RU2668597C1 - Method of troubleshooting and failures of aircraft measurement parameters of movement and satellite navigation systems of moving objects - Google Patents

Abstract

FIELD: instrument engineering.SUBSTANCE: invention relates to the field of navigational instrument making and can be used in systems for detecting malfunctions and failures of airborne motion measurement meters (for example, Doppler navigation system, bar-altimeter, radio altimeter, etc.) and satellite navigation equipment of moving objects. Main dynamic properties of the object are used – the area of the possible location of the object is predicted at the time of subsequent satellite navigation measurements. In this case, the corrected location of the object in space for subsequent satellite navigation measurements is the intersection of the space areas of the subsequent satellite navigation measurements with the predicted areas. By comparing and statistically analyzing the areas of the space of successive satellite navigation measurements of the location of the object and the predicted area of the space of the possible location of the object (based on its dynamic properties for moving in space) at the time of the subsequent measurements, it is possible to draw conclusions about the reliability of the indications of satellite navigation aids or the readings of the on-board measuring instruments of the motion parameters. To implement the method, the device consists of a computational unit 3, which receives the current measurement data from the SNS (input E), on-board parameters of the motion parameters of the object BI1..BIn (inputs F1 to Fn) and the wind sensor (input G). Block 3 realizes the calculation of the corrected location of the object using the dynamic recurrence correction algorithm [1]. To fix the time slices of the SNS, BI and wind sensor signals input to the calculating unit 3, the time synchronization signals from the time synchronization device 4 are provided. Block 3 calculates the corrected volume of space using the DRC algorithm, and in block 6 (comparison scheme), the ratio of the predicted area of space to the area of the current navigation measurement space is compared with the threshold value (Λ∩ Λ)/Λ≤K. Threshold value is entered in block 6. Predicted values of the area of the possible location of the object are stored in the random access memory (RAM), block 2. If condition Λ/Λ≤K. At the output of block 6, a signal is generated, which is the control for writing the stack in RAM (block 2) and forms the time instant tfor the time synchronization device 4. RAM stores all the intermediate results of measurements of the SNS, BI, and the wind sensor in the range of at least m consecutive measurements (for the SNS as the system with the lowest update rate of information) and n measurements from the time t(stack control signal for RAM). Together with the measurement values in the RAM, the time intervals for data input from the SNS, BI and wind sensor are also recorded.EFFECT: increase of functional reliability.1 cl, 4 dwg

Description

The invention relates to methods for detecting malfunctions and failures of on-board meters of motion parameters (for example, DISS, bar altimeter, radio altimeter, etc.) and satellite navigation equipment of moving objects, which can increase the functional reliability of these systems. To implement the claimed technical solution based on the dynamic properties of the object, a space region of the possible location of the object is predicted at the time of subsequent satellite navigation measurements. The corrected location of the object in space during subsequent satellite navigation measurements is considered to be the intersection of the space regions of the subsequent satellite navigation measurements with the predicted areas. By comparing and statistically analyzing the space regions of successive satellite navigation measurements of the object’s location and the predicted space region of the possible location of the object (based on its dynamic properties of spatial movement) at the time of subsequent measurements, we can draw conclusions about the reliability of satellite navigation aids or on-board motion measuring instruments .

The method can be used in navigation systems, in short-range navigation and landing systems, guidance, in control systems and automatic control of moving objects, in air traffic control systems and collision avoidance systems, in systems of automatic docking of moving objects, etc.

Currently, various methods are known for detecting malfunctions and failures of airborne meters of motion parameters and satellite navigation equipment of moving objects. In particular:

- different types of redundancy and hardware redundancy are used;

- means of complex processing of measurement information are used;

- a combination of devices and means of monitoring navigation and airborne meters is used;

- a broadcast survey of stationary and moving objects with known coordinates and at each mobile transmitting and receiving radio station is used, the differences between the own coordinates and the coordinates of the transmitting radio station at the time of receipt of the message and the distance to the corresponding mobile transmitting radio station are calculated, and the corresponding pseudorange is calculated from the delay value of the received encoded message, the difference between the pseudorange and the specified distance;

- increase the reliability of operation of navigation and airborne meters at certain stages of the flight, in particular when approaching due to the methods of complex processing of SNA information and data from landing systems;

- they increase the reliability of operation of navigation and on-board meters due to special devices for restoring the working state after a brief loss of data (voltage) on board.

