RU2770996C1 - Intellectual support block - Google Patents

Abstract

FIELD: computing technology.SUBSTANCE: technical solution relates to the field of computing technology for aviation. The technical result is achieved due to a block for information input from the systems and devices of the complex, a situation development predicting block, a block for generating data for the decision-making block, a decision-making block, a logical rule storage block, a special information storage block (SISB), a message and control signal generation block (MCSGB), a feedback block - for receiving information from the crew, a block of simulation models of the complex, the object and the external environment, wherein the MCSGB is equipped with a visual text and character message generation block, a reference information generation block, an audio speech and sound information generation block, an indication device interaction block, an audio equipment interaction block, a system and device control signal generation block, a control signal issuing block, wherein the SISB is intended to store text and character tokens, reference data and speech synthesis data.EFFECT: increase in the safety of flight due to the reduction in the intellectual load on the crew of the aircraft and the increase in the speed of forming predictive effective recommendations when special situations occur.4 cl, 4 dwg

Description

The technical solution relates to aviation technology, namely to the electronic units of navigation, control and guidance systems for aircraft (LA).

Such blocks are designed to ensure the performance of a flight task with a high quality of solving the main functional tasks and a high degree of flight safety by reducing or limiting the intellectual load on the aircraft crew in the event of special flight situations, as well as early response to the emerging situation, preventing its dangerous development.

The blocks of aircraft onboard equipment described in the book are widely known: Augustov L.I., Babichenko A.V., Orekhov M.I., Sukhorukov S.Ya., Shkred V.K. Navigation of aircraft in near-Earth space / Ed. G.I. Dzhandzhgavy // M.: Nauchtekhlitizdat. - 2015, on pp. 465-477; in the book: Aircraft equipment. Andrievsky Yu.A. and others - M .: Military Publishing. 1989, at pp. 5-299; in the book: Dorofeev S.S. Aviation devices. Tutorial. - M .: Military Publishing House, 1992, on pp. 19-246. With the help of these blocks, continuous collection and processing of information is carried out, and its provision to the crew. The aircraft crew performs the most complex intellectual tasks: it analyzes the current information - both presented by the means of the complex and directly perceived with the help of natural sense organs, identifies the current situation and the state of control objects (aircraft and its weapons) based on the analysis, correlates the result of the analysis with a given plan of the flight, guided by personal experience, operational documents, the requirements of the flight task, makes a decision, with the help of the controls, implements it, controls the results. The complexity of solving such problems in a limited time creates a great burden on the crew, which often leads to errors, wrong decisions, failure to complete the task and accidents.

An attempt to find a solution to the problem of technical diagnostics by reducing an infinite variety of critical situations to a finite set of solutions for managing the recovery of a complex system from a critical situation was made in the crew support system in dangerous situations (see, RU 2128854), which contains a sensor for the condition of engines, fuel system, hydraulic system, power supply system, steering control system, landing gear and braking system, life support system, anti-icing system, fire fighting system, aircraft configuration state recognition unit, flight mode recognition unit, flight and navigation equipment state analyzer, aircraft equipment state analyzer, emergency situation recognition unit, a prediction block consisting of connected blocks for modeling the dynamics of LA-BO and the KB of the development of the AU, the KB of the characteristics of the AU and the KB of preventing the AU, which are connected to each other, the computer for making decisions about the prevention of the AU, the analyzer of the correctness of actions to prevent rotation of the AU, a calculator for making decisions about the transition to automatic control and a warning block about a violation of the correctness of actions. At the same time, the system does not sufficiently take into account the features of different types of aircraft, there is no possibility of expanding the knowledge base during operation, the list of emergency situations is limited by the exit of a number of observed parameters beyond the established limits, intellectual support for the tasks of combat use of aircraft and intellectual support in the event of a complex development of the situation is not provided.

An unmanned robotic complex equipped with a decision support system according to RU 2353891 claims to expand the functionality of all known technical solutions in this area.

