RU7755U1 - PILOT AND NAVIGATION COMPLEX - Google Patents

Abstract

Flight-navigation complex, including the receiving part of the satellite navigation system (SNA), strapdown inertial system (SINS), high-speed signal system (SHS), radio altimeter (RV), meteorological radar station (radar), correlation and navigation system (CENS) connected by the multiplex channel of information exchange (ICIE) with the central processor, a database, a control unit connected in series with the imager and the indicator on the windshield, as well as with the display, system automatic control system (ACS), characterized in that it includes a recognition unit for configurations (DBK) of the aircraft (LA), a unit for recognizing flight modes (BRRP), an equipment status analyzer (ASA) of an aircraft, an emergency recognition unit (BRAS), emergency decision-making (AC) decision-making computer (ACRP), and the emergency recognition unit (BRAS) is connected by the first, second, third, fourth, fifth inputs to the outputs of the equipment state analyzer (ACA), conf aircraft (BRSK), flight mode recognition unit (BRRP), information interface device (ASI), knowledge base (KB), and its first output is connected to a decision-making computer (VLR), the second output is connected to a control unit, the first input of the calculator decision-making (VPR) is connected to the ASD, the second input is connected to the BR, the third input is connected to the database (DB), the configuration recognition unit (DBK) is connected to the ASI by the first input, and the ACS output is the second, BRRP, BRAS and DB inputs are connected with USI, and the output of the knowledge base is connected with the first input of the computer

Description

Flight and navigation complex

The invention relates to the field of aviation technology, in particular to on-board equipment O (BO) aircraft and is intended for installation on civilian aircraft.

Known navigation system 1 with dead reckoning and searchless extreme correction in the geophysical field. In order to increase reliability, the complex includes functional redundancy and control of subsystem performance. The coordinates can be calculated in the following modes: inertial, inertial-Doppler, course-Doppler, and course-air (aerometric). In any case, the components of the velocity are determined in the selected main coordinate system and their number. Exact coordinates are calculated by the extreme correction algorithm, the correlation-extreme navigation system (CENS) algorithm, and the usual notation (input quantities X, Y g) are reserve. Speed components issued by the rough navigation system enter

MKI G-05 D 1/00

an extreme correction system (algorithm), where the field sensor signal and digital field map signals are also fed. The KENS algorithm is implemented in a digital computer, a digital card is stored in external memory and is overwritten into a long-term memory as necessary, Fig. A.

To carry out high-precision course estimation in CENS, in addition to the velocity components, a course signal is sent from the exchange rate system.

In the navigation complex, the coordinates of the aircraft are determined by directly calculating them using geometric relationships, when the initial information is the parameters of the navigation systems, and by continuously calculating the line of movement of the trajectory. The flight path is calculated according to the data on the velocity vector and the coordinates of the starting point of movement using the on-board digital high-speed vehicle (BCM), according to the readings received from the navigation sensors. The BCMC in this case solves two groups of problems: the first are the geometric tasks of calculating the current coordinates of the aircraft from the signals of navigation sensors, the second is the task of statistical filtering of sensor errors, for which it is necessary to have models of errors of navigation sensors taking into account their specific device.

However, in this complex there is no analysis of the state of the control object in order to detect violations in the equipment and to quickly prevent the development of these violations before the emergency protection systems respond. There is no analysis of events at the control object in order to quickly identify 1 root causes of emergency situations. There is no formation of recommendations to the crew to prevent emergency situations.

The well-known APALS 2 system, a precision approach and landing system, taken as a prototype, which provides aircraft landing with poor visibility. This is an autonomous navigation system that uses on-board equipment to determine the location of the aircraft and measure the height relative to the landmarks over which the plane flies. The main measurements are made by an airborne weather radar, which determines the range and rate of change of range, according to which the navigation system is adjusted. The system uses a map.

terrain, stored in the memory, and compares it with the cards that the radar with synthesized aperture is building, Fig. B.

The system is designed to carry out a Category III aircraft landing at aerodromes not equipped with radio landing systems.

Using APALS, a high-resolution radar image of the terrain is constructed, which is not displayed on the surveyor, but is used to detect runway obstacles before landing.

Navigation is carried out by comparing radar maps with a synthesized aperture, with terrain maps in the computer memory that have landmarks with exact coordinates, comparing successive images along the approach path. In addition, the APALS system incorporates inertial navigation system (ANN) sensors, and high-speed signal systems (ALS). The central computer is connected to a database, a symbol generator and an indicator on the windshield.

The principle of operation of the APALS system is radar piloting, similar to visual piloting. In conditions of visibility, the pilot visually orientates himself according to familiar signs on the ground, by which he checks the correctness of the course of the aircraft. Similarly, APALS uses a weather radar for the same purpose in poor visibility conditions. She sees landmarks on the earth and recognizes them by comparison with the data in memory.

The APALS system acquires a landmark in the external space and predicts when and where the next recognizable pattern occurs. Then she searches for this picture and adjusts to it. Finally, she makes a correction by comparing the real picture and her forecasts. According to this correction, she predicts the location of the next picture, etc. The APALS system uses small cards from radars with a synthesized aperture at the end of the scan, and therefore they are obtained at azimuthal (inclined) angles of approximately 45 °, which gives the necessary Doppler gradient at almost any range.

The real picture has dimensions of about 160 x 160 m with a resolution of 4 X 4 m, if we correlate the Doppler resolution with the real spatial resolution on the ground.

This resolution is achieved by changing the waveform of the weather radar and expanding its band to increase resolution in range and by delaying the landmark by 1/4 second to ensure sufficient Doppler resolution and sharpening the beam at the cross-range.

When an image is obtained using the radar, it is compared with the data in memory. The coordinates of this data are precisely known relative to the given touchdown point. When this data is compared with the received image and the correspondence point is determined, the range and rate of change of the range to this point are known.

The data on the range and speed of its change from each measurement are laid down in the Kalman navigation filter. Thus, an optimal assessment of the state of the aircraft. The state of the aircraft is its position relative to the touchdown point, speed and altitude in local coordinates.

The system is corrected using the on-board receiver of the satellite navigation system (SNA). Accuracy of about 100 m is sufficient for obtaining a map of the desired area on the ground. When measurements are started using the radar, due to Kalman filtering, the system error quickly decreases. As the aircraft approaches the runway, the radar elevation angle decreases and vertical accuracy begins to deteriorate. Then the radar channel of the altimeter is used and at the last 30m of altitude, the radar altimeter becomes the main data source.

APALS system provides navigation information about the aircraft on the indicator on the windshield. The indicator gives the image of the runway, coinciding with its view from the cockpit, as well as other symbols - the vector of the flight path, horizon, pitch angle. The image of the runway is given in the form of a simple frame with a middle line and a landing point designation. Pilot

controls the aircraft by evaluating the relative position of the velocity vector on the flight path and the runway.

However, this system does not provide the pilot with information in critical situations on the conclusion of it, does not provide a comprehensive analysis of events in flight. Pilots of aircraft face difficult tasks that require instant response and decision-making when processing information that goes beyond human capabilities. These tasks are in manual control modes. A number of tasks are transferred to automatic systems that carry out automatic self-driving at certain stages of rest. However, their control systems are not able to warn the crew about the occurrence of unforeseen situations. The influence of such systems is local in nature, especially in severe weather conditions in the event of emergency situations in the operation of on-board equipment (BO), situations related to the disappearance of sensor signals and reconnection, false alarms, limited by human capabilities, when there is a sharp increase in the complexity of tasks. These systems are in a state of weak intelligence of decisions and, as a result, a low degree of completion of the crew to them. A comprehensive solution to getting out of situations and bringing this decision to the pilot with systems with built-in control is not possible.

The task of developing a utility model is the creation of a flight navigation complex (PNK), which provides a parallel assessment of the operational efficiency of the aircraft, timely informing the crew of deviations in the normal operation of the aircraft and flight conditions and the development of options for the prevention of dangerous emergency situations (AS).

