• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    low visibility landing system and method examples of the present invention may include a low visibility landing system for guiding aircraft in landing approaches. the low visibility landing system can assist a pilot during landing in low visibility conditions so that an aircraft can descend to lower altitudes without visual contact with the runway than is possible with other landing systems. the system can use multiple navigation systems to produce a hybrid signal that can be more stable than individual signals from those navigation systems. the hybrid signal is compared to a predetermined landing approach plane to determine the aircraft's deviation from the landing approach plane and to provide guidance for the pilot to place the aircraft back on the landing approach plane. the system can also use multiple navigation systems to perform checks on an operation of a primary navigation system to ensure that the primary navigation system is operating precisely.
    公开号:BR112012011600B1
    申请号:R112012011600-2
    申请日:2010-11-02
    公开日:2020-05-12
    发明作者:Robert S. Takacs；Gary M. Freeman
    申请人:Gulfstream Aerospace Corporation；
    IPC主号:
    专利说明:

    LOW VISIBILITY METHOD AND LANDING SYSTEM
    Field of the Invention [0001] Embodiments of the present invention refer to aircraft landing systems and, more particularly, to landing systems used in low visibility conditions.
    Background to the Invention [0002] Currently, commercial airplanes employ guidance systems that alert pilots when the aircraft is deviating from a flight path. Guidance systems must have certain levels of accuracy, integrity, continuity and availability during normal flight. Guidance systems that are used for landing require additional levels of accuracy, integrity, continuity and availability. Landing systems typically provide highly accurate data regarding an aircraft's position and deviation from an approaching landing path. This high precision often requires special equipment, which can be beneficial in situations where fog, clouds, and / or other conditions that reduce visibility.
    [0003] Airport landing systems are categorized by the Federal Aviation Administration (FAA) or other certification authority in several categories (Category I, II and III), depending on the level of accuracy, integrity, continuity and availability provided by the landing orientation. Accuracy refers to a volume that a fixed position is contained within ninety-five percent certainty. Integrity refers to the likelihood that the system will inadvertently provide dangerous misleading information, such as a detected failure or lack of information. Integrity
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    2/30 also refers to the time required for a detected fault to be caught by the system. Continuity refers to the likelihood that navigation accuracy and integrity requirements will remain supported during the approach.
    [0004] Most airport landing systems fall into category I (CAT I), which allows the aircraft to initiate procedures for approaching a decision height (DH) of 200 feet. The decision height represents the lowest altitude, above the landing zone, the aircraft can descend, without the pilot making eye contact with the runway. In a CAT I landing, if the pilot did not make eye contact with the runway by the time the aircraft descends to 200 feet, then the pilot must abort the landing and try again. Also, for a CAT I landing, the aircraft must be in a visual range of the runway (RVR) of at least 1800 meters, which means that the pilot must also make visual contact with the entry of a center line of a runway not less than 1800 meters to the runway. In other words, if the aircraft attempts a CAT I approach that is located at least 200 meters above the runway (DH) and at least 1800 feet from the start of the runway (RVR) and the pilot is able to make eye contact with the runway at that point, then the aircraft can continue with the CAT I approach. Otherwise, the aircraft must abort the landing.
    [0005] More restrictive than CAT I landing is a Category II (CAT II) landing, where airport landing systems allow the aircraft to initiate procedures to approach a DH of at least 100 feet and RVR of at least least 1200 feet. An aircraft that is capable of a CAT II landing is capable of descending below the
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    3/30
    CAT I landing requirements before making the decision to land or abort the landing. In a CAT IT approach, the DH is located at least 100 meters above the runway and the RVR is at least 1200 feet from the start of the runway.
    [0006] Airport landing systems categorized for CAT III, such as the system currently found at John F. Kennedy International Airport, allow for landing procedures for a DH of at least 50 feet and RVR of at least 650 feet. In an aircraft capable of a CAT TIT approach, the DH is located at least 50 meters above the runway and the RVR is at least 650 meters from the start of the runway.
    [0007] Aircraft configured for CAT III landing require special automatic landing or guidance systems, such as a triple redundant autopilot system, and must meet strict levels of integrity and reliability. Generally, only a few airports have the necessary equipment for CAT III landings because the implementation of such equipment requires special lifting. In addition, limited aircraft crews have the necessary training to perform CAT III landings, such as the required simulator training, for example. Due to these limitations, CAT I landing systems and approaches tend to be the predominant methods used on smaller or private aircraft.
    [0008] One of the landing systems used worldwide for high precision target guidance and data diversion is an instrument landing system (ILS), which includes a transmitter located on the floor to project two sets of radio beams into the space along the approach corridor. An aircraft equipped for a
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    4/30 ILS landing includes specialized antennas and receivers that interpret radio beams and provide the pilot with navigation guidance. One of the radio beams provides lateral guidance, which allows the pilot of the aircraft to align with the runway. A subsystem associated with the lateral orientation is called the locator. The other radio beam provides vertical orientation. The subsystem associated with vertical orientation is called deviation and provides guidance for a steady descent on the landing field. The combination of the locator and detour effectively defines an approach path for an aircraft to fly together during a landing. The approach path is often referred to as an ILS approach. Depending on the configuration and equipment used, ILS is capable of CAT I, II, III landings.
