLFM OBD, VLFM FNPP, VLFM FOI and VLFM FUS.

In figures 2 and 3 presents figures illustrating examples of trajectories, flight on which provides the proposed system. The figures illustrate the geometric diagrams of the decomposition of the TPF connecting two NTs from the flight route into several PMTs.

In the figure of FIG. 2 illustrates the decomposition of the trajectory of the entrance to the zone of the airport of Kolkata (India) from the direction of 122 °. As an HTi, a geodetic entry point to the airport area is used. As the next point HTi + 1, a geodetic point is used, at which the on-board display and control systems of the aircraft should switch to the LANDING mode according to data from the onboard landing system ILS.

In the figure of FIG. 3 illustrates the decomposition of the aircraft trajectory during the flight of mountain obstacles.

It is known that the main purpose of flying an aircraft along a route is to fly the entire route with the greatest possible accuracy, i.e. ensuring the entire route minimum deviation of the aircraft from a given trajectory. As can be seen from the figures in figures 2 and 3, in the invention, in order to ensure that the PMT deviation from the TPF does not exceed a predetermined value of the lateral deviations of the aircraft from the TPF, it is proposed to take into account the varying TPF curvature when decomposing the TPF into the PMT.

In the drawing (see Fig. 4) is a block diagram of the proposed device, containing:

1. flight mission preparation system (HSS);

2. navigation complex (NK);

3. portable storage medium (HDPE);

4. universal device for recording information on PND (UZ);

5. universal video monitor (VM);

6. set of universal control devices (UU);

7. electronic unit (EB);

8. universal highway information exchange (UMIO);

9. VLFM database of cartographic information (BDKI);

10. VLFM database of aeronautical information (BDANI);

11. VLFM interactive formation of the flight route of the aircraft (FMP);

12. VLFM formation of the flight mission (FPZ);

13. VLFM records of the flight mission at the PNA (ZPZ);

14. channel of information exchange (KIO);

15. device for reading information from the PND (CSS);

16. set of multi-functional indicators (IFIs);

17. set of navigation and flight systems (NPS);

18. airborne radio communications system (BRSS);

19. on-board digital computer system (BTsVS);

20. airway information exchange (BMIO);

21. VLFM integrated database (HBS);

22. VLFM formation of navigation and flight parameters (FNPP);

23. VLFM forming the displayed information (FOI);

24. VLFM formation of control signals (FUS);

25. VLFM input-output and information exchange management (WSIS);

26. VLFM formation of a graphic image of a spatial trajectory of arbitrary shape (FGOTPF);

27. VLFM decomposition of the graphic image TPF (DGOTPF);

28. second VLFM decomposition of the graphic image TPF (DGOTPF2).

The dotted connections in the drawing between blocks 4-3-15 indicate the procedure for moving the PND 3 from the ground ultrasonic 4 to the onboard CSS 15 and vice versa.

The logic of the functioning of the proposed system in its restrictive part corresponds to the above description of the prototype system.

The blocks newly introduced into the system provide the system with additional properties and function as follows.

The operator, if necessary, on the basis of the target task for the flight, taking into account the dynamic properties of the aircraft and its automatic control systems, in the process of interactive interaction, through UU 6 and VM 5, with VLFM FGOTPF 26 forms a graphic image of TPF connecting two "standard" navigation points from the flight route.

This procedure is performed by drawing a TPF by the operator on the VM 5 screen using UU 6 against the background of an electronic map of the terrain displayed on the VM 5 screen from VLFM BDKI 9. In cases of building a landing or take-off path, its graphic image is extracted directly from VLFM B DANI 10.

The generated graphic image of the TPF goes to the VLFM FPZ 12, and then, as part of the general flight task, through the ZPZ 13 it goes to UZ 4 and is recorded in IPA 3. After transferring the PND 3 to the aircraft, the graphic image of the TPF as part of the general flight task via US 15, KIO 14, VLFM WSIS 25 enters database 21.

On board the aircraft, if it is necessary to fly over the TPF, the crew calls from the OBD 21 to the MFI 16 a map of the corresponding area, calls from the OBD 21 and puts on the map a graphic image of the TPF, and then, in the mode of interactive interaction with the VLFM DGOTPF2 28, decomposes the TPF into several PMT of variable length. The coordinates of the points of interconnection of the PMT are transmitted through BMIO 20 to OBD 21, where they are stored for future use as "standard" NT.

In some situations, for example, on an aircraft with one crew member, the procedure for decomposing the graphic image of the TPF directly on board the aircraft is not always possible. For these cases, the proposed system provides for the possibility of performing the decomposition of the graphic image of TPF on the PMT as part of SPPS 1.

As part of HPS 1, if it is necessary to carry out a flight over TPF, the operator calls from the FPZ 12 an already formed flight task, extracts from it a graphic image of the TPF, which is superimposed on an electronic map of the appropriate area on VM 5, and then in the mode of interactive interaction with the VLFM DGOTPF 27 decomposes TPF into several PMT of variable length. The coordinates of the points of interconnection of the PMT are transmitted through UMIO 8 to the VLFM FPZ 12, where they are included in the flight mission as “standard” NTs.

In the simplest case, the decomposition of the TPF graphic image, both as part of NK 2 and as part of HPS 1, can be performed by the operator on MFI 16 or VM 5, respectively, by choosing, taking into account the relevant criteria, the points of interconnection of the PMT and “cleaving” from the image of the terrain map coordinates of these points.

Thus, the implementation examples show the achievement of technical results.

Claims (1)

An integrated system for the preparation, navigation and control of an aircraft, consisting of a ground-based flight training system (HMS) and an on-board navigation system (NK), the communication between which is via a portable data carrier (HDPE), and the HSS consists of a universal data recording device for HDPE , a universal video monitor and a set of universal control devices connected by inputs / outputs to an electronic unit (EB), including interconnected universal inputs / outputs of the main line of information exchange (UMIO), the computational-logical functional module (VLFM) of the cartographic information database (BDKI), the VLFM of the aeronautical information database (BDANI), the VLFM of the interactive flight route formation (FMP), the VLFM of the formation of the flight mission and the VLFM of the flight record tasks on the PND, and the NK consists of interconnected inputs and outputs on the information exchange (KIO) channel for reading information from the PND, a set of multifunction indicators, a set of navigation pilot systems, a radio engineering communication system and an on-board digital computer system (BTSC), including interconnected inputs and outputs on the on-board information exchange trunk (BMIO) of the VLFM integrated database (OBD), VLFM for the formation of navigation and flight parameters (FNPP), VLFM for the formation of displayed information (FOI), VLFM of formation of control signals (FUS), VLFM of input-output and control of information exchange, characterized in that it is additionally equipped with a graphical input into the structure of VLFM of formation of an image of a spatial trajectory of arbitrary shape (TPF) and VLFM decomposition of the TPF graphic image interconnected by UMIO with VLFM BDKI, VLFM BDANI and VLFM FMP, and also introduced into the BCVS of the second VLFM decomposition of the graphic image TPF interconnected with VLFM BMI FNPP, VLFM FOI and VLFM FUS.

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