It is difficult to achieve an increase in the level of safety by introducing into the circuits of diagnosing and making decisions to exit from emergency situations the ground-based computing complex of the decision support system, the knowledge base of which is regularly updated with data on new emergencies and scenarios for exiting from them in the decision support system of the air crew ships to prevent special situations when leaving the operational area (see, RU 2386569). In addition, the introduction of such a device will not significantly improve the timeliness and objectivity of decision-making on a way out of a special situation due to the need to involve ground experts in the decision-making process. The data exchange channel with the ground expert system (ES) is also vulnerable to natural and artificial interference, which leads to the loss of communication with the ground ES when the aircraft is maneuvering and the aircraft is moving away from the ground point, and the complex ground part of the system makes it difficult to deploy it in the field. At the same time, due to the natural limitations of the data exchange channel (limitation of the amount of data and time delay), it is possible to form inadequate situations in the ground-based ES and estimates and recommendations that are irrelevant in time.

A decision support system with a modular structure for operators of double-acting ships according to RU 2713077 is aimed at ensuring the safety of operation of double-acting sea vessels to prevent the risk of emergency situations in the areas of the Northern Sea Route and improve navigation safety. This system takes into account the influence of both internal and external disturbing influences, however, its efficiency is insufficient for use on aircraft.

In the Helicopter Crew Information Support System (see RU 2439584), safety is improved only at the stages of pre-launch preparation, launch of power plants, maneuvering on the ground, takeoff and hover by determining and displaying meteorological parameters and helicopter attitude parameters, taking into account the peculiarities of its movement dynamics .

Also limited in functionality is the on-board information support system for the crew at the “Takeoff” stage of a multi-engine aircraft according to RU 2550887, aimed at providing the crew with improved in-cabin and outside the cabin environment at the take-off stage and increasing the situational awareness of the crew. The impossibility of taking into account operational information perceived by the crew through the natural senses, as well as the lack of a mechanism for increasing knowledge during operation in the knowledge bases used by the system and the lack of the ability to control the operation of the expert system and its control by the crew, significantly limits the capabilities of this system.

Ensuring the safe takeoff and landing of aircraft in adverse weather conditions is also presented in the EFVS (Enhanced Flight Vision System) and ESVS (Enhanced Synthetic Vision System), Kollsman All Weather Window systems; systems from Gulfstream Aerospace Corporation, as well as HUD (Head Up Display) from Honeywell with image processing and visualization.

There are sensor-display systems that provide the image received from the sensors to the cockpit indicators of the crew: BAE Systems with the Enhanced and Synthetic Vision Integrated Technology Evaluation (FORESITE) vision system; CMC Electronics (Canada) has developed two types of systems: CMA-2600 I - Series™ and CMA-2610 M - Series™; Max-Viz, Inc (USA) developed the EVS2500 system; EVS system from Rockwell Collins. However, the mentioned EVS systems cannot provide the crew with an image of proper quality and do not fully solve the problem of intellectual support for the crew.

Technical solutions US 2011022291 and 2011130963, as well as EP 2355071 are aimed at increasing the situational awareness of the crew about the current location at the aerodrome.

Take-off control and management systems, for example, EP No. 2328054, integrated systems for monitoring flight and navigation parameters, operating parameters of control systems and systems, as well as runway conditions and sudden factors (see US 2008215198), as well as a system and method for controlling take-off according to US 2011040431 contain visual information devices located in the cockpit and avionics devices, the outputs of which are connected to the inputs of the onboard computer system (Air Force), a user interface in the form of indicators, radio communications and radio navigation, and audio devices. The calculator of such systems may contain a terrain database, a navigation database, and avionics components have both analog and digital outputs that are connected to the inputs of the system calculator.

The intelligent crew support system (see RU 2598130) improves the safety of an aircraft landing by adapting the braking system to the aircraft landing conditions, but other modes are not taken into account.

Flight safety in an intelligent crew support system according to RU 2541902, containing sensors for the condition of engines, fuel system, hydraulic system, power supply system, landing gear and braking system, anti-icing system, fire fighting system, air signal system (SSS), satellite navigation system (SNS), an inertial navigation system (INS), a radio altimeter (RV), an instrument landing system (ILS), a helm control system (SShU) connected in parallel with an onboard information collection system (ISSBI), an information display system (IDS), an emergency recognition unit (BRAS) ), the take-off control system (TFR), the ground proximity warning system (SPOBZ), the warning system for reaching dangerous values of the angle of attack and overload (SPVOZ), the approach and landing control system (SKZP) and the warning system for hitting the wind shear (WSHSH) is increased by reducing the level of accidents caused by human fa tor, functional failures and external influences, limited only to issuing warnings about the onset of a situation or a dangerous approach to it.

