RU2497175C1 - Flight display system and cognitive flight display for single-rotor helicopter - Google Patents

Abstract

FIELD: information technology.

SUBSTANCE: cognitive flight display further displays dynamic motion parameters, parameters of control devices and dynamics of movement thereof, meteorological parameters in all flight modes, as well as the maximum allowable takeoff/landing weight, preliminary and/or final estimate of longitudinal and transverse inclination angles of the landing strip and the nature of obstacles thereon, as well as a visual emergency-warning signalling information on the listed parameters, wherein a single-window format of presenting flight information displays digital counters/signalling devices, fixed/movable indices, pop-up indices, pop-up text messages, which change their colour and the background colour depending on the current value the controlled parameter and operating algorithms of the improved on-board emergency-warning signalling information system.

EFFECT: high efficiency of the system for displaying flight parameters and space outside the cabin by using cognitive technologies.

6 cl, 6 dwg, 3 tbl

Description

The group of inventions relates to integrated complexes of onboard equipment of a helicopter, in particular to a flight visualization system (hereinafter - SVP), namely visualization systems for flight flight parameters, instrumental systems for visibility of the environment of the cockpit space (organization of the display of the sky space, the plane of the underlying surface and the line separating them ), real-time display systems of obstacles on the underlying surface in helicopter take-off and landing zones, display systems synthesized visibility of the cockpit space of the underlying surface at the stages of climb, horizontal flight, descent, landing to the decision altitude, a system for improved display of the altitude profile of the terrain and for preventing helicopter collisions in controlled flight with the earth's surface and artificial obstacles on it, as well as cognitive flight indicator (hereinafter - KPI), designed to display the parametric and signal information characteristic of a single flight tovogo helicopter.

SVP and KPI are intended for safe piloting of a helicopter at all stages of flight (launch of power plants and transmission promotion, taxiing, hovering, moving, take-off, horizontal flight, lowering, landing) and flight modes (maintaining the set speed, course, altitude, roll, pitch , including for performing any maneuvering modes) at any time of the year, at any time of the day, regardless of the type of coating (concrete, asphalt concrete, soil, including covered with snow, sand, moisture, ice) of the underlying surface of the helicopter take-off posa the landing site (hereinafter - VVPP) in various climatic conditions, in simple and complex meteorological conditions, including with visual visibility close to zero.

The claimed SVP and KPI take into account the design and dynamics of the helicopter and its control, the specifics of its use as a vehicle intended for off-aerodrome use, and the adverse impact of external factors on the safety of helicopter flights.

BACKGROUND OF THE INVENTION

During the flight operation of serviceable and controlled single-rotor helicopters, problems arise in ensuring flight safety due to the unintentional exit of the helicopter at the borders (outside) of flight operational restrictions with the subsequent loss of controllability when the helicopter is exposed to adverse external disturbances, as well as crew errors in piloting technique due to the insufficiency (deficit) and poor quality of the crew information support for flight parameters, as well as due to the loss of a visa by the crew noy visibility environment zakabinnogo space (visual sight terrestrial landmarks) in contact with the helicopter in the formation conditions of the snow / dusty vortex and / or in bad weather (SMU).

In order to identify the causes of aircraft accidents and serious incidents (hereinafter referred to as AP and SI), an analysis was made of the flight safety state during operation of Mi-8 type single-rotor helicopters and its modifications used in Civil and State Aviation (according to the classification given in the Air Code of the Russian Federation ) For the period 2000-2009 it was revealed that along with other causes of AP and SI, the erroneous actions of crews are dominant. Analyzes of the causes of the occurrence of airframes and SI show that crews do not always use the helicopter's available reserves for stability and controllability to localize special situations that arise in flight, and also make systematic errors in the piloting technique when operating a serviceable helicopter due to a shortage (insufficiency) and / or poor quality information support for the following factors:

1. External factors affecting flight safety due to the design and aerodynamics of the helicopter, including:

- the speed and direction of the wind and its longitudinal and lateral components at all stages of flight, especially when performing takeoffs and landings on sites selected from the air, on which there is no meteorological support for flights;

- the technical condition of the runway: the longitudinal and transverse angles of inclination of the runway, the presence of obstacles, soil strength, low contrast of the underlying surface, and sometimes the unknown physical condition of the site (for example, the thickness of ice covered with fresh snow);

- erroneous determination by the crew of the maximum permissible take-off / landing mass of the helicopter, depending on the actual meteorological conditions (wind speed and direction, atmospheric pressure, outdoor temperature) at the take-off and landing places due to the lack of appropriate meters on board the helicopter;

- lack of information support about moving and stationary obstacles and the distance to them, power transmission towers and wires in the take-off and landing area of the helicopter in SMU.

2. The insufficiency and low quality of the presentation of the helicopter crew on the indicators of aerobatic parameters due to incomplete accounting of the aerodynamic features and dynamics of the helicopter in the following parameters:

- about the longitudinal and transverse speeds of the helicopter moving at the stages of hovering (hovering), movement relative to the earth / water surface at small and extremely low altitudes at the moments of landing and separation, takeoffs and landings by helicopter;

- about the angular velocity of rotation - the angular velocity of yaw at all stages of flight, and especially at the moments of landing in conditions of poor visibility and the formation of a snow / dusty vortex;

- low instrument speed in take-off, landing and taxiing zones.

3. Ergonomic deficiencies in the presentation of information on the parameters of the position of the helicopter controls and their dynamics, while these parameters are important aerobatic parameters and should be constantly in the pilots' field of view at almost all stages of the flight, namely:

- diversity (dispersion) on the dashboard (information field of the display) of information on the current position of the STEP-GAS handle (angle of installation of the rotor blades, hereinafter referred to as NV), revolutions of NV (rotational speed of NV), revolutions of turbocompressors of power plants;

- lack of information on the pace (speed) of the "STEP-GAS" handle, the speed of shifting the pedals to control the angles of installation of the tail rotor blades (PB).

4. Lack of information support for the crew about the characteristics of the outside space (about the moving line of the artificial horizon, which in its position and movement corresponds to the line of the true horizon, visible by crew members from the helicopter cockpit in simple weather conditions) when exposed to conditions of loss of visual contact with landmarks and when the formation of a snow / dusty vortex or SMU.

5. Lack of information support for the crew to prevent the helicopter from entering the “vortex ring” mode in the restricted area: instrumental speed — vertical speed of descent — true flight altitude.

6. Deficiencies in providing the crew with alarm warning information on the following parameters:

- longitudinal and transverse angles of inclination of the runway;

- longitudinal and transverse components of wind speed;

- longitudinal and transverse speeds of movement relative to the underlying surface at low altitudes;

- angular velocity of rotation - yaw rate;

- critical angles of roll, pitch at low altitudes at the moments of landing, separation, taxiing, movements, hovering, hovering;

- exceeding the maximum allowable take-off / landing masses depending on the actual meteorological conditions;

- driving dynamics: lack of visual, audible, tactile warning and emergency alarm information about the fall / excess of the rotational speed of the HB, the speed of movement of the STEP-GAZ handle, and the speed of movement of the pedals of the steering screw set by operational limitations;

- alarms about the minimum permissible safe flight altitude (hereinafter - MBV), designed to prevent a helicopter from colliding with the earth's surface and artificial obstacles on it, depending on the nature of the relief of the underlying surface (plain, hilly, mountainous), flight speed and the flight rules used by the crew.

To prevent erroneous actions of the crew in a controlled flight and to increase the level of flight safety associated with preventing a helicopter from colliding with the earth's surface, obstacles on it and possible rollover, as well as loss of helicopter controllability, it becomes necessary to improve the crew’s existing information support by providing it with additional parametric and signal the information given in table 1.

This information should significantly improve the visualization of the performance by flight and navigation parameters, as well as provide the crew with a clear and high-quality intuitive display of the external environment of the cockpit space and obstacles on it regardless of the time of year, day, actual meteorological conditions, type of underlying surface, technical characteristics of the type of coating Runway in real time and provide improved instrumental visibility of the cockpit space at the take-off stages, maneuver tion at extremely low altitudes decrease and approach in a helicopter and an aircraft.

In this regard, on the SVP indicators, the presentation format (display type) of the current dynamic state of the helicopter takes into account the design features and dynamics of the helicopter, the adverse effects of external factors and its control features, flight restrictions for all stages and flight modes. This allows you to reduce the psychophysiological load on the crew, reduce the mental effort associated with the need to perform calculations in the mind while piloting a helicopter in a rapidly changing current aerodynamic situation, reduce the decision-making time for helicopter control through the use of cognitive technologies and minimize areas of uncertainty (“doubt zones” )

Abbreviations used in English:

1. HUD (Head-up display) - flight indicator on the background of the windshield glazing of the cockpit lantern.

2. IPFD (Integrated primary flight display) - integrated primary flight display

3. EFVS (Enhanced Flight Visual System) - the system of improved instrumental flight visibility of the cockpit space

4. CVS (Combine visual system) - a system of combined visibility formed by superimposing symbolic flight information on EFVS

5. EGPWS / HTAWS (Enhanced Ground Proximity Warning System / Helicopter Terrain Avoidance Warning System) - an improved ground proximity warning system with a global database of altitude profiles of the underlying surface under the helicopter and in the direction of flight.

6. SVS (Synthetic Vision System) - a system of synthesized vision of the underlying surface.

7. ILS - indicator against the background of the windshield glazing of the cockpit.

8. MFI - multifunctional indicator.

The results of the analysis of the helicopter flight safety state indicate that even with qualified information support, even a qualified crew is not able to efficiently solve these problems and make full use of the helicopter’s technical capabilities for controllability and stability in order to prevent aircraft and SI in each specific flight, especially in conditions helicopter hit the SMU at low altitudes and the absence on board of the crew information support, shown in table 1.

Known modern integrated systems for airborne equipment for single-rotor helicopters of the Mi-172 type - IBKV-17 (1 / 179790.html), _novyie_vertoletyi_mi_na_maks20U.html), an integrated airborne equipment complex IBKO-38 of the Mi-38 helicopter (developed by Transas, Russia ), which made it possible to significantly expand the helicopter's functional capabilities, increase flight safety to some extent, and give the cockpit an ergonomic and modern look using the “glass cockpit” concept of Honeywell (USA).

The IBKV-17 complex provides piloting and navigation of a helicopter day and night in simple and difficult weather conditions by a crew of two pilots, instrumental approach approach (when installing additional equipment - according to ICAO category II), approach approach by GPS / GLONASS signals, automatic control of the operation of helicopter equipment. The duplicated helicopter computing system provides continuous calculation of the current coordinates of the helicopter's location and correction according to the data of autonomous navigation aids (automatic or by crew command).

Navigation information is superimposed on a moving map, which displays the image of the underlying surface, formed by the early warning system of approaching the ground, and the image from the weather radar. Additionally, an image from various optical systems and video cameras installed on board can be displayed.

Improving flight safety is ensured by using modern means of navigation, landing and communication; the safety of low-altitude flights is guaranteed through the use of an early warning system of approaching the ground. In addition, the complex is adapted for working with night vision goggles.

