Control of an unmanned aerial vehicle complex. Abstract: Description of control systems for unmanned aerial vehicles. UAV inertial system

27.01.2024

Multi-purpose unmanned aerial vehicle(UAV) refers to aviation technology, in particular to vertical take-off and landing unmanned aerial vehicles. The purpose of the utility model is to increase the stability margin and expand the technical characteristics. The technical result that can be obtained by using the utility model is to expand the range of application of a multi-purpose UAV by placing special equipment, including for the evacuation of victims from the area of combat or natural disasters on the surface of the main wing. This task is achieved by the fact that the multi-purpose unmanned aerial vehicle is a cantilever wing, including a control system, a propulsion system consisting of four rotary engines located outside the body, as well as a payload. At the same time, the multi-purpose UAV additionally includes systems for leveling, coordinating and emergency manual control of the operation of rotary engines, consisting of control units and amplification-converting devices associated with rotary engines and which evenly occupy the entire volume of the cantilever wing, and the emergency manual control system elements are located on its surface. The main advantages of an unmanned aerial vehicle with four rotary engines are: the ability to place any special equipment on the outer surface of the wing of a multi-purpose UAV, the ability to implement six modes of operation of a multi-purpose UAV, the ability to take off and land a multi-purpose UAV on any hard surface, providing a hovering mode over any hard-to-reach terrain ( water, swamp, sand, mountains, forest, ravine, etc.), the ability to automatically maintain a given position by a multi-purpose UAV on a trajectory and during work in the “Hover” mode, as well as increased reliability due to the presence of four engines at once. 3 ill.

The utility model relates to aviation technology, in particular to vertical take-off and landing unmanned aerial vehicles (UAVs).

Recently, there has been increased interest in the use of unmanned aerial vehicles to solve many tasks that are impractical to perform by manned aerial vehicles for various reasons.

The main areas of UAV use include:

Remote environmental monitoring with automatic sampling of environmental elements from hard-to-reach places with visual control of measurements and sampling sites, as well as their delivery to the place of analysis;

High efficiency and effectiveness of search and rescue operations (condition of objects and scale of destruction, dangerous zones and fires, accidents, natural disasters, man-made disasters and identification of victims);

Monitoring of sea and river highways and reservoirs (detection of poaching on them), environmental monitoring and control of facilities and routes for the production, production and transportation of electrical energy, natural gas, crude oil and its products, hazardous chemicals and other substances;

Continuous and covert reconnaissance (military, radiation, chemical, biological) in real time and visual transmission of data to the operator’s monitor;

Preventing attempts to carry out terrorist acts at nuclear power plants, hydroelectric power plants, thermal power plants, radiation, chemical and biological and other dangerous objects (the consequences of which can be comparable to the use of weapons of mass destruction), as well as identifying and preventing attempts to steal natural gas, crude oil, and petroleum products;

Patrolling (land and water) borders, military, administrative, economic facilities, large industrial enterprises with hazardous production, monitoring strategic (railway and road) transport routes, monitoring mobile objects and population groups, monitoring and ensuring security during mass events (stadiums) , squares, summits, Olympics, etc.) with the use (by targeting or directly from UAVs) of non-lethal deterrents;

Direct participation in the fight against terrorists, as well as participation in hostilities and military conflicts;

Covert patrolling and security of the territory of important military installations, target acquisition and/or target designation, data collection, communication organization and data transfer, launching decoys, escorting military and dangerous cargo, as well as guidance of missiles, guided warheads and missiles on the final part of the flight path ;

Geological research, remote monitoring of volcanic or seismic activity;

Notification of the occurrence and development of accidents, natural disasters or dangerous situations in controlled areas, identification of the operational situation and the presence of victims in crime-prone places (zones closed to access, places where crimes are committed), as well as from places of chemical contamination, etc.

Helicopter UAV designs have become widespread.

For example, patent 2021165 dated 10/15/1994 “Method for controlling a remotely piloted vehicle and a control system for its implementation”, IPC V64S 29/00, V64S 15/00. However, most of them have the following disadvantages:

With a large specific load, the flow from the propeller will be so strong that it will not allow working under the main rotor;

High fuel consumption;

Low speed of movement in the horizontal direction.

These shortcomings are partially eliminated in the “screw in a ring” scheme. However, a characteristic disadvantage of this type of UAV is the high aerodynamic drag due to the placement of a large amount of special equipment, which leads to a decrease in the flight speed of the UAV. For example, “Vertical take-off and landing aircraft” according to patent 2089458 dated September 10, 1997, IPC V64S 29/00.

These shortcomings have been partially eliminated in the unmanned aerial vehicle according to patent 2288140 dated November 27, 2006, IPC V64S 39/00. It contains a cantilever wing equipped with aerodynamic controls, a vertical tail, an engine nacelle and one engine with a propeller. The engine is installed in the engine nacelle. The unmanned aerial vehicle is designed using a fuselage-free “flying wing” aerodynamic design.

However, one of the disadvantages of this engine is the low margin of static stability, which leads to its unstable position during takeoff, when the stabilizer is not yet effective. In addition, the UAV cannot be used in all cases.

These shortcomings can be eliminated in an unmanned aerial vehicle with two rotary engines (RF patent for PM 69839, 2008).

The disadvantage of the UAV is its unstable position during takeoff and in the event of exposure to disturbing factors.

The closest in principle of operation and technical essence to the claimed device is an unmanned aerial vehicle with four rotary engines (RF patent for PM 71960, 2008).

However, this patent does not completely eliminate the unstable position of the UAV both during takeoff and in the event of exposure to disturbing factors. Lack of synchronism in the operation of the engines can lead to instability of the UAV, and this, in turn, to the loss of its performance.

The purpose of the utility model is to increase the stability margin of the UAV during engine operation and expand the range of its technical characteristics.

The technical result that can be obtained by using the utility model is to expand the range of UAV applications by placing special equipment, including for the evacuation of victims from the area of combat or natural disasters on the surface of a cantilever wing.

This task is achieved by the fact that the multi-purpose unmanned aerial vehicle is a cantilever wing, including a control system, a propulsion system consisting of four rotary engines located outside the body, as well as a payload. Moreover, it additionally includes systems for leveling, coordinating and emergency manual control of the rotary engines, consisting of control units and amplification-converting devices associated with the rotary engines and which evenly occupy the entire volume of the cantilever wing, and the emergency manual control system elements are located on its surface , while the front rotary motors are located closer to the geometric axis of the device than the rear ones at a distance of at least one outer diameter of the motor.

Figure 1 shows a top view of a multi-purpose UAV, Figure 2 a side view and Figure 3 a block device for controlling the operation of rotary motors, where:

1 - cantilever wing;

2 - rotary motors;

3 - nose cone;

4 - lifting screw;

6 - cylindrical shell;

7 - engine mounting rods;

8 - wheels;

9 - control system;

10 - emergency manual control system unit;

11 - leveling system;

12 - device for comparing input signals of the leveling system;

13 - leveling system conversion block;

14 - coordinate measurement system;

15 - device for comparing input signals of the coordinate measurement system;

16 - conversion block of the coordinate measurement system;

17 - amplifying-converting devices for leveling and coordinating systems;

18 - device for comparing input signals of the emergency manual control system;

19 - signal conversion unit for the emergency manual control system;

20 - amplification-converting device of the emergency manual control system unit.

The multi-purpose unmanned aerial vehicle is designed using a fuselage-free “flying wing” aerodynamic design. It consists of the following main elements: cantilever wing 1, rotary engines 2.

Cantilever wing 1 is designed to accommodate and secure all components of the apparatus. In the front part of the device there is a nose fairing 3, inside of which there are elements of functionally interconnected electronic surveillance equipment, a transceiver unit, a transceiver antenna, a flight navigation system, etc.

The front part of the cantilever wing 1 is shaped to provide minimal aerodynamic drag. On-board equipment (control system, leveling system, coordinate measuring system, power supplies) is fixed inside the cantilever wing 1. Depending on the purpose of the multi-purpose UAV, special equipment can be different and is mounted on the outer surface. For example, for environmental purposes, equipment can be represented by samplers, gas analyzers, etc.

The propulsion system consists of four rotary motors 2, located symmetrically relative to the axis of the apparatus and outside the housing. 2 rotary motors operate independently from a single control system and have 3 degrees of freedom of rotation. Each engine 2 consists of a screw 4, secured with a skeg 5 to a cylindrical shell 6, which is connected to the body of a multi-purpose UAV using rods 7.

Rotary motors 2 are designed to create the thrust necessary to move a multi-purpose UAV along a given flight path, as well as for vertical takeoff and landing of the vehicle.

