Integrated-strapdown-air-data sensor system

• US 4,303,978 A
• Filed: 04/18/1980
• Issued: 12/01/1981
• Est. Priority Date: 04/18/1980
• Status: Expired due to Term

• Current Assignee: The Boeing Co.
• Original Assignee: The Boeing Co.
• Inventors: McIntyre, Melville D., Olbrechts, Guy R., Gilbert, John F., Shaw, Jack C.
• Primary Examiner(s): Smith, Jerry
• Application Number:
  US06/142,135
• Time in Patent Office: 592 Days
• Field of Search: 364/434, 364/450, 364/453, 364/454, 244/177
• US Class Current: 701/220
• CPC Class Codes: G01C 21/183 Compensation of inertial measurements, e.g. for temperature effects

Abstract

A plurality of inertial measuring unit (IMU) modules (41A, B, C and D) each comprising gyros and accelerometers (61, 65 and 67) for sensing inertial information along two orthogonal axes, are strapdown mounted in an aircraft, preferably such that the sense axes of the IMUs are skewed with respect to one another. Inertial and temperature signals produced by the IMU modules, plus pressure signals produced by a plurality of pressure transducer modules (43A, B and C) and air temperature signals produced by total air temperature sensors (45A and B) are applied to redundant signal processors (47A, B and C). The signal processors convert the raw analog information signals into digital form, error compensate the incoming raw digital data and, then, manipulate the compensated digital data to produce signals suitable for use by the automatic flight control, pilot display and navigation systems of the aircraft. The signal processors include: an interface system comprising a gyro subsystem (47), an accelerometer and air calibration data subsystem (50) and an air data and temperature subsystem (52); a computer (54); an instruction decoder ( 56); and, a clock (58). During computer interrupt intervals raw digital data is fed to the computer (54) by the interface subsystems under the control of the instruction decoder (56). The computer includes a central processing unit that compensates raw digital gyro and accelerometer data to eliminate bias, scale factor, dynamic and temperature errors, as necessary. The central processing unit also modifies the gyro and accelerometer data to compensate for relative misalignment between the sense axes of the gyros and accelerometers and for the skewed orientation of these sense axes relative to the yaw, roll and pitch axes of the aircraft. Further, accelerometer data is transformed from body coordinate form to navigational coordinate form and the result used to determine the velocity and position of the aircraft. Finally, the central processing unit develops initializing alignment signals and develops altitude, speed and corrected temperature and pressure signals.

Claims

1. An integrated-strapdown-air-data sensor system for an aircraft comprising:

(a) a plurality of inertial measuring unit (IMU) modules, suitable for strapdown mounting in an aircraft, each of said IMU modules acceleration of said aircraft along at least two different axes and producing raw angular rate and raw linear acceleration signals related thereto, each of said IMU modules including a temperature sensor for sensing the temperature of the related IMU module and producing an IMU temperature signal related thereto;

(b) at least one pressure transducer module, suitable for mounting in an aircraft, for sensing air data and producing raw air data signals related thereto;

(c) at least one total air temperature sensor, suitable for mounting in an aircraft, for sensing the outside total air temperature at the skin of the aircraft and producing a total air temperature signal related thereto; and

,

(d) at least one signal processor coupled to said plurality of IMU modules, said at least one pressure transducer module and said at least one total air temperature sensor, for;

(1) receiving said raw angular rate, raw linear acceleration, IMU temperature, raw air data and total air temperature signals;

(2) converting said raw angular rate, raw linear acceleration, IMU temperature, raw air data, and total air temperature signals into common time base digital form;

(3) compensating said raw angular rate and raw linear acceleration signals in common time base digital form for various types of errors that cause said raw angular rate and raw linear acceleration signals to be inaccurate and producing accurate body angular rate and accurate body linear acceleration signals;

(4) calibrating said raw air data signals in common time base digital form to produce accurate air data signals; and

,

(5) combining said accurate body angular rate and accurate body acceleration signals, and said accurate air data signals, to produce accurate attitude, navigational position and velocity signals that define the attitude, navigational position and velocity of said aircraft and are suitable for use by the automatic flight control, navigation and display systems of said aircraft.

2. An integrated-strapdown-air-data-sensor system as claimed in claim 1 wherein the two different axes of said inertial sensing means of at least some of said IMU modules are skewed with respect to the two different axes of said inertial sensing means of others of said IMU modules.

