RU2667040C1 - Integrated computer system of aircraft ms-21 - Google Patents

Abstract

FIELD: computer equipment.SUBSTANCE: invention relates to integrated computer system of MS-21 aircraft. System contains six identical and interchangeable central avionics calculators and four identical and interchangeable switches of on-board data network, at that software is functioning on each central calculator of avionics, additionally, system contains two major commutators of on-board data transmission network and two back-up switches of on-board data network, there is one major and one backup switch and three central avionics calculators on left and right sides of aircraft, each major switch is connected by standard communication lines ARINC664p7 with all avionics central calculators of its aircraft, as well as with major switch of the other board and with other aircraft systems, forming subnet A, backup switches are connected to all central calculators of avionics of its board, and also to each other and to aircraft other systems with communication lines according to ARINC664p7 standard, forming subnet B.EFFECT: technical result is to expand functionality, increase in reliability and fail-operational capability.4 cl, 1 dwg

Description

The invention relates to the field of transport, namely to the field of aviation technology, and can be used as a means of controlling aircraft systems.

Known patent 19914, publ. 10.10.2001) an aircraft informational complex for transmitting information, containing an onboard digital computer system, an airborne radar station, an information generation unit, information reception and transmission equipment, and a target distribution and setting transmission address integrated into a single aircraft complex. In addition, it is additionally equipped with a remote control setting the address of the reception connected to the equipment for receiving and transmitting information.

A disadvantage of the known device should be recognized limited functionality.

Also known (RU, patent 2488775, published July 27, 2013) is an integrated complex of on-board equipment of a multifunctional aircraft, containing a complex of flight-navigation equipment (KPNO), a set of flight-navigation equipment (KPNO) mutually connected via an on-board digital information system (BTSC), set radio stations of different wavelength ranges (PC), satellite communication channel equipment (SCS), control center communication equipment (SPU), aviation terminal (AT) of the integrated navigation and data exchange system, apparatus kit identification of state accessories (KAGO), a set of multi-functional indicators, remotes and an indicator on the windshield, a set of sighting and sighting equipment, including a radar system (radar), a thermal imaging system (TPVS), an optical-location system (OLS), a set of countermeasures as part of electronic reconnaissance and electronic countermeasures (SRTR / REP) systems, optoelectronic reconnaissance systems (ESMS), weapon control systems (SUSP), electronic warfare devices ejection devices (EB), Registration and registration, incl. video recording of parameters (SCRP), operational controls (OOU), general aircraft equipment (CCA), a set of aviation weapons (KSP), while a set of multifunction indicators, consoles and an indicator on the windshield are combined into an information-control field, a television signal conversion unit , the external storage device and signal concentrator units mutually connected through the channel of information exchange of systems (KIOS) with BTsVS, form an information management system, systems RTR / REP, radar, K Civil defense devices are hardware-integrated in the radio engineering system (IRTS) by connecting the inputs of the receiver and the transmitter output of the RTR / REP and KAGO systems to the output-input of the active phased array (AFAR) of the radar, and the inputs and outputs of the RTR / REP, radar, KAGO systems are connected via an internal channel information exchange (KIOR) to the input-output of the computer of the radio engineering system (VRTS), the computational and logical blocks of which are: input-output and information exchange control, tracking and recognition of detected objects, control the interaction of P systems R / REP, radar, KAGO within the framework of the autonomous system tasks and the tasks set by the BCVS calculator are interconnected via an internal information exchange channel (VKIO), TPVS, OLS, ESER are integrated into the optical-electronic system (IOES) by connecting their inputs and outputs via KIOS to the computer of the optoelectronic system (VOES), the computational and logical blocks of which are: input-output and information exchange control, tracking, selection and recognition of detected objects, control the interaction of TPVS, OLS, ESER within the framework of autonomous tasks with The systems supplied by the ICS calculator are interconnected via an internal channel of information exchange of optical systems (KIO), a set of radio stations of different wavelength ranges (PC), hardware-integrated with antennas of the RTR / REP system by connecting the output of the PC channels to the input of the transmitting antennas of the RTR / REP system, equipment for a satellite communication channel (SCS), equipment for communication with control centers (SPU) and an aviation terminal of the integrated navigation and data exchange system are integrated into the complex of communication facilities (ICSS) by connecting them dovogo outputs on the internal channel of information exchange of the complex of communications equipment (KIOKS) to the computer IKSS - (VIKSS), the computing and logical units of which are: input-output and control the exchange between aircraft and control points for voice and telecode messages, automatic selection of the communication channel in case of failure equipment and the effects of interference are interconnected through the internal channel VIKSS and functionally integrated into the complex of on-board equipment (BWC) by connecting the inputs and outputs of the computers VOES, VRTS and VIKSS on KIOS to ODS-outputs of the BCVS, the computational and logical units of which are: input-output-control information exchange, operational planning of the flight task for the formation of flight and navigation parameters, providing group navigation, complex hypothesized tracking of targets according to all information systems, integrated recognition of an air target, integrated state recognition goals, data generation for indication, integration of algorithmically generated control actions and from operational controls of automatic targeting and target designation, electronic countermeasures control, operative selection and use of weapons, control of airborne vehicles and general-purpose equipment and power plants, low-altitude flight control, recording management of objective monitoring tools, control modes of integrated systems of military hardware (IRTS, IOES, ICSS, SUSP), all-aircraft equipment and aircraft are interconnected according to the All-Russian Aerospace Defense Act, and the BCVS itself with the information-control field interconnected by KIOS, including set indicators and multi-function display on the windshield, the block conversion of television signals, an external storage device and block signals concentrators (n pcs. ) forms an information management system.

