RU2263973C1 - Pilotage-and-training complex - Google Patents

Abstract

FIELD: simulation equipment for vocational training of pilot personnel.

SUBSTANCE: proposed complex includes expert system with data base and logic output machine, unit for identification of state and configuration of flying vehicle, flight mode unit, emergency situation identification unit and emergency situation development forecast unit.

EFFECT: extended functional capabilities.

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Description

The flight training complex (PTK) belongs to the field of aviation technology and is intended for the training and training of flight personnel, and for conducting research in the field of ergonomics. There are well-known (see A.A. Krasovsky. Fundamentals of the theory of flight simulators. M .: Mashinostroenie, 1995) design of complex simulators of aircraft (CTS), where a centralized architecture with a fixed cabin is presented (p.17). The digital computing system is based on several mini-computers. The design of the CCC includes a mock aerodrome television system simulating the visual environment; layout of the terrain, simulator cabin; the interface between the control digital computer system (UTSVS) and the analog equipment and the UTSVS itself; simulators of on-board systems; data transmission equipment; recording device; instructor workplace.

The concept of an optimal electronic instructor (OEI) as applied to the CCC is as follows.

In parallel with the trained pilot solving the problems on the CCC, the same tasks are solved by the optimal - in the sense of minimizing the given target functionals - automatic OEI system. This system is powered by information from simulators simulator. The actions of the trainees and the actions of the OEI are compared according to the final results for the formation. The actions of the OEI in one form or another are presented to the student, provide him with automated training.

However, this diagnostic system is not an adviser to assist the crew in determining the priorities of alarms and highlighting the most important of them critical situations. To obtain high reliability in the processing and diagnosis of alarms according to the sensor information, a real-time diagnostic system (RV) should be used, which, by predicting possible malfunctions, determines the sequence of control actions of the crew. For the ES to operate, information on the state of on-board equipment (BO) is necessary and the main process should be carried out: based on the available facts, new facts are formed in the database (DB) and the knowledge base (BZ) and the state of the BO that characterize the current situation in the aircraft in real time. The part of the information in the database of critical situations, which is formed by the deductive system and determines the necessary effects on the aircraft, should be sent to the crew as recommendations.

The managing ES is known (see Ilyasov B.G., Parfenov N.I., Chernyakhovskaya L.R. Automation of decision making when managing systems "man-technician" using expert systems. Ergonomics in Russia, CIS. "World". International conference. St. Petersburg, 1993) to assist the operator, solving the following tasks: recognition of a critical situation, making decisions on managing the withdrawal of a complex system (object) from a critical situation, choosing control actions and monitoring the effectiveness of their implementation. In the "man-equipment" system, critical situations arising as a result of equipment failures, human errors and adverse external conditions lead to failure or timely control decisions leading to an accident or disaster. Making decisions by a person managing a complex system is difficult due to the multidimensionality of facts for analysis, the uncertainty and ambiguity of the description of critical situations, a small reserve of time and a large psychological load.

The knowledge base includes knowledge about the subject area of managing a complex system in critical situations. In the system, knowledge about the problem area is structured based on the goal of constructing a control ES, to assist the manager in making decisions in case of critical situations.

As a tool to assist an expert in expressing his conceptual model of a problem area, a software system is used to create a database of characteristics of critical situations and a database of knowledge bases. The system performs the functions of automating the acquisition of knowledge from experts. The data is presented to the relational database of the characteristics of critical situations, the integrity of the database creation is checked, and situational data clustering is performed.

In the process of an expert survey, to ensure the necessary completeness of the knowledge base, experts are given the task of analyzing new situations for them; A way to solve the problem of expert classification is a way of organizing expert games with a team of experts. Scenarios of expert games include consideration of known and new examples of critical situations for experts; in the dialogue with the computer the database is filled. Creation and filling of the database is carried out using the relational database management systems for personal computers using an intelligent multi-window interface. Finally agreed expert assessments are stored in the database and are the basis for creating rules for recognizing critical situations and making decisions in the knowledge base.

Knowledge is presented about managing the system in critical situations using a productive model that allows you to represent the rules for recognizing situations and making decisions. As a criterion for recognizing the classes of critical situations in the control ES, the degree of proximity of the recognized situation represented by the vector to the reference descriptions of the classes of critical situations is used.

