巴西专利BR112013029847B1 method and system for displaying information to an aircraft pilot during actual or simulated flight

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专利摘要:
FLIGHT SPEED SYMBOLOGY BASED ON SLOPE AND UNTRUSTABLE POWER OF PRIMARY FLIGHT DISPLAY. The present invention relates to a system for displaying guide commands based on tilt and power and flight path information, for a variety of display modes (ascending, cruising, descending, landing) to pilots, in response to situations in that the measured air data is not reliable. This information is presented in an intuitive and practical way exactly when and where needed on the primary flight display. The displayed information changes dynamically in response to the aircraft parameters.
公开号:BR112013029847B1
申请号:R112013029847-2
申请日:2012-04-17
公开日:2021-01-12
发明作者:Adam Marshall Thoreen
申请人:The Boeing Company；
IPC主号:

专利说明:

[0001] [001] The modalities, which will be described, generally relate to systems and methods for determining tilt and power adjustment in flight, when the aerial data system is found to be unreliable or defective.
[0002] [002] Modern commercial aircraft are experiencing an increasing demand for availability and integrity of air data. Air data describes the state of the air mass around an aircraft during flight. This aerial data is used by pilots and embedded systems to make operational decisions and actions with respect to the aircraft. Aerial data may include, for example, stagnation or full pressure, static pressure, angle of attack, lateral slip angle, and other suitable aerial data. Conventional sensors used to measure these types of data can be adversely affected by environmental conditions or other conditions or events. For example, ice or any foreign material can prevent accurate pressure measurement from a pitot tube, which is used to measure total pressure.
[0003] [003] A pitot tube is a measuring instrument used to measure the speed of a fluid. The measured pressure is the air stagnation pressure, which is also called total pressure. Static pressure is the ambient air pressure at the vehicle's current altitude, and the total pressure is the sum of the static pressure and the impact pressure produced by the vehicle's speed. This measurement together with static pressure measurement, using static orifice sensors in the fuselage, can be used to identify the impact pressure. The impact pressure can then be used to calculate the aircraft's air speed.
[0004] [004] Signal processing circuits, based on pressure signals supplied from pressure sensors, determine and supply signals representative of various flight-related parameters. In some applications, sensors and associated circuitry have been packed together in the so-called aerial data module.
[0005] [005] Air data systems provide aircraft with information related to speed, altitude, and vertical speed. In an unreliable air data condition or in the presence of a fault, the crew may receive erroneous and conflicting information, which can lead them to make decisions that could place the aircraft in a potentially unsafe condition.
[0006] [006] Events in the unreliable or defective air data system (altitude and airspeed) on commercial aircraft may result in an accident due to the inability of the crew to recognize the failure and / or maintain a safe flight condition following the failure. These unreliable aerial data events can result from flying through volcanic ash, ice, facing birds or insects, from a maintenance activity, from which the aircraft has not returned to a healthy status (for example, a tape not removed from the static holes) . When these events occur at night, without having an external visual reference, the difficulty of obtaining spatial orientation increases, because critical flight instruments may be unavailable or defective.
[0007] [007] When the pilot recognizes that the air data is unreliable, his training (with a view to general aviation) requires him to check inclination and power. That is, the transition from pulling (or pushing) the control column to obtain a specific vertical speed (which is wrong during these failures) to examine the inclination indication (which indicates how much the aircraft points up or down the horizon) and power. Pilots have a conceptual idea with respect to which inclination / power combination is appropriate and which is not appropriate. For example, if the aircraft points below the horizon (towards the ground) and the thrust level is high, then, despite what the embedded instruments indicate, the aircraft must be decelerated. Recognizing that the instruments are wrong and establishing a known and safe tilt and power modality is crucial to prevent the aircraft from going into a steep dive, or an excessive tilt condition that can lead the aircraft to a stall condition.
[0008] [008] Patent Application Publication 2010/0100260 A1 describes a monitor for comparing primary air data with alternative (ie synthetic) air data to determine whether primary air data is reliable for performing aircraft operations. To fill a patent application claiming priority for the present invention in countries that do not accept incorporation by reference, the specification, the present invention includes drawing (see Figure 8) and associated description taken from US 2010 / 0100260A1.
[0009] [009] Thus, there is a need for systems and methods to represent guide commands based on tilt and power and flight path information in an intuitive way, after the occurrence of an air data system event (altitude and / or air speed) ) unreliable or defective. SUMMARY
[0010] [0010] According to modalities, which will be described below, a system displays guide commands based on inclination and power and flight path information for a variety of phases (ascent, cruise, descent, landing). This information is presented in an intuitive and practical way, exactly when and where it is needed on the primary flight display. The dynamically represented information varies in response to the aircraft's parameters.
[0011] [0011] More specifically, altitude using the Global Positioning System (GPS) or barometric altitude (if valid), aircraft weight, flap adjustment, air / ground status, throttle angle are used to determine inclination and additional thrust appropriate to either provide thrust for maximum ascent, thrust for level flight, thrust for 3-degree descent, or thrust for descent in Idle. The methodology focuses on control (and also representation) of tilt, power, speed, and vertical speed.
[0012] [0012] The modalities described use the aircraft's pre-existing performance data tables to determine tilt and power adjustments for a variety of flight conditions, when the data system is unreliable or defective, or in case of disagreement in the cabin, or if the pilot adopts alternative air data selections. The system presents information in a way that provides easy use on the primary flight display.
