RU2667654C1 - Flight management system, landing approach and touchdown of helicopters for equipment of starting command posts of surface vessels and supervisory units placed on ships and sea platforms - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: flight management system, landing approach and touchdown system for helicopters contains automated workplace of flight control officer, adapter unit via digital channels, adapter unit and processing of raw data, central calculators, documentation facilities of information connected through the main network. Automated workplace of flight control officer contains graphic stations, main control computer, video server, a device for displaying and entering information, cursor control device, keyboard, commutator, management terminal of flight technical arrangements, and management terminal of communication connected in a specific manner.EFFECT: provides the expansion of functional capabilities of flight management system for take-off, flight control, touchdown of helicopters not equipped with short-distance aids, automation of control processes, improving efficiency of decision-making by the flight control officer, and improving flight safety.5 cl, 3 dwg

Description

FIELD OF TECHNOLOGY

The present invention relates to control systems, namely, automated systems based on computer technology for controlling flights, approach and landing of helicopters for the equipment of launch command posts of surface ships and control centers located on ships, ships and oil and gas platforms.

Known radio navigation systems of near navigation (RSBN), built on the azimuthal rangefinder principle, consisting of ground-based equipment and equipment installed on board the aircraft (Radio engineering systems, under the editorship of Kazarinova Yu.M., M., Academy, 2008) .

These systems measure the range of the aircraft on board the “request-response” method (the interrogator is the on-board equipment of the aircraft, the transponder is the ground equipment) and determine the azimuth on board the ground beacon by measuring the time interval between the moments of reception onboard the signal from a uniformly rotating directional antenna ground equipment of the azimuth channel of the RSBN and the "northern channel" emitted by an omnidirectional antenna ground equipment of the azimuth channel of the RSBN (the "northern channel" is formed at the time of the turn and a directional antenna to the north).

The disadvantage of RSBN is that they allow you to measure the coordinates only on board the aircraft and only relative to the beacon. In addition, these systems do not provide solutions to the automation of the process of controlling the landing of an aircraft on a ship, ship, offshore platform or ground airfield, and also do not provide control over the take-off of aircraft.

The invention is known, “Integrated Aircraft Landing System and Plant Landing Method”, protected by RF patent No. 2239203 (application No. 2003110468 with priority dated April 2, 2003), IPC G01C 1/00, publ. 10/27/2004).

The system contains ground-based equipment, including a landing-input-input terminal connected in series, a landing radar, an information processing unit, a coordinate calculation unit, a ground video converter, a landing manager indicator included in the landing manager’s console, and on-board equipment that are connected in series “output” - “input” terminals, flight and navigation unit, on-board video converter, pilot indicator, included in the pilot’s console, two-way data line from the ground and on-board receivers, transmitters and antenna systems, on-board vectors of the current heading and glide path speeds and a ground splitter of the vectors of the heading and glide path speeds, the output of the coordinate calculation unit being simultaneously connected to the input of the ground transmitter, the inputs of the on-board shapers of the current heading and glide path speeds are connected to the first an additional output of the flight-navigation unit, the outputs of the on-board vector shapers of the current and glide path speeds are connected to the inputs the onboard transmitter and simultaneously, respectively, to the first second additional inputs of the onboard video converter, the output of the ground receiver is connected to the first and second additional inputs of the ground video converter, and also contains the converter of the vertical and horizontal visibility boundaries, the wind speed vectors along the course and glide path, on-board shapers of vectors of optimal heading and glide path speeds, on-board a ground information separator, while the wind speed generator outputs along the course and glide path are connected to the first additional input of the coordinate calculation unit, the second additional input of which is connected to the output of the vertical and horizontal visibility boundary parameters converter, the output of the on-board receiver of the two-way transmission line is connected to the input of the on-board separator of the ground information, the first output of which is connected to an additional input of the flight-navigation unit, and the second output is connected to the first the inputs of the onboard shapers of the optimal heading and glide path speeds, the second inputs of which are connected to the second additional output of the flight and navigation unit, and the outputs of which are connected respectively to the third and fourth additional inputs of the onboard video converter and additional inputs of the onboard transmitter.

The system provides the formation of not only vectors of current speeds, but also vectors of optimal speeds along the course and glide path, and during the landing process, the corresponding velocity vectors are combined.

The disadvantage of the system is the need for on-board aircraft and on the landing site of special short-range navigation equipment. In the absence of such equipment on board the helicopter landing is not provided.

In addition, this system does not provide:

- control of landing aircraft from a ship, ship, offshore platform;

- control of takeoff of aircraft from a ship, ship, offshore platform;

- solving the problems of automating the process of controlling the landing of an aircraft on a ship, ship or offshore platform;

- Solving the problems of automating the take-off control processes of aircraft;

- automation of control processes, including automatic monitoring of take-off and landing conditions according to hydrometeorological conditions and pitching, automatic development of recommendations for the direction of helicopter take-off and the exit route to the control transfer point, the exit route to the glide path, control of dangerous proximity with air objects, development of recommendations for the course the movement of the vessel (ship) to ensure take-off and landing, etc .;

- display of air and surface conditions in the near zone from the ship, vessel, platform;

- display of a navigation map and primary information of sources;

- display of video information from video cameras about a helicopter, take-off and landing pad, helicopter hangar;

- documentation of information, its reproduction and printing.

The invention is known “Integrated aircraft landing system and approach method”, protected by RF patent No. 2273590 (application No. 2004133461 with priority dated November 16, 2004), IPC B64D 45/04, B64F 1/18, publ. 04/10/2006.

The system contains a landing radar, an information processing unit, a coordinate calculation unit, ground and airborne video converters, indicators of a landing and pilot controller, control panels of a landing and pilot controller, a navigation and navigation unit, a two-way data line, airborne vector and current glide speed vector drivers, ground course and glide path velocity vector separator, meteorological information nodes, on-board directional and glide path speed vector formers, airborne splitter ground information. Additionally, an airfield survey radar, an airfield map shaper, an airport, terrain database, terrain projection shapers, and scale switches were additionally used. A feature of the system is the combination of the display of the course and glide path lines with the display of the terrain and the map of the airfield at three scales, determined by the various stages of landing. The landing method determines the order of changing the display areas of the course and glide path lines in accordance with the changing range when the pilot combines the vectors of the current heading and glide path speeds with the corresponding optimal speed vectors. Achievable technical result - improving flight safety during approach and landing, reducing the psychological burden of the pilot and the dispatcher.

The system provides identical perception of flight information by the landing controller and pilot during continuous observation of the aircraft velocity vectors on the heading and glide path indicators, in addition, during the landing, the corresponding velocity vectors are combined, which increases the safety of landing.

The disadvantage of the system is the need for on-board aircraft and on the landing site of special short-range navigation equipment. In the absence of such equipment on board the helicopter landing is not provided.

In addition, this system does not provide:

- control of landing aircraft from a ship, ship, offshore platform;

- control of takeoff of aircraft from a ship, ship, offshore platform;

- solving the problems of automating the process of controlling the landing of an aircraft on a ship, ship or offshore platform;

- Solving the problems of automating the take-off control processes of aircraft;

- automation of control processes, including automatic monitoring of take-off and landing conditions according to hydrometeorological conditions and pitching, automatic development of recommendations for the direction of helicopter take-off and the exit route to the control transfer point, the exit route to the glide path, control of dangerous proximity with air objects, development of recommendations for the course the movement of the vessel (ship) to ensure take-off and landing, etc .;

- display of air and surface conditions in the near zone from the ship, vessel, platform;

- display of a navigation map and primary information of sources;

- display of video information from video cameras about a helicopter, take-off and landing pad, helicopter hangar;

- documentation of information, its reproduction and printing.

