Integrated navigation system for aircraft of different classes (options)

 

(57) Abstract:

The invention relates to the field of navigation of aircraft (LA) mainly when flying in adverse weather conditions. The proposed system includes navigation satellites GPS and GLONASS and the associated avionics of the aircraft. The latter contains multi-channel receiver, satellite data, interface unit, TV camera, Aviacenter and display. This equipment provides automatic calculation and correction of course LA and easy visualization of the flight information. The system also contains ground lighting equipment, including several pairs of pulsed beacons. Beacons operate in the visible, IR and UV spectral ranges and is equipped with an Autonomous control system. In its embodiment, the system includes means for synchronizing the pulse beacons with approach lights, so as to form a single running light wave, facilitate the implementation of the landing AIRCRAFT. The invention is aimed at providing high reliability and safety of all phases and modes of flight. 2 S. and 1 C.p. f-crystals, 5 Il.

The invention relates to techniques for navigation of aircraft (LA) of different classes, and is intended to improve reliable is Adonai the strip during landing, for accurate conclusion LA the target and the direction of the runway for the initial part of the landing. This ensures correction of the course in automatic mode, visual and visual flight control in the early stages of reduction, planning and exit to landing a direct and complete the landing.

Prior art

Known navigation systems GPS and GLONASS and their possible modifications provide highly accurate calculation of the 3-dimensional coordinates of LA in each moment of time, and comparing them with software coordinate values in the route points that are made in memory of the onboard computer or other similar device prior to departure. Exactly on the route of flight, the variances are calculated from estimated rate and correction of the course are the main navigational task Postings. This task using satellite navigation systems GPS and GLONASS provides correction and movement strictly for the course in any weather, at any time, including at the stages follow the echelon, the beginning of the descent and landing in both automatic and manual modes.

But as the experiences of piloting, the completion of the reduction, planirovanie the property of contact with the runway, using lighting guidelines on the strip, with the transition at visual flight. Early transition to visual flight, creating a reserve of time until decision height (cm), as well as clear and accurate visual perspective of the situation, is a necessary condition for the successful completion of flight in difficult and tense his plot. This is due primarily to the fact that approximately 90% of the information about the environment gives the visual system of the person, providing a visual and maximum authentic representation of the real situation.

But just to provide visual contact with the runway (or landing area for helicopters) GPS and GLONASS fundamentally can't. It can only do this on-Board system LA, which operates in the optical range of light radiation, including ultraviolet, visible and infrared ranges. In General, the situation is similar to the one in which the driver of a motor vehicle or other vehicle, with the help of instruments satellite navigation system comes closer to the goal of his trip is close enough, but completes it exclusively according to the visual assessment of the situation, road conditions, etc.

A comprehensive solution to achieve maximum safety and accuracy landing in all weather conditions can be achieved, firstly, by the principal possibility of visualization of the spatial position of LA relative to the runway (PP), providing access to the target runway in the direction of the continuation of the centerline in the automatic mode at an early stage of reduction and much earlier establishing visual contact with the runway, secondly, with transition to visual flight and computing the motion parameters for signals above a powerful pulse Svetlakov much earlier CDF and the completion of the landing at little or no deviation of the trajectory of the landing from the calculated values.

The proposed integration of technical systems GPS and GLONASS with those whom you treatment, computing and computer graphics is the basis of this invention.

Disclosure of the invention

The technical solution of the problem consists in the following.

At the stage of pre-flight preparation before departure, in the memory interface unit 33 of onboard equipment integrated navigation system (RAM) are the coordinates of the 6 points of the runway (runway) of the destination airport, it points 10, 11, 12, 13, 14 and 15 in Fig. 2. At the initial stage of gathering with echelon, the beginning of the reduction, the specified interface unit 33 (Fig.5) according to the signals of a multichannel receiver 32 generates a video signal in the form of a grid of coordinate lines, time-varying fragment of the electronic card linked to your position LA, the silhouette of which together with the ground speed vector is contained in the same video.