A disadvantage of the known complex should be recognized as the presence of a significant number of blocks and functions (for example, the RTR / REP system, radar, OLS, SUSP) necessary for a multifunctional military aircraft, but excessive for a passenger or transport aircraft.

Known (RU, patent 2413280, publ. 02.27.2011), an integrated modular avionics platform made in the form of one or two subracks containing two subsystems with two pairs of computing modules installed in each switch, the first and second computing modules of each pair being connected between themselves by the first groups of inputs and outputs, and the first and second computing modules of the first pair of each subsystem - by the second groups of inputs and outputs are connected to the second groups of inputs and outputs of the first and second calculators, respectively modules of the second pair of the corresponding subsystem, while the first computing modules of the first and second pairs by the third groups of inputs and outputs are connected respectively to the first and second groups of inputs and outputs of the switch of their subsystem, and the fourth groups of inputs and outputs are connected respectively to the third and fourth groups of inputs the outputs of the switch of another sub-subsystem, and the second computing modules of the first pair of computing modules by the third and fourth groups of inputs / outputs are connected respectively to second and second groups of inputs and outputs, and the second computing modules of the second pair of computing modules with their third and fourth groups of inputs and outputs are connected respectively to the third and fourth groups of inputs and outputs of the corresponding subsystem, with the switches using their fifth group of inputs and outputs, and the first and the second computing modules of each pair of computing modules of each subsystem with its fifth group of inputs and outputs is connected respectively with the fifth to ninth group of inputs and outputs of the corresponding subsystems the rack, and from the first to the ninth group of inputs and outputs of the first subsystem of the rack are connected to the corresponding from the first to ninth groups of inputs and outputs of the integrated modular avionics platform, from the tenth to eighteenth groups of inputs and outputs of which are connected respectively to the first to ninth groups of inputs and outputs of the second subsystems of the crate.

The disadvantages of the known system should be recognized:

- a rigid scheme of duplication of modules, which imposes restrictions on the options for building the system and its reconfiguration,

- the use of a pair of modules as a working unit (for example, VM 6 and VM 7), which leads to a decrease in reliability / fault tolerance (failure of one module from a pair leads to an inoperative state and the second module from a pair)

- the simultaneous issuance of control commands from all pairs of computing modules, which forces us to develop a complex control mechanism to prevent executive devices / systems from receiving conflicting commands in case of failures in the integrated modular avionics (IMA) platform.

The technical problem solved by implementing the developed device is to ensure that the complex of on-board electronic equipment (avionics) performs the functions of aircraft navigation, generates data on existing failures of avionics systems and aircraft systems and ensures that the crew is informed of their presence, as well as how to parry them, control in real time of critical flight parameters with the issuance of information about the approach and achievement by controlled parameters of the boundaries of operational tolerances with the flight, providing tuning of radio navigation, communication and surveillance equipment, collecting and converting information, maintenance, monitoring the health of avionics systems on the ground and in flight, and transmitting data over the ADN network and network monitoring.