However, the disadvantages of the above integrated systems are the limited amount of information provided to the crew for the safe piloting of the helicopter at all stages and flight modes, associated with incomplete consideration of the aerodynamic and helicopter control features, the influence of external factors on flight safety, especially with regard to takeoffs and landings in formation conditions of a dusty / snow vortex; lack of information on actual meteorological conditions at summer and landing, and, especially, the unknown impact of the wind and inaccurate information about the technical condition of helicopter landing sites, in particular the actual longitudinal and transverse angles of inclination of the underlying surface, the presence of obstacles on it. Those. there is no information support for the crew in sections 2, 3, 4 of table 1, there is no alarm warning information at low and extremely low altitudes associated with the characteristics of the dynamics of the flight of the helicopter (partially there is information on paragraphs 1.2 and 1.3).

Currently, a number of foreign aerospace companies are known that are developing new technologies that are designed to provide takeoff and landing of aircraft in extremely adverse weather conditions, for example, in conditions of low cloud cover and visibility of less than 30 meters.

The United States, Britain, France and Germany are actively participating in attempts to solve the problem of ensuring the safety of helicopter flights. However, no ready-made solutions have been found to date (www, aviationtoday.com/regions/usa).

The leaders in this area are Sikorsky Aircraft Corp. (USA), Rockwell Collins Inc. (USA), Gulfstream Aerospace Corporation (USA), Honeywell International (USA), Garmin (USA), Aspen Avionics (USA), Eads Deutschland GmbH (Germany), Thales (France) and several others.

The aerospace company Honeywell International has developed a new technology for aircraft called the Enhanced Flight Visual System / Synthetic Vision System (EFVS / SVS) - an enhanced instrumented cabin visibility / synthesized vision system for the underlying surface. The SVS system provides the crew with a database and graphical 3D visualization of aircraft routes, showing on the indicator in a schematic form the surface of the earth over which the aircraft is flying and possible obstacles on it.

The new EFVS system works with infrared sensors mounted on the "nose" of the aircraft, and receives real earth surface display data, "superimposing" them on the SVS data. Together, two data arrays allow the crew to observe the terrain in the take-off and landing area of the aircraft, as on a “clear day”. Information is displayed on Honeywell aerobatic displays (IPED), which are LCD screens mounted on the dashboard in the cockpit. The EFVS / SVS system is used on Gulfstream aircraft. Currently, the EFVS system is being tested on helicopters. Despite the solution of one of the main problems of the helicopter - providing the crew with improved instrumental (instrument) visibility of the cockpit space of the underlying surface in the take-off and landing areas of the helicopter, the above system does not solve the problem of ensuring the safety of helicopter flights in the complex, as shown in table 1 in paragraph 1 , 2, 3 due to the limited amount of information required by the crew to ensure flight safety at all its stages and modes.

It is known that Honeywell International, together with other American firms - Sikorsky Aircraft Corp., Sierra Nevada Corp. working on a new helicopter landing system - Sandblaster, designed to ensure flight safety in the conditions of formation of a dusty / snow whirlwind with zero visibility and / or lack of reliable crew information about the terrain in the landing area using a millimeter radar (MM3) and a laser radar (LADAR). The system uses modern technologies for visualizing the camber space of the underlying surface, sensors that “see” the earth's surface through a cloud of dust, synthetic vision systems and joint data processing. At the touch of a button, an automatic helicopter control system (developed by Sikorsky Aircraft Corp.) is activated, which transfers it from flight mode to hover mode at low altitude above a predetermined landing site with virtually no displacement. In the process of approaching the ground, a three-dimensional radar (developed by Sierra Nevada Corp.), the action of which is possible through sand and dust, detects obstacles and objects located in the landing zone. The on-board indicator displays a three-dimensional image of the landing zone and its surroundings, obtained from the radar, a local outdoor observation sensor (SLEEK - developed by Honeywell International) and a synthetic surface vision system (SVS). The system allows you to detect obstacles and objects in the landing area within 360 °.

Safety tests on a BLACK HAWK helicopter in January 2009 showed that the crew can safely land the helicopter on a site with many dangerous obstacles and also having a slope. [110VgnVCM1000004f62529fRCRD]. However, it is necessary to keep in mind that in order to ensure complete safety in a controlled flight, it is also necessary to solve the tasks shown in Table 1, paragraphs 1, 2, 3.

Currently, Sikorsky Aircraft Corp. works under a contract with DARPA (Defense Advanced Research Projects Agency - an agency of advanced defense research projects - the US Department of Defense) of the new landing system for helicopters Sandblaster, designed to display the environment using a 94 GHz radar that allows the pilot to see the earth’s surface through the cloud ().

The development of real-time instrumented visibility of the outside space and the synthesized visibility of the inside space is carried out in accordance with the requirements of the US standard RTCA DO-315 "Minimum Aviation System Performance Standard (MASPS) for Enhanced Vision Systems (EVS), Synthetic Vision Systems (SVS), Combine Vision Systems (CVS) and Enhanced Flight Vision Systems (EFVS). ”

A program similar to the American Sandblaster exists in the UK under the name LVL (Low-Visibility Landing - low-visibility landing) - (09 / sandblaster-and-lvl-clear-air).

As part of the work on “LVL”, developers are trying to find a solution that would allow the pilot to have visual information about the technical characteristics of the touchdown zone and which would be reflected on the windshield or in the form of a helmet-mounted display. “LVL”, like the Sandblaster system, is based on joint data processing technology (from LADAR, infrared and millimeter radars) superimposed on a terrain database. Atlantic Inertial Systems - AIS (formerly BAE Systems Inertial Products) - the developer of the TERPROM - obstacle detection system, takes part in this work.

The LVL system should provide data on the exact position of the helicopter in relation to the obstacle, as well as eliminate errors in the maps. It can work in the absence of GPS. By integrating obstacle data with active sensor data, you get a complete picture of the real-time landing zone immediately before the helicopter enters the dust cloud.

However, just like the systems described above, “LVL” does not solve the flight safety problems associated with external factors affecting the helicopter (the influence of wind, tilt angles of runways, additional landing gear pneumatics in low-strength soil), with control features by helicopter (pace of movement of the control lever for the installation angles of HB blades, pace of movement of the pedals of control of the angles of the installation of HBs, fall or excess of the rotation speed of HBs) and ergonomic imperfections in the presentation of e ipazhu parametric and signaling information necessary for the safe carriage of piloting. Those. only the problems given in clause 4 of table 1 are successfully resolved.

Known US patent No. 7642929, G01C 23/00, publ. 01/05/2010, which discloses a crew information support system for helicopter landing. It owes its origin to military operations in Iraq, Saudi Arabia and Afghanistan. During landing, the helicopter raised a cloud of dust and sand up to 100 feet high so that the landing area was hidden from view. In accordance with the claims, the helicopter is equipped with cameras (for example, an infrared camera) and sensors that detect the presence of obstacles on the site to prevent collision with them when landing before a dust cloud forms. As a sensor, a night vision camera or electronic radar (or LADAR) is used. Signals from the sensors enter the computer's memory. There is also an inertial navigation system that processes the output signals of the helicopter control system. It can be signals of roll, pitch, yaw, as well as information about the height and speed of the helicopter. It is possible to get a 3-dimensional image of the surrounding landscape upon landing. Data is displayed on a conventional cathode tube screen, or on indicators on the windshield, or on helmet-mounted indicators. Thanks to a number of algorithms, an image in real time is formed. However, this system also has a number of shortcomings in information support, including a lack of information:

- about the speed and direction of the wind at all stages of flight, and especially at the stages of take-off and landing in a helicopter;

- on the maximum allowable take-off / landing masses, depending on the actual meteorological conditions at the place of take-off and landing of the helicopter;

- about the features of controlling the helicopter (the rate of control of the general step of the HB, the pace of shifting the pedals of the control of the PB);

- on signaling information on the fall and excess of the rotational speed of the HB of the established operational limitations, on the longitudinal and transverse speeds of the helicopter at small and extremely low altitudes.

Those. there is no information according to paragraph 1.1, because the accuracy of determining the inclination angles of the runway in this patent exceeds 10 °, which does not meet the requirements for safe landing of the helicopter (which are 3 °), and there is no information support according to paragraphs 1.6, 2.1, 2.2, 2.3, 3.1, 3.2, 3.3, 3.4, given in table 1.

Also known US patent No. 7091881, G01C 21/00, publ. 08/15/2006, which describes helicopter facilities intended for safe landing in the conditions of formation of a dusty / snow whirlwind and low visibility, which use displays of the surrounding space and data on the dynamics of the helicopter's motion, obtained using various primary information sensors, which are continuously updated and presented to the crew via the data bus. In the same patent, an integrated display system is presented, including a primary aerobatic display and a hover display, which are used in conditions of poor visibility. The hover display may also contain an indicator of the true altitude measured by the radar, symbols of deviation from a given course and symbols of lateral displacement, which allows pilots to detect a deviation from the course, which often occurs in conditions of poor visibility. This display provides the pilot with information about the current value of the height above the ground and has an alarm about the dangerous speed of approach of the helicopter with obstacles on the earth's surface. For example, a strip decline indicator may have a green background if the speed of approaching the ground is within the normal range, a yellow background if the values are close to critical, red if the values are beyond critical modes. The hover display includes a display system for the deviation of the helicopter from a given course, an indicator of the lateral and longitudinal movement of the helicopter in hover mode.

The disadvantage of these technical solutions is that the helicopter integrated display system can be used in SMU in the hover mode for balancing the helicopter, but it does not provide the helicopter crew with visual contact with landmarks, as well as the full flight parameters necessary for the safe operation of the helicopter. Those. no information support according to paragraph 1.1; 1.6; 2.1; 2.2; 2.3; 3.1; 3.3; 3.4; 4.1; 4.2 shown in table 1.

Known patent EP No. 1906151, G01C 23/00, publ. 04/02/2008, in which an indicator is proposed for displaying the landing site, where the landing area is shown with high resolution until the moment when the helicopter creates a dusty / snow whirlwind during landing. For this, an inertial navigation system (or a separate system) is used. Moreover, according to the invention, the image is transformed for display from the desired point of view, while it is superimposed on the current position of the helicopter with respect to the landing site. In addition, the indicator reflects obstacles in the landing zone. Thus, the system significantly improves the orientation of the pilot, ensuring a safe landing even with zero visibility. The invention is based on a processing unit (for example, a computer). Other logic circuits are also available. The computer from the navigation system, which is equipped with a GPS receiver, receives information about the current location of the helicopter. An autonomous helicopter navigation system can also be used. Additional information can be obtained from the navigation base of the helicopter itself, which includes the flight mission, the coordinates of the given landing site and the terrain profile with obstacles. This system allows you to accurately orient in the right direction the digital image sensor (for example, a digital camera) mounted on the frame. A pulsed light source is synchronized with the camera. As a rule, when approaching the ground, a series of images are taken until the visual visibility of the underlying surface is lost due to the helicopter entering the snow / dust vortex zone, which are subsequently used for helicopter landing in the absence of visibility of the earth's surface.

