RU2807539C1 - Method for providing backup return of single-seat combat aircraft in event of central computer failure - Google Patents

Abstract

FIELD: aircraft.

SUBSTANCE: methods for ensuring the flight safety of an aircraft. In the process of pre-flight preparation, elements of the flight task necessary to ensure a safe return are loaded from the central computer into both multifunctional indicators with a push-button frame containing a computing part, and if the central computer fails, both multifunctional indicators process information from the general aircraft radio-electronic equipment and a signal concentrator unit, indicate spatial flight parameters based on information from flight navigation equipment and an integrated control system, providing indication of information from landing aids, indicate the route to the return airfield and the direction of approach to the airfield based on information from elements of the flight mission or manually specified by the pilot through multifunction buttons, indicate the state of on-board systems, fault messages, warning and emergency alarms, which are issued to the communication system for voice notification of the pilot, provide the ability to control the communication system, view and scroll through fault messages through the multifunction buttons of the multifunction indicator. The signal concentrator unit converts information in analog form from general aircraft equipment and transmits it to multifunctional indicators via radial communication lines, begins to execute algorithms for direct automatic control of the air conditioning system and ensures synchronization of the operation of multifunctional indicators by transmitting operating parameters and status between them via radial communication lines, and the backup instrument system indicator, equipped with a screen and an autonomous inertial positioning device, provides an indication of the aircraft's attitude and landing assistance based on information from flight navigation equipment and an integrated control system received via radial communication links.

EFFECT: increasing the fail-safety of a single-seat combat aircraft and expand the functionality of the pilot in the event of a failure of the central computer.

4 cl, 1 dwg

Description

The invention relates to methods for ensuring the flight safety of an aircraft.

If the central computer fails in modern integrated on-board systems, both the amount of information provided to the pilot and the methods of influencing on-board systems are significantly reduced, which can lead to an emergency or catastrophic situation. In this case, it is necessary to provide the pilot with all the information and methods of controlling the systems required to complete the flight safely.

A known control system for general aircraft equipment with a distributed computing resource (RU 2631092 C1, published on March 25, 2016) contains a first computer-hub unit interacting via a multiplex channel of information interaction and a backup channel of information interaction with general aircraft equipment, a complex of avionics, and a pilot’s console. a computer-hub block, a signal conversion block, a protection and switching block, each of which contains a main channel, characterized in that the system contains the first and second process control blocks, n-signal conversion blocks, k-protection and switching blocks, forming the main and backup circuits, the main circuit consists of the first computer-hub block and the second block of the computer-hub, the first process control block and the second process control block, as well as n-blocks of signal conversion and k-blocks of protection and switching, interacting with each other via a multiplex channel information exchange and a backup information exchange channel, and the backup circuit consists of a first process control block and a second process control block, n-blocks of signal conversion and k-blocks of protection and switching, and each of the process control blocks interacts with a specialized control device and contains interacting between themselves, a signal receiving module, a processor module, a power command module and a module for distributing computing resources of the process control unit, each of the k-protection and switching blocks contains the main and control channels interacting with each other, where the main channel consists of interacting main channel processor modules and modules for transmitting power commands of the main channel and a module for distributing computing resources of the protection and switching unit, and the control channel consists of interacting control channel processor modules and modules for transmitting power commands of the control channel, each of the n-blocks of signal conversion contains the main and interacting control channels, where the main channel consists of an interacting module for receiving analog signals of the main channel, a module for receiving discrete signals of the main channel, a processor module and input/output of the main channel, a module for distributing computing resources of a signal conversion unit, the control channel consists of interacting modules receiving analog signals of the control channel, a module for receiving discrete signals of the control channel, a processor module and input/output of the control channel, each computer-hub unit contains the main and control channels interacting with each other, where the main channel consists of an interacting module for receiving one-time commands of the main channel , calculator module of the integrated main channel, module of the transmitter of one-time commands of the main channel, module of distribution of computing resources of the computer-hub unit, the control channel consists of an interacting module for receiving one-time commands of the control channel, module of the calculator of the integrated control channel, module of the transmitter of one-time commands of the control channel, Moreover, each computing resource distribution module contains a non-volatile memory, a comparison device, and a device for receiving control commands from the pilot's console.

The disadvantage of this technical solution is its narrow functionality (ensuring interaction only with general aircraft equipment), which is not enough to ensure safe return in the event of a failure of the central computer.