    [0009] Another guidance system used for landings is a wide area augmentation system (WAAS). WAAS is a system that uses a ground component, and a component of GPS satellites to determine both the lateral and vertical position of the aircraft during landing. The terrestrial component can comprise a number of dispersed terrestrial monitoring stations, while the GPS satellite component can include a constellation between twenty-four and thirty-two medium-orbit satellites. Satellites transmit precise microwave signals that are received by GPS receivers on an aircraft, to determine the current location, time and speed of the aircraft.
    [0010] The navigation data provided by a WAAS is used with a Performance Finder with Vertical Orientation (LPV). LPV is a high GPS aviation instrument (WAAS enabled) that approximates precision procedures
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    5/30 that assist in determining a lateral and vertical position of the aircraft. Similar to an ILS approach, the LPV defines the approach path (referred to as a VP approach) for the aircraft that is flying during an approach to a particular airport. LPV approaches (by airports that have defined LPV approaches) are contained in a database that is used by the aircraft and the WAAS to generate deviation and data guidance for an LPV approach. In most cases, the FAA has defined LPV approaches such that they coincide with existing ILS approaches. Currently, WAAS is only qualified for a CAT I landing and is currently unable to perform for a CAT II or III landing.
    Summary of the Invention [0011] In one embodiment of the invention, a low visibility landing system can integrate a first signal from a first landing system and a second signal from a second landing system to generate a hybrid signal that has an accuracy greater than the first or second signal individually. For example, a hybrid signal can be generated from a
    ILS signal and one WAAS signal. In some cases, the use of a hybrid of signal can to allow what an aircraft, decrease HD and O RVR, the what would provide to pilots a
    ability to descend further before having to interrupt a landing in poor visibility. The hybrid signal can provide deviation data and guidance for the aircraft so that the pilot or autopilot will be able to properly position the aircraft along an approach path during landing. As in a conventional landing system using only ILS or just WAAS, for example, if the aircraft
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    6/30 approach landing exceeds a certain limit, so the pilot may be required to abort the landing.
    [0012] In another embodiment of the invention, a low visibility landing system can generate a signal for the diversion hybrid and data orientation, as discussed above, and also control the difference between the first signal from the first flight system. landing and the second signal from the second landing system to provide additional levels of accuracy, integrity, continuity and availability. For example, if the difference between the first signal and the second signal becomes too large, exceeding a threshold, then the system can alert the pilot to a possible failure or automatically require the pilot to abort the landing and try again. In addition, the system can be configured in such a way that, if the difference between the first signal and the second signal exceeds a predetermined limit, then the landing system can instruct the pilot to abort the landing.
    [0013] In another embodiment of the invention, a low visibility landing system can use a first signal from a first landing system as a primary signal in a conventional manner. In addition, the system then monitors the difference between the first signal from the first landing system and a second signal from a second landing system to provide additional levels of accuracy, integrity, continuity and availability. In particular, the landing system can be configured to determine the difference between the first signal and the second signal, as a measure of redundancy to verify the operation of the primary signal. If the second signal deviates from the primary signal, the predetermined limit, the
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    7/30 landing can alert the pilot and / or require the pilot to abort the landing and try again. The system can also be configured in such a way that, if the difference between the first signal and the secondary signal exceeds a limit, then the pilot would be alerted and may need to abort the landing. In addition, if the aircraft's deviation from the approach path (such as the aircraft's deviation from an ILS approach) generated by the second system exceeds a threshold, then the pilot can be alerted.
    [0014] In one embodiment of the invention, an aircraft landing system comprises: a first navigation device for generating a first representative navigation signal of an aircraft deviation from a predetermined first landing plane, a second navigation device navigation to generate a second navigation signal representative of a deviation of the aircraft from a predetermined second plane of approach, the second plane of approach for predetermined landing will be different from the first plane of approach for predetermined landing, and a flight computer to combine the first navigation signal and the second navigation signal to produce a hybrid signal, the guidance computer providing the aircraft's flight based on the hybrid signal.
    [0015] In another embodiment of the invention, an aircraft landing system comprises: a first navigation device for generating a first navigation signal representative of an aircraft deviation from a first approach, a second navigation device for generate a second navigation signal representing an aircraft deviation from a second approach, and an on-board computer to guide
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    8/30 a pilot in the direction of the aircraft on a predetermined approach plan for landing, the on-board computer alerts a pilot to abort the approach to landing if the difference between the first navigation signal and the second navigation signal exceeds a first predetermined limit.
    Brief Description of the Drawings [0016] Figure 1 is an example of a block diagram for a low visibility landing system, in accordance with an embodiment of the present invention.
    [0017] Figure 2 illustrates an aircraft landing approach, in accordance with an embodiment of the present invention.
    [0018] Figures 3 and 4 illustrate the predetermined landing approaches at the main Savannah / Hilton International Airport.
    [0019] Figure 5 illustrates how data from a low visibility landing system, in accordance with an embodiment of the present invention, can be displayed on an aircraft display screen.
    [0020] Figure 6 is an example of a computer monitor to indicate the exit of the low visibility landing system, according to an embodiment of the present invention.
    [0021] Figure 7 is an example of a computer monitor for a low visibility landing system, according to an embodiment of the present invention.
    [0022] Figure 8 is another example of a computer monitor for a low visibility landing system in accordance with an embodiment of the present invention.
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    9/30 [0023] Figure 9 is another example of a computer monitor for a low visibility landing system, according to an embodiment of the present invention.
    [0024] Figure 10 is an example of a flow diagram representing the operation of a low visibility landing system, according to an embodiment of the present invention.