[0013] [0013] The displayed symbology is not static, and will be updated as the weight, altitude, flap adjustment, and thrust of the aircraft vary. As a result, critical information is communicated in an intuitive format and in the form required by the pilot, and is usable in a practical way by the pilot to maintain a safe and stable flight condition following a failure of air data during the flight. This symbology is independent of the angle of attack (AOA of Angle of Attack) or the aerial data system.
[0014] [0014] The presentation of a special symbology indicating desired inclination and buoyancy differential on a primary flight display can be manually activated by the pilot or automatically activated by a monitoring function performed by a computer, for example, flight control computer. The pilot can connect the unreliable air speed symbology with a key, or as part of a checklist.
[0015] [0015] Other aspects of the invention will be described and claimed below. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] [0016] Figure 1 is a block diagram showing some components of a system for displaying guide commands based on inclination and power and flight path information, according to an embodiment of the invention; Figures 2 to 7 are diagrams showing a central portion of a primary flight display comprising an altitude indicator, each diagram representing tilt and thrust information by the system of Figure 1 under different flight conditions; and
[0017] [0017] Figure 8 is a block diagram of a known system for computing a synthetic dynamic pressure.
[0018] [0018] Next, reference is made to the drawings, where similar elements in the various drawings have the same reference numbers. DETAILED DESCRIPTION
[0019] [0019] Modern aircraft typically comprise aerial data systems and inertial reference systems. The aerial data system provides air velocity, angle of attack, barometric altitude data, while the inertial reference system provides altitude, flight path vector, ground speed, and positional data. All of this data is sent to an input signal management platform of a flight control system. The flight control system comprises a primary flight control computer / function and an autopilot function / computer. The primary flight control computer and autopilot computer have independent input signal management platforms. Modern aircraft additionally comprise a display computer, which controls the cockpit display, to display data to the pilot.
[0020] [0020] Air data information for current generation aircraft has, for example, two ARINC 706 air data computers (ADCs). These computers are connected to conventional pitot tubes and static holes by pneumatic piping, which runs through the aircraft. Certain reserve air data instruments and other systems, including primary light control modules, located in the tail areas, are also connected to the static / pitot tubing.
[0021] [0021] The conventional air data system is not shown in the drawings because it is familiar to those versed in the flight control technique. Those skilled in the art also know, for example, how the air data computer obtains static air pressure and dynamic air pressure data from static orifices and pitot tubes, and uses that data to determine aircraft altitude, air speed, and rate of rise or fall.
[0022] [0022] As previously explained, aerial data is used by pilots and embedded systems to make operational decisions and control actions with respect to the aircraft. These aerial data may include, for example, stagnation or full pressure, static pressure, angle of attack, lateral slip angle, and other suitable aerial data. Conventional sensors used to measure these types of data can be adversely affected by environmental conditions, or by other conditions and events. In the presence of unreliable or defective air data conditions, the crew is provided with unreliable and conflicting information, which can lead them to place the aircraft in an unsafe and potentially catastrophic operational condition.
[0023] [0023] Figure 1 shows components for displaying guide commands based on tilt and power in response to non-connectable or defective air data system events (altitude and / or air speed). The system can be manually activated by the pilot or automatically by a monitoring function performed by a computer.
[0024] [0024] The system shown in Figure 1 comprises computer 10, for example, a flight control computer that receives engine data, as well as data representing flap position, altitude, and aircraft weight. The subsystems shipped to provide such aerial data to a computer are well known to those skilled in the art. The engine data can comprise throttle thrust angle, TPR turbine power rate (from TurboFan Power Ratio), turbine speed (N1), the flap position being real or selected, the altitude comprising GPS altitude, radio altitude, pressure altitude, or proposed static pressure state, the weight of the aircraft being provided by the flight management computer (not shown in Figure 1, but shown in Figure 8).
[0025] [0025] To facilitate the display of a special symbology, in response to an unreliable or failed aerial data system event, computer 10 obtains slope-based guide command data and a lookup table (Look LUT Up Table) 12. LUT 12 stores performance data tables that correspond to known aircraft states for a variety of flight conditions. Such frames include tilt, altitude, and power settings, desired for various flight phases, including: ascent, cruise, descent, approach, and various parameters, including altitude, aircraft weight, flap position, and engine data. Computer 10 obtains LUT 12 data by transmitting addresses to the LUT, depending on the data received (that is, engine data, flap position, altitude, and aircraft weight), and the LUT 12 returns data, which represents adjustment of inclination, altitude, and power, for the particular condition and flight phase of the aircraft.
[0026] [0026] According to a modality, altitude provided by the Global Positioning System (GPS) or barometric altitude (if valid) aircraft weight, flap adjustment, air / ground status, and throttle angle are used to determine the proper tilt and thrust differential for maximum ascent thrust, level flight thrust, 3 degree glide thrust, or Idle down thrust. The methodology focuses on control (and also representation) of tilt, power, mode, speed, and vertical speed.
