RU2590936C1 - Integrated navigation and control system of aircraft - Google Patents

Abstract

FIELD: instrumentation; aviation.

SUBSTANCE: invention relates to aircraft instrumentation and can be used in systems of navigation equipment of aircraft. For this, method uses interconnected inputs-outputs via data exchange channel set multifunctional indicators, set of navigation-piloting means, portable initial data medium, computer system including interconnected at line inputs-outputs of computer information exchange computation-logical modules of integrated database (OBD), formation of navigation-piloting parameters (FNPP), forming displayed information (FOI), generating control signals (FUC), input-output and control of information exchange (VVUIO). Integrated navigation system and aircraft control is additionally equipped with embedded in computer system computation-logical modules of estimation of aircraft position relative to navigation point and formation of apparent drift angle.

EFFECT: broader functional capabilities.

1 cl, 4 dwg

Description

The proposed device is intended for use in the field of aviation instrumentation, in particular in flight-navigation equipment of aircraft (LA).

The flight of any aircraft can be divided into:

- take off;

- flight along the route;

- landing.

Flight along the route is the longest stage, during which, as a rule, the main target of the aircraft is fulfilled. Very often, in order to accomplish this target, it is necessary to launch the aircraft into a given area of airspace relative to a known navigation point (NT) so that the aircraft is relative to the NT at a predetermined range and with a predetermined course.

Landing includes the following stages: pre-landing maneuvering, which is also called the return phase, approach and landing directly.

The goal of the return phase is to bring the aircraft to a given area of airspace relative to the runway (Runway) so that the aircraft is on the extension of the axis of the runway at a set height and range relative to the end of the runway with a course approximately equal to the direction of the runway.

That is, when performing a return and very often when following a route, the aircraft should be brought to a given area of airspace with the given parameters of the spatial position along the course and range relative to the NT, where favorable conditions are guaranteed to be provided for the fulfillment of the target task of the current phase of flight .

Various aspects of the functioning of on-board equipment providing such maneuvering of aircraft are given in the following works:

1. Batenko A.P. Management of the final state of moving objects. M. "Soviet Radio", 1977, 256 pp.

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

3. Rogozhin V.O. et al. Sailing and navigating complexes of used ships, K .: Knizhkov vidavnitsvo NAU, 2005 (in Ukrainian).

4. Reference pilot and navigator of civil navigation. Edited by Vasin I.F., Moscow: Transport, 1988.

5. RF patent for the invention No. 2240589 with priority from 07/31/2003. The method of automatic control of the aircraft when entering the runway line.

6. RF patent for the invention No. 2276328 with priority from 06/21/2005. Aiming and navigation complex of a multifunctional aircraft carrier and ground-based.

7. RF patent for the invention No. 2481558 with priority from 07.25.2011. Integrated aircraft navigation and control system.

The description of the device closest to the invention is given in the RF patent for the invention No. 2481558 [7].

Taking into account only the essential, for the present invention, features, the prototype device contains a set of multi-functional indicators (MFI), a set of navigation and flight control aids (NPS), a portable source data carrier (PNID), computing, interconnected by inputs and outputs via an information exchange channel (KIO) system (AC), including interconnected inputs and outputs on the highway of computational information exchange (MVIO), computational logic modules (VLM) of the integrated database (OBD), the formation of navigation ion-flight parameters (FNPP), the formation of the displayed information (FOI), the formation of control signals (FUS), input-output and information exchange control (WSIS), the input-output of which is the input-output of the aircraft.

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

1 - a set of multi-functional indicators (IFIs);

2 - a set of navigation and flight control aids (NPS);

3 - portable source data carrier (PNID);

4 - channel information exchange (KIO);

5 - computing system (BC), including:

6 - highway computing information exchange (MVIO),

7 - VLM integrated database (HBS),

8 - VLM formation of navigation and flight parameters (FNPP),

9 - VLM input-output and information exchange management (WSIS),

10 - VLM formation of the displayed information (FOI),

11 - VLM formation of control signals (FUS).