In this case, the entire payload completely occupies the entire free volume of the cantilever wing 1.

A multi-purpose UAV in its initial state can be installed or progressively moved on a hard surface using wheels 8. At the initial position, a ground-based remote control point for the unmanned aerial vehicle is deployed. In addition, pre-flight preparation of the multi-purpose UAV is being carried out.

The multi-role UAV can operate in the following modes: launch, landing, hovering, flight, operating mode and manual mode.

Mode - “Launch”. The launch of a multi-purpose UAV can be carried out both from a mobile and from a stationary launch site. In addition, it can be carried out either by commands of an operator located in the area of the control point, or it can be stored in the memory of the control system 9, as well as from on board a multi-purpose UAV. In the first case, the launch is carried out from a launcher, and in the second - autonomously from the site of a tragedy, catastrophe, infection, etc.

When starting a multi-purpose UAV, engines 2 begin their work. As soon as the total thrust created by the engines 2 exceeds the starting weight of the multi-purpose UAV, it lifts off the surface and begins to climb to the desired height. Since the center of mass of the multi-purpose UAV is located between the geometric axes of the shafts of the lifting motors 2, during the lifting process the device is statically stable. It should be noted that in this case, a runway is not required to launch the UAV.

Mode - “Landing”. The landing of the multi-purpose UAV is carried out when the lifting engines 2 are switched to takeoff and landing mode. In this case, the UAV lands smoothly. It should be noted that the landing of a multi-purpose UAV does not require a runway (Fig. 1 and Fig. 2).

Mode - “Hovering”. If necessary, a multi-purpose UAV can hover in the air above a given point, for example, for surveillance, reconnaissance, etc. To do this, the rotary motors 2 operate in such a way that the multi-purpose UAV is located above a given point in space. In this case, the control system and the coordinate measuring system operate, and, if necessary, the leveling system. In addition, an emergency manual control system can be used to reach a given trajectory point. Then, on command, the rotary motors 2 are switched to hover mode, i.e. create only vertically directed thrust. In this case, the total thrust generated by the engines 2 must be equal to the starting weight of the multi-purpose UAV (Fig. 1, Fig. 2).

Mode - “Working mode”. This mode is used in the case of loading and unloading operations carried out using a multi-purpose UAV and when it is in the “Hovering” state. For this purpose, the multi-purpose UAV, according to commands from the coordinating system, occupies the required coordinates of the work site: x, y at a given height.

However, performing work, for example, loading a multi-purpose UAV, is accompanied by a violation of the coordinates and altitude of its location, as well as leveling (Fig. 3). For example, in the process of performing any work using a UAV or exposing it to external disturbing factors, a deviation from its horizontal position occurs. At the same time, the current values of the appeared angles of deviation from the horizontal position in different planes are received from the corresponding leveling sensors in the longitudinal and transverse directions. These values in the device for comparing input signals 12 of the leveling system 11 are compared with the specified values of the parameters x, y, H, which generate a mismatch signal. This signal subsequently enters the control unit of the leveling system 13, and then, through amplification-converting devices 17, is sent to all rotary motors 2. In this case, the motors rotate and change the number of revolutions, and, consequently, the thrust so that the multi-purpose UAV receives horizontal position in space.

For example, in the process of performing any work using a multi-purpose UAV or the influence of external disturbing factors on it, the current values of the parameters x, y, H are received from the corresponding height and coordinate sensors. These values are compared with the given values in the input signal comparison device 15 of the coordinate measuring system 14 values of parameters x, y, H, which generate a mismatch signal. This signal subsequently enters the control unit of the coordinating system 16, then, through amplifying-converting devices 17, it is sent to all rotary motors 2. In this case, the motors rotate and change the number of revolutions, and, consequently, the thrust in such a way as to reduce the mismatch that has arisen between current and set values of parameters x, y, H to zero. This corresponds to the UAV taking its previous position in space. Moreover, the thrust created by the rotary motors 2 constantly balances the variable weight of the multi-purpose UAV caused by its loading (unloading). This corresponds to the constant position of the multi-purpose UAV in space, regardless of the nature of the work performed, as well as the influence of disturbing factors.

Mode - “Flight”. At the command of the control system, the rotary engines 2 are switched to horizontal flight mode.

The flight of a multi-purpose UAV can occur in accordance with the flight mission, both according to a given program and according to radio commands transmitted by the operator from a ground-based remote control point. In this case, the ground remote control point generates commands transmitted via a radio channel to the avionics installed on the multi-purpose UAV. These commands are designed to control both the flight of the aircraft and remote viewing of the area and the transmission of video and telemetry information through the transceiver antenna to the ground remote control station.

To rotate the multi-purpose UAV, a command is sent from the control system to the rotary motors 2, which directly carry out its rotation. In this case, the position of the multi-purpose UAV changes in all angles: pitch, yaw and rotation (roll).

The change in flight speed V is carried out by changing the number of revolutions of the engine shafts 2. In the case of a decrease in the flight speed of a multi-purpose UAV or reverse thrust, it is necessary either to reduce the number of revolutions of the engine shaft or to rotate it in the opposite direction at a given angular speed. If it is necessary to gain a given height H, the rotary motors 2 change the pitch angle.

Since the front rotary engines are located closer to the geometric axis of the device than the rear ones at a distance of at least one outer diameter of the engine, their operation will not affect the performance of the rear engines during the flight of the UAV.

The developed multi-purpose UAV is economical. This is achieved by its shape, which reduces its aerodynamic drag. Cantilever wing 1 allows the UAV to glide.

The manual mode is an emergency mode and is used in emergency cases, for example, during the process of evacuating a victim from an area of combat or natural disasters. In this case, the victim can partially or fully use the manual controls 10 located on the upper plane of the cantilever wing or use the ability to maintain automatic operation. In the latter case, the operation of the rotary motor controls will be similar to the modes described above.

In this case, in the device for comparing input signals 18 of the emergency manual control system 10, the current values of coordinates x, y, flight altitude H, flight speed V and angular deviations of the UAV , , , are compared, which generate a mismatch signal. This signal subsequently enters the control unit of the emergency manual control system 19, then through amplifying-converting devices 20 it goes to all rotary motors 2. In this case, the motors rotate and change the number of revolutions, and, consequently, the thrust in such a way as to reduce the mismatch that has arisen between the current and set values of the above parameters to zero. This corresponds to the multi-purpose UAV occupying the required position in space.

Unmanned aerial vehicles with four rotary engines can be made in various sizes and for various federal agencies and departments, which allows them to be called multi-mission.

The main advantages of the multi-role unmanned aerial vehicle with four rotary motors are:

Possibility of placing various special equipment on the outer surface of the wing of a multi-purpose UAV;

Possibility of implementing six operating modes of a multi-purpose UAV;

The ability to take off and land a multi-purpose UAV on any hard surface, as well as provide hovering mode over any hard-to-reach terrain (water, swamp, sand, mountains, forest, ravine, etc.);

The ability to automatically maintain a given position of a multi-purpose UAV on the trajectory and during work in the “Hover” mode, as well as its leveling;

Possibility of evacuating victims from combat areas, fires, floods and other hard-to-reach places;

Increased reliability due to the presence of four engines at once.

A multi-purpose unmanned aerial vehicle consisting of a cantilever wing, a control system, a propulsion system consisting of four rotary engines located outside its body, and a payload, characterized in that it additionally includes systems for leveling, coordinating and emergency manual control of the operation of rotary engines , consisting of control units and amplification-converting devices connected to rotary motors and evenly occupying the entire volume of the cantilever wing, and the emergency manual control system elements are located on its surface, while the front rotary motors are located closer to the geometric axis of the device than the rear ones, on distance of at least one outer diameter of the engine.

Mityushin Dmitry Alekseevich,
Candidate of Technical Sciences
Moscow University of the Ministry of Internal Affairs of Russia, Moscow

Comparative analysis of tactical and technical requirements for the military
and police complexes with unmanned aerial vehicles

The article provides a comparative analysis of the tactical and technical requirements (TTT) imposed on complexes and systems with unmanned aerial vehicles (UAVs) of the Armed Forces, and the TTT that can be presented by the ordering structures of the internal affairs bodies (IAB) of the Russian Federation. The various types of target payload that can be placed on a UAV are briefly discussed.