[0027] [0027] Based on the information provided by LUT 12, in response to a situation in which measured air data is unreliable (either automatically detected or by the pilot), computer 10 sends data representing guidance commands based on tilt and power and information flight path of a particular flight phase to a display computer 14. In response to data received from computer 10, display computer 14 controls a cockpit display, for example, a primary flight display 16, to display the symbology representing those same guide commands based on tilt and power and flight path information. This information is represented in an intuitive and practical way on the primary display, exactly when and where needed in the primary flight display. The information represented varies dynamically in response to the aircraft's parameters. Display computers are well known in the art, and the basic operation of the display computer 14 will not be described in detail here. The display computer 14 is programmed to make the special symbology to be displayed on the primary display 16 in response to commands from computer 10 that are received when measured air data is unavailable or unreliable, or if the pilot makes a specific selection, representing an unreliable aerial data event. Alternatively, the relevant flight control computer and display computer functions, described here, could be performed by a single computer, a single processor or multiple processors.
[0028] [0028] According to one mode, computer 10 processes received data including aircraft weight, GPS altitude, flap adjustment, and throttle angle, and then determines the mode for the primary flight display, a target slope, and a target engine power (eg TPR, N1, etc.) with reference to LUT 12. The mode is determined based, at least in part, on the angle of the throttle. The angle of the throttle lever is a function of the angular position of the throttle levers, which are manually positioned by the pilot and automatic acceleration system. Each throttle lever is movable between a full throttle position and an "idle" position, with a range of motion between them. When the throttle lever is in or near the full throttle position, the display mode is "Maximum Ascent", and when the throttle lever is in or near the idle position, the display mode is "Idle Descent", and when the throttle lever is in an intermediate position in the range between the maximum thrust position and the idle position, the display mode is "Level Flight" or 3-degree glide (ie landing). The throttle lever angle is used instead of the actual thrust produced by the engines, because the engines are slow to respond to command changes provided by the throttle. Transitions between the different modes are delayed to avoid rapid exit / entry between the different modes in response to changes in thrust.
[0029] [0029] As the acceleration levers can be in intermediate positions in the "Level Flight" or "3-degree glide" modes, more information is required to discriminate which of these two modes should be displayed. At any time that the flaps in the landing configuration, with the landing gears lowered and the throttle angle are not at the takeoff limits, then computer 10 determines that the display mode should be "I glide in 3 degrees". Conversely, if the landing gear is retracted, computer 10 determines that the displayed mode must be "Level Flight".
[0030] [0030] LUT 12 comprises the respective data table for each flight phase. The data source (appropriate tilt and power adjustments) is typically provided by the aircraft manufacturer, who can generate performance data for a wide range of flight conditions. The same performance data is used to generate simplified tables, as in the "Flight with Unreliable Air Speed" section of the Quick Reference Manual. The flight control system described here uses the same performance data used to generate existing frames, because the fundamental tasks that must be performed are the same as those of a current aircraft: flying with tilt adjustment and safe / known power.
[0031] [0031] After computer 10 determines the flight phase, which corresponds to that determined in the data table in LUT 12. The data in LUT 12 includes any of the following: tilt / power mode for "Level Flight", tilt for " Descent in Idle ", inclination for" Maximum Ascent ", or inclination / power for" Glide in 3 degrees ". Computer 10 sends data representing desired mode and inclination / power to display computer 14, which controls primary flight display 16 to display a symbology indicating mode, and desired inclination and power. More specifically, the primary flight display 16 displays marks indicating the target slope on the horizon indicator. These slope marks 20 can be seen in Figures 2 to 7 (which will be discussed in detail below). The primary flight display 16 can also display dynamic vertical lines indicating the buoyancy to be subtracted or added, i.e., buoyancy differential. These dynamic lines 30 indicate the buoyancy differential, above or below the slope marks 20, and end in variable buoyancy marks 22, as seen in Figures 5 to 7 (as will be discussed in detail below).
[0032] [0032] The various symbologies displayed, according to the modalities described, will now be described with reference to Figures 2 to 7, each of them being an image of an inclination attitude indicator of a primary flight display. The altitude indicator of a conventional primary flight display provides information to the pilot with respect to tilt and roll characteristics, and the aircraft's orientation with respect to the horizon. Optionally, other information can appear on the altitude indicator, such as margin to stall, runway diagram, flight director, and ILS locator and glide-path needles. The information displayed and can be dynamically updated, as required. The primary flight display additionally comprises airspeed and altitude indicators (not shown in Figures 2 to 7), usually shown respectively on the left and right of the altitude indicator.
[0033] [0033] Figure 2 is an exemplary screen, representing the status of the altitude indicator, when the primary air data system fails or is unreliable and the display is in the "Maximum Ascent" thrust mode. The display computer controls the primary flight display to display two pairs of slope marks 20. In this example, slope marks 20 are arranged close to the left and right limits of the altitude indicator, at the same height above the horizontal line 18 (here, horizon indicator), which indicates horizon. Each set of slope marks 20 comprises a pair of short horizontal lines, mutually parallel. The horizontal short lines 32, having different lengths, which appear in the central portion of the altitude indicator in spaced vertical intervals, form a scale, showing the respective set of inclination angles. A small square 34 in the center of the altitude indicator represents the nose of the aircraft, while the L-shaped symbols 36 on the opposite side of the central square 34 represent the aircraft's wings. The symbols 34 and 36 are always displayed and fixed (ie immovable) on the altitude indicator, while the slope scale line 32 and the horizon indicator 18 move in unison as the angle of inclination of the aircraft changes.