The functioning of the prototype system at the stage of entering NT from a given direction is also illustrated by the figure in FIG. 3.

The prototype device is an integrated system of navigation and control of aircraft, providing the formation of navigation and flight information, its presentation on multifunctional indicators, aircraft control in manual and automatic modes.

The prototype system operates as follows.

The information interconnection of all equipment of the device is carried out according to the KIO, including electrical, mechanical, electromechanical communications.

The MFI contains “n” multifunction indicators with color liquid crystal displays (LCDs).

The set of NPS includes inertial navigation systems (ANS), satellite navigation systems (SNA), air signal systems and other systems measuring the parameters of the aircraft during preparation and in flight, which from the input and output of the NPS through the KIO enter the input and output of the aircraft and WSIS and MVIO in FNPP, FOI, FUS.

PNID is a carrier of flight missions with long-term reprogrammable memory (such as standard flash cards) prepared at ground-based flight mission planning points. The initial data for on-board equipment, the parameters of navigation points on the route, the parameters of possible airfields, and other data entered into the PNID are fed to the aircraft input, and then through the WSIS and MVIO to the air traffic control system.

The aircraft is a computing system, while all of the VML included in the aircraft are executed according to standard computing schemes based on processors and storage devices.

WSIS through one input-output receives, converts and transfers data to the interacting equipment through the input-output of the aircraft through KIO. The other WSIS input-output is connected to the MVIO, which carries out information exchange between all Navy aircraft.

OBD is performed on a standard long-term storage device that stores data received from PNID.

The FNPP carries out complex processing of information from the KNPS, OBD and the current navigation and aerobatic parameters of the aircraft, which are received by the MVOI in the Federal Entity and the Federal Customs Service, are formed.

In the Federal Information System, according to the data obtained by the MVIO from OBD, FNPP, FUS and from the interacting equipment through the KIO and the WSIS, generalized mnemo-frames of functional, alphanumeric information combined with the presentation of a multifunctional control panel are formed. The formed mnemo-frames of images from the input-output FOI via MVIO, WSIS, KIO are sent to the MFI for display on screens in order to make decisions by the crew for working with the equipment of the complex through the framing screens of multifunction indicators control elements (touch buttons, button keys).

In SCF, at step approach HT current coordinates LA φ _LA, λ _LA of FNPP, coordinates HT φ _HT, λ _HT and the rate of passage HT ψ _NT of FBS determined current position LA X _LA, Y _LA in a coordinate system associated with NT:

X _LA = Δλ · sinψ _NT + Δφ · cosψ _NT ,

Y _LA = -Δλ · cosψ _NT + Δφ · sinψ _NT ,

wherein Δφ = (φ _LA -φ _HT) · R, Δλ = (λ _LA -λ _HT) · R · cosφ _LA, R - the radius of the Earth, which with sufficient accuracy equal to 6371 km can be adopted for this problem.

Based on the current coordinates of the aircraft X X _LA , Y _LA , the true drift angle α _SNi from the FNPP and the given coordinates of the center of the extended circle relative to the NT X ₀ = D _NT , Y ₀ = R ₃ from the OBD, determine the set LA course ψ ₃ to the tangent point A of the extended circle in the geographical coordinate system, which, together with the signal of the true course of the aircraft ψ _And from the low-speed navigation device, is fed to the display and to the automatic control system (ACS) of the aircraft:

- линейная дальность до точки А касания заданной вынесенной окружности,Where

- linear distance to the point A touch a given extended circle,

ψ _A is the direction of the line tangent to the extended circle and passing through the location point of the aircraft.

The steering surfaces of the aircraft are deviated for maneuvering in the lateral plane, taking into account the mismatch between the current and the given courses and after the current course of the aircraft ψ _{And is} equal to the given course ψ _{3 of the} aircraft flies to the touch point A of a given circle.