One or more laser rangefinders are centered with the camera and provide information about the degree of inclination of the landing site. At this time, an optional downward laser rangefinder or radar altimeter provides information about the distance to the ground. Many laser rangefinders or spotlights help detect surface tilt. A millimeter range radar is also used, which at a certain frequency can “see through” a dust cloud in real time, or a forward-facing infrared radar (FLIR) that can display the underlying surface without using a radar. The resulting image is sent to the processor, which makes the image clearer thanks to 3D graphics, superimposing on it either in the form of text or in the form of graphics information about the current position of the helicopter in relation to the landing site. At the same time, this image can be shown from any point of view on the indicator. However, the above system cannot ensure the complete safety of a helicopter’s flight when flying to sites selected from the air, since the helicopter computer database does not have information support on the terrain characteristics of the proposed helicopter landing site. Also, the system does not take into account the influence of external factors on the helicopter:

- meteorological conditions in the landing and take-off zone, in particular, there is no information support for the crew about wind speed and direction, outside temperature and atmospheric pressure, which directly affect the helicopter flight safety;

- technical characteristics of the runway (longitudinal and transverse tilt angles, soil density, the possibility of pneumatics of the wheels of the landing gears of the helicopter landing in low-strength soil), which can lead to a rollover of the helicopter;

- the maximum allowable take-off / landing masses at the take-off and landing site, depending on the actual meteorological conditions of the flight;

- features of the dynamics of the flight of the helicopter associated with the control of the helicopter, in particular, there is no information support on the rate of movement of the control of the general step of the HB.

The closest analogue in essence to helicopter flight visualization equipment (SVP), designed to increase the level of flight safety, are the known means shown in US application for invention No.2010073198, G08B 21/00, publ. 03/25/2010. It describes a human-machine interface designed to prevent a helicopter from colliding with the underlying surface and obstacles on it, as well as losing helicopter controllability in the SMU in the take-off and landing zone. This interface describes the means of obtaining the display of the underlying surface, on which the symbolic display of parametric information is additionally superimposed, necessary for the safe piloting of the helicopter, namely:

- height above the ground;

- coordinates of the spatial position of the helicopter: roll, pitch and course angles;

- ground speed;

- vertical speed;

- angular velocity of rotation;

- information on the presence of obstacles in the touchdown zone;

- coordinates of the landing site, which were pre-selected in preparation for the flight;

- current removal to the place of landing.

Visualization of the display of the landing site (instrumental visibility of the cockpit space), on which parametric flight information is superimposed, significantly reduces the psychophysiological load on the crew, creating favorable conditions for helicopter piloting, which intuitively remind the crew of the visual landing conditions.

In this case, a virtual plane of the true horizon is formed, on which a virtual terrain is imposed in the helicopter landing zone. Moreover, the plane of the true horizon is constantly updated depending on the height of the helicopter. Terrain mapping can be performed in 3D projection. For the formation of such a display of flight information in the touchdown zone in the absence of visual visibility of landmarks, many primary information sensors are used. Among them are meters of the true flight altitude, ground speed, helicopter spatial position parameters, and means of obtaining the display of the earth's surface in the landing zone: radars, LADARS, television and thermal imaging cameras that can display the earth's surface even in the absence of visual visibility of the underlying surface.

An alarm (visual and audible) is generated depending on the remoteness of the obstacle at a distance of ½ to 2 diameters of the HB helicopter, while the graphic representation of the relief of the earth's surface is carried out using color graphics.

Despite the successful solution to the issue of ensuring flight safety during approach in the conditions of the formation of a snow / dusty whirlwind due to the loss of visual visibility of landmarks by the crew, this system does not solve a number of issues.

The main disadvantage of this technical solution is the underestimated functionality of the flight visualization system, which is implemented according to well-known principles for airplanes and does not take into account the features of the helicopter.

Namely, that:

- due to the lack of technical means for measuring the parameters of the dynamics of the movement of the helicopter, accordingly, there are no controlled parameters according to paragraphs 1.1, 1.4, 1.5, 1.7;

- due to the lack of technical means for determining the meteorological parameters in the take-off and landing areas of the helicopter on non-equipped runways, accordingly, there are no monitored parameters according to paragraphs 2.1, 2.2, 2.3;

- due to the lack of technical means for determining the parameters of the position of the helicopter controls and the speed of their movement, there are no monitored parameters according to paragraphs 3.1, 3.2, 3.3, 3.4.

This leads to the absence of alarm warning information on the above parameters in column 3 of table 1.

The closest analogue (prototype) to the claimed helicopter cognitive aerobatic indicator (KPI) is the display system of helicopter systems for visualizing flight parameters and the cockpit space described in European patent No. 874222, G01C 23/00, publ. 10/28/1998.

This display system uses a synthesized electronic display of the flight and navigation parameters of the helicopter. Indication is controlled by buttons located on the display frame. In navigation mode, the display screen displays cartographic information on which aeronautical information is superimposed and on which the current navigation parameters of the helicopter are displayed.

For piloting a helicopter in the SMU, the generated symbolic display of the flight parameters received from various sources of primary information and information from the helicopter navigation system are superimposed on the display information field displaying a radar image of the underlying surface. The display system contains two displays located in one housing. Moreover, on one of them standard flight information is displayed, and on the other - navigation information.

The flight information display format is a display of a moving artificial horizon line, adopted by the United States (view of the horizon line from the cockpit in visual flight), flight speed and altitude, vertical speed, roll and pitch angles, which are presented to the crew in the form of circular scales with arrows. Some parameters are presented in the form of digital data: ground speed, atmospheric pressure, location coordinates, course. Presentation of aerobatic information is performed in accordance with the requirements of aviation rules in the T-configuration.

To prevent a helicopter from colliding with the terrain and artificial obstacles, information is displayed on the display in the form of vector electronic terrain maps, which is displayed in real time at the stages of the helicopter approaching the airfield and leaving the airfield zone.

For navigational purposes, a digital 3D map is used, and for approach in SMU and in the conditions of formation of a dusty / snow vortex, a radar display of the underlying surface is used.

The main disadvantage of the display system is the insufficient amount (deficit) of parametric and signal information provided to the crew from the moment the power plants are launched and the transmission is spun to complete the flight until the power plants are turned off in the parking lot after the flight is completed.

Thus, the above systems do not allow determining the parameters of external factors affecting the helicopter, the parameters of the controls, the parameters of the dynamics of the movement of the helicopter, which directly affect flight safety. In the absence of this information on the indicator, the crew makes systematic errors leading to airborne missiles and SI.

In particular, helicopter crews are not provided with information:

- about the longitudinal and transverse components of the wind speed at all stages of flight, and most importantly, at the stages of helicopter maneuvering at low altitudes of take-off and landing;

- on the actual meteorological conditions of flight at the take-off and landing places of the helicopter: wind speed and meteorological direction, outside temperature and atmospheric pressure and, accordingly, information on the maximum allowable take-off / landing masses, depending on the types and methods of take-off / landing and actual meteorological conditions;

- about the longitudinal and transverse angles of inclination of the helicopter take-off and landing sites, the magnitude of the critical roll at the time of helicopter take-off and landing and at the taxiing stages, including the inclination angles formed due to the uneven subsidence of the landing gear wheels into low-strength soil or through ice;

- about the speed of movement of the STEP-GAS handle and the pace of shifting the pedals to control the angles of installation of the blades of the propeller;

the fall of the rotational speed of the HB below the established operational restrictions or their excesses;

signaling information: notification, warning and emergency, given in table 1 of this application for invention.

The technical result of the first invention is the creation of an improved visualization system for flight parameters and the cockpit space, which operates under any meteorological conditions at all stages and flight modes of the helicopter, regardless of the technical characteristics of the underlying surface, including an improved on-board alarm warning system, by developing additional electronic measurement -computing complexes and a significant expansion of functionality existing onboard helicopter systems.

The technical result of the second invention is the development of a new format for the presentation of flight and navigation information, made using cognitive technologies, which allows the crew to carry out effective manual removal of the helicopter from any spatial position to a safe flight mode.

The technical result is achieved by the fact that the single-rotor helicopter flight visualization system contains a cognitive flight indicator, a flight indicator on the background of the windshield of the cockpit glazing, means for generating and displaying improved instrumental visibility of the cockpit space, containing a computer for compiling video images received from the cockpit space imaging devices operating real time, means of forming improved instrumental visibility of the cockpit space at the stages of climb, horizontal flight, lowering to decision-making altitude, containing a terrain relief database in high precision 3D format with a forward looking algorithm, a multi-channel panoramic air pressure receiver of the incoming air flow and inductive flow and inhibited temperature air flow, electronic measuring and computing complex for determining the parameters of the spatial position, additionally determining the parameters for movement dynamics, navigation parameters, longitudinal and transverse tilt angles of the runway, electronic measuring and computing complex for determining altitude and speed parameters, additionally determining meteorological parameters of the environment at all stages and flight modes and the maximum allowable take-off and landing mass, electronic measuring a computer complex for determining control parameters, which additionally determines the parameters of the dynamics of movement of controls, multi-channel multi-mode receiver of the satellite navigation system, which additionally determines the parameters of the spatial position, drift angle, true flight altitude and provides the crew with satellite communications and the Internet, an improved airborne warning and alarm system, which additionally contains sources of voice information, audible tonal signaling, sound signals of strong attracting effect , visual signaling devices of strong attracting action and vibrotactile signaling devices, interaction operating through the multiplex channel of information exchange with the aforementioned electronic measuring and computing complexes containing a memory block of threshold values of controlled parameters. Moreover, the flight indicator against the background of the windshield glazing of the cockpit can contain instrumental display of the cockpit space and obstacles on it in real time. A symbolic display of the parameters of the spatial position and dynamics of the helicopter’s movement, altitude and speed parameters with the display of meteorological parameters in the take-off and landing zones, parameters of the control elements and their dynamics, longitudinal and transverse tilt angles of the runways, an emergency warning signal is superimposed on it information on the above parameters using cognitive technologies. As shapers of the improved image of the cockpit space, an MM radar, a TV receiver, an infrared radar, a laser radar can be used, the outputs of which are connected to the input of a video image aggregation computer. A multi-channel panoramic air signal receiver can be made in the form of an air pressure receiver of the incoming air flow, an inductive air flow formed from the operation of the main rotor, wind, and contains a chamber for complete braking of air flows, where the temperature and static pressure sensors of the inhibited air flow are located.

Another technical result is achieved by the fact that, in addition to the existing standard aerobatic parameters, the cognitive aerobatic indicator displays parameters of movement dynamics, parameters of control elements and dynamics of their movement, meteorological parameters for all flight modes, as well as the maximum allowable take-off and landing mass, preliminary and / symbol or a final assessment of the longitudinal and transverse inclinations of the runway and the nature of the obstacles on it, as well as a visual emergency warning previous signaling information on the above parameters, and the indication of the spatial position parameters is a model of a helicopter / airplane moving along a roll against the background of a moving line relative to a fixed conditional horizon line and against a background of a moving line separating “sky space” and “earth plane”, while the direction of movement of the controls corresponds to the movement of the layout in the same direction both in pace and in proportion to the movement of the controls and the rotation and movement of ertoleta relative to the plane of Earth's horizon. In a single-window format for the presentation of aerobatic parametric and signal information, with upper and lower limits, digital signaling counters, fixed / moving indices, pop-up indices, pop-up text messages that change their color and background color depending on the value of the current value of the controlled parameter and from algorithms for the operation of an improved on-board alarm warning system. Moreover, the single-window format for the presentation of aerobatic parametric and signal information is made in the form of functionally grouped pointers to aerobatic parameters, which are in close proximity to the pointers to the parameters of the spatial position

The essence of the proposed technical solutions is illustrated by drawings:

Figure 1 - structural diagram of the SVP for the helicopter commander (left pilot);

Figure 2 - format for visual display of parametric and signaling information on the CPI with visualization of the parameters of the dynamics of the movement of the helicopter, spatial position, control parameters, WWF parameters and vital navigation parameters;

Figure 3 - format for visual display on the KPI of parametric and signaling information about the current position of the helicopter controls and the dynamics of their movement;

Figure 4 is a format for visual display on the KPI of parametric and signal information about the spatial position of the helicopter and its dynamics;

5 is a format for visual display on the KPI of parametric and signal information about the altitude parameters of the helicopter and vertical speed;

6 is a format for visual display on the KPI of parametric and signaling information about the meteorological conditions of the flight and the maximum permissible take-off and landing masses of the helicopter, depending on the actual meteorological conditions, take-off / landing methods, flight rules used (Instrument Flight Rules or Visual Flight Rules) , the use of anti-icing agents (PIC), dust protection devices (ROM);

SVP (Figure 1) contains:

1. Information display tools: cognitive flight indicator - KPI 1, flight indicator 2 combiner against the background of the windshield of the cockpit light (ILS), navigation indicator 3.