A known complex of on-board equipment (RU 2592193 C1, published on March 23, 2015), containing on-board radio-electronic equipment containing control and indication means, a secondary system and a computing core, interconnected through an on-board information exchange network, and the computing core includes the first, second, third central computers and fourth, fifth and sixth central computers connected to the on-board information exchange network through the first and second AFDX switches; an integrated overhead control panel and an integrated system for collecting, monitoring and recording flight information connected to the said on-board information exchange network; a control system for general aircraft equipment, including the first and second blocks of computer-hubs, the first inputs and outputs of which are connected to the mentioned on-board information exchange network, and the second inputs and outputs - to the first inputs and outputs of the signal conversion unit and the protection and switching unit, the second inputs - the outputs of which are connected to general aircraft equipment; a control system for an integrated control system containing first and second information and computing complexes connected to the said on-board information exchange network; the computing part of the cruising power plant, containing the first and second control and monitoring units connected to the said on-board information exchange network, general aircraft systems with their own computers, including a power supply system controller connected to the said on-board information exchange network, a flight attendant console, an air conditioning system controller, an electronic auxiliary power unit control unit; controller of the main and backup power supply system, controller of the automatic pressure control system and controller of the fire protection system, characterized in that the mentioned central computers, as well as the first and second blocks of computer-hubs, the first and second blocks of control and monitoring of the propulsion power plant, as well as all the mentioned controllers are made according to heterogeneous architecture.

The disadvantage of this technical solution is the impossibility of its use for a single-member crew, its specialization for civil aviation and the display of information on display devices only based on information coming from the central computer (on-board central integrated modular computing system).

Thus, the objective of the claimed invention is to eliminate the disadvantages of the prior art.

The technical result to which the claimed invention is aimed is to increase the fail-safety of a single-seat combat aircraft and expand the functionality of the pilot in the event of a failure of the central computer.

In the future, when characterizing the developed method, the following abbreviations will be used:

MFI - multifunctional indicator,

BKS – block signal concentrator,

LA - aircraft,

SINS - strapdown inertial navigation system,

ISRP - indicator of a system of backup devices,

PNO - flight navigation equipment,

KSU is a comprehensive management system,

ARK - automatic radio compass,

KAI - collimator aviation indicator,

RV - radio altimeter,

PUI - control and display panel,

MFPI - multifunctional display panel,

RUS - aircraft control stick,

RUD - engine control handle,

IR - indication frame,

PIL - aerobatics,

KIS - information signaling channel,

CSO - central signal light,

SDU - remote control system,

SAS - emergency alarm system,

SAU - automatic control system,

SOS - system of restrictive signals,

OOU - separate governing bodies,

SNS - satellite navigation system,

OMS - weapon control system,

TS - fuel system,

SKV - air conditioning system,

SUVSH - landing gear retraction/release system,

SOZHE - crew life support system,

SES - aircraft power supply system,

GPS - hydropneumatic system,

SOLS - windshield heating system,

The declared technical result is achieved using the claimed method, which is characterized by the fact that at least two multifunctional indicators are located in the aircraft, which contain a multifunctional push-button frame and a computing part that ensures the operability of on-board algorithms, into which, during pre-flight preparation, elements of the flight data are loaded from the central computer tasks necessary to ensure a safe return, and in the event of a failure of the central computer, both MFIs process information from radio-electronic, general aircraft equipment and the signal concentrator unit (BCS), indicate spatial flight parameters based on information from flight navigation equipment (FNA) and an integrated control system (KSU) providing indication of information from landing facilities, indicate the route to the return aerodrome with the direction of approach to the aerodrome according to information from the elements of the flight mission received by the MFI in normal operation mode, or manually specified by the pilot through multifunction buttons, indicate the state of on-board systems, failure messages , warning and emergency alarms, which are issued to the communication system for voice notification of the pilot, provide, through multifunction buttons, the ability to control the communication system, view and scroll through failure messages. In the event of failure of one MFI, the PIL indication frame and the CIS indication frame are installed on another operational MFI, while the PIL frame is displayed on the left MFI on the right, on the right MFI on the left. The BCS converts information in analog form from general aircraft equipment and transmits it to the MFI via radial communication lines, begins to execute algorithms for direct automatic control of the ACS, and ensures synchronization of the operation of the MFI by transmitting operating parameters and status between them via radial communication lines, and the indicator of the system of backup devices, equipped with a screen and an autonomous inertial positioning device, it provides an indication of the aircraft's spatial position and assistance during landing based on information from the anti-aircraft control system and control system received via radial communication lines. Increased fail-safety is achieved through:

a) implementation of the radio control function in the MFI, ensuring redundancy;

b) maintaining an indication to the pilot of fault messages and the status of most systems by introducing direct radial communication lines between indicators and aircraft equipment and the BCS;

c) introducing at least double redundancy for calculating the aircraft location (two SINS and an ISPI) and displaying this information (two MFIs and an ISPI);

d) organizing mutual control of both MFIs through radial connections with the BCS block.