A known method (patent RU 2487389 G05B 23/02, G01R 31/02 publ. 07/10/2013) generating alert signals about the failure of elements in redundant radio automation systems and automatic control systems for aircraft, based on the principles of majority logic and providing the possibility of generating not only signals about the failure of the working element of the redundant system, but also signals containing information about such types of failures (malfunctions) as jumps in the parameters of the working element of the system up (such as a short circuit) or down (such as an open in connections), as well as their smooth change of the same nature, by using new channels in the detector to fix the direction of jumps in the parameters of the pulse operating element and their conversion and switching means. Patent RU 2551813 G06F 11/20 publ. 05/27/2015 describes a redundant control device with a choice of the arithmetic mean value of the output parameters of the system. The device provides increased efficiency of the redundant system with the choice of the arithmetic mean value of the output parameters of the reserved elements. In the patent RU 2629454 G06F 11/16 publ. 08/29/2017 a method for the formation of a fault-tolerant integrated control system (KSU) and a fault-tolerant KSU due to the multiple reservation of technical equipment on board the aircraft is given. The proposed method and device is based on multiple redundancy of information exchange channels, sensors, calculators, monitoring tools and actuators. Management of hardware and computational redundancy is carried out depending on the state of the system program-algorithmically and hardware. Patent RU 2485446 G01C 21/00 06/20/2013 describes an integrated system of backup devices on board an aircraft ..

All types of increasing the survivability, reliability and fault-tolerance of airborne navigational aids gauges due to redundancy and the formation of hardware redundancy with various types of decision making, including those based on the principles of majority logic, have common shortcomings in terms of weight and size and energy indicators.

Another most used means of increasing the reliability and safety of onboard equipment is the means of complex processing of measurement information. In the patent RU 2546076 G05B 23/00 publ. 04/10/2015 a description of the device for integrated control of the inertial system. The invention relates to the field of monitoring the operability of control systems of maneuverable moving objects and, in particular, to means of complex hardware-redundant monitoring of platform and strapdown inertial systems with acceleration sensors, manned and unmanned ground, air and space vehicles. The device uses the information of sensors already on board and included in the standard instrumentation equipment. In the patent RU 2461040 G05B 23/00 publ. 09/10/2012 a device for integrated monitoring of sensors of a moving object. The invention relates to the field of integrated sensor monitoring of the flight-navigation control complex of a moving object, as well as to means of hardware-redundant control of the orientation and navigation of aircraft. Known schemes for monitoring sensors of parameters of the measuring channels of an object using a computing device and a device for comparing thresholds for evaluating the measurement results of signals and motion parameters. The control scheme implements an n-fold measurement of the controlled parameter and the calculation of the likelihood ratio taking into account the average risk of deciding on health.

A device for a distributed computing system for collecting flight information, monitoring and diagnostics of on-board systems "Regatta" [2]. The complexity of the Regatta device as a centralized integrated control system for the entire aircraft, and as a result its low intrinsic reliability, negatively affects the reliability of failure detection of individual especially highly reliable systems, which is the flight-navigation complex. It is known "Device for the integrated control of flight information sensors (options)" (Patent RU 2063647 G05B 23/02, publ. 07/10/96) containing a sensor for the normal angular velocity of an object, a transverse angular velocity sensor of an object, a sensor for normal object overload, a transverse overload sensor object, object sine roll sensor, object roll cosine sensor, object pitch cosine sensor, object longitudinal velocity sensor. In the patent RU 2617565 G01C 21/02, G01C 23/00 publ. 04/25/2017 sets out a method for estimating errors of inertial information and its correction for measurements of a satellite navigation system. The method provides increased accuracy and speed of optimal estimation and correction of all measured inertial navigation system (ANN) navigation and aerobatic parameters. The method for estimating errors of inertial information and its correction from measurements of the satellite navigation system is that they use the traditional Kalman optimal filtering and identification procedure, for which measurement signals of the optimal filter-identifier are generated by comparing the geographical coordinates of the same location and the horizontal components of the absolute linear velocity in the projections on the axis of the reference trihedral of the gyro platform (GP) of the ANN formed by satellite measurements on igatsionnoy system (SNS), and its structure was synthesized according to the traditional model for the INS error.

In the complex processing of measuring information for reliable control, it is necessary to have an accurate and well-known in time description of the laws of distributions of all controlled parameters of the object’s movements, which is practically impossible for a maneuverable object. The complication of the control scheme when constructing the optimal decision rule and the additive connection of the controlled sensor signals and their measurement errors leads to the verification of complex control hypotheses. Such control with wide ranges of change of the tested signals of roll, pitch, linear and angular velocities, and object overloads is extremely difficult.

To improve the reliability and safety of aircraft onboard equipment, methods are actively used to combine devices and means for monitoring navigation and airborne meters: “Onboard GNSS piloting assistance system with redundant and dissimilar architecture for a higher level of reliability” (patent RU 2621827 G08G 5/00, G01S 19/00, G01S 19/00, publ. 06/07/2017); “A system for the integrated processing of information from radio navigation and autonomous navigation aids to determine the actual values of aircraft navigation parameters” (patent RU 2487419 G08G 5/04, publ. 07/10/2013); Utility model “Navigation system” (patent for utility model RU 169910 G01C 21/10, published on 04/05/2017). These options for integration of aircraft onboard equipment can provide increased reliability and failure safety of aircraft onboard equipment, but require additional hardware to ensure equipment integration.