The method of technical control and diagnostics of the onboard systems of an unmanned aerial vehicle (UAV) with decision support according to RU 2557771 is aimed at improving the efficiency of checking the onboard systems of the UAV.

The clinical decision support method according to RU 2560423 makes it possible to reduce the complexity of the decision-making mechanism by reducing the amount of data entered into the decision-making mechanism when diagnosing allergies and other diseases.

The decision support complex for dispatching personnel of electric power systems according to RU 2638632 is aimed at the formation of decision-recommendations for the dispatcher on effective and optimal control of their state under different operating modes.

Universality is claimed by the method of making a single coordinated decision in a distributed computer system according to RU 2706459, which consists in optimizing the procedure for agreeing on a general decision between independent equal automatic (computerized) centers, necessary to obtain a consistent round result in a distributed network.

An automated decision support system in emergency situations is aimed at improving performance by eliminating the search for the optimal plan of action in an emergency throughout the entire database of the server and localizing the search only by temporary and distinctive signs of the situation that has arisen (see RU 57481), however, it is limited in scope actions.

The monitoring and notification system for decision-making in automated process control systems presented in RU 123991 has the ability to obtain additional information about the course of the technological process, which increases the reliability of the technological process due to continuous monitoring of the state of the cutting tool, introducing corrections into the parameters of the technological process based on the results of monitoring and alerting operating and maintenance personnel in a pre-emergency situation, which together ensures a reduction in economic costs for the implementation of the technological process. However, its composition limits its scope. The same applies to the automated control system according to RU 119906.

There are technical solutions aimed at reducing the decision-making time in combat conditions. So, for example, increasing the system performance by eliminating the search for data in the entire database of the system server and localizing the search for data only by identifiers of the situational situation of opposing groupings of troops is proposed in the decision support system for the fire engagement of an enemy grouping RU 117665. Improving the noise immunity of class recognition, type, composition, degree of threat, danger and other characteristics of air targets and the reliability of automatic decision making on them are presented in RU 84997. The same tasks are solved by the automated geoinformation system for decision support of the commander of an anti-aircraft missile regiment (see RU 194853).

The automated system of information and analytical decision support in the field of air transportation (see RU 133632) allows you to receive, structure, analyze and compare information from various sources, which simplifies the work with information arrays, but is not applicable to improve flight safety.

To automate the process of choosing the optimal plans for repairs and reconstruction of hydraulic structures (HTS) and organizing a single information space for all participants in the processes of managing the safety and reliability of HTS both during their normal operation and in cases of emergency situations by including a knowledge management unit in the system in the sphere of safety and reliability of hydraulic structures and the database of the portfolio of hydraulic structures of all hydroelectric power plants or other operated facilities, the system according to RU 114186 was sent.

To increase the reliability of the technological process due to the timely notification of the operating and maintenance personnel, warning systems are used to make decisions in automated process control systems (see RU 74226 and 107599).

An expert decision support system for managing a marine robotic technological complex according to RU 181258 allows developing a task for performing underwater operations, controlling the movements of MRTK underwater vehicles in the process of performing a task, identifying emergency situations and issuing recommendations for overcoming them.

The expansion of the possibilities of predicting the behavior of the system is provided by the decision support system for remote training of specialists in the field of GLONASS user navigation equipment (see RU 113386), however, the prediction accuracy is insufficient for use in aircraft.

In the Automated highly intelligent system for ensuring flight safety of an aircraft (see RU 2388663), it is not possible to increase flight safety only by monitoring the accuracy of the pilot's fulfillment of the specified parameters of various flight modes along the route with terrain tracking during the withdrawal from the COP. The scope of the system is limited to flight along a given route, for which reference control parameters are built; in the case of more complex maneuvering, the construction of such standards is impossible. The list of parried special situations is limited, as well as the freedom of action of the crew (blocking manual control). It is also impossible to take into account the operational information perceived by the crew through the natural senses.