    Detailed Description of the Invention [0025] Landing approaches of CAT I, CAT IT and CAT III use high-precision landing systems that can employ different terrain, satellite and aircraft base equipment to assist in landing the aircraft. In at least one embodiment of the invention, a low visibility landing system can be configured in such a way that aircraft landing approaches can proceed at lower altitudes for a decision height (DH) and a closer distance than before of the visual range of the track (RVR). In some cases, embodiments of the present invention may use equipment configured for CAT I landings and use the equipment to perform a landing procedure with lower DH and RVR than would be possible under conventional CAT I landing procedures.
    [0026] In one embodiment of the invention, a low visibility landing system can be configured to generate a hybrid signal from the separate signals from two landing systems. For example, the landing system can use the signals from an Instrument Landing System (ILS) and a wide area augmentation system (WAAS) to generate a hybrid signal.
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    10/30 [0027] Because the landing approach plans for the ILS and LPV generally coincide and because the ILS and WAAS both produce signals indicative of lateral and the vertical deviations of the aircraft from the approach and approach of ILS LPV, respectively, the ILS and WAAS signals can be combined to form a signal representative of the aircraft's lateral and vertical hybrid deviations from the airport access path. The landing approach, whether for ILS, WAAS, or other systems may include data representing lateral and vertical speeds along the landing approach. It should be understood in the art that the hybrid signal can also represent lateral and vertical speeds of the aircraft. In addition, in the case of approaching landing plans for ILS and those for LPV that do not match, the difference between the WAAS and ILS signals will exceed the predetermined limit, alerting the pilot that an error has been made.
    [0028] According to one embodiment of the invention, the hybrid signal can be generated using ILS and WAAS signals. The hybrid signal comprises the lateral and vertical components (H hyb and V HIB ) determined according to the following formulas:
    V = r HYB .2
    ILS-H .2 λ
    ILS-H ______ + σ WAAS-H 7 & ILS-V! LS-V
    WAAS
    V 'WAAS
    WAAS-V / .2
    ILS-H .2 3
    WAAS-H * σ WAAS-H) .2
    WAAS-V! LS-V
    ILS
    VlLS
    WAAS-V 7
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    11/30 [0029] H waas and H ILs represent the lateral or horizontal signals, as predicted by WAAS and ILS, while V WAAS and V ILS represent the vertical signals provided by WAAS and ILS.
    [0030] Standard deviations (- aiLS and CTwaa Sj for ILS and WAAS signals can be calculated using published precision for CAT I ILS and WAAS approaches and assuming the errors according to a Gaussian distribution. The standard deviations of the lateral values and verticals of ILS and WAAS systems tflLS-H><7lLS-V, tfWAAS-H, CwAAS-V (e) can also be calculated in a similar way.Using this information, the precision of the horizontal and the vertical components of the hybrid signal can be calculated as a function of the standard deviation according to the following equations:
    ii “3 + ~ i ---- k σ 1LS-H ° WAAS-1! / σ ΜΥΒ-7
    1 + 2 ° 1LS-V ^ WAAS-V 7 [0031] The standard deviations of the hybrid signal can be less than one or both standard deviations of the ILS and the WAAS, reflecting the additional stability generated by the hybrid signal compared to the separate ILS or WAAS signals.
    [0032] A person skilled in the art will appreciate that there are additional methods and formulas for calculating the horizontal and vertical components of the hybrid signal and their corresponding precision measures.
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    12/30 [0033] By combining the signals, as described above, the hybrid representative signal of the aircraft's lateral and vertical deviations from the airport access path can have greater accuracy and stability than either the ILS signal or the WAAS signal individually. Because of the greater accuracy and stability of the hybrid signal, the landing system may be able to descend further during a landing approach without visual contact with the runway, possibly allowing the aircraft to perform a CAT II or similar landing using material (or WAAS ILS), which would normally only be able to land a CAT I.
    [0034] The hybrid signal can then be used by the aircraft's avionics system and pilots in a similar way as a conventional system that uses a signal from an ILS or WAAS separately. As would be understood by those skilled in the art, if the aircraft's horizontal or vertical deviation (according to the hybrid signal) exceeds a predetermined limit, then the landing system can alert the pilot to abort the landing. The predetermined limits can be derived from FAA publications for deviations allowed along either the ILS or WAAS landing approach plans, for example. The predetermined limits can be a function of the aircraft's location along the approach path. For example, as the aircraft approaches the runway, the predetermined threshold may decrease, which represents a lower tolerance for deviation from the predetermined landing plane. Predetermined limits can be set below FAA publications for allowable deviations.
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    13/30 [0035] The deviation represented by the hybrid signal can anticipate and warn against, for example, short landings, long takeoffs, wide landings, and an excess sink rate, and properly let the pilot perform a missed approach , if necessary. Short landings occur when the aircraft does not reach the runway, while long landings occur when the aircraft lands too far for the runway, thereby avoiding the ability to delay the aircraft properly before the runway ends. A wide landing occurs when the aircraft misses the runway to the side. An excessive sink rate occurs when the aircraft descends at a very fast speed, causing the aircraft to land with excessive force. As a person skilled in the art would appreciate, the drift of the aircraft (according to the hybrid signal) can also provide guidance for the pilot or a pilot relatively in order to steer the aircraft back into alignment with the proper landing approach.