To increase the functional reliability of the navigation definitions of the aircraft, it is possible to use a broadcast survey of stationary and moving objects with known coordinates and at each mobile transmitting and transmitting radio station, calculate the differences between the own coordinates and the coordinates of the transmitting radio station at the time of receipt of the message and the distance to the corresponding mobile transmitting radio station, and in magnitude delays of the received encoded message compute the corresponding pseudo-range distance, the difference between the pseudorange and the specified distance (patent RU 2333538 G08G 5/00, B64D 45/00, publ. 09/10/2008 "Method for indicating the position of objects of observation"). The disadvantages of this method are the insecurity of the received data from distortion caused by the influence of both random interference in the radio channel, errors in the encoding and decoding of signals in the transmitting and receiving paths, as well as specially organized interference and the deliberate transmission of knowingly false coordinates data.

Another option for improving the reliability and safety of aircraft avionics is the integrated processing of SNA information and data from landing systems and the formation of the flight path at certain stages, in particular during approach. The well-known "Method of controlling an aircraft during approach" (patent RU 2496131 G05D 1/08, G01C 21/06, publ. 10/20/2013). With this method, the construction of the landing trajectory is carried out not using ground-based radio engineering devices (RCMs and timing), but completely on board the aircraft using the crew pitch angle set by the crew, accurate data on the coordinates and altitude of the aircraft obtained by complex processing of information from the ANN, SHS and SNA, as well as the parameters of the so-called "virtual heading-glide path beacon" (VKGRM). In the patent RU 2520872 G01S 13/00, G05D 1/10, publ. 06/27/2014 “Integrated control system for the aircraft trajectory during approach” The system includes an inertial navigation system, an airborne signal system, a landing signal indicator (IPS), an integrated information processing unit (CFI), a satellite navigation system, a memory unit, a parameter determination unit runway (runway), a unit for determining the location of a virtual course-glide path beacon (VKGRM), a unit for determining bearing and range of a VKGM, the first and second adders, a unit for determining the head of the HCGRM place. The technical result is to increase the reliability and safety of landing aircraft.

However, these methods of increasing the reliability and safety of on-board equipment of an aircraft are possible only in a limited flight area, on the approach path.

The proposed claimed technical solution of the invention and the proposed device as a prototype use the "Method for determining the location of a moving object during navigation measurements" described in patent RU 2529016 G01S 19/45, publ. 09/27/2014. Using this method, it is possible to formulate a criterion for detecting malfunctions and failures of on-board meters of motion parameters and satellite navigation equipment of moving objects.

The problem to which the claimed technical solution of the invention is directed and the proposed device is to expand the arsenal of technical means for detecting failures and malfunctions in the operation of on-board meters of object motion parameters (BI) and satellite navigation system (SNA).

The technical result is to increase the survivability, reliability and safety of airborne meters of the parameters of the movement of the object and satellite navigation system. In the patent RU 2529016 G01S 19/45, publ. 09/27/2014 [1] describes a method where, based on the dynamic properties of an object, a space region of a possible location of the object is predicted at the time of subsequent navigation measurements. The corrected location of the object in space during subsequent navigational measurements is the intersection of the space regions of the subsequent navigational measurements with the predicted areas. The method for determining the location of an object in space, specifying navigation data due to the imposition of restrictions associated with the dynamic properties of a moving object can be called the method of dynamic recurrent correction (DRC). The results of the dynamic recurrence correction method are used in the claimed technical solution of the invention and the proposed device.

Suppose that according to the data of the results of navigation measurements at time t, a region of space Λ is given. It can be represented in discrete form as

;

;

, где m=0…М=2h_x/Δx; n=0…N=2h_y/Δy; k=0…K=2h_z/Δz m; n; k - целые числа (индексы разбиения по координатам). Значения h_x; h_y; h_z - максимальная погрешность измерения координат движущегося тела с вероятностью не менее p(0,95), т.е.

;

;

с вероятностью p(0,95); Δx; Δy; Δz интервалы разбиения (можно трактовать как интервалы разбиения для обеспечения необходимой точности дискретизации пространства). Рассмотрим последовательные навигационные измерения в моменты времени t₁-t_n определяющие области пространства Λ₁-Λ_n местоположения объекта в моменты времени

;

;

- данные навигационных измерений в моменты времени t₁-t_n. Для прогнозирования области каждого последующего навигационного измерения Λ_ПР выбираются параметры ограничения местоположения объекта из-за его динамических свойств, в качестве которых могут выступать: - максимальная скорость и ускорение (в зависимости от задач могут быть вертикальная и горизонтальная, курсовая и снижения, прочие линейные и угловые скорости и ускорения); - максимальное изменение угла азимута (или рыскания); угла места (или крена) или прочие параметры.