2. Technical means for the formation of a display system of the under-deck space (SOP) and obstacles on it, including imaging devices in the outside space: TV receiver 4, MM radar 5 (millimeter-wave radar), radar 6 of an infrared image (IR radar), optical laser radar 7, calculator 8 for aggregating video images received from image shapers to display improved visibility of the cockpit space of the underlying surface and obstacles on it.

3. Multichannel, multimode corrector 9 of the GLONASS / GPS satellite navigation system - (MRK 9 SNA).

4. Additional electronic units forming measuring and computing complexes:

- multichannel panoramic receiver 10 air signals - MPVS;

- block 11 determine the altitude-speed and meteorological parameters (BVS and MP);

- block 12 determining the parameters of the spatial position and dynamics of motion (BPP and DD);

- block 13 determining the parameters of the position of the controls of the helicopter and the dynamics of their movement (BPU);

- block 14 of the on-board alarm system (BSAS).

SVP interacts with standard electronic components of the helicopter ICBO, in particular with a radio altimeter and on-board radio and electronic communications (navigation) devices (RTS) 15, as well as an on-board device for recording flight modes, an automatic control system, a helicopter computing computer system, etc. (not shown in the diagram).

For the information exchange between its own measuring and computing systems and the electronic devices that make up the helicopter ICBO, the SVP uses the system bus — multiplex channel 16 for information exchange — MKIO.

The SVP information display system contains in more detail:

- cognitive aerobatic indicator 1 (KPI) - a full-color aerobatic indicator with a diagonal of 10 '', 12 '', 14 '', for example, MFTS - 0333M (multifunctional color indicator) manufactured by ELARA OJSC or TDS-12 manufactured by TRANSAS, which connected via digital communication lines with MKIO 16;

- HMI combiner 2 (for example, Head-up Display from Rockwell Collins Inc.) - a transparent optical display that displays a video image of the ground surface and obstacles on it in the take-off and landing areas of the helicopter received from the onboard MM radar 5, IR radar 6 , thermal imaging or television receivers 4, or laser radar 7, which may be included as primary sources of information in an improved flight vision system. This information is superimposed on the symbolic display of the parameters of the spatial position of the helicopter, the parameters of the dynamics of the movement of the helicopter, the parameters of the controls and the dynamics of their movement, the parameters of external influencing factors (WWF) and signaling information for the same parameters. The resulting combined vision system (real-time display of the cockpit space, on which the symbolic display of the parametric and signal information above is superimposed) is different for the helicopter for the better from the well-known Rockwell Collins CVS system obtained by superimposing EFVS and SVS, because . all the information necessary for the crew to prevent AP and SI, namely aerobatic information and information about the status of the cockpit space in the take-off and landing zones, is focused on one indicator - combiner 2 HUD;

- navigation indicator 3, designed to display navigation parameters and containing a multi-window format for representing navigation information. Formats are controlled using the buttons located on the indicator frame, and the following are displayed on the NI:

- A graphical representation of the flight plan with the coordinates of the starting point, turning points and end point of the route;

- current aeronautical information;

- trajectory, current location, ground speed, arrival time at points of the route;

- mapping from weather radar;

- schemes of exit, approach, approach, as well as taxiing schemes for airfields, for example, Jeppesen firms, schemes for helicopter take-off and landing sites.

The difference is the improved display of the outside space, the presence of a new warning system about the proximity of the earth with the function of assessing the terrain not only under the helicopter, but also in the direction of flight (the forward looking algorithm is implemented), the presence of alarms that work with static and dynamic signal pre-emption warnings about the minimum safe altitude (MBV) of the flight, depending on the characteristics of the relief of the underlying surface and flight speed. At the same time, the visual signal on the MBV is duplicated by an audio signal, regardless of the display mode on the NI selected by the pilot.

The system for displaying the cockpit space (POP) and obstacles on it, designed to present the crew with an improved image of the underlying surface, contains:

- TV _pr 4 - a high-resolution television receiver used to display the type of underlying surface and obstacles on it in real time and to monitor the state of the load on the external suspension of the helicopter;

- MM-radar 5 - a millimeter radar, designed to obtain a radar display of the underlying surface and obstacles on it in real time in the absence of visual visibility of the earth's surface, adapted for work in all weather conditions and for any characteristics of the underlying surface;

- IR radar 6 - infrared locator - imaging imaging of the cockpit space of the front view for approaching an area with a complex terrain;

- optical laser radar 7, designed to determine the true altitude and preliminary determination of the inclination angles of the runway, topographic survey of the terrain in the zone of landing and take-off of the helicopter. For preliminary assessment of the longitudinal and transverse inclination angles of the runway, selected from the air, several optical laser radars can be used.

Various combinations of using means of imaging the underlying surface, for example, TV _pr 4 + MM 5, MM 5 + IR 6, IR 6 + TV _pr 4, IR 6 + laser radar 7 + MM 5 and other options for combining imaging imaging of the cockpit space and obstacles, are selected the customer, depending on the purpose of the helicopter (military or civilian).

The POPZ contains a hardware-software complex designed to form improved instrumental flight visibility of the cockpit space and obstacles on it for any weather conditions and any type of coverage of the underlying surface, namely, a calculator 8 for combining video images of the cockpit space received from various primary sources of imaging of the cockpit space, and software package for the formation of the synthesized visibility of the camber space (EGPWS database).

MRK 9 SNS is a non-standard integrated multi-channel multi-mode receiver-corrector GLONASS / GPS designed for high-precision automatic determination of the geographical coordinates of the helicopter's current location, ground speed, course, drift angle, roll, pitch. MRK 9 SNA solves the problem of determining the parameters of the spatial position of the helicopter, the navigation tasks of bringing the helicopter to a given point in the airspace with the geographical coordinates λ, φ. It also has the ability to change the flight route and contains its own electronic database of the relief of the underlying surface. In addition, the SNA MRK 9 contains an antenna post consisting of three / four receiving antennas with a base distance of at least 0.7 m between them, which are located on the surface of the fuselage of the helicopter and make it possible to determine the spatial position of the helicopter with high accuracy.

MPVS 10 is a multichannel panoramic receiver of air signals designed to generate information about the total pressure of the incoming air flow generated from the movement of the helicopter in the airspace and the inductive flow generated from the working HB, as well as the generation of information about the static pressure and temperature of the inhibited air flow. It is a geometric body of revolution, perceiving the full pressure of the incoming air flow through six channels for receiving the full pressure P _pol1- P _pol6 and five channels for receiving the full pressure of the inductive flux P _il -P _i5 formed from the working HB during any evolution of the helicopter, for any the position of the cyclic step control knobs and the general HB step and has a chamber for completely braking the air flow, in which there are static pressure and temperature sensors of inhibited air. The use of a braking chamber to generate information about the static pressure of the air flow and the ambient temperature is described, for example, in RF patent No. 2426133, G01P 5/16, publ. 08/10/2011. However, in addition, the multi-channel panoramic receiver of air signals has channels for receiving the total pressure of the inductive flow.

BVS and MP 11 - unit for determining the altitude-speed and meteorological parameters of the helicopter. It contains in its composition a block of sensors for the full pressure of the air flow incident on the helicopter, a block of sensors for the full pressure of the inductive stream formed from a working HB. In this case, the full pressure sensors are connected to the MPVS 10 pneumatic pipelines. In addition, the BVS and MP 11 receives the electrical signals of the static pressure and temperature sensors of the inhibited flow, which are located in the braking chamber of the air flow of the MPVS 10. The BVS and MP 11 also includes a digital computer and service electronics elements: (secondary power sources, hardware smoothing filters, communication and interface modules). BVS and MP 11 on digital communication lines connected to the system bus 16 IKBO helicopter.

BPP and DD 12 - a unit for determining the parameters of the spatial position of the helicopter and the parameters of its dynamics, designed to determine the roll angles, pitch and course of the helicopter, ground speed and its longitudinal and transverse components, geographical coordinates of the current location of the helicopter, angular yaw speed, inclination angles of the runway before the launch of power plants, at the stages of take-off, landing.

BPP and DD 12 in its composition contains:

[g_x; g_y; g_z];DUN - sensors for determining the inclination angles of the runway - three-axis accelerometers (for example, ADIS 16209 from Analog Device) installed in the base coordinate system of the helicopter, formed by the connected axes of the helicopter X, Y, Z when the helicopter is installed in normal climatic conditions on a specially horizontal platform and designed for measuring the acceleration vector of the Earth's gravity and its components $$\overline{g}$$

[g _x ; g _y ; g _z ];

BAT - an inertial measuring module, for example, ADIS 16488 from Analog Device, containing:

[а _x; a _y; a _z];- a block of three-axis micromechanical accelerometers designed to determine the parameters of the apparent acceleration vector and its components on the connected axis of the helicopter $$\overline{A}$$

[ a _x ; a _y ; a _z ];

[ω_x; ω_у; ω_z];- a block of three-axis micromechanical gyroscopes designed to determine the parameters of the vector of the absolute angular velocity of the helicopter $$\overline{\Omega }$$

[ω _x ; ω _y ; ω _z ];

[H_x; H_y;H_z].VM - a vector magnetometer designed to determine the current magnetic course of the helicopter ψ _m and containing three-axis meters of the total vector of the magnetic field of the Earth and the magnetic field of the helicopter and its components on the connected axis of the helicopter $${\overline{H}}_{{}_{\Sigma }}$$

[H _x ; H _y ; H _z ].

In addition, the IIM contains standard ambient temperature sensors designed to measure the temperature of acceleration sensors, the angular velocity and the magnetic field of the Earth, the readings of which are used for algorithmic compensation of instrumental errors of primary information sensors. The IIM additionally contains angular acceleration measurement sensors designed to enable / disable integrators of micromechanical angular velocity sensors (micromechanical gyroscopes - MMG) in order to minimize the time drift of the angular coordinates of the spatial position of the helicopter. In order to minimize zero drift in time and from start to start, linear acceleration sensors, MMG, angular acceleration sensors are installed on the faces of the hexagonal pyramid.

BPP and DD 12 also contains a computer and elements of service electronics (secondary power sources, hardware smoothing filters, communication and interface modules, multi-channel analog digital converters, etc.).

The calculator BPP and DD 12 contains:

- modules for algorithmic correction of instrumental errors of primary information sensors (DPI), digital filters for compensating vibrational accelerations of the connected axes of a helicopter, inertial-satellite filter, which are implemented by software-algorithmic means. They are designed to improve the accuracy and reliability of determining the parameters of ground speed, wind parameters, spatial parameters of the helicopter — roll and pitch angles — necessary for the crew to safely land the helicopter in the absence of visual visibility of the earth’s surface.