Technically, the result achieved by the implementation of the developed device is to expand the functionality, increase reliability and fault tolerance.

To achieve the specified technical result, it is proposed to use the developed integrated computer system of the MS-21 aircraft. The developed integrated computer system of the MC-21 aircraft is an IMA system and contains six identical and interchangeable central avionics calculators and four identical and interchangeable on-board data network switches, with software running on each central avionics computer and two switches on-board data networks main, and the other two switches of the on-board data network are redundant, on the left and right sides of the aircraft one main and one backup switch and three central avionics calculators, each main switch is connected by ARINC664p7 communication lines to all central avionics calculators of its board, as well as to the main switch of the other board and other aircraft systems, forming subnet A, the reserve switches are connected with all the central avionics calculators on your side, as well as with each other and with other aircraft systems, communication lines according to the ARINC664p7 standard, forming a subnet B, while integrated you The aircraft’s reconnaissance system is capable of providing the functions of airborne navigation, generating data on existing system failures from avionics and aircraft systems, and providing the crew with information about their presence, as well as methods for countering them, real-time monitoring of critical flight parameters with the provision of information about approach and achievement controlled parameters of the boundaries of operational tolerances of the aircraft, ensuring the adjustment of radio navigation, communication and surveillance, collection and conversion of information operation, maintenance, monitoring the health of avionics systems on the ground and in flight, and transmitting data in the ADN network and network monitoring, and the on-board data network switch is capable of exchanging according to the ARINC664p7 standard inside an integrated computing system between central avionics computers and exchanging integrated computing system with aircraft systems, including multi-functional indicators, radio control panels, secondary power distribution system, t terminals for maintenance and software downloads, a system for monitoring, processing and recording flight data.

In a preferred embodiment, the central avionics calculator is configured to perform the following functions:

- checking the compatibility of hardware, platform software, configuration tables and functional software during the cold start of the central avionics computer, its restart, after downloading the software,

- providing computing resources and a set of service functions to perform functional tasks,

- execution of various applications with the separation of computing resources and the application of various configurations of computing resources depending on the position of the module on the object,

- providing functional software interface (API ARINC 653) with a real-time operating system for use by functional applications of the module,

- ensuring memory protection and independence of various functional tasks of functional software from each other,

- interaction with a homogeneous deterministic on-board network according to the ARINC 664p7 standard,

- I / O control, including routing from the connector to the application and vice versa,

- management of non-volatile memory for the needs of an internal system for monitoring and storing information after turning off the power,

- providing tools to monitor the operation of the unit, that is, detecting faults, diagnosing them, taking measures to counteract faults and restoring performance, detecting and processing freezes, controlling overheating, taking into account the operating time of the module, collecting diagnostics, and performing other maintenance functions,

- an interface for diagnosing the central processor and the input / output module in the laboratory, as well as debugging functional software in the environment of the central processor and the input / output module,

- data loading in accordance with the ARINC 615A protocol.

It is also predominantly configured to interact on inputs and outputs with other aircraft equipment via CAN, ARINC 429 and PK interfaces of various types (according to GOST 18977-79).

Preferably, the on-board data network switch is made in accordance with the ARINC 664 standard, part 7, has a star topology with network switches located in the center. It is made with the possibility of transmitting data from switches only to specified end systems, as well as with the ability to control the transmitted information. Moreover, the network architecture is implemented as two parallel duplicating networks and each network can be connected with either one or with many end systems - subscribers of the network with simultaneous transmission of information over two networks.

Achievement of a technical result in terms of:

- expansion of functionality, in comparison with the closest analogue, is carried out by introducing the functions of aircraft navigation into the integrated computing system, generating data on existing system failures from avionics and aircraft systems, and ensuring that the crew is informed of their presence, as well as ways to counter them, control real-time critical flight parameters with the issuance of information about the approach and achievement by controlled parameters of the boundaries of the operational tolerances of the aircraft, ensuring setting up radio navigation, communication and surveillance tools, collecting and converting information, maintenance, monitoring the operational efficiency of avionics systems on the ground and in flight, transmitting data in the ADN network and monitoring the network and checking the compatibility of equipment, software, configuration tables and functional software,

- increase the level of reliability using six separate identical blocks of central avionics calculators (CVA), divided into two subsystems (for port and starboard) of three blocks, in contrast to two crates with two subsystems in the analogue,

- increasing the level of fault tolerance is ensured by the use of mechanisms to ensure memory protection and independence of various functional tasks of functional software from each other, to perform various applications with the separation of computing resources and the presence of various configurations depending on the position of the CVA at the facility, control of overheating and accounting for the operating time of the CVA.

