RU2666554C1 - Method for increasing safety of flight and landing of aircraft by local control and corrective station - Google Patents

Abstract

FIELD: radio engineering and communications.SUBSTANCE: invention relates to the field of radio engineering, computer technology, communications and global navigation satellite systems and can be used in civil aviation. Local control-correcting station (LCCS) is used, which is periodically determined for a specific time by comparing the calculated pseudoranges (PD) for various combinations of redundant navigation satellites (NS) and satellite receivers, the standard/substandard state of the LCCS itself and the standard/substandard NS, when using the standard NS, the reliability loss of the LCCS is determined for inadmissible fluctuations of the earth's crust at the location of the LCCS, then on the standard LCCS with the use of standard NS, an inadmissible anomaly of the ionospheric ionization and ionospheric storm is determined, and if the allowable values of PD and differential corrections (DC) are exceeded, the integrity of these data is lost, the data obtained above in the calculator (CL) of the LCCS and the tested aircraft (AC) landing variants are fixed in the codogram of the information message from LCCS to AC, previously agreed by them, the codogram data is continuously updated and issued from LCCS to AC every 0.5 sec. To increase the stability of the codograms of information messages to external adverse effects arising from the situation are not filled with information of the source codograms as agreed between the LCCS and the AC is filled with ballast information or control codes.EFFECT: broader functional capabilities.4 cl, 1 dwg

Description

The invention relates to the fields of radio engineering, computer engineering, communications and global navigation satellite systems and can be used in civil aviation.

A known method of generating differential corrections (DP) to pseudorange (PD), described in the utility model "Device for forming corrections in the radio navigation system" (patent No. 39701 IPC G01C 21/24 from 04/21/2004), characterized by a more accurate calculation of PD than on aircraft (aircraft) using land-based stationary series-connected antennas, receivers and a computer with an output for transmitting AP to aircraft.

Closest to the technical nature of the claimed method is a method of forming a DP to PD described in the utility model "Terrestrial system of augmentation in satellite radio navigation with the formation of amendments to pseudorange" (patent No. 38055 for IPC G01C 21/24 of 02/17/2004) , also characterized by a more accurate calculation of AP than on the aircraft with the help of ground-based means and the transfer of AP there.

A disadvantage of the known methods is the insufficient information of aircraft located in the area of the LCCS of a specific airport (information on the ionospheric storm and seismic activity in the specified zone, air conditioning of the LCC itself, as well as options for landing aircraft are not provided on the aircraft. In addition, it is used for transfer from the LCC to The aircraft indicated is very important for safe flight and landing information. The VHF radio channel is not sufficiently protected from the influence of this information (distort, jam, etc.) by an attacker (terrorist or any other obrozhelatelya).

The technical result and the purpose of the claimed invention is to eliminate the disadvantages of the prototype and expand its functionality by providing more complete information of aircraft located in the area of the LCCS of a specific airport (additional information is provided on the aircraft about the ionospheric storm and seismic activity in the specified zone, air conditioning of the LCC itself, and also aircraft landing options) and by protecting the information transmitted via the VHF radio channel from the attacker.

The indicated technical result and the goal are achieved in that a way to increase the flight safety and landing using the LCC, characterized by the formation of differential corrections (DP) to the pseudorange (PD) in the LCC as part of a series-connected antenna module, satellite receiver unit (BSP), computer ( HF) and a VHF radio transmitter with its antenna, the output of which is an information output for transmitting information from the LCC via ether to the aircraft, while the formation of the DP to the PD is provided by a more accurate calculation PD on the LCCC than on the aircraft and detecting deviations in the calculated value of the PD from its known reference value, and take into account the temperature, pressure and humidity of the atmosphere, determined using the weather sensors included in the LCC, as well as the fact that in the LCC periodically for a specific point in time it is determined by comparison of calculated PD values for various combinations of redundant navigation satellites (NS) and BSP receivers air-conditioned / non-conditioned state of the LCC itself and air-conditioned / non-conditioned NS, when used to conventional NSs determine the loss of reliability of the LCCS during unacceptable fluctuations of the earth's crust at the location of the LCCS, then on the conditioned LKS when using conditioned NSs determine the unacceptable anomaly of ionization of the ionosphere and ionospheric storm, and if the permissible values of PD and DP are exceeded, the integrity of these data is obtained, the data obtained above are the data in the HF LCCS and the tested aircraft landing options are recorded in the codogram of the information message from the LCC in the aircraft, agreed in advance by them, the codogram data is constantly updated and issued from LCCS on the sun every 0.5 seconds.