For the development and production of systems and complexes with unmanned aerial vehicles (UAVs), like any other military and special equipment, it is necessary to have a system of general technical requirements (GTR) for this type of equipment. Currently, complexes with UAVs are mostly used to solve problems facing the Armed Forces (AF), and the Air Force (AF) is the leader in all unmanned topics in the Russian Armed Forces, regardless of the interests of what type of aircraft or branch troops will use a complex with UAVs being developed or planned for development. The main guiding documents for the development of UAV complexes are the Air Force COTT. At the same time, for example, to solve the problems of artillery reconnaissance, the development of artillery aerial reconnaissance complexes is underway, for which a draft corresponding document OTT 7.1.28.1 has been developed as a COTT with the participation of the author.

Despite some similarity in the tasks being solved in the interests of the Armed Forces and the Police, there are still certain differences both in the conditions and tactics of use, and in the nature of the objects and subjects of use of this type of equipment. The differences are manifested primarily in the fact that the Armed Forces and the police operate in different legal fields. The Armed Forces conduct combat operations, first of all, in accordance with combat regulations and instructions for ensuring combat operations. Thus, the Combat Manual of the Ground Forces states that “the main form of tactical actions of units is combat, which is organized and coordinated actions of units, military units and formations for the purpose of destroying (defeating) the enemy.”

The police have never had the task of destroying a criminal. The criminal must be apprehended and brought to justice. In their activities to prevent, suppress and solve crimes, the internal affairs bodies (OVD) of Russia are guided by the Constitution of the Russian Federation, federal laws, orders of the Ministry of Internal Affairs and other legal acts.

Based on this, the technical specifications that can be presented to the complexes will differ from the requirements imposed on them by the Armed Forces.

Let's consider these requirements in more detail. Let's start with the requirements for the intended purpose.

First, let’s define that complexes (systems) with UAVs of internal affairs bodies ( Further in the text - complexes) (police) need to understand the complexes with UAVs that are equipped (armed) by the Department of Internal Affairs (police) and solve the tasks facing them.

Based on the way they use aerodynamic forces, UAVs can be either lighter than air or heavier. This article will mostly focus on heavier-than-air UAVs.

The technical appearance of the complex will vary within certain limits depending on the tasks being solved. Despite the fact that most UAVs belong to ultra-light aircraft, ATS systems can be divided into three classes:

light - UAV take-off weight up to 5 kg (UAV launch from hand);
medium - UAV take-off weight from 5 to 30 kg (UAV launch from an ejection device, with the exception of vertical take-off and landing UAV - VTOL);
heavy - UAV take-off weight more than 30 kg.

At the same time, aviation police formations (ATP) can include all types of complexes, while non-aviation police formations can include only light and medium ones. At the same time, it is necessary to pay attention to the mandatory requirement of the absence of specialized runways for the operation of these complexes.

Composition of the complex

To solve the vast majority of problems, the complex must be manufactured in a mobile version.

The number of transport units of the ground part (LF) of the complex should not exceed 3 units ( units - unit (for example, equipment)(4-5 units - for heavy complexes). The basic chassis of transport units can be anything, either wheeled (preferably on an all-terrain chassis, for example GAZ-2330 Tiger, SPM-3, Hummer) or tracked (for hard-to-reach areas, for example MTLB).

In general, the complex should include the following elements:

Ground equipment consisting of:
- ground control point (GCP);
- launcher or transport-launch vehicle (PU or TLM) (only for medium and heavy complexes);
- technical support vehicles (MSV) (only for medium and heavy complexes);
- transport (TM) or transport and recovery vehicle (TEM - only for heavy complexes);

This or that number of UAVs with different target loads (TL). The required number of UAVs can be transported by TPM, MTO, TM, TEM, as well as other vehicles, including those not included in the complex, depending on the nature of the tasks being solved, the search area and a number of other factors.

Purpose of the complex units

In general, NPU is designed to solve the following problems:

ensuring interaction of the complex with the head of a special operation (SO) or operational investigative measures (OPM), the relevant operational headquarters and/or other consumers of information during the execution of the task;
control of all elements of the complex in place and in motion;
exchange of service information with one or more UAVs in flight, control of the UAV flight, receiving information from one or more UAVs;
reception of control commands, warning signals and orders while parked and in motion via automated non-automated communication channels;
automated development of a flight plan and its coordination with the relevant official, including, if necessary, with air traffic control authorities via automated and non-automated communication channels ( If regulatory legal acts establish a different procedure for approving a flight plan, then the established procedure is used) ;
development and, if necessary, correction of UAV routes and flight programs;
storage of a database of electronic terrain maps (ECM) of the region or subject of the Russian Federation where the complex is supposed to be operated, or the area of its operation on a scale of 1:25000, their transformation to a scale of 1:50000;
own topographical reference and orientation of the complex;
training to calculate the complex without actual UAV launches;
monitoring the complex’s own performance with fault detection down to a separate unit;
pre-launch and pre-flight preparation of UAVs.

In general, PU is designed to solve the following problems:

placement of the UAV before launch;
conducting pre-flight and pre-launch preparations (together with the NPU);
UAV launches.

In general, TPM is designed to solve the following problems:

preparing the launcher and UAV for launch;
checking the performance of the UAV and its central control unit (in the absence of a TPM, this function is performed by the NPU);
UAV launches;
short-term (up to 6 months) storage and transportation of 1 to 8 UAVs, depending on the weight of the UAV and the NP transport base in containers (in the absence of a TPM, this function is performed by a NPU or TM);
storage and transportation of fuels and lubricants (fuels and lubricants) for several UAV launches.

MTO is generally designed to solve the following problems:

search and selection of UAVs at the landing site;
delivery of the UAV from the landing site to the TM or to the launch position (SP) to the launcher (TPM);
cleaning, drying and refueling all UAV systems and mechanisms;
monitoring the performance of UAV equipment and their power plants;
minor repairs of individual parts of the UAV;
carrying out routine maintenance on UAVs;
depreservation of UAVs, packaging of UAVs that cannot be restored in the field into transport containers for shipment to manufacturing plants. As part of the complexes included in the aviation police formations, logistics may be absent.

TM is generally intended to solve the following problems:

transportation of additional UAVs in containers;
storage and transportation of fuel and lubricants for several UAV launches;
delivery of light and medium UAVs from the landing site to the joint venture.

TEM is generally intended for:

transportation of additional UAVs in containers;
storage and transportation of fuel and lubricants for several UAV launches;
delivery of the UAV from the landing site to the launch position.

The UAV is designed to solve the following tasks:

delivery to the area where the target load (TL) task is performed;
transfer of species or other information to the NPU;
transfer of your coordinates and other telemetric information to the NPU;
use of special impact means.

Aerodynamic design of the UAV

As for the aerodynamic design of the UAV, when solving problems of observing a stationary object, preference should be given to the GDP UAV, although in some cases it is significantly more expensive than the UAV of the aircraft design. When solving other problems, the choice of scheme is not important. The flight performance characteristics (FTC) of a UAV also depend on the class of the complex, the type of tasks being solved, their average duration, etc.

In general, it can be noted that the main performance characteristics should be as follows:

1) UAV flight duration - at least 4 hours (at least 1 hour for light complexes);

2) operating altitudes of UAV flight - 50-500 m (up to 1000 m for heavy complexes) above the underlying surface;

3) the practical ceiling of the UAV is at least 3000 m above sea level;

4) UAV flight speed - up to 300 km/h. The NPU of the complex must be able to control at least two UAVs in flight and receive video information from at least one of them. Receiving telemetry data or information that is not related to transmission over a broadband channel must be carried out from at least two UAVs simultaneously.

UAV target load

To present requirements to the central control center, you first need to define the terms. Very often, many sources for different tasks give different definitions of the concepts “payload” and “target load”; often these concepts are mixed.

Therefore, for this series of articles we will define:

1. Payload (LP) - all UAV equipment, except the airframe and propulsion system.

2. Target load - part of the load capacity intended to solve certain problems. For example, to solve surveillance problems, the central station will be surveillance equipment, and for strike tasks, it will be a sighting and observation system and weapons.

The type of propellant and its weight and size characteristics depend on the nature of the tasks being solved and the performance characteristics of the UAV.

Depending on the tasks being solved, the following can be used as central centers:

color or black-and-white television camera(s) of side view (BO) or plan view (PLO);
thermal imaging (range 3-5 or 8-14 microns) camera BO or PLO;
digital aerial cameras PlO;
spectrozonal equipment BO or PLO;
laser-luminescent equipment;
radio relay equipment;
radio jamming equipment;
gas analysis equipment;
equipment for measuring ionizing radiation;
aiming and precision release equipment;
special ammunition, etc.

The central station can be manufactured either in a replaceable version or rigidly connected to a specific UAV. Also, depending on the take-off weight of the UAV, a combined central propulsion system can be used.