Known utility model "Digital computing complex of the control system", protected by RF patent No. 127965 (application No. 2012155503 with priority dated 12/20/2012), IPC G06F 15/00, publ. 05/10/2013). The digital computer system of the control system (CVKSU) contains the first and second electronic computers (computers), a group of workstations (AWS) 1, ..., n control operators, a group of computers 1, ..., m exchanging data with external subscribers, documenting workstation, command-signal path data exchange computer and control panel, characterized in that the first and second local area networks (LAN) are additionally introduced into it, while the first and second computers and control panel are connected to this first LAN, to which n All the other elements of the CVKSU are also connected - the workstation of control operators, computers for exchanging data with external subscribers via information and control paths, computers for exchanging data with external subscribers for command and signal paths, a workstation for documenting and building reporting documents, a second LAN connects the first and second computers , the control panel is made on the basis of a typical computer.

The complex can be used to implement various control systems. The disadvantages of the complex are:

- the impossibility of solving the problems of controlling the take-off and landing of helicopters, as well as their flights in the control zone;

- lack of devices for receiving and processing primary radar and video information, their processing for display;

- lack of documentation tools;

- lack of a network for transmitting cartographic information and the ability to display an electronic navigation map.

The closest in functionality and technical essence to the proposed invention and adopted as a prototype is the utility model "Radio-technical complex for navigation and flight control of airborne aircraft", protected by RF patent No. 113243 (application No. 2011122848 with priority dated 06.06.2011), IPC B64F 1/18, publ. 02/10/2012. The complex includes the equipment complexes of the radio navigation system of short range navigation (RSBN) with the data line in the rangefinder channel and the equipment sets of users of the satellite navigation system (SNA) installed in the mobile center for navigating sea-based flights and on board the aircraft, respectively connected to the navigation and control complex of the mobile a sea-based flight control center through an additionally installed workstation (AWS) and to the flight vigatsionnomu complex aircraft (aircraft) through the additionally installed navigation computing device.

The utility model is intended to provide navigation and flight control of aircraft (LA) from a mobile sea-based flight control center, to ensure flight of aircraft to ships, offshore oil and gas production platforms, and to mutually coordinated performance of LA tasks of interaction with other aircraft and mobile sea objects, in including the flight on a given route, the exit of aircraft at predetermined points on the sea surface, approach.

The disadvantages of the complex is the need for on-board aircraft and on the landing site of special short-range navigation equipment. In the absence of such equipment on board the helicopter, landing is not provided, which limits the capabilities of the complex.

In addition, this complex does not provide:

- control of aircraft landing from a ship, ship, offshore platform;

- control of aircraft take-off from a ship, ship, offshore platform;

- Solving the problems of automation of aircraft takeoff control processes;

- solving the problems of automating the process of controlling the landing of an aircraft on a ship, ship or offshore platform;

- automation of control processes, including automatic monitoring of take-off and landing conditions according to hydrometeorological conditions and pitching, automatic development of recommendations for the direction of helicopter take-off and the exit route to the control transfer point, the exit route to the glide path, control of dangerous proximity with air objects, development of recommendations for the course the movement of the vessel (ship) to ensure take-off and landing, etc .;

- display of air and surface conditions in the near zone from the ship, vessel, platform;

- display of a navigation map and primary (radar, optoelectronic, television) information of sources;

- display of video information from video cameras about a helicopter, take-off and landing pad, helicopter hangar;

- documentation of information, its reproduction and printing.

Thus, well-known systems and complexes do not provide control of the processes of take-off, flight and landing of an aircraft and the automation of these processes.

The objective of the invention is:

- expanding the functionality of the flight control, approach and landing control system for helicopters to equip the launch command posts of surface ships and control centers located on ships and offshore platforms (hereinafter referred to as the Control System);

- expanding the range of tasks;

- ensuring the management of take-off, flight and landing of helicopters;

- Automation of control processes for take-off, flight and landing of helicopters on a ship, ship or offshore platform;

- improving flight safety and the management of helicopter crews during take-off, in the near flight zone, during approach and landing on a ship, ship or offshore platform, including by automating the control of take-off and landing of an aircraft on a ship, ship or sea a platform;

- increasing the efficiency of the decision-making process by the flight manager and the quality of decisions made during helicopter control due to the completeness of information support and the convenience of information perception, its automated processing and automatic development of recommendations for the flight manager.

The technical result achieved using the proposed system is:

- expanding the functionality of the system by ensuring the landing of helicopters that are not equipped with landing equipment using means of near navigation, as well as landing of helicopters on landing sites, not equipped with means of short-range navigation;

- expanding the range of tasks due to:

• monitoring the conditions of take-off and landing of the helicopter according to pitching and weather conditions, and the formation of signs of permission or prohibition of take-off and landing;

• control of the take-off conditions for the take-off mass of the helicopter and the formation of signs of permission or prohibition of take-off and landing;

• ensuring the development of recommendations on the permitted sectors of take-off and the direction of departure from the ship (vessel, platform);

• providing control of takeoff of aircraft from a ship, ship, offshore platform;

• providing a helicopter drive to the glide path start point;

• providing control over the passage of the helicopter during take-off (before transferring control) and landing (after taking control);

• control of the dangerous proximity of a controlled helicopter with air objects and restricted areas;

• controlling the exit of the helicopter from the coverage area of communications and the coverage area of information tools (radar and optoelectronic detection and tracking);

• display of the air and surface situation in the near zone from the ship, vessel, platform;

• displaying a navigation map and primary information of sources;

• displaying video information from video cameras about a helicopter, take-off and landing pad, helicopter hangar;

• documentation of information, its reproduction and printing;

- automation of management processes due to:

• automatic control of the conditions of take-off and landing of helicopters;

• automatic control of the route;

• automatic control of the glide path;

• automatic control of the dangerous proximity of a controlled helicopter with aerial objects and restricted areas;

• automatic formation and display of a single picture of the air and surface situation;

• automatic generation of commands and recommendations at all stages of the flight;

- providing direct control of take-off, flight and landing of helicopters by the flight director;

- improving flight safety and management of helicopter crews during take-off, in the near flight zone, during approach and landing on a ship, ship or offshore platform due to:

• automation of processes for controlling the take-off and landing of an aircraft on a ship, ship or offshore platform;

• automatic control of take-off and landing conditions according to hydrometeorological conditions and pitching;

• automatic development of recommendations for the direction of helicopter take-off and the exit route to the control transfer point;

• automatic development of recommendations on the helicopter exit route to the glide path;

• automatic control of the glide path;

• automatic control of dangerous proximity with air objects, restricted areas;

• automatic development of recommendations on the course of the vessel (ship) to ensure takeoff and landing of the helicopter;

- improving flight safety due to:

• creating more comfortable working conditions for the flight director;

• reducing the load on the RP due to automatic control of take-off, landing and flight processes along the route and automatic development of recommendations for controlling the helicopter crew;

• automatic solution of all the design tasks necessary for controlling a helicopter at all stages;

• automatic control of the danger of a helicopter leaving the communications coverage area;

• automatic control of the danger of a helicopter leaving the visibility area of ship (ship or platform) information tools;

• improving the flight director’s information support on all factors affecting takeoff, landing, helicopter flight and safety;

- improving the efficiency of the decision-making process by the flight manager and the quality of the decisions made during helicopter control due to:

• automatic generation of recommendations by the system at all stages of helicopter control (authorization or prohibition of take-off and landing, recommendations on changing the course of the ship, ship to ensure take-off and landing conditions, recommendations on the course of departure of the helicopter from the ship, ship, recommendations on the route to the point of transfer control, warnings about dangerous movement with aircraft, danger zones, about a possible exit from the coverage area of communications and information tools of the ship, ship, signals about deviation from the route of flight and recommendations to return to the route, the route guidance on access to the start point of the glide path, information about the deviation from the desired glide path and recommendations on elimination of deviations);

• display of the air and surface situation in the near zone from the ship, vessel, platform;

• display of electronic navigation map and primary information of sources;

• displaying video information from video cameras about a helicopter, take-off and landing pad, in a helicopter hangar;

- ensuring the documentation of information, its subsequent reproduction and printing.

