• 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:
    The invention relates to a method for generating and displaying a synthesis alarm (3) using collision avoidance alarms (A1, A2, A3, A4, An) generated by various anti-collision systems (TCAS, HTAWS, OWS, FMS, N) equipping an aircraft. The synthesis alarm (3) is generated by applying a selection criterion (5) of the collision avoidance alarms (A1, A2, A3, A4, An) relative to an obstacle avoidance maneuver vertically upwards. the aircraft. The synthesis alarm (3) is displayed in the form of several visuals (14, 17,22,24,24 ', 26,27) comprising visuals arranged in superposed strips. A first strip (14, 14 ') signals the presence of an obstacle to be avoided by a vertical avoidance maneuver and a second strip (17, 17') segmented (16, 16 ') indicates the position in the bearing of said obstacle by report to the aircraft.
    公开号:FR3015100A1
    申请号:FR1302943
    申请日:2013-12-16
    公开日:2015-06-19
    发明作者:Francois Xavier Filias；Marianne Gillet
    申请人:Eurocopter France SA；
    IPC主号:
    专利说明:

    [0001] A method for detecting and displaying a collision risk for an aircraft, generating a synthesis alarm relating to obstacle avoidance vertically upwards. The present invention is in the field of collision avoidance systems for aircraft generating and communicating in flight to a pilot of an aircraft alarms relating to the obstacles to be avoided. The present invention relates more particularly to a collision avoidance apparatus for aircraft implementing various collision avoidance systems and an alarm management system 10 generated individually by the various anti-collision systems. Such an alarm management system generates and communicates to the pilot of an aircraft, in particular by way of display and / or by auditory means, a synthesis alarm relating to the presence in the environment close to the aircraft of obstacles previously detected by the various anti-collision systems. In the field of aeronautics, the aircraft are equipped with anti-collision apparatus generating and displaying in flight for the pilot anti-collision alarms relating to obstacles to be avoided detected in the environment close to the aircraft. Such anti-collision apparatus conventionally groups together various collision avoidance systems assigned to specific modes of obstacle detection and comprises means of communication of said anti-collision alarms. The various collision avoidance systems are notably classified according to the obstacles to be detected, as well as according to the urgency and the procedure of the pilot's intervention on the guidance of the aircraft to avoid the obstacles detected. According to the classification of the collision avoidance systems and according to the urgency of the pilot's necessary intervention to avoid the obstacle or obstacles, one or more collision avoidance alarms 30 signaling the presence of one or more obstacles to avoid are communicated to the pilot by way of display and / or hearing.
    [0002] Conventionally, collision avoidance equipment equipping an aircraft potentially includes several collision avoidance systems among at least the following collision avoidance systems: -) a collision avoidance system, called ground, such as for example a 5 HTAWS (by the acronym Helicopter Terrain Awareness and Warning System), -) an anticollision system, called perimeter, such as for example an OWS (Obstacle Warning System), -) a collision avoidance system, said between aircraft, such as for example an ACAS ( Air Collision Avoidance System) or TCAS (Transport Collision Avoidance System), -) an anti-collision, flight management system, exploiting the resources of a flight management system fitted to the rotorcraft, such as for example an FMS (according to the acronym Flight Management System). A collision avoidance system is dedicated to communicating to the pilot a risk of collision of the aircraft with potential obstacles identified and listed in a field database. One or more anti-collision alarms, called field alarms, are communicated to the pilot by auditory means and / or by way of display in the event of risk (s) of collision between the obstacles and the aircraft, taking into account a duration predefined. Such field alarms are in particular communicated to the pilot by means of: - visual information by color scale, such as typically a color scale gradually varying towards warm colors (from green and / or amber to the red in particular) according to the urgency of intervention of the pilot to avoid the obstacle (s) detected by the anti-collision system of ground. -) map information locating the potential collision location between the aircraft and an obstacle, said map information being commonly accompanied by an indication of the height-ground of the collision site.