PNA under normal conditions monitors the state of the aircraft (LA). When an AS occurs, the system takes measures to eliminate the accident, informing the pilot about his actions and giving him the right to make a final decision or turn on the automatic control system (ACS).

This PNA has the qualities to detect, localize and prevent the development of violations and emergencies in manual and automatic modes, to quickly identify the root causes of disturbances in the initial events that entailed a chain of events. PNK allows you to evaluate the correctness of the ACS reaction to the current situation, prevent improper crew actions, predict effective impacts.

The problem is solved in that in the PNK, which includes the receiving part of the satellite navigation system (ATP), strapdown inertial navigation system (BIPS), a system of high-speed signals (SHS), a radio altimeter (RV), a meteorological radar station (radar), correlation-extreme

a navigation system (CEP), connected by a multiplexed information exchange channel (ICIE) with a central processor, a database, a control unit connected in series with the imaging device and an indicator on the windshield, as well as with a display and an automatic control system (ACS); configuration recognition unit (BRK) of the aircraft, the recognition of flight modes (BRRP), the state analyzer of the equipment (ASA) of the aircraft, the recognition unit of emergency situations (BRAS), the decision-making calculator on preventing accidents x situations (АС) (ВПРП), and the emergency recognition unit (BRAS) is connected by the first, second, third, fourth, П51th input to the outputs of the equipment state analyzer (ASA), aircraft configuration state recognition unit (BRSC), flight mode recognition unit (BRRP), an information interface device (ASD), a knowledge base (KB), its first output is connected to a decision calculator (VLR), the second output is connected to a control unit, the first input of the VLR decision-making calculator is connected to AUI, the second input is connected to BZ, the third entrance - from out database house (DB), the DB output is connected to the image former, the DBK configuration recognition unit, the first input is connected to the ASE, and the second to the ACS output, the BRRP, BRAS and DB inputs are connected to the ASE, and the BS output is connected to the first input of the integrated computer information processing (KOI), its second input is connected to the MCI, and the first output is connected to the IC, the second to the output of the IC, the inputs of the SPSBIPS-RV calculators, the SVS calculator, the radar parameters calculator are connected to the IC, and the outputs are connected to the output line USI, second output of the calculator

radar parameters are connected to the first input of the correlation extreme navigation computer (CENS) calculator, its second input is connected to the digital map calculator, and the output is connected to the USI output line.

The creation of such a complex provides the following technical and economic indicators.

Using an expert system (ES) in such a complex allows the crew to provide information and reduce the risk of disasters. According to its purpose, the ES under normal conditions remains passive and monitors the state of the aircraft, the work of the aircraft and the crew. In case of emergency and emergency situations, the ES informs the crew about the deviations from the specified flight mode and the conditions for the occurrence of an emergency (AS). If the crew takes the correct actions (in accordance with the RLE or in the direction of preventing the development of an undesirable situation), the system does not interfere with the management and only issues recommendations and tips to the crew on the display screen. In the absence of a crew reaction to the situation or the presence of incorrect actions that lead to disastrous consequences, the ES generates the necessary corrective and control signals in the self-propelled guns.

To clarify the essence of the development of PNA, figure 1 shows a schematic diagram of PNA, figure 2 is a radar picture of the display of flown terrain, figure 3 is a model of a filter made on the basis of technology expert systems.

Figure 1 shows:

1- space part of the satellite navigation system (SNA);

2- side part of the SNA;

3 - strapdown inertial navigation system (SINS);

4- system of high-speed signals (SHS);

5 - radio altimeter (RV);

6 - meteorological radar station (radar);

7- multiplex channel of information exchange (MKIO);

8- central processor;

9- information interface device (USI);

11- calculator parameters SNS-BINS-RV;

12 - calculator of the SHS parameters;

13 - radar parameters calculator;

14 - calculator of the parameters of the correlation-extreme navigation system (CENS);

15- digital card calculator;

16- expert system (ES);

17 - configuration recognition unit L A (DBK);

18 - flight mode recognition unit (BRRP);

19 - hardware condition analyzer;

20- emergency recognition unit (BRAS);

21- computer decision making (VPR);

22- knowledge base (KB);

23- database (DB);

24- control and display system (SUY);

25- control unit;

26 - imager - character generator;

27- indicator on the windshield;

28- automatic control system (ACS);

29- display system information display (SDI). The receiving part of the SNS-2, BINS-3, SVS-4, RV-5, RLS-6 are connected to

MKIO-7 onwards with a central processor-8. The control unit -25 is connected in series with the imager -26, the indicator on the windshield-27, as well as with the display -29, self-propelled guns -28. Configuration Recognition Unit (BRK) -17, Flight Mode Recognition Unit BRRP-18, Status Analyzer (ASA) -19, Emergency Recognition Unit (BRAS) -20, Decision Making Computer for Emergency Prevention (AS) - (ВПРП) - 21, BZ-22 and BD-23 form the ES-16. BRAS-20 is connected by the first, second, third, fourth, fifth input with outputs of ASA-19, BRSC-17 state recognition unit, BRRP-18 block, information interface device (USI) -9, BZ-22. The first output of USI9 is connected to the VPR-21 decision-making computer, the second output is connected to control unit-25; the first entrance of VPR-21 is connected to USI-9,

the second entrance is connected with the BZ-22, the third entrance is with the BD-23. The recognition unit BRK-17 configurations with the first input connected to the USI-9, and the second with the output of the SAU-28. Inputs BRRP-18, BRAS-19 and BD-23 are connected to USI-9, and output BZ22 is connected to the first input of the KOI-10 computer, its second input is connected to MKIO-7, and the first output is connected to USI-9, the second to with an output line USI-9. The inputs of the parameter calculator SNS-BINS-RV-11, the SVS-12 calculator, the radar-13 parameter calculator are connected to MKIO-7, and the outputs are connected to the USI-9 output line, the second output of the radar-13 parameter calculator is connected to the first input of the parameter calculator KENS-14, its second input is connected to a digital card-15 computer, and the output is connected to the USI-9 output line.

The system operates as follows.

In a normal flight, the system provides automatic monitoring of the status of the emergency warning system in the event of malfunctions or deviations of the flight conditions (for example, meteorological), the system helps to restore the operational efficiency of the aircraft and to exit the emergency situation. The system identifies and analyzes deviations in the operation of the subsystem of the aircraft crew, affecting flight safety. The system uses an automated method for identifying special situations at the stage of their initial development, interference with which can be prevented from preventing an accident. The system gives recommendations on the actions of the crew to prevent the adverse development of a special situation that could result in an accident.

Information processing in BO LA is characterized by large volumes of circulating heterogeneous data, the active dynamics of their receipt, the presence of inaccurate knowledge and the need to make operational decisions on them.

In the PNK navigation function, the input data from the radar-6-, SNA-2, BINS-3, SVS-4, RV-5 are used to optimally estimate the state vector of the aircraft relative to the determined point on the earth's surface. The state vector is determined by comparing images received from the radar-6 with data from a digital card 15.

PNK equipment includes a central processor -8, an ES -16 processor, a control and indication system 24, including an indicator on the windshield -27, an information display -29, and self-propelled guns -28.

The time scale is linked to the SNA system scale in MKIO -7 8, i.e. the signal received from the SNA -1 satellite is compared with the signal of the local time frequency standard. Block -7 includes a reference generator, a synchronization and reference device, a current time counter, a device for generating synchronization signals, marks and codes of the current time, and an output interface device.

The information entered through block -7 has a time reference at the level of each input word - a time parameter based on an interface timer. The timer fixes the moments of information reception, the initial value of the parameter is zero. Information about the system time of the computing system at the time of processing the information comes from SNA-2 — the parameter of the astronomical time of the pack of SNA information and the time delay parameter of the packet issuance relative to the coordinate output time. The accuracy of the time reference is determined by the resolution of the timer located in the input adapter.