The problem is solved and the required technical result is achieved due to the fact that the control system for flights, approach and landing of helicopters, containing the automated workplace of the flight manager (remote control landing controller), calculators and indicators (monitors), contains devices for interfacing through digital channels, a device for interfacing and processing primary information, central computers and means of documenting information connected to the main network, a workstation A flight attendant connected by inputs / outputs to a device for interfacing and processing primary information and connected to a map network and a main network.

The control system interface devices and the workstation are connected by inputs / outputs to the systems and complexes of the ship (vessel, platform). The map network connects to an external map server.

At the same time, the workstation of the flight manager (hereinafter AWP) contains at least two (two or three) graphic stations and a main control computer connected to the local network, a video server connected by the output to the inputs of the graphic stations, a display and input device connected by inputs / outputs with the main control computer, a cursor control device and a keyboard connected by inputs / outputs to a switch that is connected by inputs / outputs to graphic stations and the main control m a computer, a terminal communication control and hardware control terminal means Aviation connected to the core network, are also connected to the video server and the main control computer graphics workstations are connected to the map information system and a device interface and primary information processing.

The graphics station contains a monitor connected to the inputs / outputs of the computer, the inputs / outputs of which are inputs / outputs of the graphics station.

The flight technical control terminal comprises an information display and input device connected by inputs / outputs to a computer, the inputs / outputs of which are inputs / outputs of the terminal.

The communications control terminal comprises a display and information input device connected to inputs / outputs with a computer connected to a microphone input, an output to an input of a sound reproducing device, and its inputs / outputs are inputs / outputs of a terminal.

A control system using interface devices is interfaced (connected via information exchange channels, for example, Ethernet, Manchester, RS-422, RS-232) with the following ship systems (ships, offshore platforms):

- information management system;

- a complex of hydrometeorological support;

- a system of inertial navigation and stabilization;

- a system of reception indicators of a satellite navigation system (SNA);

- map server;

- gyrocompass;

- lag;

- An electronic cartographic navigation information system (ECDIS) or a numbering and laying system;

- information means of the ship (vessel, offshore platform) providing information about the air and surface situation in the control zone of the system (radar stations, automatic information systems - AIS, optoelectronic systems);

- video cameras;

- means of communication;

- technical means of flight support.

Moreover, the system provides reception from interfaced systems, processing, storage and display:

 - current time and date (from the receiver-indicator system of the satellite navigation system);

- electronic navigation chart (ENC) from the kartserver;

- primary (from a source of choice RP) and secondary information about the air and surface situation (from information tools);

- forms and traces of objects (goals) from information tools;

- coordinates, heading and speed of the ship (vessel) from the inertial navigation system and from the receiver-indicator system of the satellite navigation system;

- data on the rolling of the ship (ship, offshore platform) from the inertial navigation system;

- data on the hydrometeorological situation in the area of navigation of the ship (vessel) or the area of the platform's location (from the complex of hydrometeorological support and information management system);

- data on the air flow over the take-off and landing platform (runway) of the ship (vessel, offshore platform) from the hydrometeorological support complex;

- data about the reference point (from the information management system or manual entry of RP);

- a planned flight table, information about alternate aerodromes and runways (from the information management system or manual entry of RP);

- information on the readiness of helicopters (manual entry of RP or via exchange channels from the information management system);

- predetermined flight routes of controlled helicopters and the task to be solved (from the information-control system or manual entry of RP);

- information about the status of interfaced systems, their operation modes.

The system provides:

- input, storage and display of electronic documentation RP;

- receiving, processing and displaying video information from video cameras:

• about take-off, approach and landing of a helicopter,

• about work in a helicopter hangar;

• on the work of the RP in the dispatching (launching) command post of a ship, platform (ship).

The system provides an automatic solution to the following tasks:

- processing and identification of data from information tools and the formation of a single picture of the air and surface situation in the control zone (in stand-alone mode), or the reception, display and use of a single picture of the air and surface situation from the information-control system of the ship (ship, platform) );

- formation of recommendations for maneuvering a ship (vessel) in the interests of ensuring the safety of helicopter take-off and landing operations;

- designation of helicopter take-off and landing sectors;

- monitoring the fulfillment of the flight mission and ensuring the safety of helicopter flights;

- helicopter drive into the range of optical means of ensuring the landing of a ship (vessel, offshore platform);

- control of the position of the helicopter relative to a given approach path.

The system provides the display of RP on the AWP indicators:

- current time and date;

- electronic navigation chart (ENC);

- primary (from a source of RP choice), secondary and combined information about the air and surface situation;

- forms of goals and goals;

- coordinates, course and speed of the ship;

- data on the hydrometeorological situation in the navigation area of the ship;

- elements of the airspace structure in the area of responsibility of the RP (area of responsibility of the operator, sector of takeoff and landing of helicopters);

- data on the rolling of the ship, on the air flow over the runway of the ship;

- data about the reference point;

- planned flight table;

- information on alternate aerodromes and runways;

- information on the readiness of helicopters;

- video information about take-off, approach and landing of a helicopter, about work in a helicopter hangar;

- permission signals (prohibition) of starting the engines, takeoff and landing of the helicopter;

- predetermined flight routes of controlled helicopters;

- data on controlled helicopters, helicopter flight control indicators, alarms, recommendations for helicopter flight management;

- a given approach path and the current location of the helicopter relative to it;

- information about the state of the system, interfaced systems, their modes of operation;

- electronic documentation of RP.

The system provides documentation:

- air and surface conditions (forms of objects with data on their coordinates and motion parameters);

- commands and signals generated by the RP and the system in the process of controlling helicopters;

- negotiations of the Republic of Poland on intra-ship (ship) communications;

- negotiations of the RP within the control tower;

- radio communications with helicopter crews;

- helicopter flight parameters;

- the relative position of aircraft in mid-air;

- video information about take-off, approach and landing of helicopters, as well as video information about work in the helicopter hangar and the work of the RP in the launch command (dispatch) control center.

The claimed invention is illustrated by drawings:

- in FIG. 1 presents a structural diagram of the inventive control system;

- in FIG. 2 is a structural diagram of an automated working flight guide;

- in FIG. Figure 3 shows the structural diagram of the interaction of the flight control system, approach and landing helicopters with systems and complexes of the ship (vessel, platform).

The control system for flights, approach and landing of helicopters for equipping launch command posts of surface ships and control centers located on ships and offshore platforms contains (Fig. 1) an automated workstation for the flight manager 1, a group of central computers 2 (2.1 -2.n ), a group of interface devices 3 (3.1-3.m), a device for interfacing and processing primary information 4, a means for documenting information 5, a main data exchange network 6, a network of cartographic information 7, moreover, automated flight director’s workstation 1, central computers (2.1-2.n), interfaces (3.1-3.m), interfaces and primary information processing devices 4, information documentation tools 5 are connected to the main data exchange network 6, which unites them in a single system, the workstation of the flight manager 1 is connected to the map network 7 and connected to the inputs / outputs with a device for interfacing and processing primary information 4.

The workstation of the flight manager contains (Fig. 2) at least two graphic stations 8 (two or three) and a main control computer 9 (computer) connected to the local network 17, a video server 11 (computer) connected by the output to the inputs of the graphic stations 8 (inputs of their calculators 19), a device for displaying and inputting information 10, connected by inputs / outputs to the main control computer 9, a cursor control device 14, and a keyboard 13, connected by inputs / outputs to a switch 12, which is connected by inputs / outputs to a graphic the stations 8 and the main control computer 9, the communications control terminal 15 and the flight control equipment 16 are connected to the main network 6, which is also connected to the video server 11 and the main control computer 9, the graphic stations 8 are connected to the cartographic information network of system 7 and a device for interfacing and processing primary information 4 over the network 26.

Graphic station 8 contains a monitor 18 connected to the inputs / outputs with a computer 19, the inputs / outputs of which are inputs / outputs of the graphic station.