Thus, the aircraft flies to the point A of contact of a given circle with a radius R ₃ , taken relative to the NT at a distance D _NT . After passing point A, the aircraft is rotated towards NT, and then the aircraft is aligned along the line passing through the NT with the course ψ _NT .

The main disadvantage of this device when entering NT from a given direction is the fact that in the immediate vicinity of the aircraft from the extended circle, the quality of the operation of the method can be affected by the errors of piloting the aircraft and the error in determining the course of the aircraft. Due to the impact of such errors, the aircraft, not having yet reached the calculated point of tangency of a given circle, may be inside the extended circle. Since it is not possible to determine the direction of the line of a tangent to a circle while inside the circle, the aircraft’s turn towards NT will begin at an unintelligible point, which will ultimately lead to reaching a given course at a distance that does not correspond to a given one.

The aim of the present invention is to expand the functionality of the device and improve the accuracy of the output of the aircraft on NT from a given direction in range by ensuring the invariance of the device to the errors of piloting the aircraft and the error in determining the course of the aircraft.

This goal is achieved by the fact that in the well-known integrated system of navigation and control of aircraft, which includes interconnected inputs and outputs via an information exchange channel, a set of multifunction indicators, a set of navigation and flight means, a portable storage medium of the initial data, a computer system including interconnected inputs and outputs along the computational highway information exchange computing and logical modules of the integrated database (OBD), the formation of navigation and flight parameters in (FNPP), the formation of the displayed information (FOI), the formation of control signals (FUS), input-output and information exchange control (WSIS), additionally, the computing system includes computational and logical modules for assessing the position of the aircraft relative to the navigation point (PONT) and the formation of a fictitious angle of drift (FFUS), interconnected with each other and with the computational and logical modules OBD, FNPP, FOI, FUS and WSIS on the highway of computational information exchange.

In the drawing (see Fig. 2) presents a block diagram of the proposed device, containing:

1 - a set of multi-functional indicators (IFIs);

2 - a set of navigation and flight control aids (NPS);

3 - portable source data carrier (PNID);

4 - channel information exchange (KIO);

5 - computing system (BC), including:

6 - highway computing information exchange (MVIO),

7 - VLM integrated database (HBS),

8 - VLM formation of navigation and flight parameters (FNPP),

9 - VLM input-output and information exchange management (WSIS),

10 - VLM formation of the displayed information (FOI),

11 - VLM formation of control signals (FUS),

12 - VLM assessment of the position of the aircraft relative to the navigation point (PONT),

13 - VLM formation of a fictitious drift angle (FFUS).

The functioning of the proposed system at the stage of entering NT from a given direction is illustrated by the figure in FIG. four.

The proposed system operates as follows.

The information interconnection of all equipment of the device is carried out according to the KIO, including electrical, mechanical, electromechanical communications.

The MFI contains “n” multifunction indicators with color liquid crystal displays (LCDs).

The set of NPS includes inertial navigation systems (ANS), satellite navigation systems (SNA), air signal systems and other systems measuring the parameters of the aircraft during preparation and in flight, which from the input and output of the NPS through the KIO enter the input and output of the aircraft and MVIO and WSIS in FNPP, FOI, FUS.

PNID is a carrier of flight missions with long-term reprogrammable memory (such as standard flash cards) prepared at ground-based flight mission planning points. The initial data for on-board equipment, parameters of navigation points along the route, parameters of possible basing airfields, parameters of possible basing ships and other data entered into the PNID are transmitted to the aircraft input through the KIO and then through the WSIS and MVIO to the HBS.

The aircraft is a computing system, while all of the VML included in the aircraft are executed according to standard computing schemes based on processors and storage devices.

WSIS through one input-output receives, converts and transfers data to the interacting equipment through the input-output of the aircraft through KIO. The other WSIS input-output is connected to the MVIO, which carries out information exchange between all Navy aircraft.

OBD is performed on a standard long-term storage device that stores data received from PNID.