3. An integrated-strapdown-air-data sensor system as claimed in claim 2 wherein said inertial sensing means includes gyroscope means for sensing angular rate along two orthogonal axes and accelerometer means for sensing linear acceleration along the same two orthogonal axes, said two orthogonal axes forming said at least two different axes.

4. An integrated-strapdown-air-data sensor system as claimed in claim 3 wherein said gyroscope means comprises a two-degree-of-freedom gyroscope and wherein said accelerometer means comprises two single-degree-of-freedom accelerometers.

5. An integrated-strapdown-air-data sensor system as claimed in claim 3 wherein said gyroscope means comprises two single-degree-of-freedom gyroscopes and wherein said accelerometer means comprises two single-degree-of-freedom accelerometers.

6. An integrated-strapdown-air-data sensor system as claimed in claim 1 wherein said inertial sensing means includes gyroscope means for sensing angular rate along two orthogonal axes and accelerometer means for sensing linear acceleration along the same two orthogonal axes, said two orthogonal axes forming said at least two different axes.

7. An integrated-strapdown-air-data sensor system as claimed in claim 6 wherein said gyroscope means comprises a two-degree-of-freedom gyroscope and wherein said accelerometer means comprises two single-degree-of-freedom accelerometers.

8. An integrated-strapdown-air-data sensor system as claimed in claim 6 wherein said gyroscope means comprises two single-degree-of-freedom gyroscopes and wherein said accelerometer means comprises two-single-degree-of-freedom accelerometers.

9. An integrated-strapdown-air-data sensor system as claimed in claim 6 including a plurality of pressure transducer modules, each suitable for mounting in an aircraft, for sensing air data and producing said raw air data signals related thereto.

10. An integrated-strapdown-air-data sensor system as claimed in claim 9 wherein said raw air data signals produced by each of said pressure transducer modules includes static and total pressure signals.

11. An integrated-strapdown-air-data sensor system as claimed in claim 10 wherein said pressure transducer modules produce said static and total pressure signals in electrical form suitable for receipt by said signal processor.

12. An integrated-strapdown-air-data sensor system as claimed in claim 11 wherein said static and total pressure signals in electrical form are digital in nature.

13. An integrated-strapdown-air-data sensor system as claimed in claim 9 wherein said signal processor compensates said raw angular rate signals for V/F scale factor and dynamic errors.

14. An integrated-strapdown-air-data sensor system as claimed in claim 13 wherein said signal processor also compensates said raw angular rate signals for gyro bias, scale factor, mass unbalance and temperature errors.

15. An integrated-strapdown-air-data sensor system as claimed in claim 14 wherein said signal processor compensates said raw acceleration signals for bias, scale factor and temperature errors.

16. An integrated-strapdown-air-data sensor system as claimed in claim 15 wherein said signal processor also compensates said raw angular rate signals for misalignment between said two orthogonal axes and predetermined axes of said aircraft.

17. An integrated-strapdown-air-data sensor system as claimed in claim 16 wherein said signal processor also compensates said raw acceleration signals for misalignment between said two orthogonal axes and predetermined axes of said aircraft.

18. An integrated-strapdown-air-data sensor system as claimed in claim 17 wherein said two orthogonal axes are nominally related to predetermined axes of said aircraft and wherein said predetermined axes of said aircraft include the pitch, roll and yaw axes of the aircraft.

19. An integrated-strapdown-air-data sensor system as claimed in claim 18 wherein said accurate body angular rate and said accurate body linear acceleration signals are combined to produce accurate navigational position and velocity signals.

20. An integrated-strapdown-air-data sensor system as claimed in claim 19 wherein said signal processor produces said accurate velocity signals by:

determining the angular rate of the navigational coordinate system relative to an earth-centered coordinate system, exposed instantaneously in navigational coordinates, based on the value of a position matrix, the altitude of the aircraft and the velocity of the aircraft;

developing and updating said position matrix based on said angular rate of the navigational coordinate system of the aircraft relative to an earth-centered coordinate system, expressed instantaneously in navigational coordinates;

developing and updating an attitude matrix based on said accurate body angular rate signals, said angular rate of the navigational coordinate system relative to an earth-centered coordinate system, expressed instantaneously in navigational coordinates, and said position matrix;

transforming said accurate body acceleration signals to accurate navigational coordinate acceleration signals based on said attitude matrix; and

,

combining said accurate navigational coordinate acceleration signals with said angular rate of the navigational coordinate system to an earth-centered coordinate system, expressed instantaneously in navigational coordinates, gravity and said position matrix to produce accurate navigational coordinate velocity signals.