Communication means are designed for communication between the moving elements of the complex, between members of the crew, between the NPU of the complex and external subscribers (consumers of information, the head of the ORM or SO, the head of the operational headquarters, etc.).

Communication means must be selected from those accepted for service in the internal affairs department and have built-in speech masking devices. It must be possible to transmit to external subscribers both individual video frames and video information upon their request.

Accuracy of determining object coordinates

Requirements for the accuracy of determining the coordinates of objects depend on whose interests the complex is working in, on the tasks being solved and on the objects of work. In general, the accuracy of determining coordinates ( Standard deviation of ATS (police) communications under typical conditions of use of the complex.) can be up to 10-20 m when using a satellite navigation system and up to 50-70 m in other cases.

Electronic protection (EPD) and electromagnetic compatibility (EMC)

Requirements for REZ can be significantly reduced, since the enemy is unlikely to have the necessary electronic warfare equipment, which will lead to a reduction in the cost of the complex. However, it is necessary that the information transmitted from and to the UAV be encrypted to prevent accidental interception by various equipment, including household television and radio receivers.

The radio lines of the complex must provide EMC with standard radio equipment

Vitality and resistance to external influencing factors (VVF)

The requirements for survivability and resistance to VVF can also be significantly reduced, which will also lead to a reduction in the cost of the complex.

Mobile units of the LF complex can be painted using the color scheme adopted by the Department of Internal Affairs, or they can have any coloring, including camouflage. UAVs can have different color options. To solve problems related to monitoring the traffic situation, finding ways to avoid traffic jams on roads, working in areas of natural disasters and catastrophes, and crime prevention, the UAV can be painted in bright colors (orange) or in the color scheme of the police department. Requirements for acoustic and optical visibility during operational surveillance or investigation may be more stringent. In this case, it is necessary that the UAV is not detected by the naked eye against the sky from a distance of up to 300 m and a flight altitude of 300 m with a probability of at least 0.8 and is not detected in the acoustic range (without the use of special equipment) with a background noise level of up to 30 dB per at a distance of up to 300 m. There are no requirements for visibility in the IR and radar ranges, for protection against weapons of mass destruction, which will also lead to a reduction in the cost of the sample.

The reliability indicators of the LF complex must meet the requirements of the relevant GOST and regulatory documents of the Ministry of Internal Affairs of Russia. As for the reliability indicators of UAVs, they should be much higher than in aircraft. The probability of failure-free operation of the UAV during one flight must be at least 0.99. The assigned service life of the UAV, taking into account the replacement of aerodynamic surfaces damaged during landing, must be at least 100 launches.

Requirements for ergonomics and technical aesthetics, for operation, ease of maintenance, repair and storage, requirements for transportability must comply with the requirements of GOST and regulatory documents of the Ministry of Internal Affairs of Russia.

As for safety at work, the design of the complex and its elements must comply with the requirements of the System of Occupational Safety Standards. The design of the complex must provide (depending on its class) organizational and technical measures to protect personnel from electric shock, electromagnetic radiation, high pressure, fire of fuels and lubricants, liquid nitrogen, and safety of rigging operations. The design of the UAV and launcher must include measures to protect against spontaneous operation of the UAV launch device and self-action of the parachute release system (during parachute landing of the UAV). Since sources of electromagnetic radiation can be used in conjunction with the remote control of UAVs, the limits of the spatial sector that pose a danger of electromagnetic radiation to personnel must be determined, and organizational and technical measures to prevent exposure must be provided.

The degree of secrecy of all types of information circulating in the complex and during the exchange of information with external subscribers is in accordance with the stamps installed on them.

When downloading special software and information classified as classified, and in the process of subsequent work with them, the complex must provide a system of protection against unauthorized access (PZI NSD), including a set of organizational, software, technical means, systems and measures to protect this information . The NSD information protection system must meet the requirements of the Federal Service for Technical and Export Control of Russia.

Requirements for standardization and unification and manufacturability must comply with the regulatory documents of the Ministry of Internal Affairs of Russia. Since the requirements for complete technological independence from other countries are not strictly set, the use of imported element base will reduce the weight and size characteristics of a number of units, blocks and elements of the complex and reduce the cost of its manufacture and operation. Since there can be several types of UAVs and CVs, it is advisable to develop a standard range of both UAVs and CVs. At the same time, the LF of the complex should be unified as much as possible, regardless of the type of UAV and central station used. The computing facilities of the complex must be built using hardware platforms accepted in the Department of Internal Affairs. The operating system, system-wide software, and programming tools must be selected from those permitted for use in ATS.

Design requirements may be different for different types of complexes, but at the same time, the requirement for a minimum of aviation specifics remains the same. In addition, the UAV design must not contain pyrotechnic devices.

Requirements by type of collateral

Requirements for metrological support must meet the requirements of GOST and the guidelines of the Ministry of Internal Affairs of Russia.

The software of the complex (general and special), if necessary, must be certified by the certification bodies of the Ministry of Internal Affairs of Russia according to information security requirements.

The information and linguistic support of the complex must be compatible with the information and linguistic support of ATS automation complexes.

Topographic and geodetic support of complexes includes the provision of ECM and/or conventional topographic maps accepted by the Russian Ministry of Internal Affairs. Orientation of the NPU and antennas of the board-NPU channels on the ground should be carried out using satellite and inertial orientation systems. Binding of the position of the NPU (if necessary) must be carried out using the built-in ground equipment of the user of the GLONASS or GPS system.

Meteorological support can be provided by nearby weather stations, and if necessary, the complex can include a weather kit of the DMK-1 or Boryspil type (or others accepted for supply by the Ministry of Internal Affairs).

Educational and training aids (UTS)

Since in Russia there are currently practically no educational institutions that train specialists in the operation of complexes with UAVs, the presence of a training facility in the complex is of great importance.

The TCB should include:

special software;
teaching aids and manuals;
color sketches of educational posters. The training facility should also include simulation programs that reproduce combat situations without actual UAV launches, including emergency situations, as well as sets of videos obtained during real UAV flights (both training and operational) from the optical-electronic central control unit, for training operators -breakers.

Thus, to summarize the above, it is necessary to note the following.

Many TTTs for complexes with UAVs, which can work in the interests of the police, are less stringent or are not required at all compared to similar complexes developed in the interests of the Armed Forces. This is due both to the specifics of the tasks being solved and to the conditions of application.

Because of this, police complexes can be cheaper both to develop and to manufacture. The answer to the question of how much cheaper requires additional research with the involvement of industrial enterprises.

At the same time, a number of points made in this article require additional clarification and research.

Literature

1. Air Code of the Russian Federation dated March 19, 1997 No. 60-FZ (as amended on July 18, 2009). [Electronic resource]. - Access mode: http://base.consultant.ru/cons/cgi/online.cgi. (date of access: 04/23/2010).

2. Mityushin D.A. Issues of using complexes with UAVs in the activities of internal affairs bodies of the Russian Federation // Special equipment. - 2011. - No. 1. - P.26-30.

3. GOST RV 15.201-2000. System for the development and production of military equipment. Tactical and technical (technical) task for carrying out development work. (Enacted into force on January 1, 2001).

4. Combat regulations of the Ground Forces. Part III. Platoon, tank squad. - M.: Military Publishing House, 2002. - 129 p.

Federal Agency for Education of the Russian Federation

State educational institution of higher professional education

"South Ural State University"

Faculty of Aerospace

Department of Aircraft and Control

on the history of aerospace technology

Description of control systems for unmanned aerial vehicles

Chelyabinsk 2009

Introduction

The UAV itself is only part of a complex multifunctional complex. As a rule, the main task assigned to UAV complexes is to conduct reconnaissance of hard-to-reach areas in which obtaining information by conventional means, including aerial reconnaissance, is difficult or endangers the health and even lives of people. In addition to military use, the use of UAV complexes opens up the possibility of a quick and inexpensive way to survey hard-to-reach areas of terrain, periodic observation of specified areas, and digital photography for use in geodetic work and in cases of emergency situations. The information received by on-board monitoring tools must be transmitted in real time to the control point for processing and making adequate decisions. Currently, tactical systems of micro and mini-UAVs are most widespread. Due to the larger take-off weight of mini-UAVs, their payload in its functional composition most fully represents the composition of on-board equipment that meets modern requirements for a multifunctional reconnaissance UAV. Therefore, next we will consider the composition of the mini-UAV payload.