;

;

where m = 0 ... M = 2h _x / Δx; n = 0 ... N = 2h _y / Δy; k = 0 ... K = 2h _z / Δz m; n; k are integers (partition indexes by coordinates). Values h _x ; h _y ; h _z is the maximum measurement error of the coordinates of a moving body with a probability of at least p (0.95), i.e.

;

;

with probability p (0.95); Δx; Δy; Δz partition intervals (can be interpreted as partition intervals to provide the necessary accuracy of space discretization). Consider successive navigation measurements at time instants t ₁ -t _n defining regions of the space Λ ₁ -Λ _{n of} the object’s location at time instants

;

;

- data of navigation measurements at time t ₁ -t _n . To predict the area of each subsequent navigational measurement Λ _OL , parameters are selected for restricting the location of the object due to its dynamic properties, which can be: - maximum speed and acceleration (depending on the tasks, there can be vertical and horizontal, course and lowering, other linear and angular velocities and accelerations); - the maximum change in the azimuth angle (or yaw); elevation angle (or roll) or other parameters.

Generalized conditions for restricting the location of the object according to the data of navigation measurements and dynamic properties of the object can be written as follows:

wherein:

t ₁ -t ₃ - time instants of three consecutive navigation measurements. These inequalities should be interpreted as follows:

- the first inequality is the speed the object travels for the time Δt between the first and second measurements cannot exceed the maximum possible course speed;

- the second inequality is similar, but between the second and third dimension;

- third, inequality - course acceleration of the object should not exceed the maximum possible;

- the fourth - sixth inequality is similar to 1-3 inequalities for vertical speed and acceleration;

- the seventh-eighth inequality determines the maximum possible angle of inclination of the object from the vertical (which actually determines the pitch angle) for the second and third dimensions;

- the ninth to tenth inequality determines the maximum possible angle of deviation from the course for the second and third dimensions.

To increase the accuracy of the location of the object in space, it is possible to use not the limiting values of speeds, accelerations and changes in the angular positions of the object, but the current real data of the on-board meters (BI) of the object's motion parameters (speeds, angles, accelerations). Maximum parameters V _{K MAX} ; and _{K MAX} ; V _{B MAX} ; a _{B MAX} ; Θ _MAX ; Ψ _{MAX is} determined by the current readings of the airborne meters, their errors, the readings of the wind sensors and the direction of the wind, as well as the increment of the measured parameters during the time between the navigation measurement and the nearest information received from the airborne meter.

In this case (and taking into account the influence of the wind) V _{K MAX} ; and _{K MAX} ; V _{B MAX} ; and _{in MAX} ; Θ _MAX ; Ψ _MAX in the system of inequalities (1) of generalized conditions for restricting the location of an object according to navigation measurements can be written as the readings of on-board meters as follows:

Where

;

- значение курсовой скорости по показаниям бортового измерителя в моменты времени поступления информации от бортового измерителя сразу же после навигационных измерений в моменты t₂ и t₃;one.

;

- the value of the heading speed according to the readings of the on-board meter at the time points of receipt of information from the on-board meter immediately after navigation measurements at moments t ₂ and t ₃ ;

;

- составляющая курсовой скорости вследствие влияния ветра (по данным датчиков ветра) сразу же после навигационных измерений в моменты t₂ и t₃;2.

;

- component of the heading speed due to the influence of wind (according to wind sensors) immediately after navigation measurements at moments t ₂ and t ₃ ;

3. ΔV _KBI - error in the readings of the on-board heading speed meter;

;

;

;

; ΔV_ВБИ - значения вертикальной скорости по показаниям бортового измерителя, данным датчиков ветра и погрешность показаний бортового измерителя вертикальной скорости;four.

;

;

;

; ΔV _VBI - values of the vertical speed according to the readings of the on-board meter, data from wind sensors and the error of the readings of the on-board meter of vertical speed;

- частота обновления показаний бортового измерителя курсовой скорости;5.

- the frequency of updating the readings of the on-board heading speed meter;

- частота обновления показаний бортового измерителя вертикальной скорости;6.

- the frequency of updating the readings of the onboard vertical speed meter;

;

- значение угла наклона объекта от вертикали (что фактически определяет угол тангажа) по показаниям бортового измерителя сразу же после навигационных измерений в моменты t₂ и t₃;7.

;

- the value of the angle of inclination of the object from the vertical (which actually determines the pitch angle) according to the readings of the on-board meter immediately after navigation measurements at moments t ₂ and t ₃ ;

;

- составляющая угла наклона объекта от вертикали вследствие влияния ветра (по данным датчиков ветра) сразу же после навигационных измерений в моменты t₂ и t₃;8.