21. An integrated-strapdown-air-data sensor system as claimed in claim 20 wherein said signal processor produces said accurate navigational position signals by combining selected portions of said position matrix.

22. An integrated-strapdown-air-data sensor system as claimed in claim 21 wherein selected portions of said attitude matrix and position matrix are also combined by said signal processor to produce accurate attitude signals.

23. An integrated-strapdown-air-data sensor system as claimed in claim 22 wherein said signal processor determines the initial value of said attitude matrix prior to the takeoff of said aircraft based on said accurate body linear acceleration signals and said accurate body angular rate signals.

24. An integrated-strapdown-air-data sensor system as claimed in claim 23 wherein said initial value of said attitude matrix is determined by first producing a rough estimate of said initial value of said attitude matrix and, then, refining said initial value in a continuous manner to produce an accurate initial value of said attitude matrix.

25. An integrated-strapdown-air-data sensor system as claimed in claim 24 wherein said signal processor produces initial values representing the attitude of said aircraft as well as said initial value of said attitude matrix prior to the takeoff of said aircraft.

26. An integrated-strapdown-air-data sensor system as claimed in claim 25 wherein said signal processor also produces signals representing the altitude, indicated airspeed, Mach number, corrected static and total pressure and corrected total air temperature signals suitable for use by the automatic flight control, navigation and display systems of an aircraft, as required.

27. An integrated-strapdown-air-data sensor system as claimed in claim 9 including a plurality of signal processors suitable for selective connection to said plurality of IMU modules, said plurality of pressure transducer modules and said at least one total air temperature sensor for:

(a) selectively receiving said raw angular rate, raw linear acceleration, IMU temperature, raw air data and total air temperature signals from said plurality of IMU modules, said plurality of pressure transducer modules and said at least one total air temperature sensor;

(b) individually converting said received raw angular rate, raw linear acceleration, IMU temperature, raw air data and total air temperature signals into common time base digital form;

(c) individually compensating said raw angular rate and raw linear acceleration signals in common time base digital form for various types of errors that cause said raw angular rate and raw linear acceleration signals to be inaccurate and producing accurate body angular rate and accurate body linear acceleration signals;

(d) individually calibrating said raw air data signals in common time base digital form to produce accurate air data signals; and

,

(c) individually combining said accurate body angular rate and accurate body linear acceleration signals and said accurate air data signals to produce accurate attitude, navigational position and velocity signals related to the attitude, navigational position and velocity of said aircraft and suitable for use by the automatic flight control, navigation and display systems of said aircraft.

28. An integrated-strapdown-air-data sensor system as claimed in claim 27 wherein said signal processors compensate said raw angular rate signals for V/F scale factor and dynamic errors.

29. An integrated-strapdown-air-data sensor system as claimed in claim 28 wherein said signal processors also compensate said raw angular rate signals for gyro bias, scale factor, mass unbalance and temperature errors.

30. An integrated-strapdown-air-data sensor system as claimed in claim 29 wherein said signal processors compensate said raw linear acceleration signals for bias, scale factor and temperature errors.

31. An integrated-strapdown-air-data sensor system as claimed in claim 30 wherein said signal processors also compensate said raw angular rate signals for misalignment between said two orthogonal axes and predetermined axes of said aircraft.

32. An integrated-strapdown-air-data sensor system as claimed in claim 31 wherein said signal processors also compensate said raw linear acceleration signals for misalignment between said two orthogonal axes and predetermined axes of said aircraft.

33. An integrated-strapdown-air-data sensor system as claimed in claim 32 wherein said two orthogonal axes are nominally related to predetermined axes of said aircraft and wherein said predetermined axes of said aircraft include the pitch, roll and yaw axes of the aircraft.

34. An integrated-strapdown-air-data sensor system as claimed in claim 33 wherein said accurate body angular rate and said accurate body linear acceleration signals are combined to produce accurate navigational position and velocity signals.