    [0003] A perimeter collision avoidance system conventionally exploits telemetry sensors commonly fitted to aircraft to detect the possible presence of obstacles on the aircraft's path. The perimeter collision avoidance system is dedicated to the real-time telemetric detection of the presence of possible obstacles in a given flight perimeter oriented at least forwards or otherwise around the aircraft. Such obstacles include obstacles on the ground or are still potentially obstacles in the air, aircraft or localized climatic phenomena for example. The perimeter collision avoidance system generates one or more anti-collision alarms, called perimeter alarms. The perimeter alarms are communicated to the pilot by display and by auditory means, taking into account a predefined duration before the potential collision between the aircraft and an obstacle detected in the environment close to the trajectory followed by 20 l. 'aircraft. Perimeter alarms are displayed in a visual color information in all or nothing (hot red color in particular) displayed at a predefined duration threshold before collision. The perimeter alarms may also be displayed according to a color scale, as previously mentioned, varying according to the progression of the pilot's emergency to avoid the obstacle or obstacles detected by the perimeter collision avoidance system. Perimeter alarms are still potentially supplemented by visual information relating to the position of the obstacle in relation to the trajectory followed by the aircraft.
    [0004] An anti-collision system between aircraft provides the pilot with one or more collision avoidance alarms, called alarms between aircraft, relating to the evolution of another aircraft nearby. Alarms between aircraft are generated by the collision avoidance system between aircraft from a data exchange between aircraft operating in close proximity to one another. In the event of a potential collision between two aircraft, an alarm between aircraft is commonly communicated to the pilot in the form of visual information indicating the position of the other aircraft. In case of persistence of the risk of collision, the visual information is supplemented by an auditory message and a control instruction is communicated to the pilot to avoid a collision between the aircraft. Such a piloting setpoint is potentially an avoidance maneuver to be performed vertically upwards, vertically downwards or more marginally by maintaining the current trajectory of the aircraft, or even indicates a surveillance to be carried out by the pilot of the aircraft. vertical speed of progression of his aircraft. An anti-collision management system operates a flight plan previously established by means of a flight management system 20 equipping the aircraft. The anti-collision flight management system identifies a possible collision between a ground obstacle and the aircraft operating in accordance with the flight plan. The anti-collision flight management system generates one or more anti-collision alarms, called obstacle-flight plan alarms, which can be presented in the same form as the field alarms. The various collision avoidance systems referred to above are those most conventionally used, but an anti-collision apparatus fitted to an aircraft may include other anti-collision systems dedicated to the detection of specific obstacles and / or to the generation and communication modes to the pilot of the aircraft. special anti-collision alarms.
    [0005] For example, climate collision avoidance systems, such as WXR collision avoidance systems (WXR), are dedicated to the detection and display of localized weather phenomena surrounding the aircraft. . In this context, it is common for several anti-collision alarms generated by one or more collision avoidance systems to be communicated simultaneously to the pilot. However, such a multiplicity of simultaneous anti-collision alarms is a potential source of calculation conflicts to provide their communication in a timely manner and is a source of difficulties for the pilot who must react in a short period of time, of less than one minute, to avoid a collision between the aircraft and the various obstacles relating to the collision avoidance alarms communicated.
    [0006] Such difficulty to react for the pilot is particularly significant in the case where the aircraft is a rotorcraft. Indeed, a rotorcraft is an aircraft capable of evolving near the ground, including at high speeds, and / or is able to evolve at low speeds or hovering. Such flight conditions increase the speed of reaction necessary for the pilot in the event of simultaneous communications of several collision avoidance alarms relating to the proximity of obstacles that can be numerous and diverse. However, the collision avoidance alarms individually communicated by the different anti-collision systems are useful or even necessary. The reduction of the number and / or the individual simplification of the various information communicated to the pilot by each anti-collision system is difficult to envisage. This is why man-machine interfaces have been developed to communicate to the pilot a synthesis alarm in addition to a communication of the collision avoidance alarms individually generated by the various anti-collision systems.