;

- component of the angle of inclination of the object from the vertical due to the influence of wind (according to wind sensors) immediately after navigation measurements at moments t ₂ and t ₃ ;

9. ΔΘ _BI - the error of the on-board meter measuring the angle of inclination of the object from the vertical;

;

;

;

; ΔΨ_БИ - значения угла отклонения курса по показаниям бортового измерителя, данным датчиков ветра и погрешность показаний бортового измерителя угла отклонения курса.10.

;

;

;

; ΔΨ _BI - the values of the angle of deviation according to the readings of the airborne meter, data from wind sensors and the error of the readings of the airborne meter of the angle of deviation.

The values of the errors in the readings of on-board meters and the frequency of updating information on them is determined by the tactical and technical characteristics of specific devices. Often, the value of the maximum error with a probability of at least p (0.95) measurements is expressed as a percentage of the values of the measured parameters. Thus, using restrictions on the ability to move an object, it is possible to predict the area of the space of the possible location of each subsequent after the initial navigation measurement.

As a result of applying the dynamic recurrent correction algorithm [1], the corrected region of space is determined after the third consecutive navigation measurement Λ _{cor ending} with a probability of at least p = 0.95.

Malfunctions and failures of on-board measuring instruments of motion parameters and navigation equipment of moving objects can be considered situations when the data of subsequent navigation measurements do not agree with the data predicted by the dynamic characteristics of the location of the object. In this case, the result of crossing the predicted area of the possible location of the object is either equal to the empty set (no intersection) or below some threshold level at which it can be said that the forecasting was not accurate or the subsequent navigation readings were made with too high an error.

Let Λ ₁ ; Λ ₂ ; Λ ₃ - areas of the space 1, 2 and 3 dimensions, Λ _PR1 ; Λ _PR2 - the predicted areas of space after 1 and the second navigation measurements. The following cases of predicting the position of an object [1] are possible; they are schematically shown in FIG. 1-3. In the first case (Fig. 1), the region Λ ₂ completely belongs to the region Λ _PR2 and there is no gain in determining the location of a moving object. In the second case (Fig. 2) Λ _PR2 ∩Λ ₂ ∩Λ _PR1 <Λ ₂ and there is a gain in determining the location of a moving object. In the third case (Fig. 3), the intersection of Λ _PR2 and Λ ₂ is an empty set.

In the third situation with an established probability (for example, p (0.95)), it can be argued that such a measurement value should not be. However, such cases are possible due to the measured value exceeding the interval in p (0.95), failures of navigational aids or airborne meters of movement parameters, as well as when aircraft are passing through the “affected areas”. It is generally believed that the values of h _x ; h _y ; h _z = const, but in some parts of the trajectory in the “affected areas” where, due to destabilizing factors (weather conditions, terrain, interference, reflections, radio interference, etc.), the maximum error in navigation measurements h _x ; h _y ; h _z or on-board meters of motion parameters ΔV _{K BI} ; ΔV _{B BI} ; ΔΘ _BI ; Δψ _{BI is} not constant and increases sharply. Separate similar cases can be considered misses, but when they are repeated in the sample of accumulated values of navigation measurements (measurements of on-board meters of movement parameters) more than critical values, the readings of the navigation system (on-board meters) can be considered unreliable (there was a failure, failure due to an increase in the maximum p (0 , 95) measurement errors).

When analyzing the possibilities of detecting failures and failures, the readings of the satellite navigation system or on-board meters will make some assumptions:

- data streams from the SNA and airborne meters will be considered discrete sequences of random variables with a constant component and with constant periods of updating information;

- the frequency of updating data from on-board meters of motion parameters is higher (or significantly higher) than that of the SNA;

- BI measurement errors and SNA measurement errors are statistically independent in view of the fundamental differences in the physical principle of operation of this equipment;

- the error of each subsequent and the measurement values of the SNA and BI do not depend on the results of previous measurements and their errors, they are statistically independent;

- we will assume that for the satellite navigation system and all types of on-board meters of the object’s motion parameters, critical growth levels of the maximum measurement error are established at which the use of this equipment is prohibited, and forecasting errors (or errors of subsequent navigation measurements) correspond to these critical levels when (Λ _PR ∩Λ _MOD ) / Λ _MOD ≤K _P0R . Here Λ _PR is the predicted region of the space of the subsequent navigational measurement, Λ _IZM is the region of the space of the measured subsequent navigational measurement, K _POR is a threshold coefficient determining the minimum region of intersection of the regions. If K _POR = 0, then there is no intersection of the regions of space (Fig. 3);