35. An integrated-strapdown-air-data sensor system as claimed in claim 34 wherein said signal processors produce said accurate velocity signals by:

determining the angular rate of the navigational coordinate system relative to an earth-centered coordinate system, expressed instantaneously in navigational coordinates, based on a value of a position matrix, the altitude of the aircraft and the velocity of the aircraft;

developing and continuously updating said position matrix based on said angular rate of the navigational coordinate system relative to an earth-centered coordinate system, expressed instantaneously in navigational coordinates;

developing and continuously updating an attitude matrix based on said accurate body angular rate signals, said angular rate of the navigational coordinate system relative to an earth-centered coordinate system, expressed instantaneously in navigational coordinates, and said position matrix;

transforming said accurate body acceleration signals to accurate navigational coordinate acceleration signals based on said attitude matrix; and

,

combining said accurate navigational coordinate acceleration signals with said angular rate of the navigational coordinate system relative to an earth-centered coordinate system, expressed instantaneously in navigational coordinates, gravity and said position matrix to produce accurate navigational coordinate velocity signals.

36. An integrated-strapdown-air-data sensor system as claimed in claim 35 wherein said signal processors produce said accurate navigational position signals by combining selected portions of said position matrix.

37. An integrated-strapdown-air-data sensor system as claimed in claim 36 wherein selected portions of said attitude matrix and position matrix are also combined by said signal processors to produce accurate attitude signals.

38. An integrated-strapdown-air-data sensor system as claimed in claim 37 wherein said signals processors determine the initial value of said attitude matrix prior to the takeoff of said aircraft based on said accurate body linear acceleration signals and said accurate body angular rate signals.

39. An integrated-strapdown-air-data sensor system as claimed in claim 38 wherein said initial value of said attitude matrix is determined by first producing a rough estimate of said initial value of said attitude matrix and, then, refining said initial value in a continuous manner to produce an accurate initial value of said attitude matrix.

40. An integrated-strapdown-air-data sensor system as claimed in claim 39 wherein said signal processors produce initial values representing the attitude of said aircraft as well as said initial value of said attitude matrix prior to the takeoff of said aircraft.

41. An integrated-strapdown-air-data sensor system as claimed in claim 40 wherein said signal processors also produce signals representing the altitude, indicated airspeed, Mach number, corrected static and total pressure and corrected total air temperature signals suitable for use by the automatic flight control, navigation and display systems of an aircraft, as required.

42. A strapdown inertial sensing system suitable for use in an aircraft to produce signals representing the attitude, position and velocity of the aircraft, said strapdown inertial sensing system comprising:

(a) a plurality of inertial measuring unit (IMU) modules, suitable for strapdown mounting in an aircraft, each of said plurality of IMU modules including inertial sensing means for sensing the angular rate and the linear acceleration of said aircraft along at least two different axes and producing raw angular rate and raw linear acceleration signals related thereto, each of said IMU modules including a temperature sensor for sensing the temperature of the related IMU module and producing an IMU temperature signal related thereto; and

,

(b) at least one signal processor coupled to said plurality of IMU modules for;

(1) receiving said raw angular rate, raw linear acceleration and IMU temperature signals;

(2) converting said raw angular rate, raw linear acceleration and IMU temperature signals into common time base digital form;

(3) compensating said raw angular rate and raw linear acceleration signals in common time base digital form for various types of errors that cause said raw angular rate and raw linear acceleration signals to be inaccurate and producing accurate body angular rate and accurate body linear acceleration signals;

(4) combining said accurate body angular rate and accurate body linear acceleration signals with an altitude signal to produce accurate signals representing the attitude, position and velocity of an aircraft incorporating said strapdown inertial sensing system.

43. A strapdown inertial sensing system as claimed in claim 42 wherein the two different axes of said inertial sensing means of at least some of said IMU modules are skewed with respect to the two different axes of said inertial sensing means of others of said IMU modules.

44. A strapdown inertial sensing system as claimed in claim 43 wherein said inertial sensing means includes gyroscope means for sensing angular rate along two orthogonal axes and accelerometer means for sensing linear acceleration along the same two orthogonal axes, said two orthogonal axes forming said at least two different axes.

45. A strapdown inertial sensing system as claimed in claim 44 wherein said gyroscope means comprises a two-degree-of-freedom gyroscope and wherein said accelerometer means comprises two single-degree-of-freedom accelerometers.