Information and control complex according to RU 2232376, contains radio-technical navigation aids, surveillance and sighting aids, image recognition systems, inertial sensors and systems, air sensors and systems, indication and control devices, a computer system of the complex, interconnected by inputs and outputs along the information exchange highway of systems, including a unit for generating state parameters, a unit for complex information processing, an input-output and information exchange control unit interconnected along the computing information exchange highway, the other input-output of which is the input-output of the complex computing system. It is additionally equipped with a united database block introduced into the computer system of the complex, a block for protection against the action of natural and artificial interference, a block for information adaptation of the complex, a block for synthesizing parameters of the surrounding space, a block for synthesizing state parameters, a block for logical complex processing of information connected to each other and with a block for generating state parameters, with a block for complex information processing, with a block for input-output and control of information exchange of the computing system of the complex along the highway of computing information exchange. The complex is aimed at expanding the functionality and improving the efficiency of multifunctional aircraft (MLA) equipped with such a complex, however, the introduction of the above blocks into the computer system of the complex complicates the system as a whole, which reduces its reliability. At the same time, the formation and issuance of effective recommendations for indicators, taking into account the predicted values, is not ensured.

A decision support device is known to prevent special situations when flying on an aircraft (see RU 2417394). Due to improved data processing and their indication, additional information is generated in it and, as a result, the intellectual load on the crew increases. The analysis of this information and its correlation with other data sources, while the identification of the situation and the decision to control remain with the crew, as well as the need to use an additional indicator, complicates the cockpit dashboard and the logic of working with it. In addition, additional time is required to switch attention.

Despite the numerous given technical solutions, the totality of their features when used does not allow for the prompt formation of predictive effective recommendations in various forms with extended functionality.

The task to be solved by the technical solution and the technical result achieved at the same time consists in the prompt formation of predictive effective recommendations in various forms with expanded functionality.

The creation of an intellectual support unit that promptly generates predictive effective recommendations in various forms with expanded functionality is ensured by the composition of its constituent elements and their effective interaction.

To do this, in the intellectual support block (BIP), which contains a block for inputting information from systems and devices of the complex (BVI), a block for predicting the development of situations (BPROS), a block for generating data for a decision block (BFD), a decision block (BPR), a block storage of logical rules (BHLP), a block for storing special information (BHSI), a block for generating messages and control signals (BFSSU), a block for feedback - receiving information from the crew (BOSE), a block for simulation models of the complex, object and environment (BIM), BFSSU is equipped with a block for generating visual text-symbol messages (BF-TSI), a block for generating reference information (BF-Spri), a block for generating auditory speech and sound information (BF-RZI), a block for interacting with indicating devices (BV-IU), a block interaction with audio equipment (BV-AU), the system and device control signal generation unit (BFSU), the control signal output unit (BVSU), while the special information storage unit ation (BCSI) is made with the ability to store text-symbol lexemes (BC-TS), reference data (BC-Sp) and data for speech synthesis (BC-RS).

The technical result is also achieved by the fact that in the intellectual support unit (BIP) the decision-making unit BPR contains a unit for generating local conclusions on the 1st group of situations related to solving problems of aircraft / helicopter navigation and navigation and critical modes (BFLV-G1), a unit for generating local conclusions on the 2nd group of situations related to the technical condition of the aircraft, its equipment and weapons (BFLV-G2), the unit for generating local conclusions on the 3rd group of situations related to external threats to security and the use of airspace (BFLV-G3 ), a unit for generating local conclusions for the 4th group of situations related to the tactical and special use of the aircraft (BFLV-G4), a unit for generating local conclusions for the 5th group of situations related to the potential and the current state of the crew (BFLV-G5 ), and a block for the formation of integral expert conclusions (BFIEV);

It is also facilitated by the fact that the block for storing logical rules of the BHLP contains blocks for storing logical rules for the 1st group of situations related to solving problems of aircraft / helicopter navigation and navigation and critical modes (BLP-G-1), the 2nd group of situations related to with the technical condition of the aircraft, its equipment and weapons (BLP-G-2), the 3rd group of situations associated with external threats to security and the use of airspace (BLP-G-3), the 4th group of situations associated with tactical and special use of the aircraft (BLP-G-4), the 5th group of situations related to the potential and the current state of the crew (BLP-G-5), as well as the block for storing logical rules for integrating situations of different groups (BLP-IG ) connected to the block of loading logical rules (BZLP) on the highway of computing information exchange.