To increase the stability of the codograms of information messages to external unfavorable influences, the zones of source codograms that arise as a result of the situation and are not filled with information by agreement between the LCCS and BC are filled with ballast information or control codes. Instead, or in addition to monitoring non-distortion of information on the air, it is received from the air using a ground-based VHF radio receiver located near the LCCS, from where the received information is sent via a wired channel to the LCC for comparison with a reference in the calculator, if information distortion is detected immediately report this to the aircraft and eliminate the causes of distortion.

To completely hide information by reproducing it on the aircraft, a pair of identical synchronously working code generators is used, one each on the LKSK and the aircraft, while only a series of sync clocks are transmitted via the VHF radio channel, the first synchro-clock of which starts both code generators, and the last one stops them, as a result why the code of the transmitted information is fixed on the BC code generator.

The drawing shows an explanatory sketch, which shows:

1 - a group of navigation satellites (NS) 1.1, 1.2, ... 1.n;

2 - local control and correction station (LKS) with

2.1 - antenna module,

2.2 - a block of satellite receivers (BSP),

2.3 - computer (HF),

2.4 - a transmitter of VHF - a radio channel with its antenna;

3 - ground VHF - radio with

3.1 - equipment for transmitting data to the LCC,

3.2 - wired channel;

4 - VHF radio channel for transmitting information from the LCC to the aircraft;

5 - aircraft (AC) with VHF radio receiver with its 5.1 antenna;

6 - ionosphere.

All devices used in the method are widely used in the Russian Federation.

The drawing does not show the elements and power supply circuits, structural elements, grounding, coordination ... - all that is not required to consider the proposed method.

A method of increasing flight safety and landing using LCCS 2, characterized by the formation of differential corrections (PD) to pseudorange (PD) in LCCS 2 as part of a series-connected antenna module 2.1, satellite receiver unit (BSP) 2.2, computer (HF) 2.3 and VHF 2.4 radio transmitter with its antenna, the output of which is an information output for transmitting information from the LCCS 2 via ether to aircraft 5, while the formation of the DP to the PD is ensured by more accurate calculation of the PD on the LCC 2 than on the aircraft 5 and detection of deviations the calculated value of the PD from its known reference value, and take into account the temperature, pressure and humidity of the atmosphere, determined using the weather sensors included in the LCC 2, as well as the fact that in the LCC 2 periodically for a specific point in time it is determined by comparing the calculated values of the PD for various combinations excess navigation satellites from group 1 and BSP 2.2 receivers condition / non-condition state of LKS 2 itself and condition / non-condition NS from group 1, when using condition NS from the group Steps 1 determine the loss of reliability of LCCS 2 due to unacceptable fluctuations of the earth's crust at the location of LCCS 2, then on the conditioned LCCS 2 when using conditioned NSs from group 1, they determine the unacceptable ionization anomaly of the ionosphere 6 and the ionospheric storm, and if the permissible values of PD and DP are exceeded, the integrity of this data, the data obtained above in the HF 2.3 of the LCCS 2 and the tested landing options for the aircraft 5 are recorded in the codogram of the information message from the LCCS 2 in the aircraft 5, agreed in advance by them, the codogram data is constantly updated and issued from LKSK 2 on aircraft 5 every 0.5 seconds. To control non-distortion of information on the air, it is received from the air using a terrestrial VHF radio 3 located near LKSK 2, from where the received information is sent via wire channel 3.2 to LKSK 2 for comparison with the standard in calculator 2.3.

The method is as follows.