    [0036] In another embodiment of the invention, a landing system can again be configured to integrate a WAAS signal with a signal from an ILS to create a hybrid signal, as discussed above. In addition, the landing system can monitor or cross-monitor the signals coming from the WAAS and the ILS by determining the difference between the lateral and vertical signals for the signals and the WAAS ILS. For example, the landing system can monitor the difference between the side signals and the difference between the vertical signals for WAAS and ILS to determine if the differences go beyond any predetermined limits. It is contemplated that the limits for the difference allowed between the signals
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    14/30 horizontal or lateral may be different than the allowable limits for the difference between vertical signs.
    [0037] Thus, as long as the difference between the ILS WAAS signals and does not exceed a limit, the destination system may present the aircraft's standard deviation (according to the hybrid signal) from the approach path for the pilot, and provide guidance (according to the hybrid signal) for the pilot or autopilot to steer the aircraft back into good alignment with the runway for landing. If the difference between the WAAS and ILS signals exceeds a limit, the landing system can be configured to alert the pilot. If the system determines that either the ILS or WAAS signal has failed, then the system can determine whether the pilot can continue on the remaining valid system. For example, if the system determines that the ILS signal has failed, the aircraft can continue its landing approach using the WAAS system alone. It is also contemplated that if only the difference between the side signals (or the difference between the vertical signals) exceeds the predetermined limit, then the landing system can alert the pilot.
    [0038] In another embodiment of the invention, a low visibility landing system can be employed that uses a landing system as a main system, while monitoring the primary system with another landing system to verify the integrity of the primary system . For example, the system can comprise a WAAS landing, to generate a first signal for the deviation and guidance data. The landing system can then use an ILS to monitor or cross-monitor the primary signal. The primary signal and a main landing system can then be
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    15/30 be used in a conventional system, using a single landing system. Alternatively, ILS can be used as the main signal and WAAS can be used to monitor ILS.
    [0039] To control the main signal, the landing system can use, for example, the ILS signal. As discussed above, the system can verify that the difference between the WAAS signal and the ILS signal (by horizontal and vertical deviations) exceeds any predetermined limits. Although the primary signal used in this embodiment of the invention may involve an existing landing system, such as WAAS, cross-sectional control or monitoring can provide additional redundancies to the primary signal in such a way that the aircraft can descend further, during landing without visual contact with the clue. Such an arrangement may allow the aircraft to perform a CAT II or similar landing using equipment (the WAAS or ILS), which would typically typically only be able to perform a CAT I landing.
    [0040] Figure 1 illustrates a low visibility landing system 100 and several avionics aircraft that could implement embodiments of the present invention. As would be apparent to those skilled in the art, other arrangements of different components and combinations of components can be used to implement embodiments.
    of invention without if to dodge of scope and of spirit gives present invention. [0041] As shown at Figure 1, O system in landing 100 can include one computer in flight 110, one
    advanced flight control system (AFCS) 120, a flight management system (FMS) 130, a Flight Warning System
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    Earth Proximity (Enhanced EGPWS) 140, an Inertial Reference Unit (IRU) 150, an Instrument Landing System (ILS) 160, a Wide Area Augment System (WAAS) 170, and a Display Unit 190. The FMS 130 can be configured to provide flight computer 110 with data on an approach plane for landing, while EGPWS 140 can provide flight computer 110 with geometric altitude, where geometric altitude represents a three-dimensional model of the terrain. Other devices 180 can optionally (as indicated by the dashed line) provide additional navigation signals to the on-board computer 110, such as proprietary data and proprietary navigation systems. In addition, devices 180 may include other non-proprietary landing systems, such as VHP non-omnidirectional range equipment (VOR), non-directional beacon (NDB), altimeter radio system, and landing system by microwave (MLS). A display unit 190 can display information about navigation device failures and / or the status of the aircraft.
    [0042] The combiner / comparator 115 located inside the on-board computer 110 can receive signals from different systems, such as the IRU 150, ILS 160, and WAAS 170, for example. The IUR 150, ILS 160 and WAAS 170 signals can represent a signal fed to the combiner / comparator 115. One skilled in the art will appreciate that the ILS or WAAS signal can be the result of multiple signals from multiple ILS or WAAS systems combined into a single ILS or WAAS signal. In addition, it would be understood in the technique that it is possible that both an ILS signal and a WAAS signal can be generated by a single navigation instrument capable of
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    17/30 house both an ILS and a WAAS, such as, for example, a Garmin 430W manufactured in Wichita, Kansas.
    [0043] Referring to the above discussed embodiments of the invention that the use of a hybrid signal, the combiner / comparator 115 can be configured to produce a hybrid signal from two separate landing systems, such as, for example, ILS 160 and o WAAS 170. Combiner / comparator 115 can also cross-monitor the signals from WAAS 170 and ILS 160, to determine if the difference is greater than a certain threshold. If so, combiner / comparator 115 and on-board computer 110 can produce a signal that alerts the pilot to the difference between the signals.
    [0044] Furthermore, referring to at least one embodiment of the invention, the combiner / comparator 115 can be used to determine the difference between two signals from two separate landing systems, such as, for example, the ILS 160 and the WAAS 170 signal. Combiner / comparator 115 can use the signal generated by WAAS 170 as a primary signal and use the ILS 160 signal to monitor the integrity of the WAAS signal. If the difference between the ILS 160 signal and the WAAS 170 signal exceeds a certain threshold, the combiner / comparator 115 generates a signal that will later be used to instruct the pilot to abort the landing. As noted earlier, the limit can be derived from FAA publications detailing allowable deviations from ILS or WAAS landing plans.