[0034] [0034] The fact that the horizon indicator 18 is aligned with symbols 36 and 34 in Figure 2 indicates that the current tilt angle of the aircraft is zero. The inclination marks 20 are placed in an inclination attitude, which corresponds to the target inclination adjustment of "Maximum Ascent". Once the maximum rate of climb is desired, the aircraft's tilt angle must be increased (for example, by raising the ailerons) to adjust the target tilt. Since the symbology described here dynamically responds to changes in the tilt angle, when the aircraft's tilt angle of the aircraft increases, the tilt marks 20 lower, towards alignment with the wing symbols 36. The horizon indicator 18 and the scale lines 32 also move in series with the slope marks 20.
[0035] [0035] In addition to the graphic symbols, associated alphanumeric legends can be displayed on the altitude indicator of the primary flight display. The information conveyed by such legends may include flight phase or display mode, and an estimate of what the vertical speed or velocity will be when the tilt angle reaches the target tilt angle and the thrust reaches the target thrust level. These captions respond to changes in the throttle lever to ensure the mode. Each caption can be displayed next and move in tandem with the respective set of tilt marks. For example, as in Figure 2, the caption "MAX CLIMB" indicating flight phase or buoyancy mode is displayed above, to the right and close to the inclination marks 20 on the left side of the altitude indicator, while the caption V / S 3900 is displayed above the left and close to the slant marks 20 on the left. This indicates to the pilot that the aircraft is in "Maximum Ascent" mode and that the aircraft's estimated vertical speed will be 19.8 m / s (3900 feet / minute), when the tilt angle reaches the target tilt angle. The target tilt adjustment does not change in relation to the horizon indicator, as long as the throttle lever angle remains within the limits specified in this way (in this case, Maximum Ascent).
[0036] [0036] Figure 3 is an exemplary screen, representing the status of the altitude indicator, when the primary air data system fails or is unreliable, with the aircraft in the Maximum Ascent mode. The display computer controls the primary flight display to display two pairs of tilt marks 20. Figure 3 provides the appearance of the altitude indicator, in which case the aircraft altitude indicator matches the target tilt adjustment in Maximum Ascent. In this example, the tilt marks 20 and wing symbols 36 are shown aligned (ie at the same height on the display), which indicates to the pilot that the aircraft is at the target tilt angle. The horizon indicator 18 is displayed at an elevation below the wing symbols, which indicates to the pilot that the aircraft points above the horizon.
[0037] [0037] Figures 2 and 3 represent cases in which the captions are placed slightly above the inclination marks 20, when the inclination angle is smaller (Figure 2) or equal (Figure 3) than the target inclination angle. Conversely, in cases where the tilt angle is greater than the target tilt angle, the captions are placed slightly below the tilt marks. An example is shown in Figure 4.
[0038] [0038] Figure 4 is an exemplary screen, representing an altitude indicator status, when the primary air data system fails or is unreliable, and with the aircraft in "Idle Descent" mode. Again, the display computer controls the primary flight display to display two pairs of tilt marks 20. In this example, tilt marks 20 are arranged close to the left and right limits of the altitude indicator at the same height as the altitude indicator. horizon 18. The fact that the horizon indicator 18 is aligned with symbols 36 in Figure 4, again indicates to the pilot that the current tilt angle is zero. In this example, the tilt marks 20 are connected in a tilt attitude, which corresponds to the target tilt adjustment for the Idle Descent mode. Here, the aircraft's tilt angle can be decreased. This symbology responds dynamically to changes in the angle of inclination ie when the angle of inclination low, the inclination marks 20 rise towards alignment with the wing symbols 36. The horizon indicator 18 and the scale lines 32 also move with the slope marks 20.
[0039] [0039] As shown in Figure 4, the caption "IDLE DES", indicating the display mode, is displayed below the right and close to the inclination marks 20 to the left of the altitude indicator, while the caption "V / S 1600" is shown below the left and near the slant marks 20 on the right. This indicates to the pilot that the aircraft is in "Idle Descent" mode, and that the aircraft's estimated vertical speed will be 8.13 m / s (1600 feet / minute) at the target tilt angle. The target tilt adjustment does not change in relation to the horizon indicator for "Idle Descent" mode as long as the throttle lever remains within the limits of "Idle Descent" mode.
[0040] [0040] According to a modality, the inclination marks are displayed according to the following entries: GPS altitude, acceleration lever angle, aircraft weight, and flap adjustment. According to another modality, the primary flight display additionally shows variable thrust marks 22 which are connected to the inclination marks 20, by the respective dynamic vertical lines 30, as in Figures 5 to 7. These thrust marks are displayed according to the following entries: GPS altitude, throttle angle, aircraft weight, flap adjustment, and current thrust. The position of the variable buoyancy marks 22 and the length of the dynamic vertical lines 30 change when the current buoyancy changes. Variable thrust marks will be displayed only when the aircraft is in either Level Flight thrust mode or 3 degree Glide mode. The distance between the variable thrust mark 22 on one side and the midpoint between the pair of slope marks 20 on the same side indicates the difference between the current thrust and the target thrust (thrust differential). More specifically, when a variable buoyancy mark 22 is above the associated slope marks 20, the graphical representation of the buoyancy differential indicates the amount of buoyancy needed to be subtracted from the current buoyancy to achieve the target buoyancy. Conversely, when a variable buoyancy mark 22 is below the associated slope marks 20, the graphical representation of the buoyancy differential indicates the necessary buoyancy addition to the current buoyancy to achieve the target buoyancy. The graphical representation of the buoyancy differential is scaled to avoid influencing roll and slip indicators (ie the triangle and rectangle at the top of the dial), The position of the brand and the buoyancy differential are filtered to reduce the risk of overcontrolling a moving target by the crew. More specifically, as a result of inaccuracies in the TPR estimate, using GPS altitude versus pressure altitude, the TPR differential thrust cursors are desensitized, in order to show zero error in a ~ ± 5 TPR band, in order to avoid overcontrolling oscillations in an attempt to zero a target, which may not be accurate for 1 TPR, anyway.