However, with such a control system structure, the subsystem of airborne information sensors is not included in the pilot work cycle of the aircraft. The dynamic characteristics of modern aircraft are characterized by reduced statistical stability, which led to a significant complication of self-propelled guns and a significant expansion of functionality. At the same time, increasing the complexity of self-propelled guns contributed to a significant increase in the variety of failures of these systems. Therefore, it became practically impossible to develop only guidance on the actions of the pilot in the event of each of the possible failures. Detailed instructions can only be developed for a limited list of failures within the operational limits of LA-BO. The occurrence of failures in flight, the actions to eliminate which were not previously worked out and are not reflected in the instructions, is a serious problem. As the analysis of aircraft accidents shows, undesirable development of events could have been prevented if appropriate competent actions of the crew had been performed. However, the time available to the pilot for this usually does not exceed several seconds, and taking into account the stressful state of a person during an accident, it becomes clear that the pilot may not find the only right solution at the right time.

The purpose of developing a utility model is to create a training system for flight personnel in catastrophic situations in the event of a failure on-board equipment of an aircraft.

To solve this problem, the flight training complex (PNK) of the flight crew training in the conclusion of dangerous (emergency) situations (AS) includes:

- visualization system (VS) n information display (SDI) with appropriate control computers;

- pilot controls related to the flight dynamics calculator, automatic control system (ACS) calculators and flight and navigation equipment (PNO);

- the main processor, the output of which is connected through the calculator of information support to the calculators of the SDI control and visualization control, and the input is connected to the ACS and PNO calculators;

- blocks for setting initial conditions and disturbances in flight;

- a system for the automatic processing and documentation of learning outcomes;

- a control panel with a display in the cockpit, in accordance with the invention, an expert system (ES) with a database (DB), a knowledge base (KB), an inference machine (MLV) is introduced into it;

- recognition blocks of the aircraft configuration (DBK LA), flight modes (BRP), recognition of the emergency situation of AS (BRAS), development of AS (BRAZAS), forecast of development of AS (BRAZAS), including a block for modeling the dynamics of LA-BO associated with BZ development AU, BZ characteristics of AU and BZ on withdrawal from the AU;

- analyzers of the state of PNO, LA-BO, the correctness of actions for withdrawal from the speakers;

- Instructor control panel connected to the task blocks of initial conditions and disturbances in flight.

The inputs of the DBK, PDU, PNO and LA-BO status analyzers are connected to the DB according to the failures of the BO, and their outputs - with the first, second, third and fourth inputs of the BRAS. The fifth input of the BRAS is connected to the database for faults of the BO, the sixth is connected to the dynamics modeling block LA-BO, and the seventh is connected to the BZ characteristics of the speakers. The first BRAS output is connected to the first input of the MLV. The first input of the LA-BO dynamics modeling block is connected to the database for the failure of the BO, and the second input is connected to the output of the BS of the characteristics of the speakers, which, in turn, is connected to the database for the output from the speakers, the output of which is connected to the analyzer of the correctness of the actions to be taken out of the speakers, whose output is connected to the second input of the MLV. The MLV output is connected to the pilot's control panel in the cockpit, then connected to the first input of the display, the second input of which is connected to the database according to BO failures, for training the flight crew in the conclusion of dangerous emergency situations.

The invention is illustrated in the drawing, which shows a structural diagram of a training system for the crew in dangerous and critical situations.