    [0045] The on-board computer 110 receives the hybrid signal (or the main signal, as discussed above, with reference to some embodiments of the invention) from the combiner / comparator 115. In some cases, the FMS 130 can
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    18/30 be configured to provide LPV approaches for the on-board computer 110 and the WAAS 170 system. The on-board computer 110 provides an offset to a display offset 191 on display unit 190 to indicate to the pilot how far the aircraft is deviates from the landing plane. The on-board computer 110 and AFCS 120 collaborate to provide appropriate instructions to the pilot in order to direct the aircraft back along the approach plane for landing. One skilled in the art will appreciate that the AFCS 120, the FMS 130, and the EGPWS 140 can be placed inside the on-board computer 110 or within other avionics shown in Figure 1 or on airplanes.
    [0046] According to at least one embodiment of the invention, if the on-board computer 110 and / or the combiner / comparator 115 determines that the signals received from the various navigation systems indicate a potential failure of one or more systems , then the system can be configured to automatically alert the pilot. For example, the on-board computer 110 can send a signal to an indicator 193 inside the display unit 190 to notify a pilot of a failure. In at least one embodiment of the present invention, a WAAS signal, and an ILS signal, indicator 193 inside display unit 190 may have three advertisements on an indicator board installed in the crew's view: a hybrid fault advertisement , an ILS ad fails, and a WAAS ad fails. The hybrid failure announcement can be displayed to the pilot if the hybrid signal indicates that the aircraft's deviation in excess of a predetermined limit. The ILS Announcement fails may be displayed to the pilot if the ILS signal indicates that the aircraft has deviated from the landing plane by a predetermined limit, or if the on-board computer
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    19/30
    110 determines that the ILS signal deviates from the WAAS signal by a predetermined limit. Likewise, the WAAS announcement fails can be displayed to the pilot if the WAAS signal indicates that the aircraft has deviated from the landing plane by a predetermined limit, or if the on-board computer 110 determines that the WAAS signal deviates from the signal of ILS a predetermined limit.
    [0047] Display unit 190 can also receive information from various systems to provide additional information for the pilot. For example, the IRU 150 can optionally provide (as illustrated by a dashed line) a measure of the rate of descent or ascent in terms of feet per minute, with a flight plan module (FPM) 195 and the unit display 190 for displaying pilot information. In addition, the EGPWS 140 can generate information for a display 197 for the placement of the pilot's runway in relation to the aircraft's position in relation to the runway, such that the pilot may be able to make appropriate adjustments to ensure that the aircraft is in correct alignment with the track. In addition, the AFCS 120 can provide display unit 190 with enough information to serve as flight screen 199, such as, for example, the attitude of the aircraft, speed, altitude and other flight characteristics known to those skilled in the art. .
    [0048] The boxes shown in figure 1 are representative of software and / or hardware modules capable of applying a variety of configurations. For example, a flight computer 10 and the combiner / comparator 115 may include a software module or software modules that run on a display unit 190. Alternatively, the on-board computer 110 and the combiner
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    20/30 / comparator 115 may also include a hardware module or hardware modules.
    [0049] Figure 2 illustrates an approach of an aircraft along the slide path 200 using the system according to at least one embodiment of the invention. Segment 210 of glide 200 represents the part of the path from which the aircraft would begin to generate a hybrid signal. At point 215 of the glide, about 1000 meters above the runway, the advanced flight control system (AFCS) 120 in Figure 1 can be configured to use the hybrid signal to provide the pilot or autopilot with the guidance needed to correct the deviation from the aircraft and align the aircraft with the approach plane for landing.
    [0050] At point 225 of the plane, about 500 meters above the runway, the on-board computer 110 can start receiving a signal from a radio altimeter as another proprietary navigation signal 180 in Figure 1, which provides another possible confirmation the aircraft's position in relation to the runway. As understood by those skilled in the art, the radio altimeter can use X-band time radar technology and the aircraft can begin receiving the radio altimeter signal before the aircraft descends decision heights for the category I approach.
    [0051] In segment 230 of the plane, the hybrid signal can provide guidance for approach. It is during this segment of gliding that a pilot can make eye contact with the landing strip of a CAT I or II. At point 235 of the glide, about 100 meters above the runway, the EVS can provide a confirmation signal regarding the alignment of the flight path with the runway. In addition, the use of EVS can result in increased light path detection, better situational awareness and visibility during
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    21/30 the flare and rollout part of the flight. During segment 240 of the glide path, the pilot can use the inertia readings from the inertial reference center (IRU) 150 and radio signals 180 from the radio altimeter manually to continue with the landing method. At point 245 of the plane, about 50 meters above the runway, the pilot can visually make a decision regarding the landing or abort the landing. During segment 250, the descent, the pilot manually launches the aircraft.
    [0052] It is also contemplated that the systems according to embodiments of the invention can also function as an unwinding performance monitor. For example, a landing system, according to embodiments of the invention, can provide a runway distance and remaining distance to output data to the pilot to assist in preventing the aircraft from going beyond the lack of any runway or transforming, when the aircraft it is at a charge for the gate.