In addition, the memory interface unit 33 on this point, read the coordinates specified 6 points of the runway on which the interface unit 33 reconstructs an electronic image of the runway along its entire length and its axial line continuation (Fig. 3). Building a grid of coordinate lines, the position of the aircraft and restored the runway in the plane of the total image occurs in a single system of coordination is the original memory location in the plane on the Earth's surface. Simultaneously, the interface unit 33 calculates the parameters of relative motion, including the rejection rate LA from the calculated trajectory reduction (from the direction of the centerline of the runway), and outputs the values to the autopilot system. Given the traffic in LA, the picture in Fig.3 is continuously changing, and doing maneuvers and turns, LA in automatic mode, approaching, moving the target and the direction of the centerline of the runway already at the initial stage of reduction (Fig.4). From the above it is also clear that the whole process of reduction at landing the crew in full control of visually on the screen of the LCD display 37 (Fig.5). Visualization of the runway by electronic means relative to the current position of the aircraft on the background grid of coordinate lines, at the initial stage of reduction, practically means the transition to visual flight conditions, when the optical visibility is absent. The process of rendering the runway by electronic means is not important in itself, but because this provides the most accurate and much faster time-out LA the target and the direction of the centerline of the runway in both automatic and manual modes.

With the detection pulse Svetlakov 7, Fig.1 ground equipment on Board LA EIT movement and the formation of the video on observable in the optical range the contour of the runway and the surrounding plot, and transfer of motion parameters LA on automatic landing 38, Fig.5 until the touch on the runway.

Thus, the transition to optical visual flight using signals of intense pulsed light targets on the runway closes the relay output LA on the calculated trajectory and provides the completion of the landing.

Electronic visual flight, its continuation in the optical channel to complete the landing is one of the main elements of novelty in this invention, therefore, consider it in more detail.

The coordinates of the points 11 and 14 in Fig.2 correspond to the end of the runway and the locations of the first pair IMS 7, and the points 12 and 13 lie on both sides of the runway and correspond to the location of the second pair IMS level landing lights 6. Points 15 and 16, Fig.2, lie on the centerline of the runway, at the levels of the first and second pairs, respectively, point 16, moreover, corresponds to the estimated touch point and for airports with angle reduction trajectoryCH= 3point 16 is separated from the end face of 450 m

The interface unit 33 of the navigation of complex signals multi-channel GPS receiver, GLONASS 32 (Fig. 5), and read from the RAM signals generates nachalot electronic card, with angular and linear symbols and variable scale; a value of latitudes and longitudes in Fig. 3 are conditional, but with some approximation correspond to the fragment El. card when flying from St. Petersburg in the direction of Moscow.

2. Straight lines 18 and 20, corresponding to both sides of the runway and centerline 19, built-in graphics processor interface unit 33 to read from memory the coordinates of the points 11, 12, 13, 14, 15 and 16 (these points are also shown on the display).

3. In the middle of the lower part of the El. cards from the current coordinates of LA, plays his silhouette 25, and originates a straight line corresponding to the ground speed vector.

Mesh electronic lines inclined to the vector , the angle Q 17 which continuously varies and is calculated by the interface unit 33.

4. In the upper part of Fig.3 the values calculated in this phase of flight the interface unit 33 of the motion parameters of LA relative to runway 26, and, in particular, the slant range RHto the estimated touch point 16, the angle valuerespbetween the vector and the line of sight at the midpoint of the centerline 15, the linear lateral deviations dforehead27, from the continuation of the centerline, and that the relevant RH. Angle valuesrespand (the angle between the vector and the axial line of Fig.3), and values of dforeheadand HCHtransmitted to the autopilot system for automatic correction of course, early and accurate o LA the target runway and on the direction of the axial line.