BPP and DD 12 on digital communication lines connected to the system bus 16 IKBO helicopter.

The BPP and DD 12 calculator additionally contains a topographic database of the underlying surface, for example, digital map information with the Garmin - Garmin Flight Charts world-wide air navigation database superimposed on it or the Honeywell EGPWS high-precision improved digital terrain database - terrain.

;

(датчики отклонения тарелки автомата перекоса в продольном и поперечном направлениях). БПУ 13 содержит также вычислитель и элементы сервисной электроники (источники вторичного питания, аппаратные сглаживающие фильтры, многоканальные аналогово-цифровые преобразователи).BPU 13 - the unit for determining the parameters of the position of the controls and coordinate their movement is designed to generate information on the parameters of controlling the helicopter and the dynamics of movement of the controls. BPU 13 contains sensors for the parameters of the position of the controls: angle sensors for installing the blades НВ - φ _НВ (sensors for common pitch НВ), sensors for the angles for installing the blades РВ - φ _РВ (sensors for the stroke of the rod of the tail gearbox РВ), rotational speed sensors НВ - n _НВ and turbocompressors power plants - n _TK and deflection sensors

;

(deviation plates of the swash plate in the longitudinal and transverse directions). BPU 13 also contains a calculator and service electronics elements (secondary power sources, hardware smoothing filters, multi-channel analog-to-digital converters).

BPU 13 on digital communication lines connected to the system bus 16 of the IKBO helicopter.

SVP indicators on digital communication lines interact with the onboard emergency alarm system of the helicopter - BSAS 14.

BSAS 14 - the helicopter’s on-board alarm system contains visual signaling sources (light, text messages, visual signals of a strong attracting effect - VSSPD implemented in the form of central red and yellow signal lights), sound signaling (voice information, sound tonal information, sound signals of a strong attracting effect - ZSSPD), tactile signaling devices - TS (in the form of sources of vibrotactile overloads installed on the "ША" handle -GA3).

In the calculators of the BVS and MP 11, BP and DD 12, BPU 13 blocks, an algorithm of notification, warning and alarm information is implemented. The alarm response algorithm for each critical parameter is implemented with a static and dynamic lead, which reduces the likelihood of erroneous crew actions and ensures that the helicopter is withdrawn from the danger zone of the flight situation in advance.

The IKBO system bus 16 is a multiplex information exchange channel between the SVP units and its indicators, as well as between the electronic devices of the IKBO helicopter (for example, the ARINC 429 bus, ARINC-664 - AFDX system). It is designed for high-speed information exchange in real time.

SVP blocks work as follows.

Work MPVS. Using MPVS 10, depending on the type of movement of the helicopter (forward-backward, left-right or its rotation relative to the associated axes along the roll, pitch, yaw), the values of the total pressure of the incoming air flow through six channels P _pol1- P _pol6 and the total pressure of the inductive the flow generated from the working HB through five channels P _i1- P _i5cm and transmit this data via pneumatic pipelines to the BVS and MP 11. MPVS 10 transmits to the BVS and MP 11 the readings of the sensors of the ambient static pressure P _st and the temperature sensor of the inhibited flow and air T * placed in the chamber of complete braking of the air flow.

The operation of the BVS and MP 11 unit. The BVS and MP 11, using the readings of the sensors for the total pressure of the air flow running onto the helicopter, the full pressure of the inductive stream formed by the HB, the static pressure, the temperature of the outside air obtained using the temperature sensor of the inhibited air flow, is calculated by known hypsometric formulas for altitude and speed parameters of a helicopter. Longitudinal and transverse components of the air velocity ± V _X ; ± V _{Z are} determined taking into account the rotational movement of the helicopter relative to the connected axes X, Y, Z using the angular velocity sensors located in the BPP and DD 12 unit ω _x , ω _y , ω _Z, and information received about these data via digital communication lines from block BPP and DD 12. Further data ± V _X ; ± V _Z , obtained in the linked coordinate system of the helicopter, are redesigned into a normal earth coordinate system using the current parameters of the helicopter’s spatial position: roll angles γ, pitch курса and heading ψ, which are continuously fed to the BVS and MP 11 via digital communication lines from the block BPP and DD 12. In this case, the coordinate transformation is carried out according to the known formulas for transforming the projections of the vector in matrix form. Further, according to the calculated data of the longitudinal and transverse components of the ground speed ± W _X ; ± W _Z obtained by converting the data of the northern and eastern components of the ground speed W _N ; W _E generated autonomously by the BPP and DD 12 unit or in the integrated mode of the BPP and DD 12 unit with MRS 9 SNA, the longitudinal and transverse components of the speed are calculated with high accuracy and at a known current rate generated by the BPP and DD 12 unit wind ± u _x ; ± u _z as the difference between the data of the longitudinal and transverse components of the air speed ± V _X ; ± V _Z and the longitudinal and transverse components of the ground speed ± W _X ; ± W _Z.

At the stages of horizontal flight climb and descent, when the true airspeed, heading and ground speed data are known, the meteorological direction of the wind δ or the navigational direction of the HB wind and its force U are determined by solving a known navigation speed triangle. At the same time, information on the drift angle received on the system bus 16 from the airborne meteorological locator and / or airborne radio navigation aids, for example, the multimode corrector SNA - MRK 9 SNA, is continuously entered into the BVS and MP 11 computer.

в зависимости от выбранного экипажем способа взлета/посадки и применения при этом пылезащитных устройств (ПЗУ), противообледенительных средств (ПОС) и видов полета. Для расчета и получения высокоточных параметров боковой и продольной составляющих скорости ветра, необходимых для безопасного приземления вертолета в условиях отсутствия визуального контакта с земными ориентирами, используется информация о восточной и северной составляющих путевой скорости, полученных в автономном режиме от блока БПП и ДД 12 или приемного устройства МРК 9 СНС, преобразованные в продольную ±W_X и поперечную ±W_Z составляющие путевой скорости при известном курсе. Таким образом, выходными характеристиками БВС и МП 11 являются параметрическая и сигнальная информация по высотно-скоростным и метеорологическим параметрам в соответствии с данными, приведенными в таблице 1:The longitudinal and transverse components of the wind speed are calculated according to the known course ψ obtained from the vector magnetometer (BM) located in the block of the BPP and DD 12 SVP. VM as a source of primary information uses the Earth’s magnetic field intensity vector N _MPZ and the helicopter magnetic field vector N _V. BPP and DD 12 determine the magnitude of the current magnetic course after compensating for magnetic deviation according to known algorithms. In addition, the calculator BVS and MP 11 according to the known values of δ, U, P _atm , T _HB and the algorithm described in the RLE, a specific type of helicopter calculates the maximum allowable take-off and landing masses $$G_{\mathrm{at}sl/P\mathrm{about}\mathrm{from}}^{d\mathrm{about}P}$$

depending on the crew’s take-off / landing method and application of dustproof devices (ROM), anti-icing means (PIC) and types of flight. To calculate and obtain high-precision parameters of the lateral and longitudinal components of the wind speed necessary for safe landing of the helicopter in the absence of visual contact with landmarks, we use information on the eastern and northern components of the ground speed obtained offline from the BPP and DD 12 unit or receiver MRK 9 SNA converted to longitudinal ± W _X and transverse ± W _Z components of ground speed at a known course. Thus, the output characteristics of the BVS and MP 11 are parametric and signaling information on altitude-speed and meteorological parameters in accordance with the data given in table 1:

- ambient temperature of the cockpit space;

- atmospheric pressure at the level of the runway or flight altitude;

- instrument flight speed;

- true flight speed;

- vertical speed;

- maximum allowable take-off / landing mass;

- wind speed and direction;

- longitudinal and transverse components of wind speed.

The operation of the BPP and DD 12 block

The work of the BPP and DD 12 is based on the fact that the angular coordinates of the helicopter γ, ϑ are calculated in two fundamentally different ways, depending on the actual flight conditions:

- steady-state horizontal straight flight mode, when the values of ω _x , ω _y , ω _z are equal to or close to zero;

- helicopter maneuvering regime in airspace with angular velocities | ω _x , ω _y , ω _z |>0;

- helicopter parking mode on an inclined underlying surface, landing and separation of the helicopter.

In the steady-state horizontal flight mode, in the absence of signals from the angular velocity sensors of the connected axes of the helicopter ω _x , ω _y , ω _{z, the} heel and pitch angles are determined using the signals of micromechanical accelerometers installed in the connected axes of the helicopter proportional to the effective value of the projection of gravity acceleration g _x ; g _z . The magnitude of this projection depends on the position of the meter body installed rigidly relative to the connected axes of the helicopter in the center of mass of the helicopter, and is determined by the roll and pitch angles — the longitudinal and transverse angles of inclination of the meter body to the horizontal plane.

In the maneuvering mode of a helicopter in airspace with angular velocities | ω _x , ω _y , ω _z |> 0, the BPP and DD 12 computer, using the readings of the angular velocity sensors of the connected axes of the helicopter ω _x , ω _y , ω _z and quaternion integration, generates information about the spatial position of the helicopter, roll angles, pitch and course.

At the stages of helicopter parking at the moments of separation and landing, the angles γ, ϑ, the longitudinal and transverse angles of inclination of the runway runway γ of the _{runway runway} , ϑ of the _{runway runway} are calculated using accelerometers — tilt angle sensors installed in the center of mass of the helicopter in the base coordinate system obtained by installing the helicopter in normal climatic conditions on a specially horizontal site. The output information of the BPP and DD 12 are the eastern W _E and northern W _N components of the ground speed obtained by integrating the linear accelerations of the associated axes of the OX and OZ helicopters obtained by re-designing the readings of the accelerometers installed in the associated coordinate system into a normal earth coordinate system using the current roll, pitch and course angles.

; $$\pm W_z^c$$

, полученными от приемного устройства МРК 9 СНС при известном курсе ψ.Then, using the known heading ψ calculated from the measurements of the magnetic induction vector obtained from the BM located in the IIP BPI and DD 12 block or in another place of the helicopter that is least affected by the helicopter’s magnetic field, the longitudinal and transverse components of the ground speed ± W _X are calculated; ± W _Z , which are combined with the longitudinal and transverse components of ground speed $$\pm W_x^c$$

; $$\pm W_z^c$$

received from the receiver MRK 9 SNA with a known course ψ.

The coordinates of the current location λ, φ of the helicopter are determined both in the autonomous mode of operation of the BPP and DD 12 unit and in the integrated mode of operation from the MRK 9 SNA according to well-known algorithms for the operation of strapdown inertial navigation systems. Moreover, due to the peculiarities of using the MRK 9 SNA, designed not only to determine the current ground speed and current track angle, but also to accurately determine the coordinates of the angular position of the helicopter γ, ϑ, ψ, through the use of an antenna post consisting of three or four receiving SNS antennas spaced along the fuselage in the longitudinal and transverse directions, the BPP and DD 12 calculator implements an inertial-satellite filter operation algorithm based on the difference in values:

ΔW = W ^a -W ^c ;

Δγ = γ ^a -γ ^s ;

Δϑ = ϑ ^a -ϑ ^s ;

Δφ = φ ^a -φ ^s ;

Δλ = λ ^a -λ ^c .