The flight technical control terminal 15 comprises an information display and input device 20 connected to the inputs / outputs with a computer 21, the inputs / outputs of which are inputs / outputs of the terminal.

The communication control terminal 16 includes a display and information input device 22 connected by inputs / outputs to a computer 23 connected by an input to a microphone 25, and an output to an input of a sound reproducing device 24 (speaker, headphones), and its inputs / outputs are inputs / outputs of the terminal.

The transmitter 21 of the terminal 15 is connected by inputs / outputs to the technical means of flight support. The transmitter 23 of the terminal 16 is connected by inputs / outputs to the means of communication and data exchange.

Means of documenting information 5 is performed in the form of a computer (computer) connected by inputs / outputs to the printer. As a calculator and printer, any commercially available products can be used.

As network 26, an Ethernet network may be used.

Aviation electromechanical clocks and roll sensors can also be installed on AWP RP.

Display and input devices 10, 20, 22 are in the form of touch screens, which can be used commercially available touch screens. Screen size is determined by the amount of information displayed on it.

Interface devices 3 (Fig. 1) are made in the form of a standard computer (computer) of any type having the required set of input-output channels and performance, for example:

- Industrial computers of the company Fastwel MK307, MK306, On-board computer based on the StackRS standard [1];

- Advantech embedded industrial computers from the UNO-1100 series (UNO-1251G, UNO-1252G, UNO-1372G, UNO-1383G, UNO-1110, UNO-1172AH), the UND-2100 series (UNO-2271G, UNO-2483G, UNO -2473G, UNO-2362G, UNO-2272G, UNO-2184G, UNO-2170, UNO-2171, UNO-2172 [2];

- embedded computers IFC-BOX5700, IFC-BOX5500, IFC-BOX5300, IFC-BOX4000, IFC-MBOX2800, IFC-BOX2957, IFC-BOX2800, IFC-BOX2600 [2,3],

or in the form of a processor module and interface modules installed in a mounting frame with a backplane for interface via required channels (Ethernet, MIL STD 1553B, RS-422, etc.), for example, by Advantech [2].

The number of interfacing devices is determined by the number of interfaced systems (Fig. 3) and the number of communication channels of the corresponding type available in interfacing devices 3, so as to ensure the connection of all interfaced systems.

Central computers 2.1-2.n of group 2 are executed as a standard computer of any type having the required set of input / output channels of information and performance [1, 2, 3], or in the form of a processor module and interface modules installed in a mounting frame with a backplane for interfacing on the required channels (for example, Ethernet, MIL STD 1553B, RS-422).

The number of central calculators 2.1-2.n of group 2 is determined by the required amount of stored data, the amount of tasks assigned to the data of the calculators, their memory size and performance, as well as the need for redundancy. The minimum number of central computers is one.

Structurally, the interface devices and central computers are located in the cabinets of the automated workstation or are made in the form of separate devices of wall or floor design.

The calculators 19 of the graphic stations 8 (see Fig. 2) and the main control computer 9 of the automated workstation of the flight manager (block 1 in Fig. 1) are executed in the form of a standard computer of any type having the required set of input / output channels of information and performance [1 , 2, 3].

The video server 12 (see Fig. 2) are performed in the form of a standard server of any type having the required set of input / output channels of information and performance, for example:

- servers of the HP company [15] series:

• ProLiant DL (DL160 Gen9, DL320e Gen8 DL320eR08, DL380e Gen8 DL380eR08, DL320e Gen8 v2 DL320eR08, etc.);

• ProLiantSL (SL160z, SL170s, SL165s, SL2x170z etc.);

- Dell company servers [16] PowerEdge series (R220, R630, R415, R320, R515, R715 etc.);

- Cisco servers [17] (UCS C220 M4 Rack Server, UCS C240 M4 Rack Server, Cisco UCS C460 M4 Rack Server).

The means of documenting information 5 are performed in the form of a calculator (a standard computer of any type having the required set of input / output channels of information and memory [1,2,3]) connected by inputs / outputs to a printer of any type.

The device 4 for pairing and processing of primary information is performed in the form of a set of radar processors according to the number of mating sources of primary information, for example:

- PCI radar processor “RP-2.1" of the company "Marine complexes and systems" [18];

- Radar processor Transas RIB6 of the company Transas [19];

- Radar processor RP5 M Institute of Precision Mechanics and Computer Engineering. S.A. Lebedev RAS [20].

The control system for flights, approach and landing of helicopters (Fig. 3) through a group of interface devices 3 (Fig. 1) is interfaced (connected by inputs / outputs) with the information-control system of the vessel (ship, platform), a complex of hydrometeorological support, communications and data exchange, inertial navigation and stabilization system, receiver-indicator system of satellite navigation system, map server, gyrocompass, lag, electronic cartographic navigation information system (ECDIS) or with systematic reckoning and laying, information means of the vessel (ship, platform), video cameras, flight support equipment.

An example of an information management system can be, for example, the information management system "Requirement-M" [5].

As a complex of hydrometeorological support can be used, for example:

- ship hydrometeorological station “Character-K” [21];

- ship hydrometeorological station “Plot-KM” [22];

- a complex of hydrometeorological conditions "AWOS-MNS" [23].

Communication and data exchange tools in the general case include [11]:

- automated data exchange complex;

- telephone communications;

- means of loud-speaking ship (ship) communication;

- radio communications.

As an automated data exchange complex, for example, can be used:

- Automated information exchange systems "Track" in various modifications [6];

- “Link” data transmission equipment of various modifications [7].

As radio communications can be used, for example:

- Automated communications system for aircraft-carrying ships "Buran-E" [8];

- An automated communications system for surface ships "Buran-5KE" [8].

As the equipment of telephone communication (intercom and switching) and ship (ship) speakerphone can be used any manufactured equipment, for example [9], or:

- BTS-1006 battery-free telephone communication equipment manufactured by NPK Morsvyazavtomatika LLC [25];

- equipment of batteryless telephone communication with the GGS “Basis” mode [26];

- telephone communication systems of the company “Thales” STP9000 series: 9010, 9011, 9110, 9111 [27];

- the system of the two-way speakerphone AmplidanComander 1500 of Antarsat company [28];

- CIS 3000 PHONTECH AS command intercom system [29];

- ship communication and broadcasting equipment “Oka” [30];

 - equipment for shipboard non-battery telephone communications [31];

- equipment for circular loud-speaking communication [32];

- devices batteryless intra-ship communications [33].

In this case, an inertial system of any type can be used as an inertial navigation and stabilization system, in particular, Ladoga-M inertial navigation system and its modifications can be used for ships and vessels (see, for example, [10]).

As a receiver system of a satellite navigation system, any commercially available system can be used, for example [11], or:

-GPS (DGPS, WAAS), TYPE GP-37, GP-32 from FURUNO ELECTRIC CO., LTD;

- receiver-indicator of global navigation satellite system (GNSS) GPS, TYPE GP-33, GP-150 FURUNO ELECTRIC CO., LTD;

- ship combined receiver-indicator of global navigation - satellite systems GPS / GLONASS, type "KGP-925", "SGN-500" manufactured by SAMYUNG ELECTRONIC CO., LTD (new name: SAMYUNG ENC CO., LTD);

- ship combined receiver-indicator of global navigation - satellite systems GLONASS / GPS, type "VEGA VG-16", LLC "SCIENTIFIC PRODUCTION ENTERPRISE" MUROMSKIY RADIOPribor ";

- ship combined receiver-indicator of global navigation - satellite systems GPS / GLONASS, type FARVATER RK-2106, RK-2006 MK2, LLC "RADIO COMPLEX";

- receiver of the differential subsystem DGPS / DGLONASS, type PKI-2, ZAO TECHNOMARIN;

- ship combined receiver-indicator of global navigation - satellite systems GPS / GLONASS, type "TRANSAS T701", ZAO "TRANSAS".