The transition from e to a valid visual flight linked to the detection aboard LA IMS 7 - powerful light of the guidelines working in the pace of the traveling wave. When this blocks the optical channel on Board the aircraft from the signal IMS reliably indicated the outline of the runway along its entire length, and with accuracy corresponding to the optical channel processing, the system calculates the slant range to the estimated touch pointHthe linear demolition of LCHthe deviation of the current flight altitude from the calculated values of HCHin case of inadmissible deviations of the values of LCHand HCHa signal is generated warnings. Values of LCHand HCHis transmitted to the automatic landing.

Changing images of the stages of the electronic visual flight and optical visual flight, as well as signals sent to the autopilot, occurs at the same time, when a close match is calculated on both atapex navigation system.

Fig. 2. The layout reference points 11, 12, 13, 14, 15, 16 on the runway of the airport of destination.

Fig. 3. The image on the LCD screen at the initial stage of reduction LA when landing.

Fig. 4. The image on the LCD display at three points in time, illustrating the dynamics of the output LA the target and the direction of the runway center line AP of the destination.

Fig.5. Functional diagram of the onboard equipment of the CND.

The General scheme of functioning of the integrated navigation system of Fig.1, consists of a group of satellites 1 orbits the Earth deployed schema navigation systems GPS and GLONASS. Avionics LA2, in part, on SPS, discussed below in this section.

In Fig.1 shows all the components of ground equipment CND is:

- approach lights 3,

the lights of the horizon 4,

- existing landing lights 5,

- landing lights 6,

pulse sitemake 7,

- runway 8, (WFP),

- centerline of runway 9,

- transmitting part of the system control pulse sitemake 10 is located on the control tower of the airport has an air traffic controller.

The best option implement izobreteniya lights lighting equipment, including approach lights 3 lights the horizon 4, landing lights 5 lights landing 6 and the system power supply, and also along both sides of the runway 8 several pairs of pulse Svetlakov (ISM) high-power 7. IMS for helicopters are located at the vertices of an equilateral triangle or rectangle with the corresponding side length. The distance between adjacent pairs of IMS is 400-500 m; the second from the end pair IMS is located on the line across the runway, the midpoint of which corresponds to the estimated touch point. IMS work in the visible and partly into the ultraviolet and infrared ranges of the light radiation and at tempos of the traveling wave. The power of the IMS fits into the supply line of the existing runway lights 8, and Autonomous management of their work is done on the command radio, transmitter and antenna which are located on the control tower of the airport and 10, and the remote control is in the possession of an air traffic controller. Code control commands are one-time events and provide an independent on/off IMS 7 and the organization of outbreaks according to the method of the traveling wave in each of 2 directions.

Avionics CND, Fig. 5, includes an antenna 31 multichannel her ability 35, Aviacenter optical channel 36, color or black and white LCD display 37; one of the outputs of the control unit 34 is connected to the input of an external system autopilot and automatic landing 38.

The antenna 31 is connected to the RF input of the receiver GPS-GLONASS, the output of which is connected to one input of the interface unit 33, to the second input of which is connected to the first output control unit 34 (this connection provides input coordinates GDP). The first output interface unit 33 via the remote control connected to the input of an external system of the autopilot, the second output interface unit connected to the first input of the display 37. The second output of the control unit 34 is connected to the second input of Aviacenter 36 (this connection enables the transfer of electronic data flow channel to compare them Aviacenter with identical data, parameters of the optical channel). One output of Aviacenter 36 through the control panel is connected to the input of an external system of the autopilot and its second output is connected to the second input of the display 37. The third input of the remote controller 34 is connected to the voltage of the onboard network 39, broadcast on all units-consumers.

Appointment of receiver 32 and antenna 31) lies in the acceptance, processing information, and the 1. The calculation of coordinates in the route points, deviations from their estimated values, and also service information is adopted for navigation wiring unified coordinate system, it can be a geocentric coordinate system XYZ coordinate system WGS-84 and other Calculated current coordinates from the output of the receiver 32 is connected to the first input interface unit 33, the purpose of which is to perform the following basic functions:

1. On the stage of the movement by echelon formation files navigation and service information, code the signal values of the deviation of the current exchange rate from the estimated fed through a control panel 34 on the outer autopilot system 38, and the files of the navigation information in the format of television signals and the RGB structure through the control panel 34 is connected to the input of the LCD 37.