    [0053] Figure 3 illustrates an appropriate flight plan from a GPS-based navigation area for an LPV-based landing at the main Savannah / Hilton International Airport, while Figure 4 illustrates an appropriate flight plan from an ILS device for a landing at the same airport. Without the information provided by at least one embodiment of the invention, the pilot may have to either memorize the flight plan or have a manual flight plan. The flight plan for the LPV approach shows that the altitude decision is 340 meters above the runway. In other words, an aircraft with a WAAS can descend to 340 meters before making the decision to land or start a go-around based on whether the pilot makes eye contact with the runway. The flight plan for the ILS device shows that the altitude decision is
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    22/30 of 241 meters above the track. Likewise, this means that an aircraft with an ILS device can descend to 241 meters before making the decision to land or start going around.
    [0054] Figure 5 illustrates an image 500 generated in the display unit 190 to show the standard deviation (according to the hybrid signal in some embodiments of the invention and according to the primary signal in some embodiments of the invention) from the aircraft from appropriate landing on runway 510 with an approach line 515. A diamond-shaped indicator 520 may represent a current objective direction of the aircraft, while a circular indicator 525 from the flight director may represent an appropriate direction of destination in accordance with the pre-determined flight plan. Ideally, when landing an aircraft, the diamond-shaped indicator 520 should line up directly with the circular indicator 525. The synthetic visual approach inclination indicator (VASI) 530 can simulate the lights on the side of the runway to provide information descent orientation. The synthetic VASI 530 allows the simulation of the red-green-white light systems that commercial pilots typically see on descent to indicate whether the landing slope is too steep or too shallow.
    [0055] Go-around indicators 540 show the direction in which an aircraft can take if the system initiates a go-around. When the system starts a go-around, the system may require the pilot to follow the path as shown by the go-around indicators 540. The go-around indicators can be configured to give the pilot advance notice of what to do in the future. The low visibility system may also include a crab director, which allows alignment with the runway, in order to straighten the aircraft if the pilot is unable to
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    23/30 see the track. The first crab 550 steering indicator and a second 555 crab steering indicator can help land the aircraft in conditions of zero visibility or when it is difficult to see the runway. The first crab 550 steering indicator is shown to the right, which will indicate to the pilot the turn to the right. The crab director 560 can be shown both below a 570 skid indicator and on a 580 flight path marker.
    [0056] With respect to at least one embodiment of the invention, it is contemplated that a person of ordinary skill in the art may employ a landing system, including an ILS and a WAAS system as discussed above. The landing system would be an ILS Monitored LPV approach system (IMLAS), where the ILS are used to monitor the operation of the WAAS. It would be apparent to one skilled in the art that a WAAS could be used to monitor an ILS, instead. Referring again to Figure 1, the WAAS 170 can generate a WAAS representative signal of the aircraft's deviation from an LPV approach. The WAAS signal could be supplied to the on-board computer 110 and combiner / comparator 115 as a primary signal. An ILS signal from ILS 160 will then be used to monitor the operation of the WAAS in the combiner / comparator 115. Regardless of the embodiments used, if the deviation from either the ILS or the WAAS signals from the landing plane exceeds a limit, the pilot can be alerted and the landing can be aborted.
    [0057] Figure 6 illustrates a graph 600 as a sign showing WAAS can look like a pilot when the aircraft's deviation from an LPV approach is displayed. Along the axis 610 a lot is numbered from a vertical position of the LPV approach in relation to a field of
    Petition 870190122427, of 11/25/2019, p. 52/100
    24/30 vertical 630 needle orientation, which represents a current vertical position of the aircraft. To align the aircraft with the LPV approach, the pilot flew the aircraft slightly downwards until the numbered axis would roll upwards, aligning the number 0 with the 630 needle orientation. Along the numbered axis 620 is a graph of the lateral position of the LPV approach to a 640 needle lateral guidance field, which represents the aircraft's current lateral position. As would be understood by those skilled in the art, a situation in which both the vertical orientation stroke and needle 630 along side guidance needle 640 are at zero indicates that the aircraft will fly along the landing plane.
    [0058] As shown in Figure 6, the needle 630 vertical orientation path indicates that the aircraft's vertical deviation is approximately equal to 0.4, while the lateral orientation needle course 640 indicates that the aircraft's lateral deviation is approximately equal to 0.
    [0059] Because the 630 vertical needle orientation course is 0.4, the aircraft is currently higher than the recommended altitude of the approach plane for landing, so the pilot will reduce the aircraft's altitude to align it with the approach plane. Because the course of the 640 lateral needle orientation is at 0, the pilot will not have to make the lateral adjustments to the aircraft, because the aircraft is aligned with the runway.
    [0060] Likewise, Figure 7 illustrates a graph 700 as a signal showing ILS can look like a pilot when the aircraft's deviation from an ILS approach is displayed. Along the numbered axis 710 is a graphical representation of the offset position of the ILS approach in relation to a guidance field of the offset needle 730, which
    Petition 870190122427, of 11/25/2019, p. 53/100
    25/30 represents the aircraft's current vertical position. To align the aircraft with the ILS approach, the pilot flew the aircraft slightly downwards until the numbered axis would roll upwards, aligning the number 0 with the 730 orientation needle. Along the numbered axis 720 is a graphical representation of a locator position of the ILS approach a locator in relation to the course of the guidance needle 740, which represents a current lateral position of the aircraft. As would be understood by those skilled in the art, when both the vertical orientation course and the 630 needle along the side orientation needle 640 is zero, the aircraft straightens along the landing plane.