The implementation of such an algorithm makes it possible to determine with high accuracy the rapidly changing parameters of the spatial position of the helicopter γ, ϑ, ψ and the slowly changing navigation parameters W, PU, λ, φ.

In the hardware implementation of the BPP and DD 12 unit using the primary information of angular velocity and linear acceleration sensors made according to MEMS technologies in order to minimize instability parameters (temporary zero drifts at the start and from start to start), primary information sensors are placed on the hexagonal faces truncated pyramid. For this, high-precision angular acceleration sensors are also used to enable / disable the integrators of readings of micromechanical angular velocity sensors (MMG) depending on the helicopter flight modes (for example, in a steady horizontal flight, the integrators are disabled).

The BPP and DD 12 calculator also generates alarm warning information on the parameters of the spatial position of the helicopter at all stages and flight modes in accordance with the data given in table 1.

Thus, the output information of the BPP and DD 12 block is parametric and signal information on the parameters of the spatial position of the helicopter, its dynamics, as well as navigation parameters:

± W _X ; ± W _Z longitudinal and transverse components of the ground speed of the helicopter at low and extremely low altitudes;

- ψ _m - the current magnetic course of the helicopter;

- γ _VVPP , ϑVVPP - transverse and longitudinal angles of inclination of VVPP;

- ω _y - the angular velocity of yaw;

- γ, ϑ, - current roll and pitch angles at all stages and flight modes;

- W _N ; W _E ; W; PU; γ; φ - northern and eastern components of ground speed, ground speed, ground angle, current coordinates of the location of the helicopter;

- EGPWS - improved synthetic display of the relief of the underlying surface in 3D projection, obtained from the database and stored in the calculator BPP and DD 12;

- HTAWS - a warning system for the crew (visual and sound) about the dangerous approach of the helicopter to the earth's surface and obstacles on it, reducing it to MBE, containing the EGPWS database, the database of aerodromes and heliports, a database of minimum safe altitudes depending on the terrain, block tasks of the width of the flight path, and receiving information about the vertical speed of descent from BVS and MP 11.

BPU operation 13

BPU 13 uses the readings of the sensors:

φ _HB - the current position of the angle of installation of the blades HB (the current position of the lever "STEP-GAS");

- φ _PB - the current position of the angle of installation of the blades of the PB

- текущего положения ручки циклического шага (РЦШ) в продольном (по тангажу) и поперечном (по крену) направлениях;- $${\varphi }_{R\mathrm{Ts}W}^{\gamma ,\vartheta }$$

- the current position of the handle cyclic pitch (RCSH) in the longitudinal (pitch) and transverse (roll) directions;

-n _HB - current rotation speed of the HB;

- n _TC - current rotor speed of the turbocompressor

- и темпе перемещения педалей управления углами установки лопастей РВ - $${\dot{\varphi }}_{РВ}$$

.The multi-channel analog-to-digital converter BPU 13 converts the analog signals of these sensors to digital. In this case, the BPU 13 calculator performs operations on the algorithmic correction of instrumental errors of the sensors. Differentiating the current values of the parameters that change with time when moving the controls, the control unit 13 generates information about the rate of movement of the STEP-GAS knob - $${\dot{\varphi }}_{N.\mathrm{AT}.}$$

- and the pace of movement of the control pedals of the angles of installation of the blades RV - $${\dot{\varphi }}_{R\mathrm{AT}}$$

.

и $${\dot{\varphi }}_{РВ}$$

с допустимыми в эксплуатации значениями, формирует предупреждающую и аварийную сигнальную информацию (визуальную, звуковую и тактильную). Показания датчиков φ_НВ (текущее положение ручки управления общим шагом НВ), n_HB и n_TK - частоты вращения НВ и турбокомпрессоров силовых установок соответственно, преобразовываются в цифровой вид и передаются по цифровым каналам системной шины 16 ИКБО вертолета на КПИ 1 и на комбинер 2 ИЛС.BPU 13 calculator, comparing current values $${\dot{\varphi }}_{N.\mathrm{AT}.}$$

and $${\dot{\varphi }}_{R\mathrm{AT}}$$

with acceptable values in operation, generates warning and alarm information (visual, audible and tactile). The readings of the sensors Н _HB (current position of the control knob for the common step of HB), n _HB and n _TK are the rotational speeds of the HB and turbochargers of the power plants, respectively, are converted to digital form and transmitted via digital channels of the system bus 16 of the IKBO helicopter to KPI 1 and to combiner 2 ILS.

BSAS operation 14

Depending on the operation algorithms of the alarm warning information implemented in the units of the SVP system: BVS and MP 11, BPP and DD 12, BPU 13, which are made with static and dynamic anticipation of the alarm response and which are displayed on KPI 1 and on the combiner 2 HUD , at the same time, both sound and vibro-tactile alarm systems can work. In order to increase the efficiency of the channels of notification, warning and emergency signaling information, signaling backup tools operating on various physical principles are used (namely, cognitive means of visual signaling, means of audible tone signaling and voice signaling, means of vibrotactile signaling) implemented in the onboard emergency alarm system helicopter - BSAS 14. When an emergency occurs on board sound alarms are triggered attracting action - siren and visual alarms strong attracting action - central signal lights yellow and red.

The use of a vibro-tactile warning device mounted on the STEP-GAS handle significantly relieves the helicopter pilot’s visual analyzer, freeing it from the need to continuously monitor the readings of instruments controlling the operation of the helicopter control system, contributing to more careful monitoring of other parameters needed at the current time. In order to increase the efficiency of the alarm warning system in the SVP, the joint operation of the BSAS 14 helicopter and the alarm system developed by the SVP blocks: BVS and MP I, BPP and DD 12, BPU 13 was organized.

For example, in the event of an emergency due to exceeding the maximum permissible values in operation (roll and pitch angles, longitudinal and transverse angles of the runway, longitudinal and transverse components of wind speed), both visual and sound alarms are triggered. When the STEP-GAZ lever’s movement rate exceeds or its deviation exceeds 11 degrees (for example, for Mi-8 type helicopters), the vibro-tactical indicator mounted on the “STEP-GAZ” handle is activated. To ensure flight safety in a rapidly changing aerodynamic situation at low altitudes in the conditions of loss of visual contact with landmarks by the crew, every degree of movement of the STEP-GAZ handle is accompanied by a tonal sound signal of the bell type. VSSPD is triggered by failures of blocks and systems vital for the safe piloting of a helicopter, for example, failures of the BVS and MP 11, BPP and DD 12, BPU 13 blocks, and also when the spatial position parameters reach critical values.

KPI work 1

KPI 1 from the system bus 16 IKBO receives all the information generated by the BVS and MP 11, BPP and DD 12, BPU 13 in digitally encoded form, for example, in accordance with the ARJNC standards. The KPI 1 video image generation module generates symbolic and textual information that is presented to the crew at KPI 1. The parametric and signal information generated by the BVS and MP 11, BPP and DD 12, BPU 13, MRK 9 SNA units is displayed on KPI 1 using the principles of cognitive graphics .

“Cognitive” refers to the ability to mentally perceive and process external information. The proposed technical solution uses the principles of cognitive graphics when visualizing the display of parametric and signal information. Methods of figurative representation of the tasks to be solved are used, which allow the crew to immediately see the solution or get a hint for an error-free solution. This eliminates the need for crew members to turn to long-term memory, as well as perform calculations in the mind and focus on individual pointers and signaling devices. The attention switching speed is increased, the decision-making time for the control action and the psychophysiological load on crew members are reduced, and the likelihood of erroneous actions is reduced. The level of flight safety is enhanced by displaying parametric information having upper / lower measurement limits in the full range of displayed information without the use of round dial indicators, which are replaced by digital counters-alarms (DSS). In this case, depending on the value of the current value of the monitored parameter, the background color of the digital counter-signaling device, moving and fixed indexes of signaling devices, text messages in pop-up windows, pop-up markers and indices changes. Signal information is displayed as follows:

- against a green background of the DSS, when the monitored parameters produced by the SVP units are in the recommended operational range;

- on a yellow background, when the monitored parameters approach the values acceptable in operation at the upper or lower limit;

- on a red flashing background, when the monitored parameters reach the maximum / minimum permissible value in operation.

At the same time, the background color change of the CSS is carried out with a static and dynamic lead, so that the crew can timely carry out a control action to prevent the helicopter from reaching critical / supercritical flight modes.

Work combiner 2 ILS

Information from EFVS / CVS systems is output to combiner 2 HUD depending on the stages and flight modes of the helicopter. It is known that EFVS is a hardware-software complex designed to increase the situational awareness of the crew by forming an improved image of the external environment - the cockpit space, the underlying surface and obstacles on it. CVS system is a combined vision system obtained by superimposing the EFVS type on SVS in accordance with the Qualification Requirements of KT-315 “Minimum Performance Standards for Aviation Systems (MASPS) for technical vision systems with advanced visualization systems, artificial vision systems, combined artificial vision systems and airborne systems technical vision with advanced visualization capabilities ”(_doc / files / kt-315.pdf).

However, in the claimed SVP, an increase in the level of helicopter flight safety is achieved through the use of a combination of EFVS and CVS, depending on the stages of helicopter flight. In the claimed device is:

- a combination of EFVS / CVS - an improved display of the cockpit space (underlying surface and obstacles on it) in real time, on which is superimposed a symbolic display of the parametric and signal information necessary for safe piloting of the helicopter during take-off and landing in conditions of crew losing visual landmarks in a snowy / dusty whirlwind or SMU and below the decision height;

- symbolic display of parametric and signal information necessary for safe piloting of a helicopter at all other stages and flight modes;

- display of warning signaling information about dangerous distances to obstacles (movable and fixed obstacles, including power transmission line supports and wires) depending on 1 to 3 HB diameters, made with a lead ½ of the HB diameter, which is duplicated by a BSAC 14 sound alarm EFVS + CVS operation mode.

In this case, unlike the requirements of KT-315 (see above), which are standard with respect to aircraft, the helicopter parameters are additionally displayed on the helicopter combiner 2 of the helicopter:

- the longitudinal velocity of the helicopter ± W _X ;

- the lateral velocity of the helicopter ± W _Z ;

- angular yaw rate ± ω _y ;

- vertical speed V _y ;

- longitudinal wind speed ± u _x ;

- transverse wind speed ± u _z ;

- current true flight altitude H _East ;

- airspeed of flight V _u ;

- roll angles γ and pitch ϑ;

- longitudinal and transverse tilt angles of helicopter take-off / landing pads: ϑ _VVPP ; γ _VVPP;

- parameters of governing bodies;

- visual alarm warning information on the above parameters.