- increase in the maximum measurement error of the satellite navigation system h _x ; h _y ; h _z or on-board meters ΔV _{K BI} ; ΔV _{IN BI} ; ΔΘ _BI ; Δψ _BI in the "affected areas", which for a given SNA or BI is critical, we will interpret as the recoverable failure of the SNA or BI;

- we will assume that all failures and malfunctions in the indications of the navigation system and on-board meters exist in three manifestations: - information from the SNA or BI ceases to come; - indications from the SNA or BI almost do not change (slight deviations of the same indication are observed), i.e. “Sensor freezes”; - indications from the SNA or BI are not correct due to the increase in the maximum measurement error. The first type of malfunction is detected by the SNA or BI system itself, the second type of malfunction is detected by redundancy, and in the future we will assume that the condition (Λ _PR ∩Λ _ISM ) / Λ _ISM ≤K _POR corresponds only to the case of an increase in the maximum measurement error of the SNA or BI;

- when repeating in a sample of m accumulated navigational measurements when applying the DRC algorithm [1], n consecutive values when the condition (Λ _PR МΛ _ISM ) / Λ _ISM ≤K _{POR the} readings of the navigation system (on-board meters) can be considered not reliable due to growth maximum measurement error. We divide the range of consecutive received data from the SNA with the frequency of updating information Δt after applying the DRC algorithm to a range of mn values (in the time interval from t _i ÷ t _j ) when the condition (Λ _PR ∩Λ _ISM ) / Λ _ISM ≤K _POR and n range values (the time interval from t _j ÷ t _k), where (Λ _OL ∩Λ _MOD) / Λ _MOD ≤K _POR. Here, n is the required number of consecutive measurements in the sample m in order to assert that they fall outside the confidence range for a given level p (0.95) and a given distribution law of a random discrete value of the error in the navigation measurement, and we can conclude that the readings of the navigation system (on-board meters) can be considered unreliable due to an increase in the maximum measurement error. Moreover, i; j; k indices and m = ki; n is kj;

- within the local ranges of sequential received data from the SNA with a frequency of updating information Δt after applying the DRC algorithm, limited by time intervals from t _i ÷ t _j of mn values and in the time interval from t _j ÷ t _k of n values the distribution of a discrete random error we will consider measurements stationary (locally stationary on subbands).

To implement the claimed technical solution, the following sequence (algorithm) is proposed for processing incoming navigation information and data from on-board meters of motion parameters.

Step 1. For the used satellite navigation system and on-board measuring instruments of motion parameters, the threshold K _{POR of the} ratio of the predicted area of the possible location of the object at the time of the subsequent navigation measurement and the space region of the subsequent navigation measurement determined by the DRC algorithm is determined (set) [1].

Step 2. For a given distribution law of a random discrete value of the navigation measurement and a given level p (0.95), the values of m and n are determined, i.e. the total volume of monitored values of the sample m and the minimum number n of values of successive navigation measurements in the sample m for which the condition (Λ _PR ∩Λ _ISM ) / Λ _ISM ≤K _{POR is} fulfilled.

When this condition is fulfilled, in n consecutive measurements, it is concluded that the readings of the navigation system or on-board meters of motion parameters are not reliable due to the malfunction (increase in the maximum measurement error for the level p (0.95)) of the SNA or BI. Further steps are aimed at identifying a specific system (SNA or some kind of BI) in which a failure occurred.

Step 3. To identify a specific system (SNA or some BI) where the failure occurred, we consider the IMF estimates of the autocorrelation functions (ACF) of discrete random values of the distribution of SNA readings and on-board meters at intervals of t _i ÷ t _j from (mn) values and in the time interval from t _j ÷ t _k of n values. Let there be:

;

- ММП оценки показаний АКФ дискретных случайных величин K_ПОР (после применения алгоритма ДРК [1]) для промежутков времени от t_i÷t_j и от t_j÷t_k соответственно;

;

- IMF estimates of ACF readings of discrete random variables K _POR (after applying the DRC algorithm [1]) for time intervals from t _i ÷ t _j and from t _j ÷ t _k, respectively;

;

- ММП оценки показаний АКФ дискретных случайных величин навигационных измерений СНС для промежутков времени от t_i÷t_j и от t_j÷t_k соответственно;

;

- IMF estimates of ACF readings of discrete random values of navigation measurements of the SNA for time periods from t _i ÷ t _j and from t _j ÷ t _k, respectively;

;

- ММП оценки показаний АКФ дискретных случайных величин показаний БИ №1 для промежутков времени от t_i÷t_j и от t_j÷t_k соответственно;

;

- IMF estimates of ACF readings of discrete random values of readings BI No. 1 for time intervals from t _i ÷ t _j and from t _j ÷ t _k, respectively;

;

- ММП оценки показаний АКФ дискретных случайных величин показаний n-го БИ для промежутков времени от t_i÷t_j и от t_j÷t_k соответственно.similarly

;

- IMF estimates of ACF readings of discrete random readings of the nth BI for time intervals from t _i ÷ t _j and from t _j ÷ t _k, respectively.