[0041] [0041] Figure 5 is an exemplary screen, representing an altitude indicator state, when the primary air data system fails or is unreliable and the aircraft is in a "3 degree plane" mode. Again, the display computer controls the primary flight display to display two pairs of slope marks 20 on the right and left sides of the altitude indicator, at the same height above the horizon indicator 18. The fact that the horizon indicator 18 is aligned with symbols 34 and 36 in Figure 5, again indicates to the pilot that the aircraft's current tilt is zero. In this example, the slope marks 20 are placed in the slope attitude that corresponds to the target slope adjustment for descent by -3 degrees. In this example, the guide provided to the pilot indicates that the aircraft's tilt angle must be increased to adjust the target tilt.
[0042] [0042] As shown in Figure 5, the caption "3 degrees", indicating the display mode above the left and close to the slope marks 20 on the right side of the attitude indicator, while the label "180 KTS" is displayed above, to the right and close to the slope marks on the left. This indicates to the pilot that the aircraft is in Glide mode of -3 degrees, and that the aircraft's estimated speed will be 92.6 m / s (180 knots), when it reaches the target tilt and thrust angle.
[0043] [0043] Furthermore, Figure 5 shows a pair of variable thrust marks 22 respectively connected to the corresponding inclination marks 20 by the respective vertical lines 30. Because the variable marks 22 are positioned above the respective inclination marks 20, the distance from the vertex of a buoyancy mark 22 to a midpoint, between the associated slope marks 20 on the same side, it indicates to the pilot the amount of buoyancy to be subtracted from the current buoyancy to reach the target buoyancy. As the pilot reduces thrust (for the purpose of illustration, assuming the slope does not change), the variable thrust marks 22 go down (approaching the moving slope marks) and the dynamic vertical lines 30 shorten, until the current thrust match the target thrust, and the variable thrust marks 22 being displayed between the associated slope marks 20 on the respective sides of the altitude indicator, indicating to the pilot that the thrust adjustment is correct.
[0044] [0044] Figure 6 shows the use of a similar symbology to represent an altitude indicator state, when the primary air data system fails or is not reliable in Level Flight mode. Again, the display computer controls the primary flight display to display two pairs of tilt marks on the left and right sides. In this example, the slope marks 20 are arranged near the left and right limits of the altitude indicator, at the same height, above the horizon indicator 18. The fact that the horizon indicator 18 is aligned with symbols 34, 36 in the Figure 5, again indicates to the pilot that the aircraft's current tilt angle is zero. In this example, the tilt marks 20 are placed in the tilt attitude that corresponds to the tilt adjustment for Level Flight. In this example, the guide provided to the pilot indicates that the aircraft's tilt angle must be increased for the target tilt adjustment.
[0045] [0045] As shown in Figure 6, the caption "LVL FLIGHT", indicating the display mode, is displayed above the left and close to the slope marks 20 on the right side of the altitude indicator, while the caption 260 KTS is represented above to the right and close to the slope marks 20 to the left. This indicates to the pilot that the aircraft is in Level Flight thrust mode, and that the aircraft's estimated speed will be 134 m / s (260 knots), when the aircraft reaches the target tilt angle and target thrust.
[0046] [0046] Furthermore, Figure 6 shows a pair of variable thrust marks 22, which are respectively connected to the corresponding inclination marks 20 by the respective vertical lines 30. Because the thrust marks 22 are below the respective inclination marks 20 , the distance from the apex of a thrust mark 22 to the midpoint between the associated slope marks 20 (midpoints are connected by a horizontal dashed line in Figure 6) indicates to the pilot the amount of thrust to be added to the current thrust to achieve the target thrust. When the pilot increases the thrust (for the purpose of illustration, assuming the slope does not change), the variable thrust marks 22 rise (approach the corresponding slope marks) and the dynamic vertical lines 30 shorten, until the current thrust equals the target thrust, the variable thrust marks 22 will be displayed between the associated slope marks 20 on the respective sides of the altitude indicator. Again, this will indicate to the pilot that the thrust adjustment is correct.
[0047] [0047] In Figure 6, the vertical line 24, with arrows directed in opposite directions at the ends, indicates the magnitude of the slope differential (variable), while the vertical line 26, with arrows directed in opposite directions at the ends, indicates the magnitude thrust differential (variable). It should be understood that vertical lines 24 and 26 and horizontal dashed lines are not part of the actual display, instead they are graphic symbols to indicate the differentials represented by symbols 20, 22, 30.
[0048] [0048] Figure 7 shows the use of a similar symbology to represent the altitude indicator state when the primary air data system fails or is unreliable, and the aircraft is in "Level Flight" mode. Figure 7 differs from Figure 6 in that the target speed is indicated at 200 KTS instead of 260 KTS. Figure 7 additionally differs in that instead of the target thrust being greater than the current thrust as shown in Figure 6, the target thrust is less than the current thrust, indicating to the pilot that the thrust should be reduced. In summary, Figure 6 indicates the situation in which the inclination and thrust must be increased, while Figure 7 indicates the situation in which the inclination must be increased and the thrust reduced.