Story

In 1898, Nikola Tesla developed and demonstrated a miniature radio-controlled boat. In 1910, inspired by the successes of the Wright brothers, a young American military engineer from Ohio, Charles Kettering, proposed the use of unmanned flying machines. According to his plan, the device, controlled by a clock mechanism, in a given place was supposed to shed its wings and fall like a bomb on the enemy. Having received funding from the US Army, he built and tested, with varying degrees of success, several devices called The Kattering Aerial Torpedo, Kettering Bug (or simply Bug), but they were never used in combat. In 1933, the first reusable UAV, Queen Bee, was developed in the UK. Three restored Fairy Queen biplanes were used, controlled remotely from the ship via radio. Two of them crashed, and the third made a successful flight, making the UK the first country to benefit from UAVs. This radio-controlled unmanned target, called the DH82A Tiger Moth, was used by the Royal Navy from 1934 to 1943. The US Army and Navy have used the Radioplane OQ-2 RPV as a target aircraft since 1940. The research of German scientists, who gave the world a jet engine and a cruise missile during the 40s, was several decades ahead of its time. Almost until the end of the eighties, every successful UAV design “from a cruise missile” was a development based on the V-1, and “from an aircraft” - the Focke-Wulf Fw 189. The V-1 missile was the first to be used in real combat operations unmanned aerial vehicle. During World War II, German scientists developed several types of radio-controlled weapons, including the Henschel Hs 293 and Fritz X guided bombs, the Enzian rocket, and radio-controlled aircraft filled with explosives. Despite the unfinished projects, the Fritz X and Hs 293 were used in the Mediterranean against armored warships. Less sophisticated and designed for political rather than military purposes, the V1 Buzz Bomb was powered by a pulse jet engine that could be launched from both the ground and the air. In the USSR in 1930-1940. aircraft designer Nikitin developed a special-purpose torpedo bomber glider (PSN-1 and PSN-2) of the “flying wing” type in two versions: manned training and sighting and unmanned with full automation. By the beginning of 1940, a project for an unmanned flying torpedo with a flight range of 100 km and above (at a flight speed of 700 km/h) was presented. However, these developments were not destined to be translated into real designs. In 1941, TB-3 heavy bombers were successfully used as UAVs to destroy bridges. During World War II, the US Navy tried to use remotely piloted deck-based systems based on the B-17 aircraft to attack German submarine bases. After World War II, the United States continued to develop some types of UAVs. During the Korean War, the Tarzon radio-controlled bomb was successfully used to destroy bridges. On September 23, 1957, the Tupolev Design Bureau received a state order to develop a mobile nuclear supersonic cruise missile of medium range. The first takeoff of the Tu-121 model was carried out on August 25, 1960, but the program was closed in favor of the Korolev Design Bureau's Ballistic Missiles. The created design found application as a target, as well as in the creation of unmanned reconnaissance aircraft Tu-123 “Yastreb”, Tu-143 “Flight” and Tu-141 “Strizh”, which were in service with the USSR Air Force from 1964 to 1979. Tu- 143 "Flight" throughout the 70s was supplied to African and Middle Eastern countries, including Iraq. The Tu-141 Swift is in service with the Ukrainian Air Force to this day. The "Flight" complexes with the Tu-143 BRLA are in operation to this day, they were delivered to Czechoslovakia (1984), Romania, Iraq and Syria (1982), and were used in combat during the Lebanon War. In Czechoslovakia, two squadrons were formed in 1984, one of which is currently located in the Czech Republic, the other in Slovakia. In the early 1960s, remotely piloted aircraft were used by the United States to monitor missile development in the Soviet Union and Cuba. After an RB-47 and two U-2s were shot down, development of the Red Wadon (Model 136) high-altitude unmanned reconnaissance aircraft was begun to carry out reconnaissance work. The UAV had high wings and low radar and infrared signature. During the Vietnam War, with the increase in American aviation losses from Vietnamese air defense missiles, the use of UAVs increased. They were mainly used for photographic reconnaissance, sometimes for electronic warfare purposes. In particular, 147E UAVs were used for electronic reconnaissance. Despite the fact that it was ultimately shot down, the drone transmitted characteristics of the Vietnamese C75 air defense system to the ground station throughout its flight. The value of this information was commensurate with the total cost of the unmanned aerial vehicle development program. It also saved the lives of many American pilots, as well as aircraft over the next 15 years, until 1973. During the war, American UAVs made almost 3,500 flights, with losses amounting to about four percent. The devices were used for photographic reconnaissance, signal relay, reconnaissance of radio-electronic equipment, electronic warfare, and as decoys to complicate the air situation. But the complete UAV program was shrouded in secrecy, so much so that its success, which was supposed to spur UAV development after the end of hostilities, went largely unnoticed. Unmanned aerial vehicles were used by Israel during the Arab-Israeli conflict in 1973. They were used for surveillance and reconnaissance, as well as as decoys. In 1982, UAVs were used during the fighting in the Bekaa Valley in Lebanon. The Israeli AI Scout UAV and Mastiff small remotely piloted aerial vehicles conducted reconnaissance and surveillance of Syrian airfields, air defense systems positions and troop movements. According to information obtained with the help of a UAV, a distracting group of Israeli aviation, before the attack of the main forces, caused the radar stations of the Syrian air defense systems to turn on, which were attacked using homing anti-radar missiles, and those weapons that were not destroyed were suppressed by interference. The success of Israeli aviation was impressive - Syria lost 18 air defense missile batteries. Back in the 70s and 80s, the USSR was the leader in the production of UAVs; about 950 Tu-143s alone were produced. Remotely piloted aircraft and autonomous UAVs were used by both sides during the 1991 Gulf War, primarily as surveillance and reconnaissance platforms. The USA, England, and France deployed and effectively used systems such as Pioneer, Pointer, Exdrone, Midge, Alpilles Mart, CL-89. Iraq used Al Yamamah, Makareb-1000, Sahreb-1 and Sahreb-2. During Operation Desert Storm, coalition tactical reconnaissance UAVs flew more than 530 missions, flying approximately 1,700 hours. At the same time, 28 devices were damaged, including 12 that were shot down. Of the 40 Pioneer UAVs in use by the United States, 60 percent were damaged, but 75 percent were found to be repairable. Of all the lost UAVs, only 2 were combat losses. The low loss rate is most likely due to the small size of the UAVs, due to which the Iraqi army considered that they did not pose a big threat. UAVs were also used in UN peacekeeping operations in the former Yugoslavia. In 1992, the United Nations authorized the use of NATO air power to provide air cover for Bosnia and support ground troops stationed throughout the country. To accomplish this task, round-the-clock reconnaissance was required.

In August 2008, the US Air Force completed the rearmament of the first combat air unit, the 174th Fighter Wing of the National Guard, with MQ-9 Reaper unmanned aerial vehicles. The rearmament took place over three years. Attack UAVs have shown high effectiveness in Afghanistan and Iraq. Main advantages over the replaced F-16: lower cost of purchase and operation, longer flight duration, safety of operators.

[A. B. Sukhachev, A. M. Zhalnin, S. L. Erema, JSC "MNITI", Moscow]; STRUCTURE OF THE ONBOARD EQUIPMENT OF MODERN RPV

Fragment of the 3rd edition of the directory "Who's Who in Robotics"

Currently, tactical systems of micro and mini-UAVs are most widespread. Due to the larger take-off weight of mini-UAVs, their payload in its functional composition most fully represents the composition of on-board equipment that meets modern requirements for a multifunctional reconnaissance UAV. Therefore, next we will consider the composition of the mini-UAV payload.

To ensure the tasks of observing the underlying surface in real time during flight and digital photography of selected areas of the terrain, including hard-to-reach areas, as well as determining the coordinates of the studied areas of the area, the UAV payload must contain:

Devices for obtaining view information:

Satellite navigation system (GLONASS/GPS);

Radio link devices for visual and telemetric information;

Command and navigation radio link devices with antenna-feeder device;

Command information exchange device;

Information exchange device;

On-board digital computer (ONDVM);

Type information storage device.

Modern television (TV) cameras provide the operator with a real-time picture of the observed terrain in a format closest to the characteristics of the human visual apparatus, which allows him to freely navigate the terrain and, if necessary, pilot a UAV. The capabilities for detecting and recognizing objects are determined by the characteristics of the photodetector and optical system of the television camera. The main disadvantage of modern television cameras is their limited sensitivity, which does not ensure 24-hour use. The use of thermal imaging (TPV) cameras makes it possible to ensure 24-hour use of UAVs. The most promising is the use of combined television and thermal imaging systems. In this case, the operator is presented with a synthesized image containing the most informative parts inherent in the visible and infrared wavelength ranges, which can significantly improve the tactical and technical characteristics of the surveillance system. However, such systems are technically complex and quite expensive. The use of radar allows you to receive information around the clock and under unfavorable weather conditions, when TV and TPV channels do not provide information. The use of replaceable modules allows you to reduce the cost and reconfigure the composition of on-board equipment to solve the problem under specific application conditions.