    [0061] As shown in Figure 7, the orientation of the deviation needle 730 indicates that the deviation from the deviation is approximately equal to 0.2, while the locator orientation needle 740 indicates that the deviation of the locator is approximately equal to -0.2. Because the travel of the 730 vertical guide needle is 0.2, the aircraft is currently higher than the recommended altitude of the landing plane, so the pilot will reduce the aircraft's altitude to align the aircraft with the deviation . Since the locating needle 740 is at -0.2, the ILS signal indicates that the aircraft is to the left of the approach path and the aircraft pilot will turn to the right to properly align the aircraft with the runway.
    [0062] As discussed above, the differences between the signal and the WAAS ILS signal can be used to monitor the integrity of a hybrid signal or a primary signal, in accordance with embodiments of the invention. Figure 8 illustrates a graph showing the difference between the side component of the WAAS signal (shown in Figure 6) and a locating component of the ILS signal (shown in Figure 7). In the figure
    Petition 870190122427, of 11/25/2019, p. 54/100
    26/30
    8, the Υ axis represents the difference 810 and the X axis represents time 820. Figure 8 illustrates how a predetermined limit 830 can be set, for example, at 1.0. The difference between the lateral element 840 of the WAAS signal and the locating component of the ILS signal is shown in Figure 8. As shown in Figure 8, the difference is less than 840 the predetermined limit value 830. If the difference 840 exceeds the predetermined limit 830, an alert can be sent to the pilot to abort the landing. The predetermined limit 830 can be adjusted depending on the aircraft's location along the approach path. For example, the 830 limit can be reduced as the aircraft descends along the approach path, allowing for less difference between ILS and WAAS signals as the aircraft descends and gets close to the runway.
    [0063] Similarly, Figure 9 illustrates a graph showing the difference between the vertical component of the WAAS signal (shown in Figure 6) and an offset component of the ILS signal (shown in Figure 7). The Y axis 910 represents the difference 920 and the X axis represents time. A predetermined limit 930 is defined and drawn as a horizontal line, with a value of 1.0. The difference between the vertical element 940 of the WAAS signal and the component of the ILS tilt guide signal is shown in Figure 9. As shown in Figure 9, the difference is less than 940 the predetermined limit value 930, indicating that an indication does not will be sent to the pilot. However, if the difference 940 exceeds the predetermined limit 930 for more than a predetermined time, the alert can be sent to the pilot to abort the landing. The predetermined limit 930 can be adjusted depending on the aircraft's location along the approach path. For example, limit 930 can be
    Petition 870190122427, of 11/25/2019, p. 55/100
    27/30 reduced as the aircraft descends along the approach path, allowing for a smaller difference between the ILS and WAAS signals as the aircraft descends and is close to the runway.
    [0064] Figure 10 illustrates a flow diagram showing how an IMLAS, as discussed above, can control the ILS and WAAS signals and provide alerts according to an embodiment of the invention. For example, an IMLAS can alert a pilot if the difference between the signal and the WAAS ILS (including the horizontal or vertical components) exceeds a predetermined threshold. As shown in Figure 10, IMLAS starts in armed state 1010. Armed state 1010 represents an IMLAS readiness state, where the WAAS signal is monitored by the ILS signal. In armed state 1010, WAAS ILS 160 and 170 (shown in Figure 1) are ILS and generate signals for WAAS IMLAS. As an example, the armed state would represent the typical IMLAS state when an aircraft is descending for a landing, as shown in sections 210 and 220 of glide 200 illustrated in Figure 2.
    [00 65] As an example of how IMLAS works during a landing, IMLAS can proceed from armed state 1010 to a state of proceeding 1020, as shown in step 1, which instructs the pilot to continue with the approach to landing, if the following conditions are met: (1) the aircraft is on the approach plane for landing, for example, glide 200 as shown in Figure 2, and (2) comparator / combiner 115 and / or on-board computer 110 determine the differences between the lateral and vertical components of the ILS and WAAS signals are less than a predetermined limit. Figures 8 and 9 illustrate both in a situation where IMLAS would enter a state of proceeding 1020 because the deviation plot
    Petition 870190122427, of 11/25/2019, p. 56/100
    28/30 horizontal 840 and the vertical frame offset 940 are both within the scope of limits 830 and 930. In addition, Figure 6 shows that the aircraft is in the approach plane for landing, because the main signal (WAAS signal) indicates that the aircraft does not deviate significantly from the approach plan for landing because it has values close to zero.
    [0066] Since in the state of proceeding 1020, IMLAS can announce to the pilots that they can continue with the approach, how to proceed along sections 230 and 240 of planing 200, as shown in Figure 2. IMLAS can reverse the from 1020 the state proceeds to armed state 1010 throughout step 2 if the pilot aborts the landing or resets the IMLAS in armed state 1010.
    [0067] IMLAS can proceed from the state of proceeding 1020 to a state of bad comparison 1030 throughout step 3, if the comparator / combiner 115 and / or the on-board computer 10 of Figure 11 which determines the differences between the horizontal and vertical components of the ILS and / or WAAS signals exceed the predetermined limit. In the state of bad comparison 1030, IMLAS can reject either the ILS signal or the WAAS signal and can alert pilots to abort the approach. The IMLAS then move to armed state 1010 throughout step 4, if the aircraft is no longer on approach or the IMLAS has been manually reset. This can happen when the pilot aborts a landing to attempt a successful landing again.