We believe that the increase in the maximum measurement error for the level p (0.95) occurred in that system (SNA or BI), which will have a minimum ratio of modules of ACF estimates in the measurement areas t _i ÷ t _j and t _j ÷ t _k

Step 4. Another factor in identifying the system (SNA or some kind of BI), where there was an increase in the maximum measurement error for the level p (0.95) on some sufficient interval of n measurements, should be the condition that the results of successive values of the determination of K _POR according to the DRC algorithm [1] on the “affected area” of measurements in the range t _j ÷ t _k should correlate to a greater extent with the performance of the system (SNA or some kind of BI), where the failure occurred, and the modulus of the difference in IMF estimates of ACF readings are discrete random measurement values on the plot t _j ÷ t _k will Maximum Feed (5).

Step 5. By a system (SNA or some kind of BI) where a failure occurred (increase in the maximum measurement error for level p (0.95) on some sufficient interval of n measurements) on the “affected area” in the range t _j ÷ t _k , we consider the system for which conditions (4) and (5) are satisfied simultaneously.

The invention is illustrated by the structural diagram of a possible device for detecting malfunctions and failures of airborne meters of motion parameters and satellite navigation systems of moving objects, shown in FIG. 4. The device consists of a computing unit 3, which receives the current measurement data from the SSS (input E), on-board meters of object motion parameters BI1 ... BIn (inputs F1 - Fn) and a wind sensor (input G). Block 3 implements the calculation of the corrected location of the object according to the algorithm of dynamic recurrent correction [1]. To fix the time intervals of the arrival of the SNA, BI, and wind sensor signals, the time synchronization signals from the time synchronization device 4 are sent to the computing unit 3. Block 3 calculates the adjusted space volume using the DRC algorithm, and in block 6 (comparison scheme), the ratio of the predicted area is compared space to the space region of the current navigation dimension with a threshold value (Λ _PR ∩Λ _ISM ) / Λ _ISM ≤K _POR . The threshold value is entered in block 6. The predicted values of the space region of the possible location of the object are stored in random access memory (RAM), block 2.

Under the condition Λ _PR / Λ _ISM ≤K _POR . At the output of block 6, a signal is generated that is the control signal for writing the stack to RAM (block 2) and generates a time t _j for the time synchronization device 4. All intermediate measurements of the SSS, BI, and wind sensor are stored in RAM in a range of at least m consecutive measurements (for the SNA as the system with the lowest frequency of updating information) and n measurements since time t _j . (stack control signal for RAM). Along with the measurement values, the time intervals of data receipt from the SSS, BI, and the wind sensor are also recorded in RAM. Into RAM are introduced (input H) the dimensions of the stack m of the sample of the number of measurement values and the value n is the sample size of the number of measurements at which the condition (Λ _PR ∩Λ _ISM ) / Λ _ISM ≤K _POR should be fulfilled.

Block 1 receives signals from the SNA (input A), BI (inputs B1 - Bn) and a wind sensor (input C). In addition, the output data of calculations by DRC algorithms from the output of block 3 (input D) are supplied to block 1. To fix the time intervals of the data from the SNA, BI, and the wind sensor, time synchronization signals from a time synchronization device 4 are also sent to block 1. Block 1 is a correlator — a computing device that finds ACF estimates of the measurement data of the SNA, BI, wind sensor, and data calculations using the DRC algorithm [1]. Block 1 performs the calculation according to conditions (4) and (5) and identifies the measuring system according to conditions (4) and (5), in which the failure most likely occurred. Block 5 is a display unit that displays the system (SNA or BI) in which the failure occurred.

The presented algorithms for detecting malfunctions and failures of airborne meters of motion parameters and satellite navigation equipment of moving objects can be more complicated and use similar algorithms for statistical analysis based on DRC [1]. In practical applications, it is possible to use not only the SNA, but also other equipment for determining the location of a moving object, including the readings of specialized gyroscopes, earth magnetic field meters, the use of reference points with previously known geodetic coordinates and the presence of a communication channel between a moving object and a reference point, known and with a given accuracy of the predicted trajectories of the object, etc.

The analysis of the prior art by the applicant has established that there are no analogues that are characterized by sets of features identical to all the features of the claimed device for detecting malfunctions and failures of on-board motion measuring instruments and satellite navigation equipment of moving objects, therefore, the claimed invention meets the condition of “novelty”.

Search results for known technical solutions in this and related fields of technology in order to identify features that match the distinctive features of the claimed invention from the prototype have shown that they do not follow explicitly from the prior art.