Let's consider the composition of the onboard equipment of a mini-UAV.

▪ The survey heading device is fixed motionless at a certain angle to the combat axis of the aircraft, providing the necessary capture area on the ground. The survey heading device may include a television camera (TC) with a wide-field lens (WFL). Depending on the tasks being solved, it can be quickly replaced or supplemented with a thermal imaging camera (TIC), a digital camera (DCC) or a radar.

▪ A detailed view device with a rotating device consists of a detailed viewing TC with a narrow-field lens (NFL) and a three-coordinate rotating device, which ensures that the camera rotates along the course, roll and pitch according to the operator’s commands for a detailed analysis of a specific area of the terrain. To ensure operation in low light conditions, the TC can be supplemented with a thermal imaging camera (TIC) on a microbolometer matrix with a narrow-field lens. It is also possible to replace the TC with a DFA. Such a solution will allow the use of UAVs for aerial photography when the optical axis of the DFA is turned to nadir.

▪ Radio link devices for visual and telemetric information (transmitter and antenna-feeder device) must ensure the transmission of visual and telemetric information in real or near real time to the control unit within radio visibility.

▪ Command-navigation radio link devices (receiver and antenna-feeder device) must ensure reception of UAV piloting commands and control of its equipment within radio visibility.

▪ The command information exchange device ensures the distribution of command and navigation information among consumers on board the UAV.

▪ The information exchange device ensures the distribution of view information between on-board sources of view information, a radio link transmitter of view information and an on-board device for storing view information. This device also provides information exchange between all functional devices that are part of the UAV target load via the selected interface (for example, RS-232). Through the external port of this device, before the UAV takes off, the flight mission is entered and pre-launch automated built-in control is carried out on the functioning of the main components and systems of the UAV.

▪ The satellite navigation system provides coordinate reference (topographic reference) of the UAV and observed objects using signals from the GLONASS global satellite navigation system (GPS). The satellite navigation system consists of one or two receivers (GLONASS/GPS) with antenna systems. The use of two receivers, the antennas of which are spaced along the construction axis of the UAV, makes it possible to determine, in addition to the coordinates of the UAV, the value of its heading angle.

▪ The on-board digital computer (ONDCM) provides control of the on-board UAV complex.

▪ The view information storage device ensures the accumulation of view information selected by the operator (or in accordance with the flight mission) until the UAV lands. This device can be removable or permanent. In the latter case, a channel must be provided for retrieving the accumulated information to external devices after landing of the UAV. Information read from the view information storage device allows for a more detailed analysis when deciphering the view information received during the flight of the UAV.

Depending on the class of the UAV, the payload can be supplemented with various types of radar, sensors for environmental, radiation and chemical monitoring.

The UAV control complex is a complex, multi-level structure, the main task of which is to ensure the deployment of the UAV to a given area and the execution of operations in accordance with the flight mission, as well as to ensure the delivery of information received by the UAV's on-board means to the control point. In addition to the UAV and control center, the complex includes life support, transportation and pre-flight preparation systems, as well as launch and landing equipment.

The considered composition of the UAV bot equipment makes it possible to solve a wide range of tasks for monitoring terrain and areas difficult to reach for humans in the interests of the national economy.

The use of television cameras in the on-board equipment allows, in conditions of good weather visibility and illumination, to provide high resolution and detailed monitoring of the underlying surface in real time. The use of DFA allows the use of UAVs for aerial photography in a given area with subsequent detailed interpretation.

The use of TPV equipment makes it possible to ensure round-the-clock use of UAVs, although with lower resolution than when using television cameras.

It is most advisable to use integrated systems, for example TV-TPV, with the formation of a synthesized image. However, such systems are still quite expensive.

The presence of a radar on board allows you to receive information with a lower resolution than TV and TPV, but around the clock and under unfavorable weather conditions.

The use of replaceable modules for devices for obtaining view information allows you to reduce the cost and reconfigure the composition of on-board equipment to solve the problem in specific application conditions.

Literature

1. Vilkova N. N., Sukhachev A. B. Russia must return to the number of leading “unmanned” powers. // National defense. No. 10 (19), October 2007, pp. 48-54.

2. Sukhachev A. B. Unmanned aerial vehicles. Status and development prospects. - M.: MNITI, 2007. 60 p.

3. Balyko Yu. P. Basic principles of forming the technical appearance of complexes with UAVs in the interests of the fuel and energy complex based on military systems. // Proceedings of the Second Moscow International Forum “Unmanned multi-purpose systems in the interests of the fuel and energy sector.” M. Expocentre, January 29-31, 2008

4. Trubnikov G.V. Experience in the development of civil unmanned systems and services in Russia. // Proceedings of the Second Moscow International Forum “Unmanned multi-purpose systems in the interests of the fuel and energy sector.” M. Expocentre, January 29-31, 2008

5. Sukhachev A. B., Melkumova N. G., Shapiro B. L., Erema S. L. Study of the technical and economic characteristics of promising complexes of unmanned aerial vehicles. // Elektrosvyaz, No. 5, 2008, pp. 16-20 .

METHODS OF SEMI-NATURAL MODELING OF THE RADIO LINE OF THE CONTROL COMPLEX FOR UNMANNED AERIAL VEHICLES (UAV) IN THE PROCESS OF ITS DEVELOPMENT AND BENCH TESTING (A. B. Sukhachev, JSC "MNITI", Moscow); METHODS OF SCALED-DOWN MODELLING OF THE RADIOLINE OF THE RPV"S MANAGEMENT COMPLEX DURING ITS WORKING AND DEVELOPMENT TESTING (Andrey Sukhachev, JSC “The Moscow Scientific-research institute of television”, Moscow) Based on a report at the 17th International Scientific and Technical Conference “MODERN TELEVISION”

The main complex parameters of a radio link can be determined during bench testing of the radio link as a whole without disassembling it into its component parts.

The value of the generalized threshold sensitivity of the PR radio receiving system can be measured directly on the stand or during testing of the complex as a whole.

The functional diagram for determining the generalized threshold sensitivity of the PR radio receiving system is shown in Fig. 1.

Fig. 1 Functional diagram for determining the generalized threshold sensitivity of a PR radio receiving system.

By changing the attenuator attenuation value ηAT, we achieve such a signal value at the input of the radio receiving path when the signal-to-noise ratio at the output of the radio receiving device becomes equal to the minimum permissible for a given type of radio receiving device, and communication stops. The minimum acceptable signal-to-noise ratio is determined by the characteristics of the radio receiver and the type of signal modulation.

Federal Agency for Education of the Russian Federation

State educational institution of higher professional education

"South Ural State University"

Faculty of Aerospace

Department of Aircraft and Control

on the history of aerospace technology

Description of control systems for unmanned aerial vehicles

Chelyabinsk 2009

Introduction

Story

Composition of onboard equipment of modern UAVs

To ensure the tasks of observing the underlying surface in real time during the flight and digital photography of selected areas of the terrain, including hard-to-reach areas, as well as determining the coordinates of the studied areas of the area, the UAV payload must contain:

Devices for obtaining view information:

Satellite navigation system (GLONASS/GPS);

Radio link devices for visual and telemetric information;

Command and navigation radio link devices with antenna-feeder device;

Command information exchange device;

Information exchange device;

On-board digital computer (ONDVM);

Type information storage device.

▪ Command-navigation radio link devices (receiver and antenna-feeder device) must ensure reception of UAV piloting commands and control of its equipment within radio visibility.

▪ The command information exchange device ensures the distribution of command and navigation information among consumers on board the UAV.

▪ The on-board digital computer (ONDCM) provides control of the on-board UAV complex.

▪ The built-in power supply ensures matching of voltage and current consumption of the on-board power supply and devices included in the payload, as well as operational protection against short circuits and overloads in the electrical network. Depending on the class of the UAV, the payload can be supplemented with various types of radar, sensors for environmental, radiation and chemical monitoring. The UAV control complex is a complex, multi-level structure, the main task of which is to ensure the deployment of the UAV to a given area and the execution of operations in accordance with the flight mission, as well as to ensure the delivery of information received by the UAV's on-board means to the control point.