Job NO 3

NI 3 receives all the information necessary for the safe piloting of a helicopter in airspace, in encoded form through a system bus 16 from the BVS and MP 11, BPP and DD 12 MRK 9 SNA units. The video imaging module NI 3 presents the crew with a visual display of the current navigation parameters, the planned flight path, the actual flight path, aeronautical information, digital cartographic information in 3D format, meteorological information. NI 3 provides the helicopter crew with a clear and high-quality intuitive display of the outside environment of the outside space and obstacles on it regardless of the time of year, day or actual weather conditions. The format for visual display of parametric and signal information necessary for the crew to solve navigation problems is implemented using multi-window information display modes, for example, flight planning format, display format of the current navigation status and assessment of the accuracy of navigation flight modes (RNP), display format of output circuits (SID) , approach (APPROACH), approach (Istrument Approach Chart), taxiing and parking, meteorological information, aeronautical information (AIP), warnings (NOTAM), also for Mat for displaying improved synthesized visibility of the cockpit space in the form of: EGPWS / CVS, EGPWS / HTAWS, flight path marker (airplane symbol). Presentation of the navigation information to the helicopter crew is organized as follows: from the BVS and PM 11, BPP and DD 12, MRK 9 SNA blocks, an improved synthetic display of the underlying surface is formed depending on the coordinates of the helicopter’s current location λ; φ and its spatial position γ; ϑ; ψ, for example, as organized in the Honeywell.Corp EGPWS system (http://www.EGPWS.com) or in Aspen Avionics, Inc.'s improved EFD-1000 aerobatic display (http: //www/aspenavionics.com). The format for displaying navigation parameters can be implemented as follows: the Jeppesen terrain database is displayed on the lower layer of the display, which is made with a high resolution terrain in 3D format with an integrated warning system about a possible collision with the terrain and fixed obstacles on it . The Jeppesen database provides a clear image of land and water objects, airports, obstacles in 3D format and since February 2012 is available to all users.

In the proposed SVP, aeronautical information (for example, Jeppesen), signal information for a helicopter collision warning system with the earth's surface and obstacles on it (for example, Garmin helicopter collision avoidance systems: HTAWS-Garmin), marker flight paths showing the vertical and horizontal location of the helicopter.

Such visualization of navigational parameters dramatically increases the situational awareness of the crew about their location in midair, reduces the psychophysiological load on the pilot, does not require expensive hardware and is designed to pilot a helicopter in simple and difficult weather conditions. A big advantage is the joint presentation of the helicopter motion dynamics parameters and navigation parameters on indicators located next to each other in a common building with one control panel, which significantly reduces the psychophysiological load on the crew, reduces decision time due to a sharp decrease in uncertainty zones and eliminates the need for long-term memory access and mental operations while piloting a helicopter in a rapidly changing aerodynamic environment.

Operation of the display of the cockpit space (POP) in real time

FETS, designed to form an improved image of the casing space of the underlying surface and obstacles on it in real time, work as follows. The video images of the underlying surface obtained from the TV receiver 4, MM radar 5, IR radar 6 and / or laser radar 7, are sent to the computer 8 for the formation of an improved display of the cabin space of the underlying surface and obstacles on it, in which these video images are processed by software -hardware and the formation of an improved flight visual display of the cockpit space of the underlying surface. At the same time, the quality of visualization of the outside space does not depend on the time of year, day, actual meteorological conditions, as well as technical characteristics and the type of underlying surface. An improved display of the cockpit space is formed on the ILS combiner 2 at the take-off / landing stages and when reduced from a height below the VLOOKUP, and can also be displayed on the KPI 1 with its sufficient geometric dimensions (with a diagonal of at least 10 ''). Additionally, when maneuvering a helicopter at low and extremely low altitudes, power transmission towers and wires can be displayed.

Interaction of SVP with airborne radio communication and navigation systems

To increase the level of flight safety at all stages and flight modes, the SVP interacts with radio navigation aids and low-altitude radio altimeters RV and RTS 15. Using information on the true flight altitude generated by a standard low-altitude radio altimeter allows the BPP and DD 12 and BVS and MP units 11 to develop emergency warning information to prevent the helicopter from falling into the vortex ring mode and to overturn it due to exceeding the roll and pitch angles established restrictions at the moments of landing and separation in the conditions of loss of visual visibility of landmarks by the crew due to the formation of a snow / dusty vortex. The system provides the crew with information about the safe vertical speed of the helicopter lowering, which it needs to prevent it from falling into the "vortex ring" mode, as well as signal information on the roll and pitch angles at extremely low altitudes.

Additionally, on the KPI 1 (in the case of using an indicator with a diagonal of more than 10``), vital navigation information is displayed from the RTS navigation systems 15 (see below, FIG. 2).

Operation of the integrated multichannel receiver-corrector SNS GLONASS / GPS MRK 9SNS

In addition to the traditional algorithm for determining the location of a moving object, the calculator MRK 9 SNA additionally implements an algorithm for determining the spatial position of the helicopter: roll angles, pitch and course, as well as the current drift angle through the use of an antenna post. Additionally, MRK 9 SNA provides the helicopter crew with radiotelephone communications using satellites of the communication system (for example, CCC GLOBALSTAR), as well as e-mail and Internet access.

The receiver MRK 9 SNA of the GLONASS / GPS satellite navigation system operates in accordance with the algorithm of the control interface document of the satellite navigation system. Information about the ground speed W and its components (eastern W _E , northern W _N ; as well as track angle (PU), roll angles, pitch, course, drift angle) is fed to the system bus 16 of the IKBO of the helicopter and is used to form high-precision longitudinal and the transverse components of the ground speed, the longitudinal and transverse components of the wind speed, necessary for the crew to safely land the helicopter in case the crew lost visual visibility of landmarks.

In connection with the peculiarities of the dynamics of helicopter movement and control, as well as the adverse effects of external factors (sections 1, 2, 3 of table 1), it becomes necessary to present to the crew at KPI 1 a complete set of these parameters and alarm warning information on them.

Above were given technical means and algorithms for obtaining these parameters. Next, the format for representing these parameters at KPI 1 will be described.

The visualization format of the parametric and signal information generated by the BVS and MP 11, BPP and DD 12, BPU 13 on KPI 1 is shown in Figure 2, in which it is conventionally divided into eight parts:

1 - the lower left part is intended to display information about the health and settings (frequencies, ranges) of the used radio navigation equipment (in this case, the name of the radio equipment is displayed in white, yellow, red colors in accordance with their operability, namely: white - operable, yellow - partially functional, red - non-functional);

2 - the upper left part is intended for displaying parametric and signal information on the dynamics of movement of controls;

3 - the upper part is intended for visual display of information on the health and failure of information blocks included in the structure of the SVP;

4 - the central part of the indicator is designed to display parametric and signal information about the parameters of the spatial position of the helicopter and its dynamics;

5 - the upper right part is designed to display parametric and signal information about the altitude parameters of the helicopter;

6 - the lower right part is intended to display parametric and signal information about the meteorological conditions of flight;

7 - the lower central part is designed to display the vital navigation parameters of the flight necessary for its safe completion in case of failure of the main navigation system;

8 - the left central part is designed to display parametric and signal information about the speed parameters of the helicopter.

The format for visualizing information about the current position of the helicopter controls, the dynamics of their movement (Figure 2 - position 2.2), as well as its description are shown in Figure 3 and table 2.

The format of the visual display of information about the health and failures of the measuring and computing systems included in the structure of the SVP is shown in figure 2 by the position 2.3. It does not require explanation: text messages about failures of SVP systems are displayed in red, operating status - in green. Additionally, an alarm was issued about the most dangerous modes of operation of the SVP (HB rate, RV rate, vertical speed, angular speed, displacement speed).

The format of the visual representation of the parametric and signal information about the spatial position of the helicopter, the dynamics of its movement (Fig.2 pos.2.4) and its description are shown in Fig.4 and table 3.

The format of the visual display of parametric and signal information about the altitude parameters of the helicopter and vertical speed (Figure 2 - item 2.5) and its description are shown in Figure 5 and table 4.

The format of the visual representation of the parametric and signal information about the meteorological conditions of the flight and the maximum allowable take-off and landing masses of the helicopter, depending on the actual meteorological conditions, methods of take-off / landing, the use of PIC, ROM and flight rules (Figure 2 - item 2.6) and its description shown in Fig.6 and table 5.

The use of single-rotor helicopter flight visualization equipment in combination with the use of an onboard alarm system operating on various physical principles (light, sound, tactile), as well as the use of color cognitive graphics significantly reduce the psychophysiological load on crew members and reduce their erroneous actions when helicopter piloting in SMU, especially at low and extremely low altitudes, take-off and landing zones in a rapidly changing aerodynamic situation by creating an indication corresponding to an effective image of flight, close to visual.

Thus, the cognitive aerobatic indicator expands the functionality of the IKBO helicopter in terms of increasing the crew's awareness of aerobatic and navigation parameters, allowing to accurately assess the current aerodynamic situation in difficult weather conditions, including when the crew loses visual visibility of the underlying surface and landmarks on it. This allows you to reduce the decision-making time for helicopter control by reducing the number of logical operations, reducing “zones of doubt” (logical operations performed by crew members with a deficit (or lack) of information by presenting the crew with a complete set of helicopter flight aerodynamics, control parameters and parameters external factors).

SVP, in contrast to the prototype, additionally contains a modern measuring and computing system, which contains in hardware:

- an electronic measuring and computing complex designed to determine the parameters of the spatial position of the helicopter and the dynamics of the movement of the helicopter, taking into account the peculiarities of its dynamics and the ability to determine the directional speed of the longitudinal and transverse movement of the helicopter (forward-backward, left-right), angular speeds of rotation relative to the associated axes of the helicopter , determination of small values of the angle of heel, pitch in the parking lot before the launch of the power plants, in the process of starting the power plants and the promotion of the transmission moments of separation / landing, hovering, vertical climb, decrease with functional capabilities to ensure the safety of takeoffs and landings on unequipped and airborne platforms with different angles of inclination (longitudinal and transverse), unknown coating density, which causes an uneven subsidence of pneumatics during landing landing gear followed by rollover of the helicopter (determination of the inclination angles of the runway). Additionally, the above-mentioned unit generates alarm-warning visual signaling information made using cognitive technologies and duplicated by audible tone signaling;

- an electronic measuring and computing complex designed to determine altitude and speed parameters and meteorological parameters affecting flight safety: true airspeed, including in the low-speed range, instrument speed, absolute barometric altitude, relative barometric altitude, vertical descent rate / set, wind speed and direction, longitudinal and transverse components of wind speed, atmospheric pressure, outdoor temperature, determine the maximum permissible take-off / landing masses depending on the take-off methods and methods, which directly depend on the weather conditions at the take-off and landing site with alarm warning indicators that the helicopter has reached the minimum safe flight altitude, dangerous flight speed, dangerous wind speed and its lateral and associated components, dangerous vertical rate of descent to prevent the helicopter from entering the "VORTEX RING" mode;

- an electronic measuring and computing complex designed to determine the parameters of the controls and the dynamics of their movement: the angle of deviation of the STEP-GAS knob and its rate of movement, the rate of movement of the pedals of control of the pitch RV, the parameters of the dynamics of rotation of the HB and the operating modes of power plants with visual and tactile emergency warning indicators of a dangerous pace of movement of the STEP-GAS handle, a dangerous pace of movement of the pedals to control the angles of installation of the blades of the propeller, a dangerous fall / overspeed in HB expansion;

- hardware and hardware-software tools for integrating video images of the underlying surface and moving / stationary obstacles on it in order to obtain an improved instrumental image of the cockpit space under any meteorological conditions and regardless of the nature of the runway cover;

- electronic means of alarm warning: visual, audible, tactile about the approach and exit of the controlled flight parameters to the boundaries of flight operational values in accordance with the requirements of the flight characteristics and aerodynamics of a particular type of helicopter, operating on the principles of cognition and working with dynamic and static anticipation.