The figure shows a diagram of the claimed device.

In the future, in the description of the invention will be disclosed features, advantages and capabilities of the developed design.

Integrated Computing System (IVS) is a highly integrated software and hardware complex that provides the implementation of functional software (FPO) of the avionics functions of an aircraft in terms of:

- the formation and issuance of the display and systems of the aircraft navigation information,

- the formation and issuance of information necessary to perform a safe flight,

- the formation and issuance of warning information,

- providing radio control,

- providing service functions (maintenance),

- Organization of data exchange over the ARINC 664r7 network.

An ischemic heart disease of the previously indicated composition operates on the basis of CVA using high-speed interfaces as part of a complex of avionics.

Each CVA includes:

- A hardware unit with system software (software) CVA,

- Configuration tables (CT) CVA,

- FPO CVA.

Each On-Board Data Network Switch (ADN) includes:

- Hardware block switch

- KT ADN.

CVA implements IMA technology and provides FPO operation in accordance with DO-297 / P-297. The interaction between the system software and the software is carried out via the software interface that complies with the ARINC 653. The hardware unit with the system software CVA provides the following functions:

- checking the compatibility of hardware, platform software, CT and FPO when turning on the CVA, rebooting, after loading the software,

- the provision of computing resources and a set of service functions for performing functional tasks,

- the execution of various applications with the separation of computing resources and the presence of various configurations depending on the position of the module on the object,

- providing a FPO interface (API ARINC 653) with a real-time operating system (RTOS) for use by computing resources of applications,

- ensuring the protection of memory and the independence of various FPO from each other,

- interaction with a homogeneous deterministic on-board network according to the ARINC 664p7 standard,

- I / O control, including routing from the connector to the application and vice versa,

- management of non-volatile memory (NVM) for the needs of the built-in monitoring tools (VSK) and saving information after turning off the power

- the provision of tools to monitor the operation of the unit, that is, detecting faults, diagnosing them, taking measures to counteract faults and restoring performance, detecting and processing freezes, controlling overheating, accounting for module operating hours, collecting diagnostics, and performing other maintenance functions,

- an interface for the diagnosis of CVA in laboratory conditions, as well as means for debugging FPO in the CVA environment,

- data loading in accordance with the ARINC 615A protocol.

The external interfaces of the unit allow exchanges over the ADN network (according to the ARINC 664р7 standard), CAN, ARINC 429 and PK (common - gap, 28 V - gap). In addition, for technological purposes, the RS232 and RS422 interfaces can be used.

The CVA hardware unit is a modular structure and contains the following modules: memory controller module, interrupt controller module, system clock module, timer module (including watchdogs) to provide real-time application solutions. The hardware unit supports the collection of information about the temperature of the module, current consumption and voltage level.

The hardware unit was developed taking into account the requirements of DO-254 and has been tested for external factors according to DO-160G. The materials and coatings used in the production of IVS units are designed to ensure compatibility with the materials and coatings used by the airframe and adjacent systems at their interfaces (contact), which eliminates the formation of corrosion.

CVA system software includes two parts that are activated separately: resident software and downloadable software.

Resident software is activated first when the module starts and loads into memory and activates the downloaded software.

The CVA downloadable system software includes a fully functional RTOS that implements the functions of the ARINC 653 API, available for all applications, and a program interface that is available only to system partitions. Also part of the downloadable CVA system software are the system partitions responsible for loading, monitoring and built-in control.

CVA is a configurable system, i.e. its adaptation to the performance of specific functions is achieved by changing the configuration parameters organized in the CT. CVA configuration tables have two levels:

- Global configuration parameters of the module. Define a configuration that is not specific to a particular section (i.e., all sections and CVA),

- Configuration parameters FPO / section. The configuration related to a particular section is determined.