1. Engines.

2. Fuel system

3. The hydraulic system.

4. Power supply system.

5. The system of full-time management.

6. The chassis release and braking system.

7. Life support system.

8. Anti-icing system.

9. Fire fighting system.

10. Automatic control system (ACS).

11. The system of air signals (SHS).

12. Aircraft navigation system.

13. Satellite navigation system (SNA).

14. The strapdown inertial navigation system (SINS).

15. Radio altimeter (RV).

16. Instrument landing system (PSP).

17. Radio system of near navigation.

18. Radar station.

19. The critical warning system (SPKR).

20. Database (DB) for on-board equipment (BO) failures.

21. Block recognition state configuration (BRSC).

22. The recognition unit flight mode (BRRP).

23. The analyzer of the status of flight and navigation equipment (AS PNO).

24. The analyzer of the state of equipment BO (ASA BO).

25. Emergency Recognition Unit (BRAS).

26. Prediction block.

27. Block modeling the dynamics of the LA-BO system.

28. The knowledge base (KB) of the development of an emergency (AS).

29. Knowledge Base (KB).

30. BZ characteristics of the speakers.

31. KB on the withdrawal from the AU.

32. The logical inference machine (MLV).

33. The analyzer of the correctness of actions to withdraw from the AS (APDV).

34. The control panel ES in the cab.

35. The computer controls the display system information.

36. Information Display System (SDI).

37. Display ES.

38. Controls in the cockpit.

39. Flight dynamics calculator.

40. System for automatic processing and documentation of training results.

41. Block for setting initial conditions.

42. Instructor control panel.

43. Instructor.

44. The cockpit visualization control calculator.

45. The visualization system.

46. Computer software information.

47. The main processor.

48. ACS calculator.

49. The calculator of flight and navigation equipment (PNO).

50. Block perturbation.

In the PTC, training of flight personnel on the conclusion of dangerous, emergency situations, including visualization systems (AF) 45 and information display (SDI) 36, which are associated with the respective control systems 35 and 44, pilot control 38 is connected to the computer 39 flight dynamics, computer Self-propelled guns 48, PNO 49. The main processor 47 is connected to the MLV 32 computer 39 dynamics of flight, the computer 49 PNA, computer 48 ACS, and its output is connected to the computer 46 information support; connected to visualization control systems 44 and SOI control computer 35. Flight dynamics calculator 39 is connected to an automatic processing and documentation system 40, which is connected to a PNO calculator 49 and an initial condition setting unit 41 connected to a PNO calculator 49 connected to a disturbance setting unit 50 The control panel 34 of the pilot is connected by a display 37 ES and a logical output machine 32 ES. The instructor’s control panel 42 is connected to the DB 20 for faults of the BO, with the blocks for setting the initial conditions 41 and the block for setting disturbances 50. The DB 20 for the failures of the BO includes both subsystems 1-19 BO, BRSC LA 21, BRP 22, BRAZAS 25, BPRAZAS 26, including a block for modeling the dynamics of LA-BO 27, associated with the development base of AC 28; analyzers of the PNO 23 state, LA-BO 24 states are connected to the database according to the BO 20 failures.

The outputs of these blocks 21, 22, 23, 24 are connected to the first, second, third, fourth inputs of the BRAS 25, the fifth input of which is connected to the database for failures B O 20. Its sixth input is connected to the dynamics modeling block LA-BO 27; its seventh input is connected to the БЗ characteristics of the AC 30, and its first output is connected to the first input of the MLV 32. The first input of the dynamics modeling block LA-BO 27 is connected to the DB for BO 20 failures; the second input is connected to the BZ output of the characteristics of the AC 30, the last is connected, in turn, to the BZ from the output from the AC 31, the output of which is connected to the analyzer of the correctness of the actions to withdraw from the AC 33. Its output is connected to the second input of the MLV 32, the output of the MLV 32 connected to the control panel 34 of the pilot in the cockpit and then connected to the first input of the display 37, the second input of which is connected to the database on failure of BO 20.

The system operates as follows.

Reproduction of flight in a virtual environment, which is implemented in the PTC, is performed according to the simulation information obtained in computers 47, 39, 48, 49.

The pilot, on the basis of the perception of information coming from information models 36, 37, 45, generates control actions on the controls 38.

Information display systems (SDI) 36, controls 39 and equipment with which the pilot directly works form the cockpit workplace. In the modeling complex, the workplace is a cabin model in the form of a semi-natural model of a real cabin, which allows ergonomic studies.

The visualization system 45, controlled in accordance with the signals of the controls 38, reproduces the information model of the external environment. It provides visual perception by the pilot of the aircraft’s movement relative to the earth’s surface at various stages of the flight, ensures the psychologically correct perception of the surrounding space and aircraft’s movement. This system consists of information processing units that provide control of the reproduction and change of visual pictures on the means of observation - monitors, screens.

The mathematical model of the control system - the computer SAU 48 provides a variety of modes and control laws by switching from one option to another at the choice of the pilot. This gives flexibility in the transformation of models in research and the ability to simulate highly dynamic processes.

The mathematical model of the dynamics of the aircraft 39 provides spatial motion of the aircraft without limiting the rotation angles under the action of disturbances 50. The signals from the output of the calculator of the model of dynamics 39 go to the main processor 47 and then to the information model formed by the SDI 36 and visualization systems 45.

The information model of the complex imitates the control process, while retaining all the essential properties of a real aircraft and control processes. It provides all types of operator activities on a real aircraft. The information model provides an informational and dynamic similarity of SDI 36 and changes in the form of presentation of information in the visualization system 45.