Coordination and synchronization of the time alignment of the parameters in the input stream is carried out by linear extrapolation:

biO-bpO)

bi (j) bp (j) + (t -tp)

t-tp where j l, .... n, n is the number of parameters in the input stream,

biCJ) is the current value of the j-ro parameter, bp ()) is the previous value of the j-ro parameter, t is the current time corresponding to the j-parameter, tp is the time at the previous moment, t is the time at which the combination should occur information.

MKIO-7 is designed to convert serial codes to computer codes and reverse conversion, as well as digitize the signals of sensors on-board systems. MKIO-7 will include an exchange module for interfacing with an information transmission line;

commands addressed to him, controls the operation of all channel modules.

Information is input from sensors on-board systems using an adapter located at the input of the ICIE. The subsequent interface module provides input in full volume at the same time information flows according to GOST-18977-79 (ARIN 429). The timer installed in the adapter makes it possible to temporarily bind each input word, which allows you to determine the cyclogram of the information output by each system separately and the entire complex as a whole.

Sensor information on-board systems through the adapter is entered into the input buffer of each computer, each processor. In the input buffer, each word is contained in its entirety together with information about the time the word arrived at the input of the adapter. The selection of processed parameters from the input buffer and their primary processing is carried out51 in accordance with the selected composition of the indicated types of parameters. Then the corresponding procedure is connected in the processing program, i.e. the first parameter in the block is the frame label of the corresponding parameter block.

Central processor-8 represents a set of processors, united in a common team of software-switched system trunk, which performs the functions of a communication system. All processors are connected to the system trunk in parallel. The structure of the processors includes a computing module (VM), which is used as a micro-computer with a common trunk, a loading module (MOH) and a system interface module (SI). The system provides a computing system mode when, due to system operations, the Generalized conditional transition and the Generalized unconditional transition provides parallel operation of all processors when solving one reference problem represented by a parallel algorithm.

The SI contains a switching unit, a system operation unit, a VM communication unit, and a control unit. The switching unit, which implements a variable adjacency matrix, provides the necessary switching with neighboring processors. The system operations block is intended for implementation

system operations, which include tuning, exchange, generalized conditional and unconditional transitions. The unit is connected to the VM, provides electrical and logical interface with the computing module that is part of the processor. The control unit organizes the interaction between the individual elements of the SI. Separate functional blocks of the SI module are implemented in the form of register structures, each of which corresponds to a specific system operation. Such a SI structure provides the maximum speed of information exchange between processors - from the processor register of the source of information simultaneously to the entire set of registers of processors of information receivers.

The switch provides switching information and control lines. Information lines are used to transmit system information - control words, command addresses of an unconditional transition, exchange information. On control lines along with system information sent signals indicating the type of information transmitted. The address decoder of the device provides selection of information intended specifically for this processor and arriving through the system channel, the register decoder selects the register block to which the incoming information is intended.

System channel (trunk) - is a set of conductors and is designed to combine individual processors (micro-computers) into a collective, each of which is assigned its own number (address). These are bi-directional data lines designed to receive transmission of both binary information (data) and processor selection codes. The state of the SI module and the system channel is determined by the signal levels on the line; synchronization, conditional transition, end of interaction.

For simultaneous memory regeneration of all processors, a regeneration line is introduced, to which clock signals generated by one of the processors of the system are supplied.

In order to avoid conflicts when several active processors enter the system channel at the same time, there is

a dispenser line connecting the triggers of the channel capture blocks (BPC) and all processors in a circular register in series. A unit is constantly circulating in this register, and the active processor in the trigger of which this unit is currently recorded can take a channel. Prohibition of unit movement in the ring register is carried out using a prohibition signal applied to the prohibition line. The physical number is recorded in bits of the address word transmitted over the system channel when accessing this processor. The address is accompanied by a special signal arriving on the channel in the settings register.

PNK is optimal in terms of the maximum volume of flight information, maximum accuracy and reliability of its receipt and includes a satellite navigation system (SNA-2) and an inertial navigation system (BINS-3). The integration of these two systems is sufficient to provide unmanned approach navigation on the route. For 51 categorized landings SNS-2 should work in differential mode. However, the accuracy obtained in this case is insufficient for making landings in IKAO categories 2 and 3. The reason is primarily the excess of the permissible errors in determining the height. In order to remove this restriction, the complex includes a low-altitude radio altimeter (RV-5), and its readings to achieve the required accuracy of determining the height. Given that RV determines the true height to the earth's surface, and BINS-3 and SNS-2 work up to reference ellipsoids, when complex information is processed, KENS-14 and a calculator 15 of the terrain map along the extension of the runway axis are used. Using SVS-4 allows you to significantly reduce the area covered by the map. Data processing reliability is enhanced by combining data and using multiple sensors. An increase in the number of surveillance systems leads to the formation of redundant or additional data. The former are formed when the sensors work with overlapping (different scales and ranges), and the latter when the measured parameters of the same type diverge. Redundant data processing improves accuracy

assessment of parameters, and additional - provides greater sensitivity and alertness of the system with respect to the detection of sensor failures. Merging the sensor information before evaluating the state of the system necessitates the use of a data association operation so that the processor can determine the combined signal. The results of the merger are fed to each sensor as a feedback signal for their correction (adjustment of the sensitivity threshold, gain, etc.) in order to optimize the complex (Fig. 3). At the same time, the ambiguity of the data is resolved, and the accuracy of the system estimation under interference conditions for three samples Nj + N2 + N3 has the form: A (+

N2 / ax22 + N3 / ax32}

The filtering process after data processing is implemented using associative filters., Block-10. The association mechanism solves the problem of merging sensor information related to calculations leading to mixed results. The association process is a mechanism for the formation and updating of filtered and unfiltered state parameters received from each sensor.

The input values in ES-16 are ambiguous estimates of the parameters under noise conditions, therefore, an associative filter of probability values 4 allows to determine the actual values of the parameters. In this block 10, Barschalom associative filters are used to obtain real values of the calculated parameters under the conditions of noise and uncertainties-gaps in time information. For this, block -22 - the ES-16 knowledge base is connected to the KOI-10 computer. These filters allow you to get guaranteed parameter estimates when calculating minimax estimates (risk), when the values of guaranteed event estimates and hypotheses ai and a.2 are set in BZ-22.

In the description of the Bar-Shalom associative filter, the following notation

state vector (1)

measurement vector Z Н X + Vj, (2)

where Fk is the fundamental matrix, H is the measurement matrix, W, V are independent Gaussian noises with zero mean. State vector algorithm for measurements .i + WkVk (3)

 kA-iH kS - weighted matrix of measurements (4)

Vk ZPk, iVk, i (5)

P P {X k, i, l .... mk, is the conditional distribution in the estimation

Bayesian risk.

P k, i f k (Z k, i) b k + S fk (Z k, :), l .... mk (6)

f k (Z k, i) (1-ai) Л (2 k, i, Z k / K-i, Sk) (7)

Distribution density in determining risk:

P (XklZk) r | (Xk, XkA-i, PkA-i) (8)

b k mk (ai + a2-aia2) (l-ai) (l-a2) Vk -i (9)

Covariance matrix P k / k

P k / k P k, oP k / k -i + (l-P k, o) P kA + Wk Z p k, iVk, .i kMIO)

 - a streamlined matrix when calculating data in a recursive form.

Weight matrix

Sk HkPkA-iH + Rk (11)

mk is the number of observed values over time k,

A.- the probability of an erroneous rejection of a hypothesis (an error of the first kind), 0-2 - the probability of an erroneous acceptance of a hypothesis (an error of the Fth kind).

The gain (feedback) is changed using expert rules.

By this method, using the Bayesian approach, all the readings of neighbors (sensors) in a situation with

predictable event. In the optimal version of this method, current observations are used, as well as their history by viewing the process in reverse order from present to original time. The logic of decision-making is based on the method of maximum likelihood, when the decision is made after the formation of several trial processes (files) by selecting the most likely. Decision logic uses probabilistic testing of hypotheses.