Onboard UAV navigation and control complex

The onboard complex "Aist" is a fully functional means of navigation and control of an unmanned aerial vehicle (UAV) of an aircraft design. The complex provides: determination of navigation parameters, orientation angles and UAV movement parameters (angular velocities and accelerations); navigation and control of the UAV when flying along a given trajectory; stabilization of UAV orientation angles in flight; output to the transmission channel of telemetric information about navigation parameters and UAV orientation angles. The central element of the Aist BC is a small-sized inertial navigation system (INS), integrated with a satellite navigation system receiver. Built on the basis of microelectromechanical sensors (MEMS gyroscopes and accelerometers) on the principle of a strapdown ANN, the system is a unique high-tech product that guarantees high accuracy of navigation, stabilization and control of aircraft of any class. Built-in static pressure sensor provides dynamic detection of altitude and vertical speed. Composition of the onboard complex: inertial navigation system unit; SNS receiver; autopilot unit; Flight Data Storage; airspeed sensor In the basic configuration, control is carried out through the following channels: ailerons; elevator; rudder; motor controller. The complex is compatible with the PCM radio channel (pulse code modulation) and allows you to control the UAV both manually from a standard remote control and automatically, according to autopilot commands. Autopilot control commands are generated in the form of standard pulse-width modulated (PWM) signals suitable for most types of actuators. Physical characteristics:

dimensions, mm: autopilot unit - 80 x 47 x 10; INS – 98 x 70 x 21; SNS receiver - 30 x 30 x 10; weight, kg: autopilot unit - 0.120; ANN - 0.160; SNS receiver - 0.03. Electrical characteristics: supply voltage, V - 10...27; power consumption (max.), W - 5. Environment: temperature, degrees C - from –40 to +70; vibration/shock, g - 20.

Control: RS-232 ports (2) - data reception/transmission; RS-422 ports (5) – communication with external devices; PWM channels (12) - control devices; programmable waypoints (255) - route turning points. Operating ranges: roll - ±180°; pitch - ±90°; course (travel angle) - 0...360; acceleration - ±10 g; angular velocity - ±150°/sec

System for controlling the spatial position of highly directional antenna systems in UAV complexes

The unmanned aerial vehicle (UAV) itself is only part of a complex complex, one of the main tasks of which is to promptly communicate the received information to the operational personnel of the control point (CP). The ability to ensure stable communication is one of the most important characteristics that determine the operational capabilities of the UAV control complex and ensures that information received by the UAV is communicated in “real time” to the operating personnel of the control center. To ensure communication over long distances and increase noise immunity due to spatial selection, highly directional antenna systems (AS) are widely used in UAV control systems both on the PU and on the UAV. The functional diagram of the spatial position control system of a highly directional speaker, which ensures optimization of the process of entering into communication in the UAV control complexes, is shown in Fig. 1.

The control system for highly directional speakers (see Fig. 1) includes:

Actually a highly directional speaker, the radio technical parameters of which are selected based on the requirements to ensure the required communication range over the radio link.

Servo drive of the speaker, providing spatial orientation of the speaker pattern in the direction of the expected appearance of radiation from the communication object.

An automatic directional tracking system (ADT), which provides stable automatic tracking of a communication object in the zone of confident capture of the direction finding characteristics of the ASN system.

A radio receiving device that provides the formation of a “Communication” signal, indicating the reception of information with a given quality.

Antenna system control processor, which provides analysis of the current state of the AC control system, generation of servo drive control signals to ensure spatial orientation of the AC in accordance with the flight mission and spatial scanning algorithm, analysis of the presence of communication, analysis of the possibility of transferring the AC servo drive from the “External control” mode to the “External control” mode Automatic tracking", generating a signal to switch the AC servo drive to the "External control" mode.

Rice. 1. Functional diagram of the spatial position control system of a highly directional speaker in UAV control complexes

The main task performed by the attitude control system of a highly directional AS is to ensure stable contact with the object specified by the flight mission.

This task is divided into a number of subtasks:

Ensuring the spatial orientation of the speaker pattern in the direction of the expected appearance of radiation from the communication object and its spatial stabilization for the case of the station location on board the aircraft.

Expansion of the zone of stable capture of radiation from a communication object through the use of a discrete spatial scanning algorithm with a deterministic spatio-temporal structure.

Transition to the mode of stable automatic tracking of a communication object by the ASN system when a communication object is detected.

Ensuring the possibility of re-establishing communication in case of failure. For a discrete spatial scanning algorithm with a deterministic spatiotemporal structure, the following features can be distinguished:

Scanning of the speaker pattern is carried out discretely in time and space. Spatial movements of the AS DN during scanning are carried out in such a way that there are no spatial zones left that are not overlapped by the zone of confident capture by the ASN system during the entire scanning cycle (see Fig. 2).

Fig.2. An example of organizing discrete spatial scanning in azimuthal and elevation planes

For each specific spatial position determined by the scanning algorithm, two phases can be distinguished: “Auto-tracking” and “External control”.

In the “Auto Tracking” phase, the ASN system assesses the possibility of receiving radiation from the communication object for the selected spatial position of the DSN.

If the evaluation result is positive: Spatial scanning stops. The ASN system continues to automatically track the radiation of the communication object according to its internal algorithm. The input of the AC servo drive receives signals of the spatial orientation of the AC according to the current bearing of the communication object from the ASN X ASN (t) system. In case of a negative result of the assessment: The spatial movement of the RCH AU is carried out to the next spatial position determined by the scanning algorithm.

In the “External control” phase, control signals for the AC servo drive are generated at the output of the antenna system control processor. Servo control signal components provide:

X 0 – initial spatial orientation of the speaker pattern in the direction of the communication object; ∆X LA (t) – parrying the spatial evolutions of the aircraft; X ALG (t) – expansion of the zone of stable capture of radiation from the communication object of the ASN system in accordance with a discrete spatial scanning algorithm with a deterministic spatio-temporal structure.

In the event of a communication failure, starting from time T SV=0 (loss of the “COMMUNICATION” signal), signal X ASN (T SV=0) is stored in the “Calculation and storage” device, and is subsequently used by the AC control processor as the expected value bearing of the communication object. The process of entering into communication is repeated as described above. In the “External control” mode, the control signal of the servo drive of the highly directional speaker through the “heading”, “pitch” and “roll” channels can be recorded

(1)

In the “Auto Tracking” mode, the control signal of the servo drive of the highly directional speaker can be recorded

(2)

The specific type of control signals is determined by the design features of the antenna system servo drive.

UAV inertial system

The key point in the mentioned chain is the “measurement of the state of the system.” That is, the coordinates of location, speed, altitude, vertical speed, orientation angles, as well as angular velocities and accelerations. In the on-board navigation and control complex, developed and manufactured by TeKnol LLC, the function of measuring the state of the system is performed by a small-sized inertial integrated system (MINS). Consisting of triads of inertial sensors, micromechanical gyroscopes and accelerometers), as well as a barometric altimeter and a triaxial magnetometer, and combining the data of these sensors with the data of the GPS receiver, the system produces a complete navigation solution based on coordinates and orientation angles. MINS developed by TeKnola is a complete Inertial System, which implements a strapdown INS algorithm integrated with a satellite navigation system receiver. It is this system that contains the “secret” of the operation of the entire UAV control complex. In fact, three navigation systems operate simultaneously in one computer using the same data. We call them “platforms”. Each of the platforms implements its own control principles, having its own “correct” frequencies (low or high). The master filter selects the optimal solution from any of the three platforms depending on the nature of the movement. This ensures the stability of the system not only in straight-line motion, but also during turns, uncoordinated turns, and cross gusty winds. The system never loses the horizon, which ensures correct autopilot reactions to external disturbances and adequate distribution of influences between the UAV controls.

UAV on-board control complex

The UAV Onboard Navigation and Control Complex includes three components (Figure 1).

1. Integrated Navigation System;

2. Satellite Navigation System Receiver

3. Autopilot module.__

The autopilot module generates control commands in the form of PWM (pulse-width modulated) signals, in accordance with the control laws embedded in its computer. In addition to controlling the UAV, the autopilot is programmed to control on-board equipment:

Video camera stabilization,

Time- and location-synchronized shutter release

camera,

Parachute release,

Dropping a load or sampling at a given point

and other functions. Up to 255 route turning points can be stored in the autopilot's memory. Each point is characterized by coordinates, altitude and flight speed.

During flight, the autopilot also provides telemetric information to the transmission channel to monitor the UAV’s flight (Figure 2).

What then is a “quasi-autopilot”? Many companies now declare that they provide their systems with automatic flight using “the world’s smallest autopilot.”