In the visualization system 45 with a synthesized image on television screens, the mathematical model of the extra-cabin environment is stored in the computer memory 35 and 44 in the form of a digital code. The data of the three-dimensional model embedded in the memory of computers 35 and 44 are constantly transformed in real time in accordance with the dynamics of flight and are displayed on screens 37, 36, 45. Synthesized color images are combined with images of layouts of the area and objects of visual environment.

In the calculator of the PNO-49 model, to control the aircraft’s motion, information is required that characterizes its actual motion. Such information contains information on the values of the motion parameters, which are obtained using measurements based on the use of various physical phenomena, and the solution of the equations of connection of the measured quantities with the motion parameters of the aircraft. Measuring systems are used as independent systems for measuring motion parameters or as components of the navigation information of devices and systems with the output of measurement results to a computing device for determining motion parameters.

In its intended purpose, the ES under normal flight conditions monitors the state of the aircraft, the engine operating conditions, the operation of the BO and the crew. When an OS occurs, the ES evaluates information about the external and internal environment when the aircraft is outside of operational limits. Based on БЗ 29, formed according to the results of analysis and experience in the study of aircraft accidents, ES classifies this situation (AS) according to the severity of possible consequences, generates solutions and issues recommendations to minimize adverse effects. In the ES in block 26, the behavior of the LA-BO system is modeled and a forecast of the development of events in flight is provided - information about the possible state of the BO, the operation of the engines and parameters characterizing the behavior of the aircraft. In addition, the ES simulates the behavior of the crew to control the LA-BO system to get out of a dangerous situation. If the crew takes the correct actions in accordance with the guidance on the flight situation, then the ES does not interfere with the control of the aircraft, but only issues recommendations and tips to the crew on the SOI-37 screen (loss of consciousness by the pilot, etc.). To the recommended solution for the conclusion from dangerous situations that lead to catastrophic consequences, the ES generates the necessary corrective and control signals to the main processor 47 and SAU-48 to parry the dangerous situation and stabilize the flight of the aircraft. Block 22 - recognition of the flight mode is based on a recurrent algorithm for solving the system of inequalities - the decisive rule for pattern recognition by parameters of linear coordinates and speeds, angles and angular velocities, linear overloads, deviations of controls and mechanization tools.

In block 24, for the detection and identification of malfunctions during the operation of the aircraft, the search for the "best option" among the possible rules for the effective recognition and handling of emergency situations is used. ES tools are important to detect deterioration and loss of performance. The system takes into account physical analytical redundancy.

A statistical database is organized in the system, the memory of which contains a list of all subsystems and devices by sections in the form of constant information.

In a dynamic database, a memory area shared by all modules of the system, readings are displayed - the output of all subsystems and a list of failed devices (type of "blackboard"). If the device is not in the section list, then its analytical equivalent of the sensor is entered.

The ES carries out information processing from sensors 1-19 of the systems in order to analyze the operational efficiency of the aircraft during the flight, the position and change of the control systems, the current position of the aircraft in space and the environment.

The configuration state recognition unit (BRSC-21) of an aircraft assumes the presence of configuration management (reconfiguration) of control systems — a change in the structure and parameters of aircraft control elements in accordance with the flight program. The need for reconfiguration is due to a change in the regular 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. It is possible to change the configuration when changing the standard modes. For this, the set of flight modes R (take-off, climb, etc.) is selected and for each the optimal system configuration is synthesized. Thus, the configuration control is reduced to the implementation of the map Н _о : R → ψ, where ψ 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 carries out the appropriate restructuring of the system in an optimal way. Those. 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 consequences.

BRSK-21, supporting reconfiguration of the aircraft, must solve such problems as localization of equipment failures, analysis of external and internal parameters of the system, comparison of flight characteristics with the impact efficiency, not produced by self-propelled guns.

The knowledge bases in the system are organized on the basis of 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 form “condition - action” are activated by changes in the state of the knowledge base. Corrective actions are determined by hidden goals, which in a normal environment are passive and are activated when one or more accidents occur.

The real capabilities of ES are determined by the quality of BZ-28-29.31. The knowledge base includes knowledge about the subject area of aircraft control in critical situations, collected in the scientific and technical literature, instructions and manuals for the operation of BO, self-propelled guns and aircraft, as well as in consultation with experts, experience and analysis of all recorded disasters and accidents over many years period.