It is also aimed at achieving the technical result that the feedback unit - receiving information from the crew (BOSE) contains a block for entering parametric information by the crew (BVEI), a block for entering control commands by the crew (BVEU), a block for entering data on the potential capabilities of the crew (BVVE), block for monitoring the current state of the crew (BCSE).

In FIG. 1 shows a diagram of an intelligent crew support unit (BIP), which contains:

1 - Block for inputting information from systems and devices of the complex (BVI);

2 - Block for forecasting the development of situations (BPROS);

3 - block of data generation for the decision block (BFD);

4 - Block decision making (BDP);

5 - block of storage of logical rules (BHLP);

6 - Block of storage of special information (BHSI);

7 - Unit for generating messages and control signals (BFSSU);

8 - Feedback block - receiving information from the crew (BOSE);

9 - Block of simulation models of the complex, object and environment (BIM).

In FIG. 2 shows a block diagram for generating messages and control signals, which in FIG. 1 is designated as BFSSU 7, and a special information storage unit, which in FIG. 1 is designated as BHSI 6. At the same time, the BFSSU block contains:

7.1 - Block for the formation of visual text-symbol messages (BF-TSI);

7.2 - Block for generating reference information (BF-Spri);

7.3 - Block for the formation of auditory speech and sound information (BF-RZI);

7.4 - Block of interaction with indicating devices (BV-IU);

7.5 - Block of interaction with audio equipment (BV-AU);

7.6 - Block for the generation of control signals for systems and devices (BFSU);

7.7 - Block for issuing control signals (BVSU), and the BHSI block contains:

6.1 - Block for storing text-symbol lexemes (BX-TS);

6.2 - Reference data storage unit (BH-Spr);

6.3 - Data storage unit for speech synthesis (BX-RS).

In FIG. 3 is a diagram of a decision block, which in FIG. 1 is designated as BPR 4, and the logical rules storage unit, which in FIG. 1 is designated as BHLP 5. At the same time, the BPR block contains:

4.1 - Block for the formation of local conclusions for the 1st group of situations (BFLV-G1);

4.2 - Block for the formation of local conclusions for the 2nd group of situations (BFLV-G2);

4.3 - Block for the formation of local conclusions for the 3rd group of situations (BFLV-G3);

4.4 - Block for the formation of local conclusions for the 4th group of situations (BFLV-G4);

4.5 - Block for the formation of local conclusions for the 5th group of situations (BFLV-G5);

4.6 - Block for the formation of integral expert conclusions (BFIV), and the BHLP block contains:

5.1 - Block for storing logical rules for the 1st group of situations (BLP-G-1);

5.2 - Block for storing logical rules for the 2nd group of situations (BLP-G-2);

5.3 - Block for storing logical rules for the 3rd group of situations (BLP-G-3);

5.4 - Block for storing logical rules for the 4th group of situations (BLP-G-4);

5.5 - Block for storing logical rules for the 5th group of situations (BLP-G-5);

5.6 - Block for storing logical rules for integrating situations of different groups (BLP-IG);

5.7 - Boolean rules loading block (BZLP).

In FIG. 4 shows a diagram of the feedback unit - receiving information from the crew (BOSE), which in FIG. 1 is designated as BOSE 8 and contains:

8.1 - block input by the crew of parametric information (BVEI);

8.2 - block for input of control commands by the crew (BVEU);

8.3 - block for entering data on the potential capabilities of the crew (BVVE);

8.4 - block for monitoring the current state of the crew (BCSE).

The intelligent crew support unit functions as follows.

Blocks BVI 1, BPROS 2, BFD 3, BOSE 8, BIM 9 (Fig. 1) form the initial data for the decision block, collecting information from measuring sensors and systems, from the onboard computer, from the crew, as well as predicting changes in various parameters for the respective models. In blocks BPR 4, BFSSU 7, BHLP 5, BHSI 6 (Fig. 1), based on these initial data, a logical task is solved to identify the current flight situation and form recommendations for the most rational actions in this situation.