The maximum likelihood method is designed for high speed sensors and takes into account the conditional probabilities of the sensors and discriminant values of signs, taking into account the expected probability of correct recognition.

When merging information, the process takes into account the values of the coefficient of confidence in the sensor; when the parameters of the sensor do not meet the requirements of a reliable description, the classification is performed using static or dynamic parameters.

ES-16 allows you to resolve the ambiguities that arise when evaluating the operation of several sensors operating in an interference environment using data association and classification.

In computers 10, 11, 12, 13, the actual values of the parameters of the aircraft motion and the state parameters of the entire BO are determined.

If X is the value of one of the parameters of any evaluated characteristics of the aircraft and DX is the error of the system or characteristics of the aircraft, then X action is the actual value of the corresponding parameter is determined

Action X - LH

Improving the accuracy of the formation of the actual values of flight and navigation equipment is achieved by using optimal integrated information processing (CFI) with the implementation of the Bar-Shalom filter in calculator-10, i.e. the formation of the actual values of the navigation and aerobatic parameters of the aircraft (location coordinates, components of speed, altitude, course, track angle, etc.) is carried out by eliminating their errors from the corresponding signals of the systems obtained using the filter when using the SNA, SINS data as redundant information, SHS, RV, radar. IN

In the mode of dynamic smoothing of estimates, information failures are monitored and restored, their synchronization is carried out.

The core of the complex is the strapdown inertial navigation system (SINS) -3, the output of which is the geographical coordinates, altitude, projection of the speed of the aircraft relative to the Earth and the orientation angles of the aircraft relative to the geographic trihedron. Algorithms for complex information processing, implemented on the basis of block-10 of the optimal optical filter calculator KOI, make it possible to estimate the SINS -3 errors by the measured differences of the SINS-3 and SNA-2 readings. The basis of the complex algorithms is the BINS-3 error equations presented in the axes of the geographic trihedron, which in the scalar matrix form are:

where X1, X2, Xs - errors BINS-3 in determining the coordinates; X4, X5) Xb derivatives of errors; a, P, b — angular errors in the orientation of the measuring trihedron relative to the calculated one; the errors of accelerometers and gyroscopes reduced to the axes of the geographical basis, the OQ is the Schuler frequency (1.25x10 s, Q projection of the absolute angular velocity vector of the geographic trihedron and their derivatives. Errors of accelerometers determining the components of acceleration ANx y, z and components

the drift of the gyroscopes Doc, Asou, Aco are presented in the form of projections on the connected axes as follows:

 + Jx2 + NxHx3 + NyHx4 +

ДУу (Lu1 + Нх | ДУЗ + Ny | Iy4 + NzHy5 (14)

 + Tsg2 + Nx | az3 + NyHz4 + NzHz5

where lu (, y, z;, 2) are the constant and variable components of the zero displacement of the accelerometers; | Lhz, Tsu4 yg5 G1predstavleniya scale factors of accelerometers; | Lx4) Lx5) yuZ z3 Mz4-faults due to non-orthogonality of the sensitivity axes of accelerometers;

 + Ux2 + Ux3 + NxUx4 + NyUx5 + NzUx6 + + Uy2bUy3 + NxUy4 + NyUy5 + NzUy6 + + firiUy8 + Пг; иу9 (15) + Uz2 + U23 + NxUz4 + NyUz5 + NzUz6 +, where,, ..., ... temperature and variable gyroscope drift velocities, specific drift velocities due to imbalance of gyroscopes, errors in scale factors of gyroscope moment sensors, drifts due to non-orthogonality of gyroscope sensitivity axes.

Combining equations (12-15) gives a mathematical model of the BINS-3 error equation in the form

X FX + GW (16)

where is the X-state vector of the system; F - transition matrix of the system state; W-vector of Schumi system; G-matrix of the scum system.

As the main corrector BINS-3 is used SNS-2. Due to the relative smallness of the time correlation coefficients of the SNS-2 errors in the location measurement compared to the Schuler period, the SNS-2 errors are accepted by the white noise with a given intensity.

The formation of measurements is carried out by comparing the coordinates of the location and the components of the velocity vector obtained according to the SINS-3 and SNA-2. The obtained difference parameters depend on the BINS-3 and SNS-2 errors and represent the error measurement equations, which are written in the vector-matrix form:

Z HX + V (17)

where Z is the measurement vector, H is the measurement matrix, and V is the measurement noise vector.

-100000VI

0-10000V2

00-10001UZ

000-100X + V4 (18)

0000-10V5

00000-1V6

The measurement signal in the form of the difference between the signals of SINS-3 and corrector-2 is fed to the input of the optimal filter of the KOI-10 computer, the output of which gives the optimal error estimates X. Based on the received estimates, the output parameters of the SINS-3 X, f, h, V V, V, | /, and, Y and errors of measuring elements (accelerometers and gyroscopes).

The accuracy of determining the height using SNA -2 is approximately 2 times lower than the accuracy of determining horizontal coordinates (or curvilinear s, f). Entering in the SNS-2 receiver accurate information about the altitude from RV-5 or SVS-4 increases the accuracy of determining the horizontal coordinates of the aircraft. The landing conditions regarding the requirements for the accuracy of determining the height are naturally stricter than the requirements for the accuracy of determining horizontal coordinates.

The model of the altimeter (RV-5) -VINS-3 vertical channel complex using high-speed information from SNS-2, PNK includes where 5V (k), 6h (k) are the errors of vertical (20) flight speed and altitude

errors of the vertical channel, 5a (K) —the zero acceleration of the vertical accelerometer, Z (k) –BEKTOp measurements, Wj (k), V (k) –– comparing system noise and measurement noise.

The calculator -11 for determining the Cartesian coordinates and speed allows the conversion of geodetic coordinates (B-latitude, L-longitude, H-height for aircraft) to the Cartesian coordinates X, Y, Z north V si, east UE and vertical Vy components of the speed of the aircraft in the velocity projection in the Cartesian coordinate system V, Vy, V-.

The coordinates of point M, ascended above the ellipsoid to a height of H, will be equal to:

X () so8ph cosX

Y () s8f (21)

 (1-e2) + H sinX

where 2, is the difference between the astronomical and geodetic latitude and is calculated by the formula:

(22)

l / 1-e2 51pf

a-semimajor axis of the ellipsoid of the Earth, e-eccentricity of the ellipse.

In the calculator -11 for determining the landing characteristics of the aircraft, the right Cartesian earth coordinate system is used, the beginning of which is connected with the near end of the runway. The ОX axis is located along the runway axis in the landing direction, the ОУд axis is vertical to the local horizontal plane, and the О7д axis forms the right triple.

The ground speed of the aircraft is determined according to the formula:

Vk VvTTvTTv (23)

Ground speed is defined as

Vn V Vx2 + 2 (24)

The angle of inclination of the trajectory is calculated by the formula:

e arctg (Vy / V) (25)

The direction angle is calculated by the formula:

In calculator-12 altitude-speed parameters - aerodynamic pressure corrections when determining the speed of an aircraft V, a speed method is implemented based on information from BINS-3 on ground speed, projections of ground speed on the X, Z coordinate axes, track angle and current air and instrument values speeds from SVS-4. In addition, the values of the barometric height Nbar, the temperature T ° of the outside air, the angle of attack (local and true) a, the angles of roll at and the pitch and are necessary.

The speed error is determined by the formula:

5V, U „r-L Y + 5Uezh (27)

where Vfip is the instrument speed, the average value on the mode (km / h).

A - relative density of air, 3793 (Rn / Tn) (28)

Busch correction of compressibility speed

P „, ТН- pressure and air temperature.

True airspeed V is determined by:

1

.V (V, i - V, 2) 2+ (V ,, - V, 2) 2 (29)

2cos (Av | // 2)

where D | / is the inaccuracy of maintaining the course.

x1)) U22 projection of ground speed on coordinate axes.