The emergency catastrophic situation of the AS is characterized by the feature vector x = {x ₁ , x ₂ , ..., x _k }.

Relational BZ-29-31 database is defined as R <S, P, KoR, Kr, D, Kd, V>.

Attributes are indicated here:

S - the name of the classes of catastrophic situations (CS);

P - possible adverse consequences of catastrophic situations;

To _about - hazard coefficient of consequences;

R - causes of COP;

To _r - confidence factors in the causes of r (r = 1 ... q);

X - signs of COP;

To _x - informativeness coefficients of signs X (j = 1 ... k) for recognizing the classes of CS S _i (i = 1 ... m);

D - management decisions;

K _d - confidence coefficients in the correctness of decisions d;

V - control actions.

The database contains examples of specific implementations of the spacecraft obtained from objective descriptions of real spacecraft that have occurred 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, which allows the most visual and convenient presentation of the rules for recognizing situations and making decisions. The recognition rules for CS in such a model are as follows.

This class of (S _i), if a sign X11 _i with coefficient K _x (X11 _i), and X21 is a sign with a coefficient K _{i x} (X21 _i), and a sign Xkq _i with coefficient K _x (Xkq _i).

Here i = 1 ... m;

x, r, j, i is the value of the attribute x _r ~ X for the prototype j of class KC _i ;

q _i - the number of reference features of the base class corresponding to a specific reason.

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 set of AC and CS for a particular type of aircraft is used.

In the ES in the BRAS-25 block, a logical decision-making method is used, based on the completeness of the BS of the ES, containing the formalized experience of specialists, which determines the ability of the system to make qualified decisions. Therefore, the pattern recognition procedure allows us to analyze the expert decision-making experience stored in the knowledge base for this.

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 are 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 certain control solution; CS are characterized by a feature vector X.

The task of pattern recognition is the advisability of dividing 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 a decision rule is constructed for solving the pattern recognition problem (based on the information contained in the sets A and B - BZ), 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 when choosing from two alternative hypotheses it turned out that the decision is made with the necessary margin of reliability, then the pattern recognition unit 25 finds examples of similar situations with known solutions in the database, formulates a decision rule that separates the situations corresponding to the first hypothesis, from situations corresponding to the second hypothesis, and determines for a particular situation which hypothesis is being realized for it. Those. in the BRAS-25 block, in the algorithmic form, the set P = P ₁ , ..., P _{L of} independent properties of the object, M-signs characterizing the object from different sides of the study, the set Q _m = Q _m1 ... Q _{mn of} possible values of m sign; A = a ₁ ... a _m is the set of possible states of the object of study; the state a ₁ of A is characterized by the vector a _i = a _i1 ... a _im .

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 the classification of sets is constructed.

The presence of a highly dynamic environment requires the organization of the functioning of ES in real time. Moreover, for the detection and prediction of malfunctions in the forecast block 26, an approach is applied based on the principle of internal modeling of the current flight parameters and linking them into a single whole. The use of internal models of the behavior parameters of aircraft and BO allows you to diagnose combined errors of behavior and equipment malfunctions.

The most important requirement for the LA-BO-27 model is the accuracy of the reflection of the actual processes. The managing ES provides the crew with the following options;

- to carry out the formation of advice to the pilot, the manager of the LA-ACS on the adoption of control decisions;

- make instructions and recommendations for managing the facility in the COP;

- use the developed recognition and decision-making algorithms in the spacecraft for automatic control of the output of the ACS system from the spacecraft with a small reserve of time;

- conduct training of crews on the management of aircraft in the event of a CS.

CS or AS in human-machine systems require the adoption of coordinated management decisions in the face of uncertainty and a limited reserve of time. In solving these problems, the person (crew) plays the role of manager, and the managed expert system plays the role of instructor. Roles are laid down in the interaction scenario; options are developed for characteristic intervals of the time reserve. To specify interaction scenarios, it is convenient to use models of the hierarchical process.

A significant factor in the AS is the uncertainty of the moment of occurrence and the parameters that determine it, set by the instructor from the control panel 42. Under these conditions, the available time reserve can be used to reduce uncertainty and make a more informed decision. It is important to use the time reserve for organizing purposeful human activities to exit the AU, in particular, to agree on solutions for ES and man. The available time reserve influences the choice of a strategy for analyzing the situation, makes it possible to have a dialogue with a computer when coordinating decisions. At the same time, the condition must be ensured that the ES is able to detect signs of violations and put forward hypotheses regarding the AS, determine solutions for exiting the AS, evaluate its effectiveness, evaluate the time reserve available in the AS.