To do this, the first input of the BIP block, which is the first input of the BVI block 1 (Fig. 1), is received in the form of multidimensional vectors N, J, K, measured by on-board measuring systems and calculated in the on-board computer, data on the state of the aircraft, its equipment and weapons, external space and objects, as well as the crew. The second input of the BVI block 1 (Fig. 1) receives in the form of multidimensional vectors N ^m , J ^m , K ^m data on the state of the aircraft models, its equipment and weapons, the environment and objects generated by the corresponding models in the BIM block 9 (Fig. one). In the BVI block 1 (Fig. 1), the collected information is sorted into functional groups corresponding to various flight situations, modes and objects, after which the grouped data is transmitted to the inputs of the BPD 3 and BPD 2 blocks (Fig. 1).

In block BPROS 2 (Fig. 1), on the basis of the received current data, the development of flight situations is predicted. Forecasting is carried out simultaneously for all possible situations, and the possibility of certain situations is determined depending on which ranges of values fall into the elements of the received multidimensional vectors. Forecasting is carried out by numerically solving equations that relate the parameters that describe the flight situation model in a general form

where

N - multidimensional state vector of the aircraft, its equipment and weapons;

J - multidimensional vector of measuring information;

K is a multidimensional vector of information about the controlled parameters of the environment and objects;

N ^m - multidimensional state vector of aircraft models, its equipment and weapons;

J ^m - multidimensional vector of models of measuring information;

K ^m - multidimensional vector of models of the environment and objects;

{A} - sample from the multidimensional vector A;

Si - state parameters that describe the i-th special flight situation;

t - time;

- алгоритм обработки информации для формирования прогнозируемого значения вектора состояния.

- information processing algorithm for the formation of the predicted value of the state vector.

When solving equation (1), the parameter t changes from the current value upwards, i.e. for future moments of time up to the moment T _OCi of the occurrence of the i-th special situation. If the predicted value of T _OCi has a finite value, then several special time limits are calculated before its occurrence, corresponding to several time intervals of the predicted flight: a safe interval, when the onset of the situation is far enough away and it is possible not to take additional actions to be performed, a warning interval, when an onset is possible situation and possibly the use of soft actions to parry it, the interval of danger, when the situation will inevitably come, if no additional actions are taken, the interval of special danger, when very energetic actions are needed to parry a special situation. The values of T _OCi and the values of the boundaries are also included in the composition of the current vector S _i (t). The data generated in the BPD block 2 (Fig. 1) is fed to the input of the BFD block 3 (Fig. 1).

In the BOSE block 8 (Fig. 1), various information is received and generated from the crew and about the state of the crew. At the same time, the BOSE block 8 (Fig. 1) with its input, which combines the inputs of the blocks included in its composition, is connected to the output of the cockpit information and control field (ICF) systems, through which the crew controls and communicates with the aircraft, its equipment and weapons. Block BVEI 8.1 (Fig. 4) interacts with the information and control field of the cockpit when the crew enters various information about the state of controlled objects, block BVEU 8.2 (Fig. 4) - when the crew enters commands to control the block for generating messages and control signals BFSSU 7 (Fig. . one). Block BVVE 8.3 (Fig. 4) enters the parameters characterizing the potential capabilities of the crew, recorded on an electronic storage medium or by means of the IEP. Block BKSE 8.4 (Fig. 4) generates data on the current physical condition of the crew based on objective data received from external or included in this block of biometric sensors. These parameters from the outputs of the BOSE block are fed to the inputs of the blocks BIM 9, BFD 3 and BFSSU 7 (Fig. 1).

In the BFD block 3 (Fig. 1), based on the data coming from the BVI 1 (Fig. 1), BPROS 2 (Fig. 1), BOSE 8 (Fig. 1) blocks, initial data packets are formed for the BPR block 4 (Fig. . 1), which arrive at the first input of this block.