SNA-1 includes 18-24 navigation satellites that are located in their orbits in such a way that at any time at least 4 satellites are observed at any point on the Earth. Reception of a signal from the nth navigation satellite makes it possible to determine the necessary parameters on the aircraft. Due to the fact that the satellite communicates the constant parameters of its orbit through the communication channel, its coordinates X, φ, H and the speeds Xg, Ygn, Zsn, and the received signal are calculated on Л А

the range Dn (t) between the aircraft and the satellite and Dn (t) of its change is determined.

When measuring the navigation parameters Dn (t) and Dn (t), a high-frequency signal is transmitted from the satellite, modulated in phase using a time function, the shape of which is known in advance both on the satellite and on the aircraft. Usually this is a sequence of rectangular pulses of positive and negative polarity - a pseudo-noise sequence. The received high-frequency signal is demodulated and after that the pseudo-noise sequence and the pseudo-noise signal of the same shape generated in the receiving device are tied to total time using airplane frequency standards. The time shift between this signal and the signal from the satellite determines the time

the passage of radio waves from a satellite to an aircraft and the distance Dn (t) between them.

The range change speed WN (t) Dn (t) is determined either by the tracking speed of the pseudo-noise signal generated on board the received signal, or by the Doppler shift of the received radio signal.

The equation of the navigation parameter has the form:

D (X-Xc) 2 + (Y-Yc) 2+ (Z-Zc) 2 i / 2 + ADc where is the systematic measurement error, LT is the discrepancy between the time standards on LA A and the SNA-1 satellite, c is the speed of propagation of radio waves .

The satellite’s orbit parameters, which with high accuracy can be considered constant for 1-2 hours, are transmitted from the satellite with an interval to all consumers. Using the elements of the orbit and the base time, the Cartesian coordinates Xj, YS, Zg of the satellite are calculated for any given (current) time instant. And already at distances of at least three satellites located at known points in space, the location of the aircraft is determined.

From the values of the rate of change of range to three satellites, the vector W of the aircraft's ground speed is calculated. Satellite signals are emitted in two frequency ranges for consumers with authorized access (increased measurement accuracy) and accessible to any consumer. To increase the accuracy characteristics, a differential method is used to determine the location coordinates of the aircraft, the essence of which is to identify and take into account, as corrections, highly correlated component errors of navigation parameters using ground control and correction stations (CCS). On the KKS with the help of consumer equipment, coordinates are determined and compared with the data of geodetic reference. Then the corresponding corrections are calculated, which are transmitted through the channel

radio communications to SNA consumers in a given area, which allows them, by introducing amendments, to increase the accuracy of navigation definitions.

When reviewing the earth's surface on board the aircraft, a radar map of the terrain is formed, above which terrestrial objects are displayed. Radar has the all-weather property and receives information about the distance to the object and ground speed.

The side-view radar allows one to obtain a much higher resolution than conventional ground-surface radar in the direction of flight 11. At the limit of two bands located along the aircraft path behind it, the resolution of such radar is several meters, perpendicular to the track line is of the order of tens of meters .

Using radar, an artificial-synthesized antenna of large Oe length is formed, due to which the angular resolution is significantly increased.

The synthesized antenna is formed in the process of translational movement of the aircraft along the track line. The elements of this antenna are, as it were, located at points sequentially occupied by the aircraft during its flight. A fixed antenna with a diameter of D is installed on board LA A, the lobe of which is directed perpendicular to the longitudinal axis. While the object is within the lobe of this diagram, it is irradiated with probe pulses, and the signals displayed by it are stored using specialized on-board devices. Then these antenna signals are processed taking into account data on the speed and direction of the aircraft, which allows us to bring the results of observations to a form similar to what they would have been when observed using a linear in-phase grating elongated along the path line.

The radar consists of a transmitter that creates sounding radio signals, a receiver capable of capturing the sounding and reflected signals, a directional antenna, a chronometer that accurately measures the duration of the time interval between the moment of receipt of the sounding pulse and the moment of receiving the reflected signal, a device for displaying information about range and angular

coordinates on the screen of a CRT, a chronizer, an antenna switch, an antenna control circuit, a circuit for displaying the angular position of the antenna axis.

The antenna switch switches the antennas from transmission to reception. During the time intervals when the transmitter generates radio pulses, the antenna is connected to the transmitter. During the remaining time intervals, it is connected to the receiver.

The chronizer generates a sequence of pulses to start the transmitter and to control the operation of other elements of the circuit. The role of the chronometer and data display device is performed by a CRT.

Radar-6 measures the range and rate of change of range to a certain point on the ground with high accuracy.

By delaying the reference for 1/4 second, the parameters are determined with an accuracy of 0.007 m / s. Due to this accuracy, it turns out

small error of the navigation system in a rectangular coordinate system.

The derivative of the range D is important for determining the velocity vector, which is used to indicate on the indicator on the glass 27. For such measurements, a map is constructed using weather radar-6 with a synthesized aperture with a high resolution of up to 4 m. The system uses weather radar-6 coherent type, with the ability to accumulate data on one picture in 1/4 of a second, which allows you to sharpen the beam and form a small synthesized map within the imprint of one beam on the ground. Meteo-radar-6 has a bandwidth of up to 40 MHz to provide the specified resolution.

Sensors of the survey-comparative navigation systems, locating various parts of the earth's surface, give the output information flows, which are realizations of random functions. KEPS-14 is based on the use of correlation relationships between implementations of random functions for determining navigation parameters — location coordinates by finding the extremum of the correlation function. The system is used to determine the location coordinates by comparing the terrain map (a priori information is stored in the memory system) with the image of the terrain flown over.

The application of CENS methods for determining the location and speed of aircraft is based on the use of information in the field of the earth's surface relief. The principle of operation of the KENS-14 method consists in combining the relief profile along the true path line measured by the radar-6 with the elevation profile extracted from the digital elevation map stored in the memory of calculator-15.

When implementing the KENS algorithms, the main requirements for the input parameters are the requirements for the accuracy of measurements and the frequency of monitoring and recording of on-board information. The measurement recording frequency should provide a distance between the points of measurement of the relief height in the sampling interval of a digital map of 50 m and is 4 Hz.

In terms of the use of digital terrain maps, the following requirements are imposed on cartographic support:

- in the flight area, corridors along the track line should be mapped. The width of the corridor is determined based on the assumed accuracy of the use of on-board navigation equipment;

- according to the presentation details taking into account the CENS method using an informative terrain with elevation differences of several tens of meters per kilometer, the digital terrain map should have a sampling interval between counting the elevation of the relief of about 1-3 m. In terms of informativeness, the relief field intensity should be such as to ensure correlation p / an 2-5 (ar is the total standard deviation (RMS) determining the height of the relief, including the error of mapping and the error of measuring the height of the relief, QH - standard deviation error of determination of height.

The working information in the system are images (frames) of the surface field. If f (x, y) is the observed field, OXY is a horizontal rectangular coordinate system, the observation vector is represented by a set of discrete measured values of the field Zi (, 2 .... q), Fig.2.

If the longitudinal axis XQ of the aircraft is oriented along the X axis and there is no directional error, then

 XD + (- Ni-l + i-N i / N) L ,, YD + (M- i / N), (31)

(a is the largest integer less than a),

where XD, YD are the coordinates of that point on the earth’s surface where the axis of the surface field sensor (meteorological radar) is directed. Since deviations of lhr, ARy are possible — the axis of the field sensor from the vertical, the coordinates XD, YD may differ from the coordinates XQ, YQ; 1, Ц actual distances (scales) between image elements; NLxX (2M + l), Ly-size of the image (frame), in the general case, the frame is asymmetrical

 + 1; N (32)

(2M + l)

Errors of field measurement by the field sensor at the i-point: L. + L1 XD + (- N-l + i-N i / N) L ,, YD + (M- i / N) (33)

Image elements are numbered so that the upper left element is considered the first.