[0049] [0049] In case the pilot needs to know whether to add or subtract the buoyancy, and how much, when the mode is Level Flight or Plane Flight in 3 degrees, computer 10 (see Figure 1) needs to follow the following information: (1) the current thrust (ie, most likely N1 or TPR, engine RMP or pressure parameter, respectively); (2) target thrust (N1 value or TPR value from the level flight thrust tables); and (3) the difference between them. This is the pressure differential used to display the dynamic (ie, movable) lines that extend above or below the target marks. For example, assuming the aircraft is flying with the throttle stick close to the middle position, when an air data failure occurs. The system then displays symbols for the Level Flight mode. The computer determines that a 6 degree target tilt is required. In response to a suitable command, the display computer 14 causes the primary flight display 16 to display two pairs of tilt marks, to provide the desired tilt attitude. Then, computer 10 determines the N1 motor value of 55. Computer 10 receives information indicating that the current N1 value in the motors is 76. Thus, the thrust differential is +21 N1. This number is used to place the symbols 22 above the slope marks, as seen in Figure 7. When the pilot reduces the thrust, this differential decreases, until N1 equals 55, that is, the mobile lines 30 shorten until they disappear.
[0050] [0050] The variable thrust marks 22 and dynamic vertical lines 30 are renewed very quickly (at the same rate as the primary flight display) so it constitutes a moving target, on which the crew can position the throttle levers. For example, on a known primary flight display, the displayed symbology is updated continuously at approximately 20 times per second.
[0051] [0051] In contrast, the slope marks and text estimates of air speed / altitude / vertical speed do not need to be updated as often. The weight and altitude used to generate the static target marks in a short period of time are static, because as the pilot flies an incline attitude, the incline target does not change dynamically. This reduces the condition for the pilot to track the target slope accurately and consistently. However, when the aircraft burns fuel and descends, the tilt attitude targets that the pilot must be flying change, and this is one of the advantages of the system described in this - updated weight and altitude will be used to calculate a new tilt target. It may be desirable to update the tilt target once or twice per minute, and it would be intermittent, so as not to change the tilt target too quickly, but it would still be adjusted to be dynamic in the long run (remainder of the flight until landing).
[0052] [0052] According to one modality, computer 10 (see Figure 1) is programmed to monitor aerial data. This is done by comparing the detected dynamic pressure (real) with a synthetic dynamic pressure value (synthetic q). The synthetic dynamic pressure (that is, internal) is based on an estimated elevation coefficient, which, in turn, is a function of the angle of attack and other factors. The synthetic dynamic pressure is then compared with the dynamic pressure sensed in the pitot probes in the air flow. In response to the sensed dynamic pressure that differs from the synthetic dynamic pressure of a value beyond a limit value, the monitor is disregarded, the unreliable data is marked and a new symbol indicating the desired inclination attitude and buoyancy differential is shown on the display primary flight.
[0053] [0053] According to one modality, the reliability of air data can be tested by comparing synthetic dynamic pressure qlift with the dynamic pressure sensed by pitot probes in the air flow (real dynamic pressure). The actual dynamic pressure is computed based on the estimated lift coefficient Cl, as follows: qLIFT = L / (Cl x S), where, the lift is L = W x nz; W the gross weight of the aircraft; nz the load factor; S wing area, and Cl = CLO + ΔCL + CLα x αVANES, where CLO is the lift coefficient at an angle of attack equal to zero, ΔCL is the change in the lift coefficient provided by high lift mobile surfaces, CLα the slope of the lift coefficient as a function of Ovanes, and Ovanes is the angle of and attack measured by the angle of attack sensors.
[0054] [0054] It is well known that the dynamic pressure is equal to ½ pv2 where p is the density of the air through which the aircraft flies, and v the speed of the aircraft. Because a synthetic dynamic pressure is available, the flight control computer can determine v and provide the flight crew with a back up air speed once the status indicating disagreement between actual and synthetic dynamic pressure has been disregarded.
[0055] [0055] Again, this is accomplished by comparing both synthetic pressure and sensed dynamic pressure q. With bad altitude, (bad static pressure) this goes into the CL calculation above and produces a wrong synthetic q, then disregarding the same monitor, hence detecting "bad air data". Optionally, if either measured air speed or measured altitude is unreliable, all primary air data will be labeled as wrong.
[0056] [0056] Figure 8 is a drawing copied from US 2010 / 0100260A1 that represents components of a known aerial data system 300 that can be used to identify aerial data for use to generate control signals from an aircraft. This well-known aerial data system 300 includes a control computer 302 in communication with position sensors 304, pitot sensors 306, static pressure sensors 308, angle of attack sensors 310, inertial reference system 311, and management computer Flight 313. Position sensors 304, pitot probes 306, and static pressure sensors 308 and / or angle of attack sensors 310 can be redundant probes and sensors. In other words, different probes and sensors can provide the same information. Information redundancy is used to increase the availability and integrity of sensor measurement data.
[0057] [0057] Position sensors 304 generate 312 surface position data representing the positions and surfaces of high support in the aircraft. These control surfaces include, for example, elevators, horizontal stabilizers, ailerons, steering rudders, pitch compensators, spoilers, flaps, slats, and other moving parts. Position sensors 304 can be associated with actuators to move and position these control parts. Any type of position sensor can be used, depending on the particular implementation.
[0058] [0058] Pitot probes 306 are sensors that measure the total pressure when air is brought into the pitot probe. As a result of these measurements, total pressure data 314 is generated. Pitot 306 probes can be located in the fuselage of the aircraft.
[0059] [0059] Static pressure sensors 308 generate static pressure data 316. These sensors can also be located in the fuselage of the aircraft. Static pressure sensors 308 can take the form of static orifices. A static hole can be a mounted hole embedded in the aircraft's fuselage.