2. At the initial stage of reduction at landing:

- creates a grid of coordinate lines, a fragment of an electronic card that is tied to current coordinates of LA, and the tilt coordinate lines corresponds to the orientation course LA on these lines, and the scale of the electronic map changes as a function of distance to the runway;

- produces graphical postchallenge corners 17 and angle 21 (Fig.3) the linear lateral deviations dforehead27, and slant range 23 and HCH- deviations from current altitude of LA relative to estimated;

- construction of the vector absolute speed

- the formation of the combined signal in the RGB structure that contains the specified coordinate grid lines with angular and linear quantities coordinate, direct vector (Fig. 3), LA silhouette, as shown in Fig. 3, the restored path and the centerline of the runway with its sequel, as well as the values of RN(23), dFOREHEAD(27), HCHand angleresp(21).

TV camera 35 is intended for the formation of a TV signal, containing the plot in the field of view of the camera, and, in particular, WFP with pulse sitemake and other lights, lighting equipment. Feature 35mm camera is a high sensitivity and resolution, adaptation to complex underlying background, those quality characteristics that enable the detection of IMS and other lights on the maximum possible range.

Specialized Aviacenter 36 is designed to handle signals of the TV camera 35, procedures, detection of signals in dotted form at special algorithms and compute the motion parameters of LA relative to the runway ode standard TV signal in real time and in the structure of RGB, which contains the plot in the field of view of the camera and the computed motion parameters LA; in the case of unacceptable deviations course LA is formed an alert. LCD 37, black and white or color, is designed to render operational and navigational information during all phases of flight, from takeoff to touch and stop on the runway during landing.

The remote control 34 is designed to perform the following functions:

1. On/off botofogo equipment; selection of operating modes on-Board complex, including "Rise"-"Landing", "Class airport", "Airplane"-"Helicopter".

2. At the stage of pre-flight preparation of input to the memory interface unit 33 of the coordinates of the 6 points of the runway.

3. Output (broadcast) on the LCD display TV signals in the RGB structure during movement by echelon, the beginning of reduction, landing a direct and complete the landing.

4. Output (broadcast) to the input of the autopilot systems and automatic landing code signals course correction during movement by echelon, the beginning of the decline and exit on the boarding line.

Let us examine the work of the CND at various stages of flight

Preflight preparation

In this and other sections consider is the eye of the interface 33 introduces the known coordinates of the 6 points of the runway (Fig.2), listed in the coordinate system in which the coordinates of when flying. With regard to the requirements of the instruction on flight operations (CWP) in RAM are also the coordinates of the same points alternate aerodromes. The recording can be performed, for example, using keyboard presetting remote control 34 and inserted into the receiving device 40 microdisney or flash card that provides the choice of the destination airport and the ability to reprogram the direction of flight of the aircraft.

Off

In all weather conditions on the phase of the runway on takeoff and until detachment are mainly used blocks 34, 35, 36, a display 37 and IMS ground equipment, forming a traveling light wave in the direction of takeoff. When this is calculated and displayed on the display 37, the image incident runway, as well as the range RTto the far end of the runway, the deviation in the X direction of the run from the centerline, and a warning signal in the form of a flashing light stain red when invalid deviations.

Thus, at each moment of time on the takeoff, the crew has an accurate current information about the normal operation mode or a deviation from it. After disengagement side obovale navigation information, contains data on the current coordinates of LA, deviations course LA from the calculated distance remaining flight time and other data from the output of diamondcutter GPS-GLONASS 31 are fed to the interface unit 33, which are transformed into TV format in the RGB structure and through the panel 34 are displayed on the display 37. In the case of changes in conditions at the destination airport course LA can be reprogrammed by the crew, with proper regard to the on-Board SPS, with remote control 34 entered the coordinates of the points of the runway of one of the alternate aerodromes selected for planting.