The expression for the observed field values under the condition that a course error j appears due to the fact that the course on board the aircraft is never known exactly:

 XD + (- N-l + iN i / N) L, cosv | y + (- M + i / N) LySmH /, YD + (- N-l + iN i / N} L sinv + (M- i / N) LyCosvi / + + + (- N-l + iN i / N) LX cosvi / + (- M + i / N) LySinM ;, YD + (- N -l + iN i / N) LX sinvi / + ( M-i / N) LyCosv | y; (, 2 ... q) (34) The scale of the image LX, C is constant in time, but is unknown on a moving YES.

When using radar images of the terrain and when performing a horizontal range scan, the unknown scale is due to inaccurate knowledge of the flight altitude.

Vector designation for scum) --- q

It is accepted that the matrix of spectral noise densities is diagonal:

OSq

where Si Si Sq are the values of the spectral error densities

field measurements at various points of the frame at zero frequency.

It is believed that the measurements are uniform (Si Si Sq SQ), then

, I is the identity matrix of size qxq.

covariance RQ values

Initial Grades:

RO

where,, c, Q is the variance of the initial errors in estimating the location, speed and course of a moving aircraft, respectively, about the variance of the initial relative errors in estimating the scales of L,

The initial value of the inverse matrix (symmetric) Zo is: Zo L-2, a-2.0 (38) O

The estimation algorithm implemented in block 14 has the form: z-h (x) (E / Ex) t

S-ZA-ATZ (ah / 5x) r S -HSh /) (39)

(dh / dxG S,; i (ah / 5x) -l / Sol Ckj I; CKJ I. (dh / dx) (dh / dx}

(36) error matrices

L2, a2

(37)

XO

o-2uo

L2ya2po

df

ah

dx

ax

f (x, y) is the relief of the earth’s surface,

X, the coordinates of the SINS measurements.

In the system, the aircraft positions determined using the inertial navigation system (ANN) are corrected taking into account the error estimation of determining this position by the system algorithm, and then it becomes an input signal for generating a command to control the aircraft's position in the following terrain. Airspeed, roll and pitch angles are determined using BINS-3. The signal of the radio altimeter RV-5 is used to determine the instantaneous height value relative to ground level. In the system, the pilot sets parameters such as the desired altitude above the terrain and the degree of control accuracy when tracking a given altitude. The processor-14 computing the control signals of the following terrain mode continuously generates motion control commands in the vertical and horizontal planes with frequencies of 5 and 0.4 Hz. The calculator 15 - a digital map generator generates output signals to control the indication of the terrain image in the plan.

Subsystems are connected to a linear bus of general use. The bus data transfer control device distributes data and controls access to the bus via signals from the bus interface and processor. Slave devices are passive and can only receive and send data from bus control device commands; it is a shared memory with a library access principle and a test port for a shared bus.

The processor-8 of the bus provides coupling of the common bus with the processor -15 of a digital map, the processor of the symbol generator, the imager-26, the processor for managing the DB-15 data, the navigation processor of the system 11-12, the processor for following the terrain-14. Both transmitted and received messages

have buffer memory in common memory with library access principle.

The central processor-8 is connected to a random-access memory module and to a local erasable programmable read-only memory via an external local bus.

Information processing BD-15 is carried out by extracting data from a large-capacity database unit BD-15, reproducing them, transferring data to the memory area-15, intended for storing a terrain map and generating an output video signal.

The excess and playback detection module recreates digital elevation data and is controlled by a digital card processor-15.

The processing of the output signal consists in synchronization, storage in memory, operating with terrain maps and generating an output video signal for the resulting terrain map. The terrain map memory module contains an image memory and a control scheme for access to the processor, updating the memory and transmitting data, and generating an output video signal.

The data stored in the memory-15 of the terrain map is directly addressed, and the system is able to process several commands for controlling display modes, including selecting a terrain map, centering / decentration / maps, contour lines, shadows from sunlight, image of a relief above a certain height set , the image of the excesses in shades of gray, the image of remote areas, the scale and video modes.

The system provides access to data stored in the memory of a digital map of the area, other processors interfaced with a common bus. The autonomous navigation algorithm of the system uses a digital database of geographical data on a square plot of land with a discrete of 100m. This square array preserves the same orientation as the terrain maps stored in the corresponding memory areas, and regardless of the selected map scale, a 100-meter discrete distance between the array elements is preserved. To ensure the operation of the algorithm

CENS as the aircraft moves, data is read line by line and transmitted to the processor of the system by means of a shared bus and shared memory with arbitrary sampling. The total memory size of the BD-15 is consistent with the viewing range of the forward-lying terrain required by the KENS algorithms.

The grid of the map array is oriented relative to the geographical north and east. Each point of the massif represents the value of the relief height relative to sea level. Geographically, the distance between the points of the array along each axis is 100m.

To accompany the database about the elevation of the terrain in the process of calculating the trajectory of the terrain, control over the movement of the aircraft. Since the database is oriented in relation to the local northern and eastern axes, the aircraft trajectory is decomposed onto these axes. Using the concept of building a 2-dimensional virtual memory, where the rows and columns are individually addressable, the rows and columns of data are individually deleted and added when moving the aircraft in the north-south and east-west directions.

Thus, the algorithm embedded in the system controls the trajectory of the aircraft and the distance traveled along each axis. After flying every 100m, the farthest row (or column) behind the aircraft is removed and a new row (or column) is added in front of the aircraft.

Cartographic data related to the nearest terrain plot relative to the aircraft is extracted from the memory in a compressed form, converted to a digital map of the terrain for transmission. The memory of the system’s area map is a memory area from which fully reproduced geographical data about the nearest area is used to display the map. These data on the elevation of the terrain are read from the memory of the terrain map and transmitted to the system’s shared memory area. Then, the KENS-14 processor reads this data from the shared memory and updates them with a row or column of its virtual memory in the local database about excesses in the terrain.

A description of the complex of onboard equipment (BO) and individual systems is given in the sources 3,6,7,8,11.

using a chain of blocks 2-6, 7, 8, the converter program converts the numerical data on the flight into many facts of the subject area. The facts thus formed are fed to the input of ES-6. The generalized representation of the source data contains a structure with elements of the equipment, a functional element that designate the name of the system and its structural and functional elements.

ES-16 allows you to make a selection of several digital programs based on BD-23 and BZ-22. ES-16 performs the symbol correlation operation of the classification program when the results of the numerical section drop to unacceptable levels of reliability (omissions, failures, etc.).

Flight mode recognition block-18 is built on the basis of a recursive algorithm for solving a system of inequalities - a crucial rule for pattern recognition by parameters of linear coordinates and speeds Н, L, Z, Vx, Vy, Vz, angles and angular velocities b, | Y, y, co , SOU, SOX, linear overloads Пх, Пу, 11, deviations of controls 5е, 5э, 5н and gas sector 5rud and means of mechanization bsch, received from SAU-28.

ES-16 processes information from sensors of 2-6 systems with built-in control, controls to analyze the operational efficiency of the aircraft during the flight, the position and change of control systems, the current position of the aircraft in space and the environment.

Direct measurement of the position parameters of the drive unit or control surfaces with the help of special sensors carries the possibility of failure of these sensors themselves. Computational failure detection algorithms are capable of recognizing the fact of a failure of either a measuring sensor or the crew of a control system that cannot be directly detected.

The recognition configuration block (BRSC) -17 aircraft assumes the presence of configuration management (reconfiguration) of the control system. Reconfiguration is understood as a change in the structure and parameters of aircraft controls in accordance with

flight program. The need for reconfiguration is due to a change in the normal mode of functioning of the subsystems, the transition from mode to mode.

The configuration management of an aircraft involves the consideration of subsystems as control objects. Subject to change

configurations when changing the standard modes. To do this, select the set of flight modes K (takeoff, climb, etc.) and for each

the optimal system configuration is synthesized. Configuration management thus comes down to mapping

, (40)

where is the configuration of the aircraft. In case of sudden failures, in the system, the unit, under conditions of limited time, evaluates the situation and implements the corresponding restructuring of the systems in an optimal way, i.e. The BRSC block is endowed with a complex of knowledge about possible situations and the ability to draw the right conclusions about the necessary actions to change the configuration and the consequences.