The kartserver can be made in the form of a standard computer of any type having the required set of input / output channels of information [1, 2, 3], with a set of electronic navigation maps loaded into it of the required region of the oceans.

Any commercially available gyrocompass can be used as a gyrocompass, for example, Standard 22 gyrocompass, NGSM Navigat X MK1, PGM-C-010, PGM-C-011, PGM-V-024, PGM-VS-025, TokyoKeiki TG-8500, Simbard GC80 gyrocompass, Tokyo Keiki TG-8000 gyrocompass, Subsea Teledyne gyrocompasses, NGSM Navigat X MK2, Yokogawa CMZ900 [34].

As a lag, any commercially available lag can be used, for example [13], or:

- log IEL-3 (IEL-2M2) [35];

- lag CALYPSO [36];

- lags JLN-205, JLN-550 [37];

- log LEM2-2 of JSC Central Research Institute Electropribor [38];

- log LEM1-1M of JSC Central Research Institute Electropribor [39].

Information tools can be any type of radar or optoelectronic systems that can detect and track helicopters, in particular, existing shipborne radar stations and systems can be used [14]:

- ship-based multifunctional electronic complex "Positive-ME" and its modifications;

- radar navigation station MP-212 / 201-1 and its modifications;

- ship's three-coordinate radar station "Frigate-MA-E" and its modifications;

- ship radar stations, for example, type MP-231 (manufacturer of JSC "Horizon", Rostov-on-Don).

As video cameras, commercially available video cameras can be used, for example, all-weather (marine) СОЕХ cameras made by Synetics such as MECH / 4 T2 PTZ, MECH / 4 PTZ, C2000-S, C200-V, MEDC [40].

As an electronic cartographic navigation and information system (ECDIS) or a numbering system and gaskets, commercially available electronic cartographic navigation and information systems, for example, ECDIS MK-54IS (manufacturer of Horizon OJSC, Rostov-on-Don - [41] or NavComVoyager (manufacturer - NavMarin company) [42]

As technical means of flight support, the Tulip-V light-signaling complex, commercially available according to the technical conditions of IZhTsP 676.765.005 TU, can be used. In addition, devices can be used that are made in accordance with technical solutions for patents No. 163059 dated 07/10/2016, No. 2547157 dated April 10, 2015, No. 122984 dated June 22, 2012.

The operation of the hardware of the control system is carried out in the following order.

The work of the automated workplace of the flight director (Fig. 2) is as follows. The main control computer 9 provides a solution to the calculation problems, the calculation results are displayed on the display device 10 information and input information and the calculators 19 of the graphic stations 8 (on the local network 17), which provide the formation of image frames and their output to the monitors 18, the management of problem solving is carried out RP using the display and input of information 10, or using the keyboard 13 and the cursor control device 14, the switch 12 provides a connection to the keyboard 13 and device control cursor 14, to the calculators 19 of the graphic stations 8 and the main control computer 9. When connecting the keyboard 13 and the cursor control device 14 to the main control computer 9, the entire workstation is controlled through the main control computer 9, into which are entered from the specified controls or from a device for displaying and inputting information 10 commands and data. When connecting a keyboard 13 or cursor control device 14 to one of the calculators 19, control can be carried out through the corresponding calculator, which transmits the commands and data entered by the operator to the main control computer 9 via the local network 17. The main network 6 (Fig. 1) is connected to the main a control computer 9, a video server 11, a calculator 21 of the flight control terminal 15 of the technical means, a calculator 23 of the communication control terminal. The network of cartographic information 7 (Fig. 1, 2) is connected to the calculators 19 of the graphic stations 8, through this network the electronic navigational charts used for display on the monitors 18 enter the calculators 19. The video information channels from the cameras are connected to the video server 11, which forms the image frames and (at the command of the RP with a predetermined frequency) provides video frames formed by the video information of the specified RP of the source via the communication channel to the computer 19 of the graphic station 8 (Fig. 2), which ensures their display on m Onitor 18, selected to display the tactical environment. Video cameras and video server 12 are controlled by the RP using the display and information input device 10 through the main control computer 9, or using the keyboard 13 and / or the cursor control device 14 connected to the calculators 19 of the graphic stations 8, which at the same time translate the control commands into the main the control computer 9 on the local network 17, which ensures their transmission to the video server 11 on the main network 6. The information necessary for the flight manager is received from the system’s devices mainly network 6 in the main control computer 9, where it is processed and the processing results are displayed on the display unit 10 and input and transmitted over the LAN 17 to the calculator 19 graphics stations 8, provide their display on the monitor 18.

The operation of the hardware of the flight control system, approach and landing helicopters for the equipment of the launch command posts of surface ships and control centers located on ships and offshore platforms (Fig. 1) is as follows.

Computing means of the interface devices 3, central computers 2 and the main control computer 9 (Fig. 2) AWP RP 1 connected by the main network 6 form a distributed computing system. The whole complex of tasks solved by the system is distributed between the indicated computing facilities. Central calculators 2 provide storage of the system database and execution of computational tasks. Interface devices 3 provide:

- reception of information from all interfaced systems of the ship (vessel, platform), its conversion to standard form and transmission to the system database to central computers, as well as to AWP RP 1 and other interface devices 3 in accordance with the composition of the tasks they solve;

- solving computational problems;

- transfer to the interfaced systems of commands and data (if necessary).

 AWP RP 1 provides management of solving all the tasks of the RP, as well as displaying the necessary RP information.

Moreover, the system provides reception from interfaced systems, processing and display on monitors 18 graphic stations 8 AWP 1:

- current time and date (from the receiver-indicator system of the satellite navigation system or the information management system);

- electronic navigation chart (ENC) from the kartserver;

- primary (from a source of choice RP) and secondary information about the air and surface situation (from information tools);

- forms and traces of objects (goals) from information tools;

- coordinates, course, course angle and speed of the ship (vessel) from the inertial navigation system and from the receiver-indicator system of the satellite navigation system;

- data on the rolling of the ship (ship, offshore platform) from the inertial navigation system;

- data on the hydrometeorological situation in the navigation area of the ship (vessel) or the area of the platform's location (from the hydrometeorological support complex or the information management system);

- data on the air flow on the take-off and landing platform (runway) of the ship (vessel, offshore platform) from the hydrometeorological support complex;

- data on the reference point (from the information management system or manual entry by the operator);

- a planned flight table, information about alternate aerodromes and runways (from the information management system or manual entry of RP);

- information on the readiness of helicopters (from the information management system or manual entry of RP);

- predetermined flight routes of controlled helicopters and the task to be solved (from the information-control system or manual entry of RP);

- information on the status of interfaced systems, their operation modes;

- the results of the calculations.

Information exchange with interfaced complexes and systems of a ship (vessel, platform) is generally carried out in the following order.

The data and commands generated by the system, the issuance of which is necessary for the mating systems and systems (information management system, automated communications system, information tools, communications equipment, flight support equipment) of the ship (platform ship) are transmitted via the main network 6 to the appropriate interface device 3 and issued in the system to which they are intended.

The interfaced complexes and systems form packets with data to be issued to the control system, and transmit them in accordance with a predetermined exchange mode (cyclically with a predetermined periodicity, or upon the appearance of new information) to interfacing devices 3. Interfacing devices 3 receive transmitted packets with data They form data forms in the internal format of the system and transmit them via the network 6 to central computers 2, which provide for their reading, storage and transmission to network subscribers upon request. When generating data forms for objects, their coordinates and motion parameters are converted, as well as errors into a single coordinate system (into a coordinate system with a center at the center of gravity of the ship or vessel, or into the coordinate system of one of the sources)

Reception of the current time (from the receiver-indicator system of the satellite navigation system or the information management system) is carried out in the following order. Received data packets of the current time are issued to the main network and are used by all system calculators for synchronization. During the operation of the receiver-indicator system of the satellite navigation system, the data received from it are used, and in their absence, data from the information management system).