Expansion of functionality is achieved by transferring to the MFI part of the flight task containing the information necessary for performing a backup return and landing.

In most implementation options of the developed method:

- MFI is a device designed to display information, equipped with multifunction buttons and a computing part designed to solve algorithmic problems,

- PNO is understood as a set of systems that determine the spatial position and location of the aircraft, as well as ensuring the landing of the aircraft, and consisting of at least two devices for autonomous determination of location and spatial parameters (for example, SINS and/or SNS), navigation and landing radio equipment ( KATHET-SP, ILS, MLS, etc.), RV, ARK,

- CCS is understood as a system that performs the functions of an aircraft control system, a remote control system and an air signal system, and is intended to control aircraft control surfaces and calculate airspeed parameters,

- BCS is a device designed for:

ο converting analog signals and one-time commands into digital form;

ο converting digital commands into analog form;

ο re-switching information coming from one digital line to another.

- KAI is a display device installed on the instrument panel in front of the pilot and designed to display symbolic and graphic information on the windshield against the backdrop of the cockpit environment, while on the front panel of the KAI there is a PUI designed to control on-board electronic equipment (navigation systems, communication systems ),

- MFPI is a device equipped with a display, multifunction buttons and a computing part, designed to display information and enter commands by the pilot that do not require rapid response,

- ISRP is a device equipped with an autonomous location system (for example, vertical heading) and a screen. The ISRP is designed to display to the pilot flight and navigation parameters calculated independently, and landing marks, according to information from on-board landing aids,

- radial communication lines mean digital communication lines that provide transmission in “point-to-point” and/or “one-to-many” formats, for example, RTM 1495-75,

- general aircraft equipment means systems that ensure the functioning of the aircraft and the life of the pilot, for example, vehicles, GPS, SKV, SUVS, SOLS, a set of emergency escape means and others,

- controls in the cockpit mean: controls on the stick and thrust levers (buttons and joystick), trigger, control panels for general aircraft and radio-electronic equipment, central signal light and buttons/toggle switches for turning on equipment and modes,

- SAS is understood as a device consisting of several light displays and a control unit that provides illumination of these displays based on signals from on-board systems.

Next, the claimed invention is illustrated in more detail by the drawing (Fig. 1), which shows a version of the on-board equipment of a manned aircraft that implements the claimed method.

But this embodiment does not limit the implementation of the claimed method, but is given only as an example.

The on-board equipment of a manned aircraft includes two multifunctional indicators (MFI1 and MFI2) with a push-button frame and a computing part, and a BCS. The MFI is designed to operate in two modes:

- standard, with the central computer running;

- backup, in case of failure of the central computer.

At the same time, processing in the MFI and the exchange of information between the MFI and other systems connected via radial communication lines, in the interests of ensuring the tasks of the backup circuit, are always carried out. When switching to the backup circuit, the MFI automatically changes the sources of information for the algorithms from the central computer to on-board systems.

Each MFI is connected by inputs and outputs via on-board digital communication lines with a central computer, communication system, PNO, KSU, BCS, engine control system, operational controls on the RUS and RUD and SAS. The MFI is connected by inputs via on-board radial communication lines to the vehicle and control system.

Each BCS is connected via on-board digital communication lines by inputs and outputs to the central computer and both MFIs. Each BCS is connected by inputs and outputs via analog communication lines with general aircraft equipment, at least with those that ensure the safe completion of the flight (SES, TS, hydropneumatic system, engine control system, SAS, etc.).

The number of BCS installed on board is determined by the required number of received and issued analog signals, as well as the required degree of their redundancy, depending on the criticality of the received/issued signals, but not less than two.

If a failure of the central computer is detected, the MFIs switch to a backup mode of operation (backup circuit). When switching to the backup circuit, the following distribution of indication frames (IR) is established:

- on the left MFI (MFI1) in two half-frames, from left to right: IR “Tactical situation” and IR “Control and display panel”;

- on the right MFI (MFI2) in two half-frames, from left to right: IR “Pilotage” (IR PIL) and IR “Information Signaling Channel” (IR KIS).