The most illustrative example of such a solution is the products of the Canadian company Micropilot. To generate control signals, “raw” data is used here - signals from gyroscopes and accelerometers. Such a solution, by definition, is not robust (resistant to external influences and sensitive to flight conditions) and, to one degree or another, is operational only when flying in a stable atmosphere.

Any significant external disturbance (gust of wind, updraft or air pocket) is fraught with loss of orientation of the aircraft and an accident. Therefore, everyone who has ever encountered such products sooner or later understood the limitations of such autopilots, which cannot in any way be used in commercial serial UAV systems.

More responsible developers, realizing that a real navigation solution is needed, are trying to implement a navigation algorithm using well-known Kalman filtering approaches.

Unfortunately, not everything is so simple here either. Kalman filtering is just an auxiliary mathematical apparatus, and not a solution to the problem. Therefore, it is impossible to create a robust, stable system by simply transferring standard mathematical apparatus to MEMS integrated systems. Fine and precise tuning for a specific application is required. In this case, for a maneuverable winged object. Our system implements more than 15 years of experience in the development of inertial systems and algorithms for integrating INS and GPS. By the way, only a few countries in the world have the know-how of inertial systems. This

Russia, USA, Germany, France and Great Britain. Behind this know-how are scientific, design and technological schools, and at least

It is naive to think that such a system can be developed and manufactured “on the knee” in an institute laboratory or in an airfield hangar. An amateurish approach here, as in all other cases, is ultimately fraught with financial losses and loss of time. Why is automatic flight so important in relation to the problems solved by enterprises of the fuel and energy complex? It is clear that aerial monitoring itself has no alternative. Monitoring the condition of pipelines and other objects, security, monitoring and video surveillance tasks are best solved using aircraft. But reducing costs, ensuring regularity of flights, automating the collection and processing of information - here, attention is quite rightly paid to unmanned vehicles, which proves the high interest of specialists in the ongoing exhibition and forum. However, as we saw at the exhibition, unmanned systems can also be complex and expensive systems that require support, maintenance, ground infrastructure and operations services. This applies to the greatest extent to complexes that were originally created to solve military problems, and are now being hastily adapted to economic applications. Let us dwell separately on operational issues. Controlling a UAV is a task for a well-trained professional. In the US Army, active Air Force pilots become UAV operators after a year of training and training. In many ways, it is more difficult than piloting an airplane, and most unmanned aircraft accidents are known to be caused by pilot operator error. Automatic UAV systems equipped with a full-fledged automatic control system require minimal training of ground personnel, while solving problems at a great distance from the home base, without contact with the ground station, in any weather conditions. They are easy to operate, mobile, quickly deployed and do not require ground infrastructure. It can be argued that the high performance of UAV systems equipped with a full-fledged self-propelled gun reduces operating costs and personnel requirements.

Automated UAV systems

What are the practical results of using an onboard complex with a real inertial system? The TeKnol company has developed and offers customers systems of automatic UAVs for rapid deployment to solve monitoring and aerial surveillance problems. These systems are presented at our stand at the exhibition.

The autopilot as part of the onboard navigation and control complex provides

Automatic flight along a given route;

Automatic takeoff and approach;

Maintaining a given altitude and flight speed;

Stabilization of orientation angles;

Software control of on-board systems.

Operational UAV.

The multi-purpose UAV system is being developed by Transas and is equipped with the TeKnola navigation and control system.

Since controlling a small UAV is the most difficult task, we will give examples of the operation of the onboard navigation and control complex for an operational mini-UAV with a take-off weight of 3.5 kg.

When conducting aerial photography of an area, the UAV flies along lines at intervals of 50-70 meters. The autopilot ensures following the route with a deviation not exceeding 10-15 meters at a wind speed of 7 m/s (Figure 5).

It is clear that the most experienced pilot operator is not able to provide such precision control.

Rice. 5: Route and flight path of a mini UAV when surveying the area

Maintaining a given flight altitude is also ensured by the MINS, which generates a comprehensive solution based on data from GPS, barometric altimeter and inertial sensors. During automatic flight along the route, the on-board complex ensures the accuracy of maintaining altitude within 5 meters (Figure 6), which allows you to fly confidently at low altitudes and around terrain.

Figure 7 shows how the self-propelled gun brings the UAV out of a critical roll of 65º, as a result of exposure to a gust of crosswind during the maneuver. Only a real INS as part of the on-board control complex is able to provide dynamic measurement of UAV orientation angles without “losing the horizon.” Therefore, during the testing and operation of our UAVs, not a single aircraft was lost while flying under autopilot control.

Another important function of the UAV is video camera control. In flight, stabilization of the forward-looking camera is ensured by testing the UAV's roll oscillations using autopilot signals and MINS data. Thus, the video image is stable, despite the aircraft's roll fluctuations. In aerial photography tasks (for example, when compiling an aerial map of the proposed work area), accurate information about the orientation angles, coordinates and altitude of the UAV is absolutely necessary for correcting aerial photographs and automating frame stitching.

An unmanned aerial photography system is also being developed by TeKnol LLC. To do this, the digital camera is modified and included in the autopilot control loop. The first flights are scheduled to take place in the spring of 2007. In addition to the mentioned rapid deployment UAV systems, the Onboard UAV Navigation and Control Complex is operated by SKB "Topaz" (UAV "Voron"), installed on a new UAV developed by Transas (multi-purpose UAV complex "Dozor"), and is being tested on a mini UAV from Global Teknik (Turkey). Negotiations are ongoing with other Russian and foreign clients. The information presented above and, most importantly, the results of flight tests clearly indicate that without a full-fledged on-board control complex equipped with a real inertial system, it is impossible to build modern commercial UAV systems that can solve problems safely, quickly, in any weather conditions, with minimal costs on the part of operating services. Such complexes are mass-produced by the TeKnol company.

conclusions

The considered composition of the UAV on-board equipment makes it possible to solve a wide range of tasks for monitoring terrain and areas difficult to reach for humans in the interests of the national economy. The use of television cameras in the on-board equipment allows, in conditions of good weather visibility and illumination, to provide high resolution and detailed monitoring of the underlying surface in real time. The use of DFA allows the use of UAVs for aerial photography in a given area with subsequent detailed interpretation. The use of TPV equipment makes it possible to ensure round-the-clock use of UAVs, although with lower resolution than when using television cameras. It is most appropriate to use complex systems, for example TV-TPV, with the formation of a synthesized image. However, such systems are still quite expensive. The presence of a radar on board allows you to receive information with a lower resolution than TV and TPV, but around the clock and under unfavorable weather conditions. The use of replaceable modules for devices for obtaining view information allows you to reduce the cost and reconfigure the composition of on-board equipment to solve the problem in specific application conditions. The ability to ensure stable communication is one of the most important characteristics that determine the operational capabilities of the UAV control complex. The proposed system for controlling the spatial position of a highly directional speaker in UAV control complexes ensures optimization of the process of entering into communication and the possibility of restoring communication in the event of its loss. The system is applicable for use on UAVs, as well as at ground- and air-based control points.

Used Books

1. http://www.airwar.ru/bpla.html

2. http://ru.wikipedia.org/wiki/UAV

3. http://www.ispl.ru/Sistemy_upravleniya-BLA.html

4. http://teknol.ru/products/aviation/uav/

5. Orlov B.V., Mazing G.Yu., Reidel A.L., Stepanov M.N., Topcheev Yu.I. - Fundamentals of designing ramjet engines for unmanned aerial vehicles.

Control of an unmanned aerial vehicle complex. Abstract: Description of control systems for unmanned aerial vehicles. UAV inertial system

Comparative analysis of tactical and technical requirements for the military
and police complexes with unmanned aerial vehicles

Composition of the complex

Purpose of the complex units

Aerodynamic design of the UAV

UAV target load

Accuracy of determining object coordinates

Electronic protection (EPD) and electromagnetic compatibility (EMC)

Vitality and resistance to external influencing factors (VVF)

Requirements by type of collateral

Educational and training aids (UTS)

Literature

Interesting articles

Interesting articles

Comparative analysis of tactical and technical requirements for the military and police complexes with unmanned aerial vehicles

Composition of the complex

Purpose of the complex units

Aerodynamic design of the UAV

UAV target load

Accuracy of determining object coordinates

Electronic protection (EPD) and electromagnetic compatibility (EMC)

Vitality and resistance to external influencing factors (VVF)

Requirements by type of collateral

Educational and training aids (UTS)

Literature

Interesting articles

Interesting articles

Comparative analysis of tactical and technical requirements for the military
and police complexes with unmanned aerial vehicles