From the prior art determined by the applicant, the influence of the transformations provided for by the essential features of the claimed invention on the achievement of the indicated technical result is not revealed and the invention is not based on:

- supplementing the known analogue device with any known part attached to it according to known rules, in order to achieve a technical result in respect of which the effect of this addition is established;

- replacing any part of the analog device with another known part to achieve a technical result, in respect of which the effect of such an addition is established;

- the exclusion of any part of the analog device with the simultaneous exception due to its presence of the function, and the achievement of the usual result for such an exception;

- increasing the number of elements of the same type to enhance the technical result due to the presence in the device of just such elements;

- the implementation of a known analog device or part of a known material to achieve a technical result due to the known properties of the material;

- the creation of a device consisting of known parts, the choice of which and the relationship between them are based on known rules, and the technical result achieved in this case is due only to the known properties of the parts of this device and the relationships between them;

- a change in the quantitative sign (s) of the device and the provision of such signs in the relationship or a change in the type of relationship, if the fact of the influence of each of them on the technical result is known and new values of these signs or their relationship could be obtained on the basis of known dependencies, therefore, the claimed invention meets "inventive step".

Thus, the above information proves that when implementing the claimed invention, the following conditions are met:

- the proposed device in its implementation, is intended for use in navigation technology and, in particular, to identify malfunctions and failures of on-board meters of motion parameters and satellite navigation equipment of moving objects;

- for the claimed invention in the form described in the independent claim, the possibility of its implementation using the described or other means known prior to the filing date of the application has been confirmed;

- a tool embodying the claimed invention in its implementation, is able to provide the specified technical result.

Therefore, the claimed invention meets the condition of patentability "industrial applicability".

Information sources

1. Telny A.V. "A method for determining the location of a moving object during navigation measurements" RF patent for the invention No. 2529016 RU G01S 19/45, publ. 09/27/2014, Moscow: FIPS.

2. Ratnikova N.A. Distributed computing system "Regatta" - the basis of the technology of aircraft control by state // Aerospace Instrumentation, 2004, No. 7

Claims (7)

A method for detecting malfunctions and failures of on-board meters of motion parameters (BI) and satellite navigation systems (SNA) of moving objects, characterized in that, based on the dynamic properties of the object, a space region of the possible location of the object is predicted at the time of subsequent satellite navigation measurements, comparing and statistically analyzing the space region successive satellite navigation measurements of the location of the object and the predicted area of space of a possible location position of the object (based on its dynamic properties of moving in space) at the moments of subsequent measurements, using the algorithm of dynamic recurrent correction (DRC), we can draw conclusions about the reliability of satellite navigation aids or the readings of airborne meters of motion parameters, for which it is determined for SNA and BI (set) the threshold K _{POR of the} ratio of the predicted region of the possible location of the object at the time of the subsequent navigation measurement and the space region of the subsequent nav measurement, after which, for a given distribution law of a discrete random variable of a navigation measurement and a given level p (0.95), the values of the total volume of monitored values of the sample m and the minimum number n of values of consecutive navigation measurements in the sample m are determined under which the condition

where Λ _PR is the predicted region of the space of the subsequent navigation measurement; Λ _IZM - space area of the measured subsequent navigational measurement; K _POR is a threshold coefficient that determines the minimum area of intersection of areas, and when this condition is fulfilled, in n consecutive measurements, it is concluded that the readings of the navigation system or on-board meters of motion parameters are unreliable due to the failure (increase in the maximum measurement error for level p (0.95)) of the SNA or BI, then by the system (SNA or some then BI), where a failure occurred on the “affected area” in the range t _j ÷ t _k , we consider the system for which the conditions are simultaneously satisfied that there will be a minimum ratio of modules for evaluating autocorrelation functions (ACF) in the measurement areas th t _i ÷ t _j and t _j ÷ t _k , and also that the results of successive values of determining K _POR according to the DRC algorithm on the “affected area” of measurements in the range t _j ÷ t _k are more correlated with the performance of the system (SNA or which ), where the failure occurred, and the modulus of the difference in IMF estimates of the ACF readings of discrete random measurements in the section t _j ÷ t _k will be

and

Where

- IMF estimates of ACF readings of discrete random variables K _POR (after applying the DRC algorithm [1]) for time intervals from t _i ÷ t _j and from t _j ÷ t _k, respectively,

- IMF estimates of ACF readings of discrete random values of navigation measurements of the SNA for time intervals from t _i ÷ t _j and from t _j ÷ t _k, respectively,

- IMF estimates of ACF readings of discrete random values of readings BI No. 1 for time intervals from t _i ÷ t _j and t _j ÷ t _k respectively, similarly,

- MMP evaluation of ACF readings of discrete random readings of the nth BI for time intervals from t _i ÷ t _j and from t _j ÷ t _k, respectively.

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