The FNPP carries out complex processing of information from the KNPS, OBD and the current navigation and aerobatic parameters of the aircraft, which are received by the MVOI in the Federal Entity and the Federal Customs Service, are formed.

In the Federal Information System, according to the data obtained by the MVIO from OBD, FNPP, FUS and from the interacting equipment through the KIO and the WSIS, generalized mnemo-frames of functional, alphanumeric information combined with the presentation of a multifunctional control panel are formed. The formed mnemo-frames of images from the input and output of the FOI through the MVIO, WSIS, KIO enter the IFI.

In SCF, at step approach HT current coordinates LA φ _LA, λ _LA of FNPP, coordinates HT φ _HT, λ _HT and the rate of passage HT ψ _NT of FBS determined current position LA X _LA, Y _LA in a coordinate system associated with NT:

X _LA = Δλ · sinψ _NT + Δφ · cosψ _NT ,

Y _LA = -Δλ · cosψ _NT + Δφ · sinψ _NT ,

wherein Δφ = (φ _LA -φ _HT) · R, Δλ = (λ _LA -λ _HT) · R · cosφ _LA, R - the radius of the Earth, which with sufficient accuracy equal to 6371 km can be adopted for this problem.

Based on the current coordinates of the aircraft LA X _LA , Y _LA , the true drift angle α _SNi from the FNPP, the given coordinates of the center of the extended circle relative to the NT X ₀ = D _NT , Y ₀ = R ₃ from the OBD and the fictitious drift angle from the FFUS, determine the specified aircraft course ψ ₃ in the geographical coordinate system, which, together with the signal of the true course of the aircraft ψ _And from the low-speed navigation device, is fed to the display and to the automatic control system (ACS) of the aircraft:

- линейная дальность до точки А касания заданной вынесенной окружности,Where

- linear distance to the point A touch a given extended circle,

ψ _A - the direction of the line tangent to the extended circle and passing through the point of location of the aircraft.

α _SNf is the fictitious drift angle of the aircraft, determined in FFUS, using command signals from PONT, signal ψ _A from FUS and signal ψ _NT from HBS, as follows:

where D ₀ is a known predetermined threshold range value, and K _α is a known predetermined coefficient.

The analysis of the position of the aircraft relative to the NT and point A and the generation of command signals for the FFUS is carried out in the PONT based on the signals D and Y of the _aircraft from the FUS.

Deviation of the aircraft steering surfaces for maneuvering in the lateral plane is carried out taking into account the mismatch between the current and the given courses.

Thus, until the aircraft reaches the distance to the point of contact of the extended circle D ₀ , the aircraft, maintaining the equality of the true course of y _and with the given course ψ ₃ , flies to the point A of the contact of the extended circle.

Then, maintaining the equality of the true course ψ _And with the given course ψ ₃ , the aircraft flies along the trajectory guaranteed to fly around the given extended circle from the outside. During overflown Marked circumference, the point A of tangency circle moves Marked Marked perimeter of a circle and in the limit coincides with the point on the circumference of the removal of a predetermined distance on the output D NT _NT.

As a result, the aircraft is turned toward the NT and the aircraft is aligned along the line passing through the NT with the course ψ of the _NT , it is shockless directly in the process of flying around the extended circle.

Claims (1)

A comprehensive navigation and control system for an aircraft, containing a set of multifunctional indicators interconnected by inputs and outputs via an information exchange channel, a set of navigation and flight control aids, a portable source data carrier, a computer system including computer-logic modules interconnected by inputs and outputs along a line of computing information exchange database (OBD), the formation of navigation and flight parameters (FNPP), the formation of the display my information (FOI), the formation of control signals (FUS), input-output and information exchange control (WSIS), characterized in that it is additionally equipped with computer logic modules for assessing the position of the aircraft relative to the navigation point (PONT) introduced into the computer system the formation of a fictitious drift angle (FFUS) interconnected with each other and with the computational and logical modules OBD, FNPP, FOI, FUS and WSIS on the highway of computational information exchange.

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