    [0007] For example, man-machine interfaces have been proposed generating and communicating a synthesis alarm relating to a priority deduced anti-collision alarm from among a plurality of collision avoidance alarms individually generated by different anti-collision systems. Such a deduction of the priority character of an anti-collision alarm is carried out by applying predefined selection criteria, such as relating to the attitude and position of the aircraft with respect to the various obstacles detected by the different anti-collision systems. In this regard, reference may be made to document EP0987562 (ALLIED SIGNAL INC) which discloses such a man-machine interface generating a synthesis alarm by priority between different collision avoidance alarms previously generated. For example, man-machine interfaces have yet been proposed which generate and communicate to the pilot a synthesis alarm relating to the detection of a group of obstacles. Such a group of obstacles is previously identified by application of predefined criteria, such as their proximity. Such arrangements are in particular implemented by a collision avoidance system. In this connection reference may be made to document EP1946284 (THALES SA) which discloses such a man-machine interface generating a synthesis alarm relating to the detection of a group of obstacles. In connection with FIG. 1 of the attached plate, man-machine interfaces for rotorcraft have also been proposed which generate and communicate to the pilot a synthesis alarm relating to various collision avoidance alarms individually generated by several anti-collision systems. The synthesis alarm is communicated to the pilot by display in the form of a table, 30 exploiting all or part of the data specific to the various collision avoidance alarms individually generated by the different collision avoidance systems. Several columns are respectively assigned to the various collision avoidance systems, such as in the example illustrated a TCAS aircraft collision avoidance system, an HTAWS terrain collision avoidance system, an OWS collision avoidance system and a flight management anti-collision system operating a management system. FMS flight. For each of the columns, one or more color lines are displayed, the colors potentially varying according to the urgency of intervention necessary to the driver to avoid obstacles by applying a color scale, as previously mentioned, varying from one to another. amber color to a red color. The result is a constant search for the integration of man-machine interfaces generating a synthesis alarm in collision avoidance equipment using various collision avoidance systems, in order to provide the pilot of the aircraft with a decision support tool. providing him with a rapidly understandable overview of a possible emergency. Such a search is based in particular on choices of 20 selection criteria providing a synthesis alarm deemed relevant and on data extraction choices integrated into the various collision avoidance alarms to generate the synthesis alarm. Such research is also based in particular on the modalities of an ergonomically adapted communication of the synthetic alarm to the pilot of the rotorcraft. In fact, beyond a search for the predilections of the pilot of the aircraft, an ergonomically adapted communication of the synthesis alarm is decisive for rapidly and efficiently informing the pilot of the state of the aircraft vis-à-vis of the external environment and facilitates the task of the pilot on the obstacle avoidance maneuver (s) to be performed. The efficiency of the man-machine interface and the behavior of the aircraft in obstacle avoidance phase are improved. For example, reference may be made to US6700482 (HONEYWELL INT INC), which proposes to use a multichannel sound communication to communicate to the pilot of an aircraft a synthesis alarm and / or an emergency anti-collision alarm. The purpose of the present invention falls within the framework of said search for integration in an anti-collision apparatus using various anti-collision systems of a above-mentioned man-machine interface generating and communicating to the pilot an effective and relevant synthesis alarm. To this end, the subject of the present invention is a method for implementing an aircraft anti-collision apparatus comprising a plurality of anti-collision systems with operating modes that are distinct from one another. The anti-collision apparatus also comprises a man-machine interface generating and communicating to the pilot of the aircraft, at least by way of display or even by auditory message, a synthesis alarm derived from at least one selection operation of the at least one of the anti-collision alarms generated by at least one anti-collision system, according to a predefined selection