Interaction scenarios define the structure of the participants ’messaging and reflect the main management functions in the AS:

- detection and analysis of violations;

- decision making and transition to the emergency program;

- monitoring the implementation of the management program;

- monitoring the effectiveness of the program.

Scenarios provide dialog fragments for resolving decision conflicts during the transition to the emergency program and control its execution (control of erroneous actions).

The aircraft is the control object — the process Y (t) observed in time T [0, t] or t [t, T], which describes the functioning of the system; Y (t) - the observed changes in such quantities as altitude, flight speed, pitch, roll, yaw or shift of the helm, rudders and other quantities.

Y (t) is generated by the system S with the organization structures of its elements S _i , which together in the interaction determine its quality or property. It is necessary to set such a structure Q from these elements S _i that the control actions U (t) on the process Y (t) would provide a higher level of flight safety.

Y (t) is the vector of indicators characterizing the pilot's activity as a function of control actions U (t):

Y (t) = f (u | {r _k }, S, t)

t = t _o T

where t _o = 0 is the initial moment of time;

T is the observation period;

R _k - factors such as disturbances or control error and uncertainty of information affecting both Y (t) and u (t);

f = Q - an algorithm or technology for influencing the crew-LA system during piloting - this is an aircraft control algorithm in a given flight. In this situation, control algorithms f and self-government are formed on the basis of feedbacks, which are introduced on the basis of the ES and based on monitoring the current state using on-board sensors.

SOI-37 in the form of a multifunctional indicator is designed to display visual information in the form of texts, scales, mnemonic diagrams.

The ES gives the SOI-37 display warning information when there is a deviation from the normal flight mode, sound and alarm signals and the issuance of command signals to the SOI-37 crew about the necessary actions in the AS (lack of backup systems, redirect landing, etc.). The ES generates and displays control and correction signals in the absence of a crew reaction to the speakers (fire, depressurization, the crew is not operational, etc.). ES gives reference information at the request of the crew on the display of SOI-37.

To issue information important for management on the indicator-display-37 screen, a "warning window" and an "information window" are used with duplication of information by voice, central signal light. Block-37 includes a dialogue interpreter and a generator of dialogue organizers to provide a human-machine interface in the system, which provides flexible reconfiguration of the dialogue and management of control processes in all operating modes.

Claims (1)

Flight-training complex, including visualization and information display systems with corresponding control systems and calculators, pilot controls associated with the flight dynamics calculator, automatic control system calculators, flight and navigation equipment, the main processor associated with them, the output of which is connected through the information calculator software with control computers, information display system and visualization control system, blocks for setting initial conditions vii and disturbances in flight, a system for the automatic processing and documentation of training results, a control panel with a display in the cockpit, characterized in that an expert system with a database, an inference machine, a recognition unit for the configuration of the aircraft, a block of flight modes, are introduced into it emergency recognition unit, emergency development unit, emergency development forecast unit, including a simulation unit for the dynamics of the aircraft's onboard equipment, communications data base with emergency development knowledge base, emergency characteristics knowledge base and emergency exit knowledge base, flight and navigation equipment status analyzer, aircraft on-board equipment status analyzer, emergency exit correctness analyzer, instructor control panel connected with blocks for specifying initial conditions and disturbances in flight, inputs of the recognition unit for the configuration of the aircraft, the recognition unit for the flight mode, bl The flight analyzer state analyzer and the aircraft onboard equipment state analyzer are connected to the onboard equipment failure database, and their outputs are connected to the first, second, third, fourth inputs of the emergency recognition unit, the fifth input of which is connected to the failure database on-board equipment, the sixth input - with the unit for modeling the dynamics of the state of the equipment of the aircraft, the seventh input - with a knowledge base of emergency characteristics, and you move - with the first input of the inference machine, the first input of the aircraft dynamics equipment state dynamics modeling unit is connected to the onboard equipment failures database, the second input is connected to the emergency knowledge base knowledge base output, which is connected to the knowledge base for emergency state output knowledge base the output of which is connected to the analyzer of the correctness of actions for the conclusion from emergency conditions, the output of which is connected to the second input of the logical output machine, the output of which is connected to Ultimate control of the pilot in the cockpit and the first input of the display, the second input of which is connected to the database on failures of onboard equipment for training aircrew conclusion of dangerous accidents.