The development of global configuration parameters is carried out by the system integrator, using data on the CVA resources received from the supplier of the hardware unit. The system integrator determines the number of partitions and the separation of computing resources for each partition.

FPO, as part of several applications, implements the following IVS functions:

a) the formation of a reference flight plan for automatic, director and manual navigation with the formation of information and control signals necessary for solving the 4D navigation problem at all latitudes, at any time and in any weather conditions, with the optimization of flight modes with the implementation of current and future separation standards ,

b) real-time control of critical flight parameters with the formation and delivery to consumers of calculated values of operational limitations of the controlled parameters and information about the approach and achievement of controlled parameters of the aircraft operating tolerances,

c) providing manual selection and tuning of radio navigation, communication and surveillance means,

d) collection in real time of information on the state of on-board equipment on the ground and in flight, its processing to generate data on identified failure situations and to issue text and sound messages to the crew about the failures and recommendations for parrying them,

e) collecting and issuing information about onboard equipment ground and flight failures, tracking the configuration of installed aircraft equipment, software and databases, as well as for conducting advanced testing of equipment on the ground,

f) ensuring the download of program and configuration files via the ARINC 664p7 communication line in accordance with the standard ARINC 615A protocol or the ARINC 429 communication line in accordance with the standard ARINC 615 protocol,

g) storage or reception of information for the fully functional operation of the ITT from the following databases:

- database of navigation data,

- Magnetic Variation Data Base,

- databases of parameters configured by airlines (AMI),

- aerodynamic database of aircraft structure and data on thrust and flow characteristics of engines installed on the aircraft (PerformanceDataBase),

- database of electronic maps (AIPs database of maps / diagrams of airports, approaches, take-off procedures),

- databases of the maintenance function,

h) data transmission through the on-board data network A664r7,

i) regulation and control of the A664r7 network, limiting the spread of erroneous data, temporary determinism,

j) determination of failures in the A664r7 network by monitoring its elements and transmitting detailed information to the integrated control system.

FPO is located in several sections according to the principle of partitioning, which is one of the fundamental mechanisms of the IMA platform. Its application provides the ability to run several applications on the platform, possibly with different levels of criticality, with complete isolation in time and memory between them. In particular, isolation ensures that the FPO located in one section, regardless of the failure that occurred in it, will not be able to affect the normal operation of the FPO working in another section. It follows from this definition that a partition is a unit of separation by runtime and memory.

The isolation mechanism does not provide the FPO with direct access to the hardware resources of the module and direct access to other applications. All interaction of the FPO “with the outside world” is carried out through function calls according to the ARINC 653 standard.

FPO CVA includes the following applications:

- FPO radio management system (RMSSW),

- FPO crew warning system (FWSSW),

- FPO stall warning system (SWSSW),

- FPO on-board maintenance system (CMSSW),

- FPO aircraft navigation system (FPOS),

- FPO information collection and conversion functions (DCFSW),

- FPO data transmission network (ADNMNGSW).

FPO RMSSW provides an opportunity for the crew to manually select and configure radio navigation and radio communications.

FPO FWSSW is responsible for collecting real-time data on emergency and failure situations and providing the crew with visual and audible information about these situations, as well as providing crew with information about returning to a normal situation.

FPO SWSSW is responsible for real-time control of critical flight parameters with the formation and delivery to consumers of calculated values of operational limitations for the controlled parameters and information about the approach and achievement of controlled flight parameters of the aircraft operating tolerances.

CMSSW FPO in the normal mode of operation is responsible for collecting alarms and signals about VSK failures, conducting diagnostics and identifying failed blocks and communication lines. In interactive mode, the maintenance system provides the opportunity for interactive interaction with the maintenance operator in order to obtain information, or to test equipment. CMSSW provides the ability to send maintenance reports through various communication channels, including ACARS, as well as printing them on an airplane printer, or on a standard printer for ground maintenance.

FPOS carries out flight control, management and processing of navigation sensors, storage, modification, tracking of the flight plan.

FPFS DCFSW is responsible for collecting data from systems and distributing them in accordance with the structural scheme of avionics avionics. He is responsible for storing and providing information about the configuration of the aircraft, as well as for managing the configuration of the aircraft (compatibility / available options / pin programming).

FPO ADNMNGSW is responsible for identifying ADN network failures by monitoring its elements and transmitting detailed information to the built-in control system (from the Downloadable Platform software).