The phase of decline

Start gathering with echelon depends on the distance between the airports of departure and destination. For SPS this distance can be chosen equal to 25-30 km, but in principle can be much larger. The fact that the computation of angles, as well as the values of dFOREHEADin Fig.3 are performed on the surface of the Earth, which on these distances can be considered flat, i.e. not to take into account the curvature. On the one hand, simplifies the calculations, and on the other, the range of 25-30 km to manoeuvre and an early exit in the corner runway/PP is quite sufficient.

Upon reaching RRUNWAY=25-30 km (RRUNWAYis calculated in diamondcut edu coordinate lines, tied to the current coordinates of the aircraft. Angular and linear denote the coordinate lines are placed as shown in Fig.4 a, b, C. In the middle of the lower part of the e-cards marked with the silhouette of LA and held out his ground speed vector. Coordinates of LA and the angle to the coordinate lines change constantly and constantly, consistently approaching the runway coordinates in Fig.4 a, b, C. Direct 18, 19 and 20 are constructed by the method of computer graphics at the points 11, 12, 13, 14, 15 and 16 of the runway, the coordinates of which are read into the interface unit 33 from the moment of transition to the initial stage of reduction LA (reaching RRUNWAY=25-30 km).

The number of coordinate lines and in the plane of Fig.4 determines the scale of the electronic map, which as it approaches the runway is extended by reducing the number of both coordinate lines (Fig.4B). Composite image of Fig. 4 a, b, allows the crew not only visually monitor the whole process exit LA the target and the direction of the centerline of the runway, but also to obtain direct quantitative estimation of distance to the runway, the value of dFOREHEADlinear lateral deviations and angular deviationsrespand . However, the yield of the target runway runs in automatic mode, while Zn is I 34 on the autopilot system (automatic landing), values are presented in the upper part of the composite image in Fig.3 and 4.

Calculation of relative movement of aircraft and tolerances, is proportional to the correction signals of the course can be done as follows.

Calculating the slant range to the estimated touch point Rdecl(the stage of early reduction).

Method of calculation of Rdeclbased on the measurement of the distance between two points in space with known coordinates, according to the formula of spherical geometry:

< / BR>
where X1Y1Z1the current coordinates of the AIRCRAFT are calculated by plementation 32,

X2Y2Z2- coordinates of the point 16 in Fig.2, is read from the memory interface unit 33,

The angle calculationresp(Fig.3)

Based on the calculation of the angle between two straight lines in the Ground plane, between a straight line corresponding to the vector , and the auxiliary line 22 of Fig.3; line 22 represents the line of sight in the Ground plane between the projection point of the current position of the aircraft and the point 15 in Fig.2 (point 15 on the centerline of the runway at the level of 1 pair IMS).

The equation of a straight line vector on the XY coordinates in LA 2-x points, separated and the+C2=0.

Then angleresp21 between the two straight lines will be determined from the formula:

< / BR>
Similarly, it calculates the angles between the vector and the axial line of the runway, the angle (Fig.4) and the angle 17 of the tilt vector to a coordinate axis in Fig.3.

Calculation of the linear lateral deviations

The value of dforeheadis calculated as the distance in the plane of the Earth between the current position of the projection LA with coordinates XiYiand the continuation of the centerline 19 A3x+B3the+C3=0, the construction of this line based on the coordinates of the points 15 and 16 in Fig.2, read from the memory interface unit 33 on the primary and above the stage of decline.

According to the famous formula of analytic geometry distance dforeheadfrom the point with coordinates XiYito direct A3x+B3the+C3=0

< / BR>
The calculation of HCH< / BR>
Calculation of variance values of the current height HtechLA (according to diamondcutter 32 or other meter height) from the calculated Npvalues can be performed as follows. The value of Ntechcalculates PI 32 as the Z coordinate converted by known algorithms in the current value of the altitude Htechand rascheln>< / BR>
whereCH- calculated and pre-determined angle reduction trajectory for a given destination airport (entered at the stage of pre-flight preparation when selecting class airport);

usually the value ofCH= 2,7-3,0.