    [0068] From proceeding state 1020, IMLAS will transition to a failure state 1040 during step 5, if either the ILS or WAAS signal becomes invalid due to defects, errors, or other systemic failure of the ILS or the WAAS. Fault state 1040 can also occur when the
    Petition 870190122427, of 11/25/2019, p. 57/100
    29/30 ILS or WAAS signal indicates the deviation from the landing plane by a predetermined limit, resulting in rejection of the ILS signal or the WAAS signal. Once in fault state 1040, the IMLAS transitions back to armed state 1010 along with step 6 if the aircraft is no longer in approach or the IMLAS has been manually reset.
    [0069] It should be understood that the navigation systems, monitors, control systems, control functions, and aircraft systems contemplated in the scope of the present invention should not be considered as limited to those examples shown in the Figures. Given the above description, a person skilled in the art would be able to implement embodiments of the invention using other monitors, control systems, control functions, and aircraft systems. In addition, the low visibility landing system can also provide guidance for takeoff operations to the pilot, providing alignment with the runway axis in poor visibility and also providing visualization of decision points based on the amount of runway remaining.
    [0070] The foregoing descriptions of specific embodiments of the present invention are presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed. Many modifications and variations are possible in light of the previous teachings. For example, more than two navigation systems can be used to generate a hybrid signal. Although the embodiments have been chosen and described to better explain the principles of the invention and their practical applications, thus allowing other experts in the art to use the best form of invention, various embodiments with the various modifications as are appropriate for the particular use who are also
    Petition 870190122427, of 11/25/2019, p. 58/100
    30/30 possible. The scope of the invention is only to be defined by the appended claims and their equivalents.
    权利要求:
    Claims (4)
    [1]
    1. Landing system (100) for an aircraft, comprising:
    a first navigation device (160, 170) configured to generate a first navigation signal representative of an aircraft deviation from a predetermined first landing approach plane;
    a second navigation device (160, 170) configured to generate a second navigation signal representative of an aircraft deviation from a second predetermined landing approach plane, the second predetermined approach plane being different from the first predetermined approach plane; the system being characterized by the fact that it comprises a flight computer (110) configured to combine the first navigation signal and the second navigation signal to produce a hybrid signal, the flight computer (110) being configured to provide guidance for the aircraft based on the hybrid signal.
    [2]
    2/4 where the flight computer (110) is configured to instruct the pilot to abort a landing approach if the flight computer (110) determines at least one among: the failure of the first navigation signal or the failure of the second navigation sign.
    2. Landing system (100) according to claim 1, characterized by the fact that the flight computer (110) is further configured to determine a failure of the first navigation signal if the deviation of the first navigation signal from the first landing approach plan exceeds a second predetermined limit; and the flight computer is further configured to determine a failure of the second navigation signal if the deviation of the second navigation signal from the second landing approach plane exceeds a third predetermined limit;
    Petition 870190122427, of 11/25/2019, p. 60/100
    [3]
    3/4
    7. Method for landing an aircraft, characterized by the fact that it comprises:
    generating a first navigation signal from a first navigation device representative (160 170) of an aircraft deviation from a predetermined first landing approach plane;
    generating a second navigation signal from a second navigation device (160, 170) representative of an aircraft deviation from a predetermined second landing approach plane;
    combining the first navigation signal and the second navigation signal to produce a hybrid signal; and provide guidance for the aircraft based on the hybrid signal.
    8. Method, according to claim 7, characterized by the fact that it also comprises:
    advise the pilot to abort a landing approach if the deviation of the hybrid signal exceeds a first predetermined limit.
    9. Method, according to claim 7, characterized by the fact that the first navigation device comprises at least one among: an Instrument Landing System (ILS) (160) or a Wide Area Increase System (WAAS) (170); and the second navigation device comprises at least one of them: an ILS (160) or a WAAS (170), the second navigation device being different from the first navigation device.
    10. Method, according to claim 7, characterized by the fact that it further comprises:
    Petition 870190122427, of 11/25/2019, p. 62/100
    3. Landing system (100), according to claim 1, characterized by the fact that the first navigation device comprises at least one among: an Instrument Landing System (ILS) (160) or an Wide Area (WAAS) (170); and the second navigation device comprises at least one of them: an ILS (160) or a WAAS (170), the second navigation device being different from the first navigation device.
    4. Landing system (100) according to claim 1, characterized by the fact that the flight computer is configured to alert a pilot to abort a landing approach if the hybrid signal exceeds a first predetermined limit.
    5. Landing system (100) according to claim 1, characterized by the fact that the flight computer (110) is configured to determine a difference (840, 940) between the first navigation signal and the second navigation, the flight computer being configured to instruct the pilot to abort landing if the difference (840, 940) exceeds a predetermined limit (830, 930).
    6. Landing system (100), according to claim 1, characterized by the fact that the first navigation device and the second navigation device are housed within a single navigation instrument.
    Petition 870190122427, of 11/25/2019, p. 61/100
    [4]
    4/4 reject the first navigation signal if the deviation represented by the first navigation signal exceeds a second predetermined limit, and reject the second navigation signal if the deviation represented by the second navigation signal exceeds a third predetermined limit.
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    同族专利:
    公开号 | 公开日
    EP2496477A4|2016-03-30|
    EP2496477B1|2019-01-09|
    US20120065817A1|2012-03-15|
    BR112012011600A2|2017-09-19|
    US20110106345A1|2011-05-05|
    EP2496477A2|2012-09-12|
    WO2011056795A2|2011-05-12|
    EP3434600A1|2019-01-30|
    CN102666280A|2012-09-12|
    WO2011056795A3|2011-09-09|
    CN102666280B|2015-04-29|
    US8374737B2|2013-02-12|
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