Reception and processing of navigation information from ship (ship) sources is as follows. The receiver-indicator system of the satellite navigation system, the inertial navigation and stabilization system, ECDIS or the numbering and laying system, gyrocompass, lag provide the navigation information they generate (geographic coordinates and motion parameters of the ship (ship), angles, speed and pitching accelerations to the appropriate interface device ) The interface device forms on their basis the form of the ship (vessel), including data on geographical coordinates, heading, heading angle, speed relative to the ground and water, data on rolling, and also the time they were received. If there is relevant data from several sources, data from the most accurate source are included in the form. The generated form is transmitted via the main network 6 to the corresponding central calculator 2. If the data from the indicated systems are transmitted to various interface devices 3, then they transfer these forms to one of the central calculators 2, which at the same time generates the ship form.

The processing of primary information is as follows.

Radar tools provide in real time the primary radar information (video signal and synchronization signals) to a device for interfacing and processing primary information 4. Device 4 converts the incoming video information into digital image frames and provides them to the computer 19 of the graphic station 8 as part of the workstation assigned to display video information. The command to issue digital image frames according to the data of a certain source is issued by the RP using the display and information input device 10 (Fig. 2) or the keyboard 13 or the cursor control device 14 (Fig. 2) to the main control computer 9 of the AWP (Fig. 2), which transmits this command through the main network 6 to the device for interfacing and processing primary information 4. In a similar way, work is carried out with video information from optoelectronic devices. In the case when the radar and optoelectronic means produce ready-made frames of a digital image, they are received by the device 4, which stores the current image frame and, if there is an RP command, issues it with a period of receipt in the calculator 19 of the graphic station 8 assigned for displaying video information.

Reception, processing and display of an electronic navigation chart are carried out in the following order.

After turning on the RPM system using the display and information input device 10, it assigns a graphic station 8 to display the situation. This command arrives at the main control computer 9, which transmits it via the local network 17 to the calculator 19 of the corresponding graphic station 8. Next, the RP using the cursor control device 14 and the monitor 18 of the graphic station 8 sets the requirements for the display mode of the electronic navigation map (scale, palette, list of displayed objects, display method: in true or relative motion, with orientation to the server or at the heading of the ship). The entered data is transmitted to the calculator 19 of this graphic station 8, which stores and uses them to form image frames for the monitor 18. The computer 19 (Fig. 2) of this graphic station 8 reads from the corresponding central computer 2 (Fig. 1) the geographic coordinates of the ship (vessel, platform) through a map network 7 downloads electronic navigation charts of the corresponding region from the card server and ensures their display in accordance with the specified modes and image update cycle. The set RP settings are saved after the system is turned off, while the RP can not produce them when the system is turned on, if you do not want to change the display mode.

The general procedure for solving problems by the system is as follows. The solution to the problem is initiated either by RP using the display and information input device 10 or the keyboard 13 or the cursor control device 14, or the system itself upon the occurrence of certain conditions, for example, with a given period. The whole complex of tasks to be solved is distributed between the central computers 2, the pairing devices 3 and the main control computer 9 AWP 1.

Moreover, the system provides an automatic solution to the following tasks:

- processing and identification of data coming from information tools, and the formation of a single picture of the air and surface situation in the control zone (in stand-alone mode);

- formation of recommendations for maneuvering a ship (vessel) in the interests of ensuring the safety of helicopter take-off and landing operations;

- designation of helicopter take-off and landing sectors;

- monitoring the fulfillment of the flight mission and ensuring the safety of helicopter flights;

- reception (transmission) of helicopter control between the RP and the helicopter control operator of a ship (vessel, platform) or other ships (vessels, platforms);

- helicopter drive into the range of optical means of ensuring the landing of a ship (vessel, offshore platform);

- control of the position of the helicopter relative to a given approach path (glide path);

- control of the exit of the helicopter from the coverage area of the information means of the ship (vessel, platform);

control of the exit of the helicopter from the range of communications and data exchange of the ship (ship, platform).

Processing and identification of data from information tools, and the formation of a single picture of the air and surface situation in the control zone (in stand-alone operation) is as follows. The problem is solved cyclically with a certain period, determined depending on the type of objects (air or surface). The data received by the interface devices 3 from information tools on the coordinates and parameters of the movement of objects, as well as their errors, and classification data of objects (air, surface, type of object, signs of nationality, route number, etc.) are recorded in one of the central calculators 2 or a pairing device 3, dedicated to solving this problem. The task of identifying the situation is solved separately for air and surface objects and is launched cyclically. The solution to the problem is carried out in the assigned to this computer (central computer 2 or device 3 in Fig. 1). When the task starts, it calls on the calculator 2 or the interface device 3, which stores all the data on the objects received from the information means of the ship. When solving the problem in the interface device 3, receiving data from information tools, it can use the forms of objects formed by it. Data for each object is recalculated at the current time, after which sequential identification of data from sources is performed in accordance with known methods [43-45]. The generated array of identified goals is compared with those obtained in the previous cycle and its goals are assigned numbers in accordance with the previously assigned numbers, and new targets are assigned regular numbers. When working in a centralized mode, data from a single picture of the air and surface situation can be issued by the information-control system, while in the proposed system this task is not performed.

Entering a planned flight table can be carried out by the system operator using the display and information input device 10, or one of the monitors 18 of the graphic station 8 and the controls (keyboard 13, trackball 14). The operator opens the template of the planned flight table and enters into it data on the time for performing various tasks (flights, flight preparation, repair work, maintenance, crew rest). In addition, when operating in a centralized mode, the planned flight table can come in finished form from the ship’s information-control system (ship, platform).

The functioning of the system in preparation for take-off and directly during take-off of a helicopter is as follows.

In preparation for the take-off of the helicopter, after turning on the system on the monitors 18 of the graphic stations 8ARM 1, the flight manager is presented (see Fig. 3):

- date and current time;

- an electronic navigation chart (ENC) with an airborne and surface situation superimposed on it in the flight area, coming from the information means of the ship (ship, platform) or the information-control system (when operating in a centralized mode);

- geographical coordinates, heading and speed of the ship, coming from the inertial navigation and stabilization system, lag, gyrocompass, ECDIS, receiver-indicator system of the satellite navigation system;

- information about weather conditions in the area of the ship from the hydrometeorological support complex and from the information and control system of the ship about weather conditions in the flight area;

- data on the rolling of the ship from the inertial navigation and stabilization system;

- data on the air flow on the runway from the complex hydrometeorological support;

- video information about the situation on the runway from video cameras;

- information about the state of the interacting systems and complexes of the ship, received from these systems, displayed on the monitor 18 of the state of the systems of the graphic station 8, assigned by the RP to display this information.

From the information-control system of the ship (ship, platform) to the flight control system, approach and landing helicopters transmitted information about:

- helicopter flight route,

- the boundaries of the reception and transmission of control,

- reference point

- forbidden (dangerous) for flight areas,

- spare runways (runways),

which is displayed in graphical form against the background of the ENC on the monitor 18 of the graphic station 8, designated by the operator to display the situation.

 When working in stand-alone mode, the corresponding data can be entered manually by the operator on the AWP 1 using the AWP controls: display and input information devices 10, keyboard 13, cursor control device 14.

Using the input device 10, the RP (dispatcher) can cause the display:

- instructions for the production of flights from a ship (vessel, platform) of this type;

- instructions for receiving and issuing a helicopter;

- A manual for the flight operation of a take-off helicopter and other guidance documents.

The command to display this document is received in the calculator 19 of the corresponding graphic station 8 and the main control computer 9, which reads the document from the corresponding central calculator 3, in which it is stored through the main network 6, and ensures its transmission to the calculator 19 of the corresponding graphic station 19 on the local network 17 to display it on the monitor 18.