FPOs (including those located on the same module), but in different sections) exchange data with each other via the ADN network.

The task of the ADN on-board data network switch is to ensure the interaction of the components of the BWC of the aircraft through the ADN channels. ADN replaces point-to-point links (used on other projects when interacting between avionics systems) with virtual connections (virtuallinks - VL).

ADN is made in accordance with the AR1NC 664 standard, part 7, has a star topology with network switches located in the center. Data transmission from the switches is carried out only to specified end systems, thus minimizing transmission errors in the network. ADN switches control the transmitted information, limiting the spread of erroneous data and providing temporary determinism.

Network architecture is implemented as 2 parallel duplicate networks. Each port can be connected with one or many end systems - ADN subscribers.

ADN switches provide A664p7 exchange inside the IVS between the CVA and exchange the IVS with aircraft systems, including multifunction indicators, radio control panels, secondary power distribution systems, a maintenance and software loading terminal, and a flight data monitoring, processing and recording system.

ADN configuration tables are developed separately and downloaded to the hardware unit. They contain information that ensures the deterministic functioning of the network.

The configuration tables organize the ADN network, providing the exchange of commands and data between avionics modules using software and active VLs implemented over the physical network topology. ADN configuration tables include:

- data on the physical topology of the network, describing the connections between network subscribers at the level of physical lines and ports,

- data on the logical topology of the network, describing the connections between subscribers at the level of virtual channels,

- characteristics of ADN switches and subscribers, describing their work with data streams - buffering, introducing delays.

The configuration tables loaded on the switches are identical. The switches, having determined their position on the aircraft using discrete input signals unique to each position, are configured and use the corresponding part of the CT in their work.

IVS incorporates VSK according to ARINC 604-1. Built-in IVS monitoring tools provide failure detection of their own structurally removable blocks and communication lines and structurally removable blocks and communication lines of avionics, as well as receive, generate and transmit failure messages in accordance with ARINC 624-1.

Information about failures of the internal components of the IVS and the components of the BWC of the aircraft is stored in non-volatile memory of the CVA.

The system operates as follows:

On the ADN network, through the ADN switches, information from the on-board systems is transmitted by the corresponding FPO to the CVA. The list of FPO and the number of CVA, on which it is executed, for each signal are determined in advance and recorded in the ADN configuration tables loaded into the switch.

CVA blocks are pre-configured for specific functions by changing configuration parameters organized in the CT.

FPFS DCFSW receives on-board interfaces (GOST 18977-79, ARINC 429, CAN, etc.) information from the on-board systems, converts it into the ARINC664 format and transmits via ADN switches, as well as through ARINC653 mechanisms inside one CVA block, to consumers. The received information on the ADN network is converted into signals of similar on-board interfaces and issued by them to the corresponding consumers (blocks, systems). In addition, the FPFSW FPO stores aircraft configuration information and issues it upon receipt of control commands over the network.

FPO RMSSW receives control commands from the crew from radio control panels and navigation equipment to change the state or configuration of the radio. According to internal algorithms, a check is made for the possibility of making such changes, and, if a positive decision is made, it issues a command to the radio and navigation equipment via the ADN network either directly, for systems directly connected to the ADN network, or to the DCFSW FPO for further transmission through other Interfaces (ARINC 429, CAN, etc.).

FPO FWSSW receives information on the state of on-board systems and the current operational and navigation parameters of the aircraft from the on-board systems and other FPO CVA via ADN. Based on the information received, according to the algorithms laid down, the FPW FWSSW decides to issue the crew with the necessary warning or emergency visual and audible alarms, as well as recommendations for returning to the normal configuration. Information is issued via the ADN network to indicators and to the voice warning system.

FPO SWSSW receives, via the ADN network, aircraft flight parameters (current roll, pitch, speed, etc.) from the FPOS on-board systems, on the basis of which it calculates the values of operational limitations of the motion parameters and generates information about the approximation and achievement of the aircraft's operational tolerance limits by these parameters, which he issues over the ADN for indication and signaling.