- when switching to a backup circuit with one failed MFI, or when working in a backup circuit and subsequent failure of one of the MFIs, IR PIL and IR CIS are installed on the working MFI. The pilot has the ability to change the location of frames by pressing buttons on the MFI.

IR PIL provides the pilot with information about the spatial position of the aircraft, its altitude and speed parameters and displays information from on-board landing aids to ensure a safe landing.

IR CIS serves to inform the pilot about the state of on-board systems and issue emergency, warning and information messages. Information for the frame is generated in the MFI based on data received either directly via radial communication lines from the systems or from the BCS.

The “Tactical Situation” IC displays the flight plan to the landing airfield, radio beacons and landing beacons, indicating their distance and direction. If necessary, the pilot has the opportunity to change the landing aerodrome and the landing approach direction by influencing the MFI controls.

The IC “Control and Display Panel” is designed to control the communication system, provide hints to the pilot on how to control radio equipment, and work with the parameters of the landing airfield. Information for the frame is generated in the MFI based on data received from the communication system and PNO.

In order to increase safety and expand functionality during normal operation, the MFI is loaded with part of the flight task necessary to ensure the safe completion of the flight. This part includes, for example, the coordinates and characteristics of the landing aerodrome(s), landing aids at the aerodrome, radio beacons along the trajectory, and others. When switching to backup mode, this data is used to display the “Tactical Situation” IR on the flight plan and on other frames.

In the reserve circuit, MFPI and KAI can be either extinguished, due to the lack of information from the central computer, or, in the case of radial connections with the relevant systems (MSS, PNO):

- the “Cargoes” IC is displayed on the MFPI (in the reserve circuit, the MFPI is used only to indicate the status of the suspensions, information input and frame switching are not provided);

- the KAI displays a mnemonic frame with the angular positions of the aircraft and altitude-speed parameters according to data from the PNO and control system. The PUI stops displaying information (the functions of the PUI are performed by the MFI with the IR “Control and Display Panel”).

To ensure mutual control of the normal functioning of the indicators, the following parameters are introduced into the information exchange with the BCS: “Service of the MFI” and “Indicator of the dynamics of the MFI”. All BCSs translate these parameters from MFI1 to MFI2 and from MFI2 to MFI1 for reconfiguration in the event of failure of one of the MFIs.

When receiving the “MFI Serviceability” parameter with a value equal to “O” or a constant value of the “MFI Operation Dynamics Indicator” parameter within 3 clock cycles from all serviceable BCSs or a malfunction (loss of communication) of all BCSs:

- on a working MFI:

- a decision is made about the malfunction of another MFI. The inscription “Failure” is displayed indicating the MFI;

- IR PIL and CIS are algorithmically installed, regardless of the previous state, with the ability to call through the MFK IR “Tactical situation”, “Control and display panel”.

- on a failed MFI:

- the MFI may go into failure mode or random image behavior may appear.

When switching to the backup indication and control circuit, MFI1 and MFI2 assign the value “1” to the “Interaction mode” attribute transmitted to the communication system. Having received this value, the communication system switches to the “active” mode of operation with the MFI and begins to reproduce voice messages and control commands coming through the communication line with the MFI. Repeated playback of the same messages, the signs of which came through different channels, is blocked by the internal algorithms of the product.

When switching to operation in a backup circuit, the communication system:

- ceases to perceive command information from the central computer, regardless of the state of the exchange (yes or not);

- saves the settings preceding the transition to operation in the backup circuit.

In the backup circuit, the pilot has the ability to change the communication channel, radio frequency, and volume through multifunction buttons on the MFI.

In the reserve circuit, the BCS continues to receive information from general aircraft equipment in analog form, converts it into digital form and transmits it via radial communication lines to the MFI. MFI uses it to generate warning and emergency alarms, as well as inform the pilot about the status of on-board systems.

Also, in the reserve circuit, in order to increase safety and reduce the load on the pilot, automatic control of some general aircraft systems (for example, VCS, braking parachute control system) is organized directly in the BCS, according to simplified logic.

In the interests of notifying the pilot about the presence of a malfunction, in normal mode the BCS receives commands from the central computer to ignite and extinguish the “Look for failure” button lamp. If the central computer fails, the formation of this command is undertaken by both MFIs (if 2 MFIs are operational) or by a working MFI (in the event of a failure of one of the MFIs).