In the BPR block 4 (Fig. 3), the initial data packets received from the first input are fed to the inputs of the blocks BFLV-G1 4.1, BFLV-G2 4.2, BFLV-G3 4.3, BFLV-G4 4.4, BFLV-G5 4.5 (Fig. 3), in each of which, in real time, logical sequences of expert judgments are compiled for the corresponding group of situations, corresponding to the actual set of input data. The formation of logical sequences is carried out hierarchically: the conclusions obtained when applying the judgments of one level are used as new initial data when applying the judgments of the next level. The search for the final conclusion ends when all available initial data and intermediate conclusions of all possible levels obtained on their basis are exhausted. As a result of the operation of each of the blocks BFLV-G1 4.1, BFLV-G2 4.2, BFLV-G3 4.3, BFLV-G4 4.4, BFLV-G5 4.5 (Fig. 3), signs are formed at their outputs that identify the flight situation from the corresponding group (1- th, 2nd, 3rd, 4th, 5th) and recommendations for action in this identified situation. To take into account the mutual influence of situations from different groups on each other and the final formation of recommendations, the results of the work of blocks BFLV-G1 4.1, BFLV-G2 4.2, BFLV-G3 4.3, BFLV-G4 4.4, BFLV-G5 4.5 (Fig. 3) are fed to the inputs 1-5 block BFIV 4.6 (Fig. 3), in which the construction of a logical sequence of expert judgments is carried out, corresponding to a set of identifying features and recommendations for situations from individual groups obtained at the outputs of blocks BFLV-G1 4.1, BFLV-G2 4.2, BFLV-G3 4.3, BFLV-G4 4.4, BFLV-G5 4.5 (Fig. 3). The logical sequence of expert judgments, built in the BFI 4.6 block (Fig. 3), combines conclusions for individual groups of situations and results in: the final identification of the situation as a composition of possible situations from different groups, and integral recommendations on the necessary actions that take this composition into account. Ascertaining statements identifying a complex situation, together with integral recommendations from the output of the BFI 4.6 block (Fig. 3), which is the output of the BPR 4 block (Fig. 1, 3), are fed to the input of the BFSSU 7 block (Fig. 1).

At the same time, the rules, which are a formalized record of specific expert judgments, of which in blocks BFLV-G1 4.1, BFLV-G2 4.2, BFLV-G3 4.3, BFLV-G4 4.4, BFLV-G5 4.5, BFIV 4.6 (Fig. 3) from the composition block BPR 4 (Fig. 1, 3) logical sequences are compiled, fed to the inputs 2-7 of the block BPR 4 (Fig. 1), which are the second inputs of blocks BFLV-G1 4.1, BFLV-G2 4.2, BFLV-G3 4.3, BFLV- G4 4.4, BFLV-G5 4.5, BFIV 4.6 (Fig. 3), respectively, from 1-6 outputs of the BHLP block 5 (Fig. 3), in which they are stored in the form of a memory area specially structured according to thematic sections. For this purpose, the BLP-G1 5.1, BLP-G2 5.2, BLP-G3 5.3, BLP-G4 5.4, BLP-G5 5.5 blocks (Fig. 3) were introduced into the BHLP block 5 (Fig. 3), in which the rules are stored to form recommendations on actions in special situations of the 1st, 2nd, 3rd, 4th and 5th groups, respectively, the block BLP-IG 5.6 was also introduced (Fig. 3), which stores the rules for the formation of integral recommendations, a block BZLP 5.7 (Fig. 3) was also introduced, which loads logical rules from the outside when they are adjusted or updated, carried out when expanding the functionality of the on-board equipment complex equipped with such a BIP block.

The result of the operation of the block BPR 4 (Fig. 3) is the identifier of the message of the expert system, which must be generated and presented to the crew. The identifier includes the identifier of the situation and the specific action recommended to the crew. The message identifier from the BPR block 4 (Fig. 1) is fed to the first input of the BFSSU 7 block (Fig. 1, 2), the second input of which receives information from the BHSI block 6 (Fig. 1), and the third input receives control commands from block BOSE 8 (Fig. 1).

In block BFSSU 7 (Fig. 2) this information is fed to the inputs of blocks BFSU 7.6, BF-TSI 7.1 and BF-RZI 7.3 (Fig. 2). To other inputs of the BF-TSI 7.1 and BF-RZI 7.3 blocks (Fig. 2) from the outputs of the BH-TS 6.1 and BH-RS 6.3 blocks (Fig. 2), respectively, which are part of the BHSI block 6 (Fig. 1, 2) fragments of text-symbol and sound-speech messages are received, which are stored in these blocks in the form of special dictionaries-libraries. In blocks BH-TS 6.1 and BH-RS 6.3 (Fig. 2) from these fragments, in accordance with the message identifier from the BPR 4 block (Fig. 1) and control commands from the BOSE block 8 (Fig. 1), the final synthesis of the message for the crew is carried out , respectively, in a visual (text, graphic, light) or auditory (sound or speech) form. These messages are transmitted through the block BV-IU 7.4 (Fig. 2) and BV-AU 7.5 (Fig. 2) to the inputs of indicating devices and audio equipment, which carry out direct communication of messages to the crew.