B PC K-17, supporting the configuration of LA, must solve such problems as localization of hardware failures, analysis of external and internal parameters of the system, comparison of flight characteristics with its program values, decision-making on the forced change of the flight program, choice of the configuration of the aircraft according to the flight program and based on the analysis of situations.

The need to solve these problems puts forward the requirements of including in the BRSC-17 architecture a unit for evaluating the external and internal environment, an interpreter of situations, a scheduler of configurations, a base of models of configurations of aircraft. The functional role of the interpreter is to interpret the information received from the evaluation units of the external and internal environment (subsystems and sensors) and prepare the message for the crew, at the same time the same information is transmitted to the planner, the purpose of which is to choose the optimal system configuration in the current situation.

The information received at the input of the interpreter is considered in the form of Ach text, defined by the character set aj, a2, ap. Here

each symbol corresponds to a specific parameter a ;, the value of which may vary depending on the operating modes of the subsystems. At the output of the interpreter, a text characterizes the flight situation. Based on the information contained in the text, the scheduler generates a command to reconfigure the system. Using the idea and theory of situational management, the scheduler maps the input text ABX to some generalized situation X, which corresponds to some configuration vj /, information about which is stored in the database of configuration models. X (tk) {XUQUW}, where X, P, W are the set of state parameters, respectively, of the aircraft, self-propelled guns and external medium.

The image of the flight situation at the current moment of time is interpreted by the interpreter as:

kpm pp p

Ai (X) -A PJZ HAi (X) l P, Z piAi (n) l PJZ HAi (W), (41)

where cd | - membership function in the sense of Zadeh, defining a concept from the set of the corresponding variable; P-vector of predicates of dimension (k + m + n).

In order to execute the flight program, the image of the flight situation (41) must determine the criterion from the admissible area of the scheduler, i.e. (X) - Dio (42)

DJQ on each step of the assessment of the image of the flight situation is obtained in the form

DJQ Di2DPn} (43)

In the block of the state analyzer BO-19, the detection and identification of faults is organized. The search is used for the best option among the possible rules for the effective recognition and handling of emergency situations. ES-16 tools are important, which can detect deterioration and loss of performance, so the system takes into account physical and analytical redundancy.

The diagnostic decision algorithm evaluates each symptom

(factor) Xi, hj, hj-number of features describing the j-system, blocks

quantitative rationing is carried out relative to normal values; as a result, a numerical estimate is obtained for each. Then the sum Sj is calculated according to the formula:

1hj

 Z 6iai (44)

where, if the symptom is investigated, otherwise. Thus, all the signs describing this system are taken into account (in some cases, some Xi may coincide with X on Sj for another system for 1 j. The obtained integral characteristic Sj is used in production

decision rules, where in terms of Si they get the final conclusion of the function of this system.

An assessment technique is also used to describe the subsystems (blocks 18, 19) in which each feature is evaluated in relation to the norm as follows:

if X1 is the upper limit of the norm;

if the XJ-B range is normal;

if Xi is the lower bound of the norm.

For data set Xj. X considers all possible

combinations aj a, for each of these combinations, then

or other expert decision. In all cases, the final decision rule has the form: if P, then A, where P is a predicate, A is the set of actions that are performed if the set is P-true, and the predicate can be any logical expression.

The emergency (critical) situation of the AS is characterized by a vector of signs, X2, Xn} (45)

The relation scheme of the relational BZ-22 database of critical situation (CS) characteristics is as follows:

, P, KoR, Kr, K ,, D, Kd, (46)

attributes are indicated here: S- name of the classes of CS, P- possible adverse consequences of critical situations, Co-hazard coefficient of consequences, R-causes of critical

situations, Kf - coefficient of confidence in the reasons g (), X signs of critical situations, KX - informativeness coefficients

XJ features for recognition of critical situations classes Si

(.... in), D- control decisions, K - confidence coefficients of correctness of decisions d, V-control actions.

Tuples al, a2ad of the relation R (A1Ad) of the database containing

characteristics of the spacecraft are examples of specific realizations of the spacecraft obtained from objective descriptions of real spacecraft that took place in flight situations, and from the experience of experts.

The model for the presentation of knowledge about the management of aircraft systems in critical situations is the production model. The recognition rules for CS in such a model are as follows.

This is a class (Si), if there is a sign xlli with a coefficient kx (x1I) and there is a sign x2I with a coefficient kx (x2I)

 (47)

and there is a sign xkqi with coefficient Kx (xkqi).

Here, the xrji value of the xgeX attribute for the prototype j class

KCi; , .... k; qi is the number of reference features of the class corresponding to a specific reason. Each axiom of the knowledge base corresponds to the description of the standard of the corresponding class of CS.

As a criterion for recognizing the classes of CS in the control system, the degree of proximity of the recognized situation represented by the vector X to the reference descriptions of the classes of the CS is used.

The knowledge bases in the system are organized according to the rule-goal principle, i.e. each goal, due to the occurrence of AS and flight conditions, corresponds to a set of possible pilot strategies to eliminate or localize these situations.

Data-driven rules of the condition-action type are activated by changes in the state of the knowledge base. Corrective actions are determined by hidden goals, which are normally passive and activated when one or more accidents occur.

In the ES in the BRAS-20 block, a decision-making method is used, based on the completeness of the BS of the ES containing formalized opgg

specialists, which determines the ability of the system to make qualified decisions. Therefore, the pattern recognition procedure allows us to analyze the experience of decision-making stored in the knowledge base by specialists.

The task of technical diagnostics is to classify an object to one of the known situations (aircraft, self-propelled guns are operational or not), which fits into the framework of pattern recognition. Despite the infinite variety of specific manifestations of critical situations, there is a finite set of solutions for managing the output of a complex system from the CS, determined by the limited resources of the control part of the system. This is achieved by splitting the set of possible CS into classes,

each of which corresponds to a specific management decision. CS are characterized by a feature vector X.

The task of pattern recognition is to expediently divide any set of objects into classes, and each class includes objects that are close to each other in terms of a specific criterion. If two finite sets of representatives A and B of the first and second kind, respectively, are specified (an image), then to solve the pattern recognition problem it is enough to construct a decision rule (based on the information contained in the sets A and B of the knowledge base) according to which, every new object to be diagnosed , will be assigned to either the first or second image.

Pattern recognition is implemented as follows. If at some stage of the decision-making process when choosing from two alternative hypotheses, it turned out that the decision is made with a small margin of reliability, then the pattern recognition unit -20 finds examples of similar situations in the database with known solutions, finds a decision rule that separates the situations corresponding to the first hypothesis , and determines for a specific situation to be diagnosed, which hypothesis is being realized for it. Those. in the BRAS-20 block, in an algorithmic form, there are many ... PL independent properties of the object, M-signs characterizing the object from different sides, many Qm Qmi-Qmn of possible values of the m characteristic; -many possible

STATE of the object of study, while the state is characterized by the vector ai.

Based on the expert’s knowledge, for each state from A, the presence of the corresponding properties from the set P is identified and thereby a classification of the sets A U KI is constructed, such that the state belongs to the class KI if, in the opinion of the expert, an object in this state has the property PL and the class Ko possesses none of the considered properties.

The decision-making process in the VPRP-21 block is based on the calculation of statistical data of the obtained measurement results and subsequent decision-making by analyzing these statistical data - a method for testing hypotheses. The decision-making method is the formation of the moving average from the obtained measurement results and its subsequent comparison with the set threshold.

The ES-16 output module has the ability to function in conditions of lack of information. The output module is able to continue the discussion and eventually finds a solution even with a lack of information. This solution may not be accurate, but the system does not stop due to the absence of any part of the input information.