When you press the corresponding button on any MFI, a signal to clear the refusal message is generated and issued in the SAS and in the BCS. When receiving the specified parameter from MFI1 (MFI2), all BCSs transmit it to MFI2 (MFI1) in order to scroll through the queue of failures on it and reset the “CSO ignition” command.

When the lamp-button “See failure” is extinguished by pressing the button itself, this press is transmitted to all BCSs, which broadcast it to MFI1 and MFI2. Removing the current fault message and resetting the command “Ignition of the central heating system” is carried out by MFI1 (MFI2) upon receipt of this command from at least 2 BCS.

Indication of the most critical failures leading to an emergency or catastrophic termination of the flight, such as (“Engine fire”, “Hydraulic system failure”, “SDU failure”, etc.) is duplicated on the pilot’s instrument panel in the SAS system in the form of small light displays. On each of the boards there is an inscription indicating the corresponding refusal. If a failure is detected, the command to ignite the corresponding display is sent to the SAS from the BCS or the corresponding system.

Work with systems from the PNO is carried out in a backup circuit only from their own control panels. Information from these systems is provided without feedback.

The selection of flight and navigation information for display and calculations in the MFI occurs as follows:

- if automatic mode is selected on the control panel for inertial navigation systems, the MFI uses the default system. At the same time, if a failure of this system is detected, or there is no reliability of exchange with it, the MFI switches to a backup one,

- when the switch on the control panel of inertial navigation systems is in the position of selecting a specific system, both MFIs interact with it, automatic switching to another is not performed,

- in case of failure or lack of communication with inertial navigation systems from the PNO, the MFI uses information from the ISRP.

The ISRP product in the backup circuit does not receive data from the central computer, which is why position bars are not displayed on it in the “Landing” mode, and the specified course is entered manually. For indication, the ISRP receives data from the control system and the control unit, similar to the normal operating mode.

In the MFI, the serviceability of the ISRP, as well as the angular parameters of the aircraft from the ISRP, are transmitted through the BCS.

The control system continues to function normally, but due to the lack of input information from the central computer, it blocks the activation of the trajectory modes of the automatic control system and generates a failure of the self-propelled control system. Removing SOS restrictions can be done manually from the remote control in the cockpit using the “Off” toggle switch. SOS". In this mode, the control system provides autonomous modes of the self-propelled guns: alignment to the horizon, stabilization of barometric altitude, stabilization of angular positions (roll, pitch), stabilization of indicated speed, as well as control of the aircraft by the pilot through the RUS.

Claims (4)

1. A method for ensuring a backup return of a single-seat combat aircraft in the event of a failure of the central computer, characterized by the fact that the aircraft contains at least two multifunctional indicators, which contain a multifunctional push-button frame and a computing part that ensures the operability of on-board algorithms, where elements are loaded during pre-flight preparation flight mission, necessary to ensure a safe return, which, in the event of a failure of the central computer, process information from the radio-electronic general aircraft equipment and the signal concentrator unit, indicate spatial flight parameters based on information from flight navigation equipment and an integrated control system, ensuring the display of information from landing aids, indicate the route to the return aerodrome and the direction of approach to the aerodrome according to information from the elements of the flight mission or specified manually by the pilot through multifunction buttons, indicate the state of on-board systems, failure messages, warning and emergency alarms, which are issued to the communication system for voice notification of the pilot, provided through multifunction buttons of multifunctional indicators the ability to control the communication system, view and scroll through fault messages, while the signal concentrator unit converts information in analog form from general aircraft equipment and transmits it to multifunctional indicators via radial communication lines, and also begins to perform algorithms for direct automatic control of the air conditioning system and ensures synchronization of the operation of multifunctional indicators by transmitting operating parameters and status between them via radial communication lines, and the indicator of the backup instrument system, equipped with a screen and an autonomous inertial position determination device, provides indication of the aircraft’s spatial position and assistance during landing based on information from flight navigation equipment and integrated control system supplied via radial communication lines. 2. The method according to claim 1, characterized in that the angular position of the aircraft and altitude-speed parameters are displayed on the collimator aviation display according to data from flight navigation equipment and the control system. 3. The method according to claim 1, characterized in that the status of the suspensions is indicated on the multifunctional control panel. 4. The method according to claim 1, characterized in that in the event of a failure of one multifunctional indicator, the Pilotage indication frame and the Information Alarm Channel indication frame are installed on another functional multifunctional indicator.

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