Each value of range Rdeclbefore the touch point corresponds to the calculated value of the altitude HTif the error of calculations of Rdeclis equal to or less than 100 m, the calculated error in the calculation of HCHis in the range HCH10-15m (called by the error computing Rdecl), the initial approach should be considered acceptable; in differential mode measurements of HCH1 m

Parameter values respthat is , dforeheadand HCHthe binary codes are fed to the input of an external system autopilot 37 for course correction and compensation of errors in the vertical and horizontal planes that will provide accurate and early exit LA the target runway and landing on straight.

Output for direct planting, the completion of the landing.

Early access to the target runway, made in the previous step, in fact, tantamount to withdrawal of the aircraft on landing directly with the errors determined only by the error calc of several meters. The next step is the detection of light targets the runway much earlier decision height (cm) and the transition to optical visual flight provides optical channel CNN, is a powerful impulse sitemake working at the pace of a traveling wave in the ground equipment (option CND for helicopters is 3 or 4 svetoraca, outbreaks which occur simultaneously), TV camera and Aviacenter in the trip. Here, the processing of data streams in real time, and calculating motion parameters are executed at the current level, using the methods and technical means of detection signals from point sources, fast algorithms and high-speed processors. The discovery of the first two pairs of IMS, next to LA (points 11, 12, 13, 14 in Fig.2), allows us to calculate all the basic motion parameters, including slant range to the estimated touch point Rdeclthe linear lateral deviations dFOREHEAD(or lCH), flight altitude Hpand the value of HCHthe deviation in height from the calculated glide slope, drift angle lCH. It should be noted that in this mode of calculation of these parameters are directly observable light guides runway. High is I from the calculated values when the span of the end of the runway, and, therefore, the completion of planting with minimal deviations from the calculated trajectory. In the helicopter version of the CND are calculated slant range to the centre of PP, the angle of the flap respand HCH- height deviations from the calculated glide path.

The display 37 of the image of the runway (and the surrounding plot) and movement parameters, as well as the total replacement of the previous image mode is executed, first, at the close coincidence of the values of the deviations of the exchange rate in the horizontal and vertical planes, and, secondly, the temporary location of runway images, restored electronically and directly observable, should be close enough so that their replacement was almost unnoticeable. The mechanism of this substitution is widely used in television technician for mixing TV signals from two independent sources. In this case, the replacement of one image to the other occurs simultaneously with the replacement of the correction signals of the course, supplied to the external system automatic landing 38.

Building CND, providing in all weather conditions most accurate movement along the estimated trajectory in combination with maximum awareness of the crew at the complex on the AE failure of the onboard power supply system landing can be performed by the crew visually, in powerful pulse svetomaks ground equipment, which are visible to the crew well before the decision height in all weather conditions. The failure of the onboard network LA when landing can be preroman connection at the network terminals of the control source of emergency power, for example, the battery of a small capacity of the emergency kit LA.

The presence in the airport approach lights 3, working at their own pace traveling wave and pulse Svetlakov, SPS makes it possible to establish a common traveling wave from the initial location of the approach lights to the far end of the runway, in synchronous mode. The exact length of the orientation direction of landing increases not only the visual perspective, but also the confidence of the crew in the correctness of decisions. To achieve synchronism and organization of the General traveling wave on external input remote control system pulse sitemake 10, Fig.1, it is necessary to connect the two wires from the power device and control the operation of the approach lights. The transmitted signal, as well as allowing the team determines how the inclusion and the work of all IMS immediately after the last fire approximation, which is located near t nursnig of Svetlakov and control systems associated with the respective costs that may be burdensome for some airports, for example, with low traffic intensity. In this case, but only in a simple weather conditions, side blocks of the optical channel will provide visual contact and calculation of parameters of movement LA via existing lights the horizon 4 and glide to the landing lights 6, have in addition to the locations of the first and second pairs of IMS (and therefore with the same coordinates) while maintaining the possibility of electronic visual flight at the initial stage of reduction.