At the request of the pilot, the mode of formation of reference information is switched on. To do this, according to the command coming from the BOSE block 8 (Fig. 1) to the third input of the BFSSU 7 block (Fig. 1), the output of data from the BF-TSI 7.1 and BF-RZI 7.3 blocks (Fig. 2) to the inputs of the BV- PS 7.4 (Fig. 2) and BV-AU 7.5 (Fig. 2) is suspended, and their second inputs receive reference information in the form of text-symbol or voice messages generated by this command in the BF-SpRI 7.2 block (Fig. 2 ) from fragments of reference data stored in the block BC-Sp 6.2 (Fig. 2), included in the block BHSI 6 (Fig. 1).

Also, at the request of the pilot, the mode of automatic control of on-board executive devices and systems is switched on. To do this, according to the command coming from the BOSE block 8 (Fig. 1) to the third input of the BFSSU 7 block (Fig. 1), the message identifier coming from the BPR block 4 (Fig. 1) to the first input of the BFSSU 7 block (Fig. 1 , 2), is fed to the input of the BFSU 7.6 block (Fig. 2), where, in accordance with the actions recommended in this message, the necessary commands and parametric information are formed to control the equipment. These data are transmitted by means of the BVSU block 7.7 (Fig. 2) from the third output (Fig. 2) of the BFSSU block 7 (Fig. 2) to the destination.

Claims (4)

1. A block of intelligent support and assistance in making a crew decision (BIP), containing a block for inputting information from systems and devices of the complex (BVI), a block for predicting the development of situations (BPS), a block for generating data for a decision block (BFD), a decision block ( BPR), block for storing logical rules (BHLP), block for storing special information (BHSI), block for generating messages and control signals (BFSSU), block for feedback - receiving information from the crew (BOSE), block for simulation models of the complex, object and environment (BIM), in which the BFSSU is equipped with a block for generating visual text-symbol messages (BF-TSI), a block for generating reference information (BF-Spri), a block for generating auditory speech and sound information (BF-RZI), a block for interacting with indicating devices ( BV-IU), a unit for interaction with audio equipment (BV-AU), a block for generating signals for controlling systems and devices (BFSU), a block for issuing control signals (BVSU), while m storage unit of special information (BHSI) is configured to store text-symbol lexemes (BH-TS), reference data (BH-Sp) and data for speech synthesis (BH-RS). 2. The block of intellectual support (BIS) according to claim 1, in which the decision-making block of the BPR contains a block for generating local conclusions on the 1st group of situations related to solving problems of aircraft / helicopter navigation and navigation and critical modes (BFLV-G1), block formation of local conclusions on the 2nd group of situations related to the technical condition of the aircraft, its equipment and weapons (BFLV-G2), the block for the formation of local conclusions on the 3rd group of situations associated with external threats to security and the use of airspace (BFLV- G3), a unit for generating local conclusions on the 4th group of situations related to the tactical and special use of the aircraft (BFLV-G4), a unit for generating local conclusions on the 5th group of situations related to the potential and the current state of the crew (BFLV- G5) and a block for the formation of integral expert conclusions (BFIEV). 3. The block of intellectual support (BIP) according to claim 1, in which the block for storing logical rules BHLP contains blocks for storing logical rules for the 1st group of situations related to solving problems of aircraft / helicopter navigation and navigation and critical modes (BLP-G-1 ), the 2nd group of situations related to the technical condition of the aircraft, its equipment and weapons (BLP-G-2), the 3rd group of situations related to external threats to security and the use of airspace (BLP-G-3), 4th group of situations related to the tactical and special use of the aircraft (BLP-G-4), 5th group of situations related to the potential and the current state of the crew (BLP-G-5), as well as a block for storing logical rules for the integration of situations of different groups (BLP-IG) connected to the block of loading logical rules (BZLP) along the highway of computational information exchange. 4. The block of intellectual support (BIP) according to claim 1, in which the feedback block - receiving information from the crew (BOSE) contains a block for entering parametric information by the crew (BVEI), a block for entering control commands by the crew (BVEU), a block for entering data on potential capabilities of the crew (BVVE), control unit of the current state of the crew (BCSE).

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