46. A strapdown inertial sensing system as claimed in claim 44 wherein said gyroscope means comprises two single-degree-of-freedom gyroscope and wherein said accelerometer means comprises two single-degree-of-freedom accelerometers.

47. A strapdown inertial sensing system as claimed in claim 42 wherein said inertial sensing means includes gyroscope means for sensing angular rate along two orthogonal axes and accelerometer means for sensing linear acceleration along the same two orthogonal axes, said two orthogonal axes forming said at least two different axes.

48. A strapdown inertial sensing system as claimed in claim 47 wherein said gyroscope means comprises a two-degree-of-freedom gyroscope and wherein said accelerometer means comprises two single-degree-of-freedom accelerometers.

49. A strapdown inertial sensing system as claimed in claim 47 wherein said gyroscope means comprises two single-degree-of-freedom gyroscopes and wherein said accelerometer means comprises two single-degree-of-freedom accelerometers.

50. A strapdown inertial sensing system as claimed in claim 47 wherein said two orthogonal axes are nominally related to predetermined axes of said aircraft and wherein said predetermined axes of said aircraft include the pitch, roll and yaw axes of the aircraft.

51. A strapdown inertial sensing system as claimed in claim 42 wherein said signal processor compensates said raw angular rate signals for V/F scale factor and dynamic errors.

52. A strapdown inertial sensing system as claimed in claim 51 wherein said signal processor also compensates said raw angular rate signals for gyro bias, scale factor, mass unbalance and temperature errors.

53. A strapdown inertial sensing system as claimed in claim 42 wherein said signal processor compensates said raw linear acceleration signals for bias, scale factor and temperature errors.

54. A strapdown inertial sensing system as claimed in claim 42 wherein said signal processor compensates said raw angular rate signals for misalignment between said two different axes and predetermined axes of said aircraft.

55. A strapdown inertial sensing system as claimed in claim 42 wherein said signal processor compensates said raw linear acceleration signals for misalignment between said two different axes and predetermined axes of said aircraft.

56. A strapdown inertial sensing system as claimed in claim 42 wherein said accurate body angular rate and said accurate body acceleration signals are combined to produce accurate navigational position and velocity signals.

57. A strapdown inertial sensing system as claimed in claim 56 wherein said signal processor produces said accurate velocity signals by:

determining the angular rate of the navigational coordinate system relative to an earth-centered coordinate system, expressed instantaneously in navigational coordinates, based on the value of a position matrix, the altitude of the aircraft and the velocity of the aircraft;

developing and updating said position matrix based on said angular rate of the navigational coordinate system relative to an earth-centered coordinate system, expressed instantaneously in navigational coordinates;

developing and updating an attitude matrix based on said accurate body angular rate signals, said angular rate of the navigational coordinate system relative to an earth-centered coordinate system, expressed instantaneously in navigational coordinates, and said position matrix;

transforming said accurate body acceleration signals to accurate navigational coordinate acceleration signals based on said attitude matrix; and

,

combining said accurate navigational coordinate acceleration signals with said angular rate of the navigational coordinate system relative to an earth-centered coordinate system, expressed instantaneously in navigational coordinates, gravity and said position matrix to produce accurate navigational coordinate velocity signals.

58. A strapdown inertial sensing system as claimed in claim 57 wherein said signal processor produces said accurate navigational position signals by combining selected portions of said position matrix.

59. A strapdown inertial sensing system as claimed in claim 58 wherein selected portions of said attitude matrix and position matrix are also combined by said signal processor to produce accurate attitude signals.

60. A strapdown inertial sensing system as claimed in claim 59 wherein said signal processor determines the initial value of said attitude matrix prior to the takeoff of said aircraft based on said accurate body linear acceleration signals and said accurate body angular rate signals.

61. A strapdown inertial sensing system as claimed in claim 60 wherein said initial value of said attitude matrix is determined by first producing a rough estimate of said initial value of said attitude matrix and, then, refining said initial value in a continuous manner to produce an accurate initial value of said attitude matrix.

62. A strapdown inertial sensing system as claimed in claim 61 wherein said signal processor produces initial values representing the attitude of said aircraft as well as said initial value of said attitude matrix prior to the takeoff of said aircraft.