Before take-off of the RP helicopter, using the information display and input device 10 (see Fig. 2), sets the flight phase of the take-off helicopter. By this command, the system performs the following actions:

- checks the availability of the developed sign of the helicopter readiness;

- checks the possibility of helicopter take-off according to the maximum permissible take-off mass of the helicopter, according to the pitching conditions and the resulting air flow on the runway;

- calculates the recommended sectors of the helicopter take-off;

- calculates the recommended direction and recommended take-off course of the helicopter;

- produces a signal of permission or prohibition of helicopter take-off.

If the take-off conditions are met, the system generates a helicopter take-off clearance signal.

If a helicopter take-off prohibition signal is generated, the system develops recommendations on changing the course and speed of the ship (vessel) necessary to ensure take-off conditions.

If the take-off conditions cannot be provided, then the system generates a take-off inhibit signal.

According to the results of the calculations performed on monitors 18 of graphic stations 8 and / or a display and information input device 10, the following are additionally presented:

- the signal generated by the system according to the inertial navigation and stabilization system and the hydrometeorological support complex permits or prohibits takeoff under the conditions of the ship’s rolling and the resulting air flow on the runway;

- take-off clearance signal for the maximum allowable take-off mass of the helicopter;

- recommendations made by the system regarding the direction of the helicopter moving away from the ship (port side, port side).

The flight manager, using the information provided by the system, evaluates the air and surface situation and take-off conditions, makes a decision on the release of the helicopter.

At the time of separation of the helicopter from the runway, using the device for displaying and inputting information 10 (see Fig. 2), the RP gives the command to the system to begin tracking the helicopter.

By this command, the system generates and issues messages about the helicopter take-off to the interacting systems (directly or through the information-control system (Fig. 3). In this case, the system makes the calculations:

- trajectories of access to a given flight route;

- data for the flight control form;

- recommendations for the helicopter to enter the flight route in the shortest possible time.

On the information display devices appear:

- video information about the take-off helicopter from video cameras;

- the trajectory calculated by the system for the helicopter to reach a given flight route;

- a control form with helicopter data and recommendations for reaching the flight route in the shortest possible time.

Using the information provided by the system, the RP monitors the processes:

- separation of the helicopter from the runway;

- hovering over the runway;

- the departure of the helicopter from the ship (vessel, platform);

- Acceleration and climb to a safe height.

When gaining a safe altitude, helicopter flight control is carried out according to the information received by the system from the information means of the ship (vessel, platform).

The functioning of the system during the flight of a helicopter along a route is as follows.

When a helicopter exits to a given RP flight route, using the information display and input device 10 (see Fig. 2), it sets the flight phase of the “Route” helicopter.

By this command, the system provides:

- Submission of information to the RP about the situation in the near zone according to information tools and the route of movement of their ship, taken from ECDIS or the information management system;

- representation of the RP in a graphical form of a given flight route, received from the information management system (Fig. 3) or entered manually;

- determination of the current time and presentation of the RP in the form of a plan marker formed by the coordinate system of the calculated point characterizing the location of the helicopter on a given route in accordance with the flight mission;

- calculation and presentation of RP of the values of the monitored parameters (indicators) of the flight mission in place (coordinates), time and fuel consumption;

- development and presentation of RP signals about the output of controlled parameters beyond the permissible values;

- development and presentation of RP signals about the dangerous proximity of a controlled helicopter with other air objects and with restricted areas;

- development and presentation of RP signals about the exit of the helicopter from the radar field (zone of illumination of the situation by radar) of the ship (vessel, platform);

- development and presentation of RP signals about the exit of the helicopter from the coverage area of information exchange facilities (radio communications);

- development and presentation of RP signal on the approach of the helicopter to a given line of control transfer;

- selection on the given flight route of the next point to which it is necessary to fly at the current time, calculation and presentation of RP values of the control parameters for the flight to this point.

The results of the solution are displayed on the monitor 18 of the graphic station 8 AWP 1 (see Fig. 2) against the background of the ENC and in the control form on the display and input device 10 (see Fig. 2).

At this stage, the control form displays:

- board number of the helicopter;

- pilot index (call sign);

- helicopter flight path number (target number assigned to the helicopter escorted by the information source);

- helicopter number in the state recognition system;

- helicopter flight stage (in the form of a special symbol).

- information about the presence of deviations of the helicopter from a given flight path in place, time and fuel consumption is higher than permissible;

- information on the presence of dangerous proximity of the helicopter with other air objects;

- information on the presence of dangerous proximity of the helicopter with restricted areas;

- information about the emergency report from the helicopter;

- a signal about the exit of the helicopter from the radar field (zone of illumination of the situation by radar) of the ship (vessel, platform);

- a signal about the exit of the helicopter from the range of information exchange facilities;

- a signal about the approach of the helicopter to the line of control transfer.

Depending on the situation, the level of crew training, and the operating mode of the flight-navigation complex of the RP helicopter, using the system, it can implement three flight control methods:

- “Flight to an operatively assigned point”;

- “Guidance”;

- “Flight along a programmed route.”

When implementing the first scheme for following a helicopter along a given route, the RP sequentially assigns to the crew points located on the track line that the helicopter must go through. In this case, each next point is assigned after the already assigned one will be passed by helicopter. The point is calculated by the system at the operator’s command issued using the information display and input device 10, or using the monitor 18 of the corresponding graphic station 8 and the keyboard 13 or trackball 14, and the result is displayed on the information display and input device 10 and / or on the monitor 18 the corresponding graphic station 8 AWP 1. The crew performs the flight to the designated point independently. RP exercises control.

When implementing the Guidance control method for following a given trajectory, the crew also executes RP commands. RP occasionally transmits to the crew over the air the specified values of the heading, speed and flight altitude of the helicopter at the current time, which are generated by the system and displayed on the display and information input device 10 and / or on the monitor 18 of the corresponding graphic station 8 AWP 1.

When implementing the “Flight along a programmed route” method, the crew independently performs a flight along a given route. RP makes flight control. The flight is carried out by the serial output of the helicopter to the characteristic points of the route (MRP), programmed into the flight control and navigation system (PNK) of the helicopter by the crew before departure in accordance with the issued flight mission.

Regardless of the adopted method of controlling the flight of a helicopter along the route of the RP, using the information provided by the system at this stage, it continuously monitors:

- the actual movement of the helicopter and other air objects, their mutual position according to information tools or information management system;

- maintaining a given line of the path and the intended profile (mode) of the helicopter’s flight in place, time and fuel consumption;

- rapprochement of the helicopter with forbidden (dangerous) zones for flights;

- the exit of the helicopter from the coverage area of information tools (see Fig. 3) and from the coverage area of communications and data exchange (see Fig. 3);

- the situation and weather conditions on the flight route.

All these parameters are monitored by a system that, in the event of deviations from the required parameter values, planned flight conditions or dangerous proximity, generates warning signals from the RP and displays the corresponding information on the information display and input device 10 and / or monitor 18 of the corresponding graphic station 8 AWP 1.

When the controlled parameters go beyond the permissible limits, as well as in the presence of dangerous situations, the corresponding symbols in the control form change color from “calm” to “alarm”.

When the helicopter approaches the predetermined boundary of the system control transfer, a corresponding RP signal is generated. In the control form, the sign of the helicopter approaching the control transfer line changes color to active. This means that the RP must establish a radio exchange with the operator taking control, and make sure that the operator is ready to take control of the helicopter crew. Having received a message about the operator’s readiness to take control, the RP gives the command to the helicopter crew to establish a radio exchange with the operator taking control.

Upon receipt of the “Management accepted” receipt by the communication means from the operator accepting control, the RP enters the system with an instruction to remove the helicopter from maintenance, for example, by activating the button with the helicopter flight number in the control form. By this command, the helicopter flight control form changes color to inactive, which means that the helicopter has been removed from tracking. At the same time, all graphic constructions that belong to this helicopter remain on the display devices. This allows RP if necessary to quickly take control of the helicopter crew.