criterion applied by the human-machine interface. According to the present invention, obstacle avoidance data by the aircraft is integrated with the data defining the anti-collision alarms. Said obstacle avoidance data is typically relative to a maneuver to be performed by the pilot to avoid a collision between the aircraft and an obstacle detected by an anti-collision system. As an indication, it is conventionally known to avoid a vertical upward maneuver, a vertical downward avoidance maneuver, or even an avoidance maneuver by maintaining the trajectory of the aircraft in the event of detection of a moving obstacle such as another aircraft. The integration of the obstacle avoidance data with the data defining the collision avoidance alarms is for example carried out as commonly by the collision avoidance systems and / or is carried out by the man-machine interface identifying the avoidance data of obstacle according to the specific typology of collision avoidance systems for which the obstacle avoidance maneuvers detected by the aircraft are typically predefined. Such examples of modes of integration of the obstacle avoidance data are indifferently implemented individually or in combination. Furthermore and always according to the present invention, said selection operation is performed by applying a selection criterion relating to an obstacle avoidance maneuver by the aircraft vertically upwards. The activation by the human-machine interface of at least one visual on a screen is caused as a result of the generation by at least one of the anti-collision systems of an anti-collision alarm relating to the detection of an obstacle of which the avoidance is identified by maneuvering the aircraft vertically upward. Whatever the obstacle avoidance maneuvers respectively assigned to the anti-collision alarms, only the anti-collision alarms incorporating a vertically upward obstacle avoidance data are taken into account by the man-machine interface to generate the alarm. in summary, any other anti-collision alarm generated by at least one of the collision avoidance systems is excluded from the synthesis alarm. According to a preferred form of the method of the invention, the human-machine interface is generating at least: -) a first display parameter causing activation in all or nothing of at least a first visual screen , the generation of at least one synthesis alarm causing activation of the first visual, -) a second display parameter exploiting a deposit data relating to the position in the reservoir of the obstacle to be avoided relative to the aircraft. The second display parameter causes the variable activation of at least a second display of the screen according to the value of the deposit data. In addition, the screen comprises a third visual incorporating a first indicator activated by the human-machine interface according to a data of the speed vector of the aircraft and a second indicator activated by the man-machine interface according to a guidance data. of the aircraft. The data of the speed vector of the aircraft and the orientation data of the aircraft are data conventionally provided by the onboard instrumentation equipping the aircraft. Moreover, the respective colors of the first indicator and the second indicator are preferably distinct between the indicators and distinct from the 20 colors assigned to the other visuals. Preferably, the first visual, the second visual and the third visual each comprise a strip, said strips being oriented longitudinally in the horizontal orientation of the screen being arranged in parallel superposition two to two. The orientation of the screen is such that commonly considered according to the observation station of the screen by a user, the horizontal dimension of the screen extending conventionally between the right and the left of an observer of the screen. As a result, the height dimension of the screen typically extends from bottom to top perpendicular to the horizontal dimension of the screen. Similarly, the notion of "superposition" is typically understood according to the height dimension of the screen, the first visual preferably being placed above the second visual itself placed above the third visual. According to a preferred form of the method of the invention, the synthesis alarm comprises a third display parameter incorporating an emergency data relating to a period of intervention time of the pilot on the guidance of the aircraft. Such emergency data is conventionally integrated into the data defining the collision avoidance alarms and conventionally takes into account at least one pilot intervention time to avoid the obstacle, where appropriate depending on the type of obstacle and / or according to the type of obstacle. separation distance between the obstacle and the aircraft.