Each stationary ground LCCS 2 installed at the corresponding airport (currently at the 110 largest airports in the Russian Federation) has a precise coordinate of its location with a corresponding geodetic peg. The coverage area of a specific LCCS 2 (about 300 km around a specific airport is provided by the power of the corresponding VHF - transmitter 2.4 VHF - radio channel 4) is determined by the need to timely provide all aircraft 5 located in this zone with significantly more accurate data on their current location coordinates, for which these aircraft 5 are issued DP to pseudorange (PD) according to the relevant NS 1.1, ... 1.n. Each aircraft 5 independently determines the PD with significantly lower accuracy than the LKSK 2 with the help of its satellite receiver, and then refines them using the obtained DP. The location coordinate of aircraft 5 at a given point in time is then automatically calculated as the point of intersection of the aircraft from any four airborne NS from group 1.

LKSK 2 simultaneously receives radio signals of all radio-visible NS 1.1, ... 1.n of all four operating global satellite navigation systems: GPS (USA), GLONAS (RF), GALILEO (European Union) and COMPASS (China). For this, in the block of satellite receivers (BSP) 2.2 there are corresponding receivers, and for reliability with duplication. Almost every LCCS 2 simultaneously receives radio signals from approximately 80 NS of various systems (almost half of the celestial radio-visible hemisphere). Moreover, each NS from group 1 periodically emits in its own directions a radio signal different from other NS from group 1 (a relatively short radio transmission with encoded information, for example, for GLONAS at its own carrier frequency for each NS, and for GPS at one carrier frequency, but with a different phase for each NS, etc.). The corresponding receiver selects its radio packages and identifies them with a specific NS from group 1.

Common to all global navigation systems is the method for determining the pseudorange (AP) for each NS from group 1 (the distance of the given NS to a specific receiver that received a radio packet from this NS), which consists in the following. Each radio transmission of each NS from group 1 contains a very accurate time of its radiation (an atomic clock is used on the NS), and the receiver that receives the radio transmission records the time of receipt of the corresponding radio transmission in the single-time system. Then the PD code is determined (automatically in the receiver) as the product of the difference of the above times and the speed of propagation of the radio signal - 300,000 km / s. Thus, with reference to the system of single time, the AP codes are determined by each receiver for each NS from group 1. Next, the geographical location of the LCCS on Earth is calculated as the common intersection point of three different PDs (three inclined ranges) obtained from any three conditioned NSs from group 1 at the same time.

LCCS 2, having predetermined precisely defined coordinates of its dislocation, receives and processes radio signals from group 1 of radio-visible NS 1.1, ... 1.n operating global navigation satellite systems, while receiving calculated coordinates of the location of LCC 2 for various combinations of NS from group 1 of navigation satellite systems, when they coincide / do not coincide in the tolerance with each other and with the known control (reference) coordinate data of the LCC 2 itself, a decision is made on the serviceability / non-serviceability of specific NSs from the group 1 specific global satellite navigation systems, on the basis of which they block the use of substandard NS from group 1 until they are rehabilitated, form and store data received when using conditioned NS from group 1 DP to PD codes in length units, DP periodically (twice per second) LKS 2 issues on VHF radio channel 4 to aircraft 5 located in the coverage area of this LCC 2 for adjustment. In this case, the accuracy of determining the coordinates of BC 5 increases by approximately an order of magnitude.

However, all of the above is carried out only while maintaining the reliability of the value of the reference coordinate of the location of LCCS 2. For example, with the development of seismic activity in a specific region where LCCS 2 is located (usually several hours or even days before the earthquake), the Earth's surface begins to fluctuate slightly. These fluctuations are not perceptible by many special devices, but they very clearly affect the operation of the corresponding LCCS 2 located in the appropriate place. The LCKS 2 used today are already feeling this when the reference coordinate of their dislocation changes by only 1 cm.

If a loss of reliability is detected, the values of the reference dislocation coordinate (loss of condition) of a particular LCC 2 predict an earthquake with an epicenter in the specified coordinate and report this through the appropriate codogram of the information message on aircraft 5 (this can be dangerous for aircraft landing) and the corresponding services of the Ministry of Emergencies.