The control module-algorithm determines the order of application of the rules, and also determines whether there are any more facts that may be changed if the consultation continues. The control algorithm performs the function of matching - the sample rule is compared with the existing fact; choice-if in a particular situation several rules can be applied, then one of them is selected that is most suitable according to a given criterion (resolution of the conflict); triggering - the pattern of the rule itself when matching coincided with any facts from the working memory, the rule is triggered; action-working memory is modified by adding to it the conclusion of the triggered rule.

The product interpreter is cyclical. In each cycle, he looks through all the rules to identify among them those whose premises

coincide with the currently known facts from the working memory of the DB23. The interpreter also determines the application of the rules. After selection, the rule is triggered, its conclusion is entered into the working memory, and then the cycle repeats first. Only one rule can work in one cycle. If several rules are successfully compared with facts, then the interpreter makes a choice according to a certain criterion of a single rule.

In ES-16, a direct conclusion is applied: according to known facts, a conclusion is found that follows from these facts. If such a conclusion can be found, then it is recorded in the working memory of BD-23; this is data driven output.

In each product cycle (rules) from the knowledge base, they are viewed by the interpreter of the rules in a certain order, which is set by its control component. If a rule is detected whose sending coincided with some facts from the working memory (DB) during matching, then the rule is triggered and its conclusion is added to the working memory. Then the cycle repeats. The cycle has four phases: matching, selection (conflict resolution), triggering and execution of an action (changing the state of working memory).

ES displays on -29 warning information when there is a deviation from the normal flight mode and sends command signals to the SOI-29 crew about the necessary actions in the speakers (lack of backup systems, redirect landing, etc.).

ES generates and issues control and correction signals to ACS-28 and BO in the absence of a crew reaction to the speakers (fire, depressurization, the crew is not operational).

ES issues reference information at the request of the crew on the display of SOI-29.

To get important information for managing information on the screen of the indicator-display-29, a warning window and an information window with duplication of information by voice, central signal fire are used.

To provide a human-machine interface in a system in the language for describing dialogue scenarios, there is a dialogue interpreter and dialogue organization generator that implement flexible dialogue reconfiguration and control process management in all operating modes.

The imager-26 is intended for interaction on a multiplex image transmission line and the formation of image signals. It consists of an exchange module, a graphic controller, a display memory module. The signals are transmitted via the multiplex information transfer bus to the exchange module, which provides its reception and conversion into an information array evaluating the image received by the graphics controller. The graphic controller, by the commands of the exchange module, generates digital signals, backlight signals and other control signals. The graphics controller is designed to receive information from the exchange module, decrypt its digital image control signals.

Character processing in generator-26 is performed to overlay graphs and text data on the map image. It controls that the text is presented in the correct orientation relative to the top of the screen. Symbols appear oriented toward the top of the screen with respect to recognition tools. They can be represented with different orientations, while the rotation of the symbol will have a certain semantic meaning.

All characters are formed by a choice of seven possible colors. The set of symbols used for displaying the map includes flight plans and the planned task. Navigation landmarks are also defined in the database. To improve the recognizable directions that characterize the flight plan, it is possible to connect the characteristic navigation landmarks with straight lines. Each characteristic landmark is associated with a text of up to 4 letters, and the symbol color and text can be set independently.

On the indicator on glass-27 on a CRT, a graphical plot of the trajectory and terrain in 3-dimensional space is given at

using a large-scale digital map of the terrain, route flight zone, on which the flight path of the aircraft is built.

The selection of a memory area with a relief map on the indicator on glass-27 is displayed in real time. The center of the displayed image can be combined with any given navigation landmark or mixed relative to it. The centered field of each elevation map can be saved in real time during rotation and transformation of the displayed field. The contour parameters of the image field are stored for each memory area in which the elevation map is stored. The system can form and update shadows on the terrain caused by sunlight in the form of gray fields

on the indicated area of the map, as well as on an external request, it can form a relief above a certain specified height in a predetermined color. Indicator -27 can depict excess (elevation) shades of gray; hue settings are saved for each memory area of the stored bump map. The system is capable of providing an image of a moving map from one memory area and / or a direct map of a remote area. The moving map is oriented relative to the position of the aircraft. The scale of the cards can be displayed on any of the four indicator scales (in compressed form). Two video modes are also provided: color and monochrome.

The data density and the resulting geographical size of the memory map of the area depends on the scale of the currently displayed map. The relative position of the aircraft in the map image affects the required forward vision range, which must be maintained in the terrain map memory. It is possible to indicate 2 positions of the aircraft relative to the map: in the center of the indicator or with a shift of 3/4 of the distance from the top to the bottom of the screen.

The main scale of the map display is -24 km - the distance along one side of the screen, which, with the center or offset position of the aircraft, fully meets the requirements for the geographical dimensions of the database to exceed the relief. The requirement for front view distance is

distance of 7 km. Using the control and indication system -25, the crew analyzes the incoming information, monitors the execution of flight modes and the operation of the systems, and sets control actions. The pilot selects the PNK operating mode, enters the accompanying information, and controls the operation of the complex as a whole. The pilot launches a display from the remote control using the keyboard, checks the passage of data, and through the menu enters parameters and scale factors. The analysis mode is selected from the menu by pressing the keys from the DB23 list, and the cursor keys are used, after which formats for displaying information on the display will be loaded.

ES-16 provides the issuance of information about the state of BO and

parameters characterizing the behavior of the aircraft. If the crew, in the event of an emergency, takes the right actions or actions in the direction of preventing the development of the specified situation, the ES16 does not fit into the control and the command screen displays -29 recommendations and tips to the crew. In the absence of a crew reaction to the recommended solution for withdrawing from a dangerous situation actions that could lead to catastrophic consequences, ES-16 generates the necessary corrective and control signals in ACS28 to parry the dangerous situation.

Literature

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2.O. Diffenbach. Autonomous precision APALS approach and landing system. Lockheed Martin. Navigation-95. Proceedings of the international conference Planning for global radio navigation. TomP 26-30. 1995. Moscow. Russia, pp. 7-41, 75-50.

3.Veremeenko K.K., Tikhonov V.A., Kudryavtsev V.M., Khadakov A.V. Integrated navigation and landing system. Navigation-95. Proceedings of the international conference. TomP. Moscow, Russia, 7-17-8.

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Claims (1)

Flight navigation system, including the receiving part of the satellite navigation system (SNA), strapdown inertial system (SINS), high-speed signal system (SHS), radio altimeter (RV), meteorological radar station (radar), correlation and navigation system (CENS) connected by the multiplex channel of information exchange (ICIE) with the central processor, a database, a control unit connected in series with the imager and the indicator on the windshield, as well as with the display, system automatic control system (ACS), characterized in that it includes a configuration recognition unit (DBC) of the aircraft (LA), a flight mode recognition unit (BRRP), an aircraft state analyzer (ASA), an emergency recognition unit (BRAS), emergency decision-making (AC) decision-making computer (ACRP), and the emergency situation recognition unit (BRAS) is connected by the first, second, third, fourth, fifth inputs with the outputs of the equipment state analyzer (ACA), conf aircraft aircraft (BRSK), a flight mode recognition unit (BRRP), an information interface device (ASI), a knowledge base (KB), and its first output is connected to a decision calculator (VLR), the second output is connected to a control unit, the first input of the calculator decision-making (VPR) is connected to the ASD, the second input is connected to the BR, the third input is connected to the database (DB), the configuration recognition unit (DBK) is connected to the ASI by the first input, and the ACS output is the second, BRRP, BRAS and DB inputs are connected with USI, and the output of the knowledge base is connected with the first input of the computer for complex processing of information and (KOI), its second input is connected to the ICMO, and the first output is connected to the ICM, the second to the ICM output line, the inputs of the SNA-BINS-RV parameter calculator, the SHS calculator, the radar parameters calculator are connected to the ICMO, and the outputs to the output USI line, the second output of the radar parameters calculator is connected to the first input of the correlation-extreme navigation system parameters calculator (CENS), its second input is connected to the digital map calculator, and the output is connected to the USI output line.