    [0008] Furthermore, the screen comprises at least two groups of visuals each comprising a said first visual and a said second visual. The third display parameter causes, according to the value of the emergency data, the selective activation of said groups of visuals according to colors which are respectively assigned to them according to the application of a color scale varying according to the value of the image. emergency data. It is proposed a particular arrangement of visuals in the following ways: -) the first visual is formed in all and for all of a first banner. Alternatively, alphanumeric information is potentially inscribed within the first banner to indicate the type of the obstacle detected according to a predefined typology, such as a terrain obstacle or such as an aircraft for example. In this case, such alphanumeric information is activated by a typology display parameter according to typology data included in the synthesis alarm and provided by the collision avoidance systems. -) the second visual is formed of a second strip longitudinally segmented according to a predefined segmentation scale 5. The value of the deposit data causes the selective activation of the segments composing the second strip. -) the third visual is formed of a third strip longitudinally segmented according to the segmentation scale of the second strip. The position of the first indicator varies along the third band according to the value of the speed vector data. The position of the second indicator varies along the third strip according to the value of the orientation data of the aircraft. According to one form of the method of the invention, the human-machine interface generates at least one fourth display parameter exploiting a margin of maneuver data. The margin of maneuver data relates to the margin of maneuver in verticality of the aircraft vis-à-vis the obstacle to be avoided, such a margin of maneuver being classically identified by collision avoidance systems according to a vertical distance of separation 20 between the obstacle to avoid and the aircraft in particular considered under its undercarriages. The fourth display parameter causes the variable activation of at least a fourth visual of the screen according to the value of said margin of maneuver data. The fourth visual is preferably arranged in a column 25 provided with a distance scale indicating the altitude of the obstacle to avoid detected by at least one of the collision avoidance systems. The values of the distance scale are preferably indicated in increasing values from bottom to top of the column oriented along the height dimension of the screen, in particular being placed at a first longitudinal edge of the set of strips. The value of the margin data causes a progressive activation of the surface of the screen covered by the column. According to one form of the method of the invention, the human-machine interface generates at least one fifth display parameter exploiting distance distance data between the aircraft and an obstacle to be avoided, detected by the at least one anti-collision system. The fifth display parameter causes the activation of a fifth visual screen incorporating a numerical value corresponding to the value of said distance data. The fifth visual is preferably arranged in a frame placed at a second longitudinal edge of the set of strips, said numerical value being inscribed in the perimeter of the frame. Said second longitudinal edge is of course understood as being the longitudinal edge of the set of strips which is opposite to said first longitudinal edge of the set of strips. Where appropriate, the respective colors of at least one of the fourth visual and the fifth visual preferably vary in correspondence with the color of the visual group activated by the human-machine interface. An exemplary embodiment of the present invention will be described in relation to FIG. 2 of the attached plate, in which plate: FIG. 1 is an illustration according to the prior art of methods of displaying an alarm. synthesis generated by a human-machine interface of an aircraft collision avoidance apparatus. FIG. 2 is a diagram illustrating the methods of generating and displaying a synthesis alarm generated by a human-machine interface of an aircraft collision avoidance apparatus according to one embodiment of the invention. In FIG. 2, an anti-collision apparatus for an aircraft, particularly a rotorcraft, comprises a plurality of anti-collision systems TCAS, HTAWS, OWS, FMS, N anti-collision alarm generators A1, A2, A3, A4, An in the event of obstacle detection. . Each collision avoidance system is assigned to specific obstacle detection methods. In the exemplary embodiment illustrated, the collision avoidance apparatus comprises an anti-collision system between TCAS aircraft, an HTAWS collision