FPO CMSSW has two operating modes: full-time and interactive. In the normal mode, through the ARINC 429 lines and through the ADN network, it receives signals from the on-board systems about their status and failures, and according to certain algorithms, diagnoses the failure of blocks and communication lines. The received information FPO CMSSW writes in a special journal in the internal memory of the CVA. In interactive mode, the ADN maintenance system receives commands from the maintenance operator through a connected laptop to receive information about its status from a specific system or to conduct advanced ground control.

FPOS interacts with a navigation database, on the basis of which a flight plan is formed and information is provided along the route. FPOS receives crew control actions from cabin and virtual control panels, in accordance with which information for aircraft navigation in various modes is generated and issued on the basis of flight and navigation information from various navigation sensors (INR, DME, INS, etc.), received or directly via the AND network, or indirectly via the DCF FPO. The control commands developed on the basis of the information received and the restrictions are transmitted as set values to the aircraft’s integrated control system (KSU).

FPO ADNMNGSW processes service information of A664p7 standard, coming from all ADN subscribers, and also interrogates all ADN subscribers with a certain frequency. The result is transmitted via the ADN network to the CMSSW FPO to determine the status of communication with each terminal device of the ADN network.

Claims (15)

1. The integrated computer system of the MC-21 aircraft, characterized in that it is an integrated modular avionics system and contains six identical and interchangeable central avionics computers and four identical and interchangeable on-board data network switches, with each central avionics computer running a software software, the system also contains two main switches of the on-board data network and two backup switches of the on-board data network On the left and right sides of the aircraft, one main and one backup switch and three central avionics calculators are installed, each main switch is connected by communication lines according to the ARINC664p7 standard with all central avionics calculators of its side, as well as with the main switch of the other side and with other aircraft systems, forming a subnet A, the redundant switches are connected to all central avionics computers on their side, as well as to each other and to other aircraft systems using ARINC664 communication lines p7, forming subnet B, while the integrated computer computing system of the aircraft is configured to provide aircraft navigation functions, generate data on existing system failures from avionics and aircraft systems, and provide crew with information about their presence, as well as ways to counter them, real-time monitoring of critical flight parameters with the issuance of information about the approach and achievement of controlled parameters of the boundaries of operational tolerances of the aircraft, providing tuning of radio navigation aids, with IDE and monitoring, collecting and converting information, maintenance, monitoring the health of avionics systems on the ground and in flight, and transmitting data in the ADN network and monitoring the network, and the on-board data network switch is configured to provide ARINC664p7 exchange within an integrated computing system between central calculators of avionics and exchange of an integrated computing system with aircraft systems, including multifunctional indicators, radio control panels, watts ary power distribution systems, maintenance and software download terminal, control, processing and recording flight data. 2. The aircraft system according to claim 1, characterized in that the central avionics computer has the ability to perform the following functions: - checking the compatibility of hardware, platform software, configuration tables and functional software during the cold start of the central avionics computer, its restart, after downloading the software, - providing computing resources and a set of service functions to perform functional tasks, - execution of various applications with the separation of computing resources and the application of various configurations of computing resources depending on the position of the module on the object, - providing functional software interface (API ARINC 653) with a real-time operating system for use by functional applications of the module, - ensuring memory protection and independence of various functional tasks of functional software from each other, - interaction with a homogeneous deterministic on-board network according to the ARINC 664p7 standard, - I / O control, including routing from the connector to the application and vice versa, - management of non-volatile memory for the needs of an internal system for monitoring and storing information after turning off the power, - providing tools to monitor the operation of the unit, that is, detecting faults, diagnosing them, taking measures to counteract faults and restoring performance, detecting and processing freezes, controlling overheating, taking into account the operating time of the module, collecting diagnostics, and performing other maintenance functions, - an interface for diagnosing the central processor and the input / output module in the laboratory, as well as debugging functional software in the environment of the central processor and the input / output module, - data loading in accordance with the ARINC 615 A. 3. The aircraft system according to claim 1, characterized in that the central avionics calculator is configured to interact with the inputs and outputs of other aircraft equipment via CAN, ARINC 429, and PK interfaces. 4. The aircraft system according to claim 1, characterized in that the on-board data network switch is made in accordance with the ARINC 664 standard, part 7, has a star topology with network switches located in the center, it is configured to transmit data from the switches only to specified end systems, as well as with the ability to control the transmitted information, while the network architecture is implemented as two parallel duplicating networks, each port can be connected with one or many end systems - subscriber entami network.

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