When a helicopter is returned to a ship (vessel, platform), upon receipt from the operator controlling the helicopter, by means of communication, a message about the helicopter approaching the receiving / transmitting control line, the RP takes control of the helicopter. The procedure for receiving control of the helicopter crew from this operator is the same as described above during its transfer. Here, the RP acts as the person taking control, and the operator as the transmitter.

Having taken control, RP using the display device and input information 10 AWP (see. Fig. 2), sets the flight phase of the helicopter “Approach”.

The functioning of the system during the approach of the helicopter landing and landing is as follows.

Using the information display and input device 10ARM 1 (see Fig. 2), the RP sets the operating mode of the flight phase “Approach and landing” in the system and activates the control form. By this command, the system calculates the approach trajectory and makes recommendations for the helicopter flight along this trajectory, which are displayed in the control form on the monitor 18 of the corresponding graphic station 8 AWP 1 (see Fig. 2) and / or on the information display and input device 10 AWP 1 (see Fig. 2).

When the helicopter exits to the glide path start point, the system also generates on the monitor 18 of the corresponding graphic station 8 AWP 1 (see FIG. 2) and / or on the display and input device 10 AWP 1 (see FIG. 2) additionally displayed:

- permission signal (prohibition) of landing according to the rolling conditions of the ship and the resulting air flow on the runway;

- video information from video cameras about the helicopter landing;

- deviations of the helicopter from the landing glide path in the vertical and horizontal planes calculated by the system.

If it is not possible to land the helicopter by pitching or the resulting air flow, the system generates a landing prohibition signal, makes calculations and makes recommendations for changing the ship's course to ensure landing conditions.

Using the information provided by the system, RP has the ability to control processes:

- helicopter exit to the glide path start point;

- helicopter movements along the glide path;

- helicopter hovering over the runway before touching the runway,

and if necessary, make a decision at a limited time and clearly respond to any change in the air and runway conditions.

At the moment of helicopter touching the runway, using the display and input device 10 AWP 1, RP gives the system a command to remove the helicopter from tracking. By this command, the system generates and issues messages about helicopter landing to the interacting systems.

Management of technical means of flight support is as follows.

RP using the display and input of information 20 of the terminal 15 control technical means of flight support sets the control mode: manual or automatic.

In the manual RP control mode, at the required times, using the information display and input device 20 of the terminal 15, it issues a command to turn on the appropriate hardware, which goes to a computer 21, which generates a packet with a command to turn on the required hardware, issued to the hardware. The hardware generates a data packet about its state and issues it to the calculator 21 of the terminal 15. The calculator generates and displays data about the state of the hardware on the display and input device 20.

When the automatic control mode is set by RP, the calculator 21 of the terminal 15 reads the coordinates of the helicopter landing from the corresponding central calculator and, when it reaches the specified distances to the ship (ship, platform), generates and issues the flight technical command to turn on the required technical equipment . The hardware generates a packet of data about its state and issues it to the calculator 21 of the terminal 15. The calculator generates and displays data about the state of the hardware on the display and input device 20. The RP monitors the timely inclusion of the required hardware and, if necessary, can issue a command to turn them on manually in the order described above.

The use of communications RP is made in the following order.

If you need to use any means of communication (radio, speakerphone, telephone) RP using the display device and input information 22 selects and includes the appropriate tool. Further, using a microphone 25 and a sound reproducing device 24, it makes the necessary negotiations. Upon termination, using the information display and input device 22, it turns off the corresponding switched-on means.

To use the means of automatic data transmission, the operator, using the display and input device 22, selects and turns on the appropriate tool. After that, all the commands and data generated by the system and to be transmitted to the controlled helicopters are transmitted via the main network 6 to the computer 23, which generates data packets and provides them to the automatic data transfer means. At the end of the work using the display device and input information 22 RP switches off the corresponding enabled tool.

RC helicopter control is carried out using automatic data transmission or / and voice radio communications.

If there is data transmission equipment on the ship (vessel, platform) and helicopter, all helicopter control commands generated by the system can be automatically transferred to the helicopter using the data transmission equipment in the manner described above. For this, the RP must establish the appropriate mode of operation of the system using a display and input device 10. In this case, the corresponding command allows the transmission of all the commands generated by the system to the transmitter 23 of the communications control terminal. The received command is displayed on the information display and input device 20. The RP using the display and information input device 20 gives permission or prohibits the transmission of this command to the helicopter. In addition, for this RP can use a device for displaying and inputting information 10.

The main control mode is the helicopter RP control mode using voice radio communication. In this case, the RP in the manner described above includes voice radio communication and transmits commands to the helicopter crew. The formation of teams is carried out by the system in the manner described above for all stages of its work: take-off, route, landing. The generated commands are displayed on the display device and input information 10 AWP 1 and monitors 18 graphic stations 8 AWP 1.

The system provides documentation:

- commands and signals generated by the RP and the system in the process of controlling helicopters;

- negotiations of the Republic of Poland on intra-ship (ship) communications;

- negotiations of the RP within the control tower;

- radio communications with helicopter crews;

- helicopter flight parameters;

- the relative position of aircraft in mid-air;

- video information about take-off, approach and landing of helicopters.

Documentation is as follows.

All data are divided into two groups. The first includes data required for documentation, and the second includes data that is documented by decision of the RP. After turning on the RP system, it establishes a list of data of the second group to be documented. At the same time, information about the need to document them is issued in programs that generate the corresponding data. The program that generates the data to be documented automatically generates the generated form into the database of the corresponding central calculator 2 or the calculator of the documentation tool 5 when it is generated, where it is stored until cleared by the RP command.

The flight manager has the opportunity to select the necessary documented information for display on the monitors 18 AWP 1 in tabular form or output is not printed using the means of documenting information 5, as well as play back the documented information with its display on the indicators in real, slow, accelerated or start-stop modes.

Thus, the control system for flights, approach and landing of helicopters provides:

- expansion of functionality;

- expanding the range of tasks;

- control of take-off, flight and landing of helicopters;

- automation of control processes for takeoff, flight and landing of helicopters on a ship, ship or offshore platform;

- improving flight safety and the management of helicopter crews during take-off, in the near flight zone, during approach and landing on a ship, ship or offshore platform, including by automating the control of take-off and landing of an aircraft on a ship, ship or sea a platform;

- increasing the efficiency of the decision-making process by the flight manager and the quality of decisions made during helicopter control due to the completeness of information support and the convenience of information perception, its automated processing and automatic development of recommendations for the flight manager.

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Claims (5)

1. The control system of flights, approach and landing of helicopters, containing the automated workplace of the flight director, calculators and indicators, characterized in that it contains devices for interfacing through digital channels, a device for interfacing and processing primary information, central computers and means of documenting information connected to the main network, the workstation of the flight manager is connected by inputs / outputs to a device for interfacing and processing primary information and sub Connected to the map network and main network. 2. The system according to p. 1, characterized in that the workstation of the flight manager contains at least two graphic stations and a main control computer connected to the local network, a video server connected by the output to the inputs of the graphic stations, a display and input device connected by inputs / outputs with the main control computer, a cursor control device and a keyboard connected by inputs / outputs to a switch that is connected by inputs / outputs to graphic stations and the main control a control computer, a communications control terminal and a flight technical control terminal are connected to the main network, which is also connected to the video server and the main control computer, graphic stations are connected to the system’s cartographic information network and to the device for pairing and processing primary information. 3. The system according to claim 2, characterized in that the graphic station comprises a monitor connected to the inputs / outputs of the computer, the inputs / outputs of which are inputs / outputs of the graphic station. 4. The system according to claim 2, characterized in that the flight technical equipment control terminal comprises a display and information input device connected by inputs / outputs to a computer, the inputs / outputs of which are inputs / outputs of the terminal. 5. The system according to claim 2, characterized in that the communication control terminal comprises an information display and input device connected to the inputs / outputs with a computer connected to the microphone input, the output to the input of the sound reproducing device, and its inputs / outputs are inputs / terminal outputs.

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