avoidance system, an OWS perimeter collision avoidance system and a flight management anti-collision system operating an FMS flight management system. It is of course understood that the list which has just been given of anti-collision systems potentially equipping the collision avoidance apparatus is given by way of example and is not exhaustive, the anti-collision apparatus may include one or more other anti-collision systems. as symbolized by the anti-collision system N. Each anti-collision system TCAS, HTAWS, OWS, FMS, N is typically generating an anti-collision alarm A1, A2, A3, A4, An if at least one obstacle is detected. Each of the A1, A2, A3, A4, An anti-collision alarms is conventionally communicated to the pilot of the aircraft according to communication modalities specific to the individual operating modes of the different TCAS, HTAWS, OWS, FMS, N anti-collision systems. collision avoidance A1, A2, A3, A4, possibly generated by the various TCAS collision avoidance systems, HTAWS, OWS, FMS, N are also collected during a collection operation 1 by a human-machine interface 2 dedicated to generating an alarm The generation of the synthesis alarm 3 is performed by the man-machine interface 2 independently of the communication modes of the collision avoidance alarms A1, A2, A3, A4, An specific to the individual exploitation of the different systems. anti-collision TCAS, HTAWS, OWS, FMS, N. One of the data individually integrated with the collision avoidance alarms Al, A2, A3, A4, An is an obstacle avoidance data 5 'relative to the maneuver the pilot must perform within a short time to avoid the obstacle (s) detected by the TCAS, HTAWS, OWS, FMS, N collision avoidance systems. Such 5 'obstacle avoidance data is potentially generated by TCAS collision avoidance systems. , HTAWS, OWS, FMS, N or failing is generated by the man-machine interface 3 according to the typology of the anti-collision system TCAS, HTAWS, OWS, FMS, N having generated a given anti-collision alarm. The man-machine interface 2 performs a selection operation 4 of one or more collision avoidance alarms A2, A3 from among the different collision avoidance alarms A1, A2, A3, A4, and A, possibly generated, by application of a selection criterion. 5 relating to the obstacle avoidance procedure defined by the anti-collision systems TCAS, HTAWS, OWS, FMS, N. 20 More particularly, the man-machine interface 2 applies a selection criterion 5 relating to a maneuver of avoidance of the obstacle by the aircraft vertically upwards, to keep among the different collision avoidance alarms Al, A2, A3, A4, An possibly collected, that collision avoidance alarms requiring pilot intervention to maneuver the aircraft vertically upward, such as the A2, A3 anti-collision alarms shown for illustrative purposes. Following the selection of the anti-collision alarms A2, A3, the human-machine interface 2 carries out a data extraction operation 6 among the data currently integrated in each of the anti-collision alarms A2, A3 selected to generate the synthesis alarm 3 Various predefined display parameters 7,8,9,10,11 are generated by the man-machine interface 2 by exploiting the data extracted from the data defining the collision avoidance alarms A2, A3 selected to cause a display of the alarm of synthesis 3 by a screen 12, typically through a graphics unit 13. The screen 12 is potentially a head-up display screen or a medium head display screen. A medium head display screen is however preferred because less expensive. In addition, in the event of a malfunction of a head-up screen equipping the aircraft, a medium-sized display screen may constitute an emergency screen for the display of information relating to the flight mission and / or the navigation of the aircraft. More particularly, a first display parameter 7 causes activation in all or nothing of at least a first visual 14, 14 'shaped in all and for all a first strip. Alternatively, the first banner may include alphanumeric information indicating the type of obstacle to avoid. A second display parameter 8 exploits a bearing datum 15 of the obstacle to be avoided relative to the aircraft to cause selective activation of segments such as 16 composing a second strip forming a second visual 17, 17 '.
    [0009] Such a deposit data 15 is in particular extracted from the data of the collision avoidance alarms A2, A3 selected. Furthermore, the aircraft instrumentation 18 of the aircraft provides the graphical unit 13 with data of the speed vector 19 of the aircraft and an orientation datum 21 of the aircraft to activate a third visual 22. third visual 22 comprises a first indicator 20 and a second indicator 20 'moving along a third strip composed of segments such as 23, according to a segmentation scale of the third strip similar to the segmentation scale of the second visual 17, 17 '.