[0060] [0060] Angle of attack sensors generate angle of attack data 318. Angle of attack sensors 318 can also be located in the fuselage of the aircraft. Angle of attack sensors 310 can be implemented using angle of attack vane sensors. An angle of attack vane sensor is an aerial data sensor, in which a vane is attached to an axis, which rotates freely. This sensor measures the aircraft's angle of attack.
[0061] [0061] The inertial reference system 411 generates inertial data 319. Inertial data 319 generates data, such as load factor 321.
[0062] [0062] Data from angle of attack sensors 310, pitot probes 306, and static sensors 308 are used by an aerial data process 320 to compute primary air data 322 and alternative air data 324. Additionally, inertial data 319 of a system inertial reference data 311 can also be used to compute alternative air data 324. Primary air data 322 includes angle of attack 326, dynamic pressure 328 and air speed 330. Alternative air data 324 includes synthetic angle of attack 332, synthetic dynamic pressure 334, synthetic lateral slip angle 336, and synthetic air velocity 338. Alternative air data 324 can be used to validate primary air data 322. Additionally, alternative air data 324 can be used in case primary air data 322 cannot be used. used or not supplied.
[0063] [0063] In these examples, the angle of attack 326 can be the angle of attack data 318 or derived from the angle of attack data 318. Dynamic pressure 328 and air velocity 330 can be calculated from the pressure data total 314 and static pressure data 316.
[0064] [0064] The synthetic angle of attack 332 can be calculated using surface position data 312, support 340, and dynamic pressure 328. Support 340 is calculated by an aerial data process 320. Support 340 is calculated using gross weight 344 and load factor 321. In this example, gross weight 344 is the weight estimate for the aircraft. The synthetic dynamic pressure 344 is calculated from support 340, surface position data 312, and angle of attack data 318. Elevation 340 is equal to gross aircraft weight 344 times the load factor. This force is a function of three variables, which include high lift positions and control surfaces, dynamic pressure, and angle of attack. If lift 40 and surface position data 312 are known, a synthetic dynamic pressure 344 can be calculated, if the angle of attack is also known, a synthetic angle of attack 332 can be calculated if the dynamic pressure is also known. The synthetic dynamic pressure 334 can be used to generate or identify an aircraft's synthetic air speed 338. Synthetic dynamic pressure 334 can also be used to validate both total pressure data 314 and static pressure data 316.
[0065] [0065] Still with reference to Figure 8, the common mode monitor 346 compares primary air data 322 with alternative air data 324. This comparison can be made to determine whether primary air data 322 can be trusted, to perform control operations with respect to an aircraft. For example, the common mode monitor 346 can compare the synthetic angle of attack 332 with the angle of attack 326. This comparison can be made to determine whether angle of attack 326 can be used in aircraft operation. Similarly, dynamic pressure 328 can be compared with synthetic dynamic pressure 334, to monitor and identify faults that can affect pitot probes 306 or static pressure sensors 308.
[0066] [0066] In this way, the common mode monitor 346 can provide primary air data 322, such as total pressure data 314, static pressure data 316, and angle of attack data 318 to flight control computer 302 for use control laws 348 to generate control signals 350. Control signals 350 can control various components, such as control surfaces and motors. Monitor 347 can be another monitor used by the flight control computer 302 to compare data across a group of sensors, such as, for example, position sensors, pitot sensors 306, static pressure sensors 308, and on angle of attack sensors 310. Monitor 347 can be any monitor, for example, an in-line monitor.
[0067] [0067] If the common mode monitor 346 and / or monitor 347, in the process of aerial data 320, determines that certain sensors do not provide aerial data as required, control laws 348 and other aircraft functions may use alternate aerial data 324 This secondary data source can be, for example, synthetic angle of attack 322 and / or synthetic dynamic pressure 334 for flight control computer 302. Control laws 348, or other aircraft functions, can use primary air data. 322 or alternate 324 to generate control signals 350 to control aircraft operation.
[0068] [0068] The symbology described provides the crew with a reference of inclination and power that is necessary to return or maintain a safe flight mode. The new symbology may indicate a slope / power mode for level flight, slope for descent in Idle, slope for maximum climb rate, or slope / power for 3-degree glide path. The new symbology provides the crew with accurate data to allow them to reach an airport and land safely.
[0069] [0069] This design immediately and intuitively provides tilt / power solutions for the pilot on the primary flight display, exactly when most required, that is, during aerial data failure or high load angle of attack failure, in which the pilot You must immediately fly at an incline and power to maintain a safe flight condition. This design does not require the pilot to have to use a reference manual (subsequently, reducing reference errors and reaction time). The display is a means of representing the fundamental task of the pilot during periods of aerial data failure on the instruments that must be consulted to establish appropriate tilt / power adjustments, that is, the primary flight monitor. In addition, in subsequent phases of the flight, modified tilt and power adjustments (for descent and landing) are shown to the pilot on his primary instruments, releasing him from work that was previously spent on manual consultation of unreliable tables with respect to the speed of air.
[0070] [0070] The system and method described i are not limited to aircraft, but, instead, can also be used in aircraft flight simulators.
[0071] [0071] While the present invention has been described with reference to various modalities, it should be understood that several changes can be introduced and replaced equivalents without departing from the scope of the present invention. In addition, many modifications can be made to adapt it to a particular situation according to the teachings of the invention, without departing from its essential scope. Therefore, it is intended that the present invention is not limited to the particular modality described in it as the best way contemplated for carrying it out.
[0072] [0072] As used in the claims, the term "computer system" should be understood broadly, encompassing a system having at least one computer or processor, and may have two or more computers or processors.