The above information, useful for BC 5, obtained in LCCS 2, is initially generated in RF 2.3 in the form of a binary codegram of an information message with specific encoded information (each NS of all global navigation systems has its own code number located in a specific field of the codeogram, etc. ), and then before broadcasting on the used carrier frequency using the VHF radio transmitter 2.4, it is modeled according to the general rule for VHF radio transmitter 2.4 and VHF radio receiver 5.1 BC 5, in which demodulation is performed, and then decoding received information.

A feature of this codogram is the gaps arising in it in the absence of relevant data at the moment (for example, the absence of some radio-visible NSs from group 1). This can be used by an attacker who, having relatively relatively sophisticated radio equipment, approaches LKSK 2, receives a message from LKSS 2 on his VHF radio tuner, and then, using his VHF transmitter, fill in the gaps in the subsequent messages that are harmful to the aircraft 5 false information. To prevent this, zones of codograms that are not used at a given time are filled in by agreement between LCCS 2 and BC 5 with control codes or ballast information.

The only bad thing is that a non-neutralized attacker continues to operate and can, for example, mute the VHF radio channel 4 at the most inopportune moment for BC 5. To neutralize the attacker, information is received from the ether to an additional ground VHF radio 3 and using data transmission equipment 3.1 through a wired channel 3.2 transmit the received information to LKSK 2 for comparison in the treble 2.3. If alien information is found on the air, its source is detected and neutralized.

For complete concealment of information transmitted from LCCS 2 to aircraft 5 (for example, for board No. 1) by reproducing it on aircraft 5, a pair of identical synchronously working code generators are used, one each to LCCS 2 and aircraft 5. Moreover, via VHF radio channel 4 only a series of synchronization clocks is transmitted, the first synchronization cycle of which starts both code generators, and the last one stops them, as a result of which the transmitted information code is fixed on the BC 5 code generator.

Claims (4)

1. A way to improve the safety of flight and landing of aircraft (Aircraft) using a local control and correction station (LCC), characterized by the formation of differential corrections (DP) to the pseudorange (PD) in the LCC as part of a series-connected antenna module, satellite receiver unit (BSP) ), a calculator (HF) and a VHF radio transmitter with its antenna, the output of which is an information output for transmitting information from the LCC via ether to the aircraft, while the formation of the DP and PD is ensured by calculating the PD on the LCC C and detect deviations of the calculated value of the PD from its known reference value, and take into account the temperature, pressure and humidity of the atmosphere determined by the weather sensors included in the LCC, characterized in that in the LCC periodically for a specific point in time it is determined by comparing the calculated values of the PD for various combinations of excess navigation satellites (NS) and BSP receivers air-conditioned / substandard state of the LCC itself and air-conditioned / sub-standard NS, when using air-conditioned N determine the loss of reliability of the LCCS with unacceptable fluctuations of the earth's crust at the location of the LCCS, then determine the unacceptable ionization anomaly of the ionosphere and the ionospheric storm on the conditioned LCC with the use of conditioned NSs, and if the permissible values of PD and DP are exceeded, the integrity of these data is obtained, the data obtained above in the HF The LCCS and the tested aircraft landing options are recorded in the codogram of the information message from the LCC to the aircraft, agreed in advance by them, these codograms are constantly updated and issued from the LCC to the aircraft every 0.5 sec. 2. The method according to p. 1, characterized in that in order to increase the stability of the codograms of information messages to external adverse effects, the areas of source codograms that arise as a result of the situation and are not filled with information, as agreed between the LCCS and aircraft, are filled with ballast information or control codes. 3. The method according to p. 1, characterized in that to control the distortion of information on the air, it is received from the air using a ground-based VHF radio receiver located near the LCCS, from where the received information is sent via a wired channel to the LCC for comparison with a reference in the calculator, upon detection of distortion of information immediately report it to the aircraft and eliminate the causes of distortion. 4. The method according to p. 1, characterized in that for hiding information by reproducing it on the aircraft, use a pair of identical synchronously working code generators, one each on the LKSK and the aircraft, while only a series of synchro-clocks are transmitted via the VHF radio channel, the first synchro-clock of which starts both code generators, and the last one stops them, as a result of which the transmitted information code is fixed on the BC code generator.

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