Industrial applicability

The invention can be used for navigation of manned and unmanned LA any classes, automatic flight control and correction of the course in all phases of flight, when performing search and rescue operations and helicopter landing on the landing pad small size.

1. Integrated navigation system for aircraft (LA) different classes containing ground that implements the differential mode operation of the navigation system, ground lighting equipment of airports and airfields, including pulse sitemake located symmetrical pair of the navigation system in the external system the autopilot and automatic landing, Aviacenter engaged in the final stages of landing the computation of the motion parameters of LA relative to the runway, the values of their deviations from the calculated values and the formation of a television signal using signals from the said pulse Svetlakov and the lights specified lighting equipment on the runway, display, and control onboard equipment, integrated navigation system, a television camera, the optical axis of which is directed by the construction axis LA, and the output connected to the first input of the specified Aviacenter, to the second input of which is connected to the second output of the control unit, characterized in that it further comprises grouping navigation satellites deployed in orbits around the Earth, and channels of communication along the lines of the Board LA aboard these satellites, the specified on-Board equipment includes an antenna and a multi-channel receiver navigation information on Board these satellites, as well as an interface unit performing on the stage of decline and approach the computation of the motion parameters of LA relative to the runway and deviations from the calculated trajectory, the issuance of tolerances specified in the autopilot system and the formation using the visible light, ultraviolet and infrared radiation and is equipped with a system of Autonomous control pulse sitemake, the output of the specified multi-channel receiver connected to the first input of the specified interface unit, to the second input of the interface unit connected to the first output of the specified control unit, and the first output of the interface unit via the remote control is connected to the input of the specified external system autopilot, the second output interface unit via the remote control connected to the first input of the specified display, and outputs Aviacenter via remote control connected to the inputs of the specified external system autopilot and automatic landing and to the second input of the display.

2. The system under item 1, characterized in that the specified grouping of navigation satellites is GSP go GLONASS.

3. Integrated navigation system for LA different classes containing ground that implements the differential mode operation of the navigation system, ground lighting equipment of airports and airfields, including approach lighting system with the device of their food and the synchronization pulse sitemake located symmetrical pairs along the ocean system autopilot and automatic landing, Aviacenter engaged in the final stages of landing the computation of the motion parameters of LA relative to the runway, the values of their deviations from the calculated values and the formation of a television signal using signals from the said pulse Svetlakov and the lights specified lighting equipment on the runway, display, and control onboard equipment, integrated navigation system, a television camera, the optical axis of which is directed by the construction axis LA, and the output connected to the first input of the specified Aviacenter, to the second input of which is connected to the second output of the control unit, characterized in that it further comprises grouping navigation satellites deployed in orbits around the Earth, and channels of communication along the lines of the Board LA aboard these satellites, the specified on-Board equipment includes an antenna and a multi-channel receiver navigation information on Board these satellites, as well as an interface unit performing on the stage of decline and approach the computation of the motion parameters of LA relative to the runway and deviations from the calculated trajectory, the issuance of tolerances specified in the autopilot system and the formation using the visible light, ultraviolet and infrared radiation and is equipped with a system of Autonomous control pulse sitemake, with the specified remote system Autonomous control pulse sitemake connected to one of the outputs of the specified device power and synchronization of approach lights, so that ensures the formation of a single traveling wave, the output of the specified multi-channel receiver connected to the first input of the specified interface unit, to the second input of the interface unit connected to the first output of the specified control unit, and the first output of the interface unit via the remote control is connected to the input of the specified external system autopilot, the second output interface unit via the remote control connected to the first input of the specified display and outputs Aviacenter via remote control connected to the inputs of the specified external system autopilot and automatic landing and to the second input of the display.

 

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