权利要求:
Claims (10)
[0001]
Method for displaying information to an aircraft pilot, during real or simulated flight, the method being performed by a computer system, the method characterized by the fact that it comprises: causing a cockpit display (16) to display an aircraft symbol (34, 36) representing a portion of an aircraft; receiving data representing a current angle of an aircraft throttle, an aircraft current altitude, an aircraft current weight, an aircraft current tilt attitude and an aircraft current flap adjustment; causing said cabin display (16) to display a horizon indicator (18) having a position relative to said aircraft symbol which is a function of said current tilt attitude; determine a display mode of the cockpit display (16) as a function of at least the said current angle of the throttle lever and the current flap adjustment, wherein said determined display mode is one of Maximum Rise, Down Idle , Level Flight, or I glide at -3 degrees; determining a target pitch attitude as a function of at least said determined display mode of the cockpit display (16), said current altitude and said current weight of the aircraft; and causing said flight display (16) to display first symbol (20) representing said target tilt attitude, said first symbol displayed having a position relative to said aircraft symbol (34, 36), which is a function of a difference between said current tilt attitude and said target tilt attitude, in which said first symbology is displayed when primary air data (322) is unavailable or unreliable.
[0002]
Method according to claim 1, characterized by the fact that it additionally comprises making said first symbology (20) move in relation to said aircraft symbol (34, 36), when the current tilt attitude changes in relation to said target tilt attitude, said first symbology (20) being aligned with said aircraft symbol (34, 36), when the current tilt attitude equals said target tilt attitude.
[0003]
Method according to claim 1, characterized by the fact that it additionally comprises: determining a target thrust as a function of at least said determined display mode of the cockpit display (16), said current altitude and said current weight of the aircraft; and causing said cabin display (16) to display the second symbology (22) representing the current buoyancy, said second symbology displayed having a position relative to said first symbology (20) which is a function of a difference between said buoyancy current and said target thrust.
[0004]
Method according to claim 3, characterized by the fact that it additionally comprises making said second symbology (22) move in relation to said first symbology (20), as the current buoyancy changes in relation to said target buoyancy, and as the current tilt attitude is kept constant, said second symbology (22) being aligned with said first symbology (20), when the current buoyancy equals said target buoyancy.
[0005]
Method, according to claim 4, characterized by the fact that it additionally comprises making the cabin display (16) display a vertical line (30) that connects said first and second symbologies, when said first and second symbologies do not are aligned with each other, in which the length of said line (30) changes depending on the difference between the current buoyancy and said target buoyancy.
[0006]
System for displaying information to an aircraft pilot during real or simulated flight, comprising a cockpit display (16) and a computer system that controls said cockpit display (16), characterized by the fact that said computer system is programmed to perform the following operations: making said cabin display (16) display an aircraft symbol (34, 36) representing a portion of the aircraft; receiving data representing a current angle of an aircraft throttle, an aircraft current altitude, an aircraft current weight, an aircraft current tilt attitude and an aircraft current flap adjustment; causing said cabin display to show a horizon indicator (18), having a position relative to said aircraft symbol (34, 36) which is a function of said current tilt attitude; determine a display mode of the cockpit display (16) as a function of at least the said current angle of the throttle lever and said current flap adjustment, wherein said determined display mode is one of Maximum Rise, Down Idle , Level Flight, or I glide at -3 degrees; determining a target tilt attitude as a function of at least said determined display mode of the cockpit display (16), said current altitude, and said current aircraft weight; and making said cabin display display first symbol (20) representing said target tilt attitude, said first displayed symbol (20) having a relative position with said aircraft symbol (34, 36) which is a function of a difference between said current tilt attitude and said target tilt attitude, in which said first symbology (20) is displayed when primary air data (322) is unavailable or unreliable.
[0007]
System according to claim 6, characterized by the fact that said computer system is additionally programmed to make said first symbology (20), displayed by said cabin display (16) to move in relation to said aircraft symbol (34, 36) as the current tilt attitude changes in relation to the target tilt attitude, said first symbology being aligned with said aircraft symbol, when the current tilt attitude equals said target tilt attitude.
[0008]
System, according to claim 6, characterized by the fact that said computer system is additionally programmed to perform the following operations: determining a target thrust, depending on at least said display mode, said current altitude and said aircraft weight; and causing said cabin display to show a second symbology (22) representing a current buoyancy, said second displayed symbology (22) having a position relative to said first buoyancy, as a function of a difference between said current buoyancy and said target buoyancy .
[0009]
System according to claim 8, characterized by the fact that said computer system is additionally programmed to make said second symbology (22) move in relation to said first symbology (20) in said cabin display, when the current buoyancy changes in relation to said target buoyancy and when the current inclination attitude is kept constant, said second symbology aligning with said first symbology, when the current buoyancy equals said target buoyancy.
[0010]
System according to claim 9, characterized by the fact that said computer system is further programmed to make said cabin display display a vertical line (30) that connects said first and second symbologies when said first and second symbologies they are not aligned with each other, in which the length of said line changes depending on the difference between the current thrust and said target thrust.

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同族专利:

公开号 | 公开日

EP2715287B1|2019-11-13|

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CA2826592A1|2012-11-29|

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CA2826592C|2016-02-02|

BR112013029847A2|2016-12-13|

WO2012161890A1|2012-11-29|

JP2014516006A|2014-07-07|

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法律状态:
2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

2020-02-27| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|

2020-11-17| B09A| Decision: intention to grant|

2021-01-12| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 17/04/2012, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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PCT/US2012/033931|WO2012161890A1|2011-05-25|2012-04-17|Primary flight display pitch- and power-based unreliable airspeed symbology|

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