Another difference is the use of a new format for the presentation of aerobatic (parametric and signal) visual information, which provides an increase in the effectiveness of helicopter control and the accuracy of control actions due to:

- displaying information on indicators - ILS combiner, navigation indicator and KPI, intuitively reminding the crew of the conditions for piloting a helicopter according to the rules of visual flights (PVP), i.e. in simple meteorological conditions, due to the application of the cognitive presentation of aerobatic, navigation and signal information on them;

- creation of information display tools, on the information field of which functionally grouped devices are displayed, which are as close as possible to the indicators of the spatial position of the helicopter and which do not require the attention of the visual analyzer, minimizing the need for switching attention, providing quick, accurate, easy perception of parametric and signal information (with at a glance) for all spatial positions of the helicopter, and which allow the crew to perform effective tive manual output of the helicopter in flight safe mode from any spatial position;

- creation of visual information support characterizing the characteristics of the dynamics of the flight of the helicopter, the parameters of external influencing factors, especially the control of the helicopter (coordination of movement, pace of movement, proportionality, direction);

- the use of a method for displaying parametric and signal information necessary for safe piloting of a helicopter at all stages and flight modes, having upper / lower limits in the full range of displayed information without the use of dial indicators (or “clock type” indicators), which are replaced by digital counters, fixed / movable and pop-up indices, pop-up text messages, including a change in the background color of the digital counter and the background color of the indices depending on the values us the current value of the monitored parameter (green, yellow, red flashing) and depending on the operation algorithms notifying, warning and alarm performed with static and dynamic feedforward. These tools are distinguished by the fact that a change in the background color of the CSS (digital counter-signaling device) shows a tendency for a parameter to change, which does not require crew members to access long-term memory to analyze the numerous flight operational limitations of the helicopter flight parameters, which in turn depend on the stages and flight modes, flight mass, forcing the crew to turn to long-term memory and the need to perform operational actions in the mind to calculate the permissible values of the controlled parameters, which nachitelno psychophysiological reduces crew workload during tool piloting the helicopter in adverse weather conditions, and therefore, is directed to preventing erroneous action pilot (crew) and correspondingly to improve safety of flight.

The proposed SVP and KPI can significantly expand the functionality of existing information support tools by presenting to the crew a visual display of the parameters of the dynamics of the helicopter's motion, its spatial position and location at all stages and flight modes characteristic of single-rotor helicopters, regardless of the time of year or day at any meteorological conditions, including when visibility is close to zero, and which additionally provide:

- indication (presentation to the crew at the ILS combiner, located against the background of the windshield of the glazing of the helicopter cockpit lantern) of the artificial horizon line for any weather conditions of flight, which in its position, movement corresponds to the line of the true (natural) horizon, visible by crew members from the helicopter cabin in simple meteorological conditions. In this case, the crew has “sky space”, “earth plane” and a horizon line located in the depth of the indicator due to the use of 3D-format;

- an indication of the position and movement of “one's own” helicopter in the space that is displayed on the full-color cognitive flight indicator of the helicopter (KPI) in the form of a helicopter model (for pilots it is more convenient and more familiar as a model of an aircraft) moving along a roll relative to a fixed conditional horizon on the background a moving line dividing the "space of the sky" and the "plane of the Earth" - a rotating card located "in the depth" of the indicator in 3D format. In this case, the indication of the spatial position is performed in accordance with the requirements of ergonomics and does not cause the crew psychophysical load when determining the spatial position of the helicopter, since the direction of rotation (movement) of the helicopter controls fully corresponds to the rotation of the model of the aircraft in the same direction both in tempo and in the proportionality of the movement of the controls and fully corresponds to the rotation of the helicopter itself relative to the plane of the earth's horizon;

- indication of the movement of the helicopter back and forth, left-right, rotation left-right relative to the underlying surface in the hovering modes, moving at low altitudes, take-off, vertical descent and landing;

- indication of the descent trajectory relative to the plane of the true horizon in the zone of limitations of the vertical descent velocity, taking into account the translational descent velocity and the true flight altitude, necessary for the crew to prevent the helicopter from entering the vortex ring mode;

- indication of the pace (speed) of movement of the STEP-GAZ lever and pedals of control of the angles of installation of the blades of the propeller;

- an indication of the maximum permissible take-off / landing weight, depending on the take-off / landing methods, determined for the actual meteorological conditions at the take-off / landing sites;

- an indication of information on the actual meteorological conditions of the flight — wind speed and meteorological direction, atmospheric pressure values at the height of the runway and the outdoor temperature, longitudinal and transverse components of the wind speed;

- an indication of the nature of the obstacles (fixed and moving objects, their height and distance to them) and the technical condition of the runway surface (pits, mounds, etc.) of the proposed landing site and a preliminary assessment of the angles of the longitudinal and transverse slopes of the landing site before the helicopter hits into a snowy or dusty whirlwind at a height of at least 100 meters, allowing the crew to evaluate the possibility of making a safe landing;

- indication of the longitudinal and transverse angles of the helipad before launching the power plants and the promotion of the transmission, taxiing, at the moment of separation and landing of the helicopter;

- indication of emergency warning signaling information (visual, as well as audible, tactile) informing the crew about the approach of the parametric information to the maximum / minimum acceptable values in the operating conditions necessary for the crew to safely pilot the helicopter in the following parameters:

- the inclination angle of the runway runway of the intended landing site at the stage of descent and approach at altitudes of at least 100 meters;

- the inclination angle of the runway at the stages prior to the launch of power plants, taxiing, separation and landing of the helicopter;

- roll and pitch angles in all helicopter flight modes in accordance with existing operational restrictions;

- longitudinal, transverse speeds of the helicopter at the stages of maneuvering at low altitudes, hovering, vertical climb and descent, landing;

- angular yaw rate at all stages and flight modes;

- the longitudinal and transverse components of the wind speed at the stages prior to the launch of power plants, taxiing, moving at low altitudes, vertical climb and descent;

- visual and tactile signaling that the STEP-GAZ handle has exceeded the established operating limits and that the STEP-GAZ handle has been moved to a position of more than 11 degrees (for Mi-8 type helicopters);

- visual and tactile signaling of the fall / excess of the rotational speed of the HB of the established operational limitations.

The claimed flight visualization system and cognitive flight indicator are based on a modern elemental base mastered by the industry. The hardware and software complex uses the latest achievements of science and technology in the field of forming an improved display of the underlying surface. New algorithms have been developed for determining the parameters of the dynamics of helicopter motion, its control, and the parameters of external influencing factors.

Thus, it is possible to achieve the claimed technical result for the flight visualization system, namely: the creation of an improved visualization system for the flight parameters of the flight and the cockpit, which functions under any meteorological conditions at all stages and flight modes of the helicopter, regardless of the technical characteristics of the underlying surface, including an improved airborne system alarm warning information due to the development of additional electronic measuring and computing to complexes and a significant expansion of the functionality of the existing onboard helicopter systems.

And also to achieve a technical result for a cognitive aerobatic indicator: the creation of a new format for the presentation of aerobatic and navigation information, made using cognitive technologies, which allows the crew to carry out effective manual removal of the helicopter from any spatial position to a safe flight mode.

Claims (6)

1. A single-rotor helicopter flight visualization system comprising a comprehensive flight indicator, a navigation indicator, means for generating instrumental visibility of the cockpit space and moving / stationary obstacles on it, operating in real time, means for generating and displaying instrumental synthesized visibility of the cockpit space, located on the pilots dashboard at the stages of climb, horizontal flight and descent with the mapping of the topography awnings in 3D-format, electronic measuring and computing complex for determining spatial position parameters, electronic measuring and computing complex for determining altitude and speed parameters, electronic measuring and computing complex for determining navigation parameters, electronic measuring and computing complex for determining control parameters, satellite navigation system receiver, interconnected by a multiplexed digital information exchange channel, characterized in that the integrated flight indicator is made in the form of a cognitive flight indicator, it additionally contains a flight indicator against the background of the windshield of the cockpit glazing, means for generating and displaying improved instrumental visibility of the cockpit space, additionally containing a calculator for complexing video images received from imaging units of the improved image of the cockpit space, operating in real time scale, means of forming improved instrumental low visibility of the cockpit space at the stages of climb, horizontal flight, lowering to decision-making altitude, containing a terrain relief database with the implementation of the forward looking algorithm, a multi-channel panoramic air pressure receiver of the incoming air flow and inductive flow and the temperature of the inhibited air flow, electronic measuring and computing complex for determining the spatial position parameters, which additionally determines the dynamics parameters for izhnii, navigation parameters, longitudinal and transverse angles of inclination of the runway, electronic measuring and computing complex for determining altitude and speed parameters, additionally determining the meteorological parameters of the environment at all stages and flight modes and the maximum allowable take-off and landing mass, electronic measuring and computing a complex for determining control parameters, which additionally determines the parameters of the dynamics of movement of controls, a multi-channel multi-section a multiuse receiver of satellite navigation system that additionally determines the parameters of the spatial position, drift angle, true flight altitude and provides the crew with satellite communications and the Internet, an improved airborne warning and alarm system, which additionally contains sources of voice information, audible tonal signaling, and sound signals with a strong attracting effect , visual annunciators of strong attracting action and vibro-tactile annunciators, interacting through multiplexer channel of information exchange with said electronic measuring and computing systems, each of which comprises a memory threshold values of monitored parameters. 2. The flight visualization system according to claim 1, characterized in that the flight indicator on the background of the windshield of the cockpit glazing contains an instrumental display of the cockpit space and obstacles in it in real time, on which a symbolic display of the spatial position and dynamics of the helicopter is superimposed, altitude and speed parameters with the display of meteorological parameters in the take-off and landing zones, parameters of the controls and their dynamics of movement, longitudinal parameters and lateral tilt angles of the runways and alarm warning information on the above parameters. 3. The flight visualization system according to claim 2, characterized in that the multichannel panoramic air signal receiver is made in the form of an air pressure receiver of the incoming air flow, an inductive air flow formed from the operation of the main rotor, wind, and contains a chamber for complete braking of air flows, where placed sensors temperature and static pressure inhibited air flow. 4. Cognitive aerobatic indicator, characterized in that it, in addition to the existing standard aerobatic parameters, displays the parameters of the dynamics of movement, parameters of the controls and the dynamics of their movement, meteorological parameters for all flight modes, as well as the maximum allowable takeoff and landing mass, preliminary and / or the final assessment of the longitudinal and transverse inclinations of the runway and the nature of the obstacles on it, as well as visual alarm warning information position according to the above parameters, and the indication of the spatial position parameters is a model of a helicopter / airplane moving along a roll against a moving line relative to a fixed conditional horizon line and against a moving line dividing “sky space” and “earth plane”, while the direction of movement controls corresponds to the movement of the layout in the same direction both in pace and in proportion to the movement of controls and rotation, and the movement of the helicopter itself is relatively flat five Earth's horizon. 5. The cognitive aerobatic indicator according to claim 4, characterized in that in a single-window format for representing aerobatic parametric and signal information having upper and lower limits, digital signaling counters, fixed / moving indices, pop-up indices, pop-up text messages that change their color and background color depending on the value of the current value of the monitored parameter and on the operation algorithms of the improved on-board alarm warning information system. 6. The cognitive aerobatic indicator according to claim 5, characterized in that the single-window format for the presentation of aerobatic parametric and signal information is made in the form of functionally grouped aerobatic parameters pointers, which are in close proximity to the spatial position parameters pointers.

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