    [0010] The first visual 14,14 'indicates a maneuver to avoid an obstacle vertically upwards. The second visual 17,17 'indicates, through the segments 16,16', the azimuth navigation field where the obstacle is with respect to the aircraft. The third visual 22 indicates, via the segments 23, the speed vector of the aircraft defined by the position of the first indicator 20 along the third strip and the position of the aircraft defined by the position of the second indicator 20 'along the third banner. In the event of a breakdown or lack of power of the aircraft for example, a decision aid is provided to the pilot while maintaining his perception of the danger. Note that the strips extend of the same size along their longitudinal dimension oriented along the horizontal dimension L of the screen 12. The size of the first strip is preferably less than the size of the second strip according to the height dimension H of the screen 12. Preferably for a given group of visuals 24, 24 'comprising a first visual 14, 14' and a second visual 17, 17 ', the first band and the second band are placed in an adjacent superimposition, the first headband being placed above the second headband. The band of the third visual 22 is placed at the base of the set of bands constituting one or more groups of visuals 24,24 ', each said group of visuals 24,24' comprising a first visual 14,14 'and a second visual 17.17. Such arrangements make it possible to indicate the priority of a collision hazard by assigning each of the groups of visuals respective colors according to a predefined color variation scale, such as a color scale gradually varying from a color to a color. a warmer color depending on the collision hazard priority.
    [0011] More particularly, a third display parameter 9 uses the value of an emergency data item extracted from the collision avoidance alarms A2, A3 selected to cause the individual activation of one or more said groups of visuals 24, 24 'according to more or less hot colors respectively assigned to different groups of visual 24,24 '. The value of such emergency data varies in particular according to the time span of the pilot's intervention on the guidance of the aircraft before collision with the obstacle or obstacles indicated by the synthesis alarm 3. In the alternative, it it is expedient to generate, via the man-machine interface 2, a fourth display parameter 10 and a fifth display parameter 11 respectively activating a fourth visual 26 and a fifth visual 27, to indicate to the pilot relative distances between the aircraft and the obstacle to avoid. However, it must be taken into account that an accumulation of distance indications must not be a source of confusion for the pilot. The fourth display parameter 10 uses a margin of maneuver data 28 between the position of the obstacle identified by a data item extracted from the data of the selected collision avoidance alarms A2, A3. The margin of maneuver is relative to a vertical separation distance between the obstacle to be avoided and the aircraft. The fourth display parameter 10 causes a variable activation of the fourth display 26 according to the value of the operating margin data 28. For this purpose, the fourth display 26 is arranged in a column provided with a distance scale 29 indicating the altitude of the obstacle. The column is of course oriented according to the height dimension of the screen, preferably being placed at a first longitudinal edge of all the strips of one or, if appropriate, of several groups of visuals 24, 24 '. The value of the margin data 28 causes a progressive activation of the surface of the screen 12 covered by the column. The distance scale 29 allows the pilot to correct the attitude of the aircraft in a timely manner. The fifth display parameter 11 uses a distance distance data item 30 between the aircraft and the obstacle to cause the activation of the fifth visual 27 incorporating a numerical value 31 corresponding to the value of said remote data item 30. Said numerical value 31 is inscribed in the perimeter of a frame of the fifth visual 27 placed at a second longitudinal edge 15 of all the strips of one or, if appropriate, of several groups of visuals 24, 24 '. Said second longitudinal edge of the set of strips is the edge opposite to the first longitudinal edge of the set of strips. Despite the numerous information displayed, the clean arrangement and the relative positions between the different visuals avoid the generation of a feeling of confusion in the pilot under stress due to a potential collision between the aircraft and at least one aircraft. obstacle. Indeed such a feeling of confusion could arise from the communication of three distinct information related to the position 25 of the obstacle relative to the aircraft, respectively by the second visual 17,17 'cooperating with the third visual 20,22, by the fourth visual 26 and the fifth visual 27. In addition, the simultaneous communication of the field, the altitude and the distance to the obstacle according to the modalities proposed by the present invention, allows the pilot to detect an alarm possibly erroneous or late. Indeed, the communication of the same synthesis alarm 3 evolving over time and the simultaneous communication of several synthesis alarms 3 being potentially performed by a respective exploitation of the different groups of visual 24,24 ', the pilot can quickly appreciate the relevance of the summary alarm (s) 3 communicated according to the coherence of the evolution of the information displayed relating to the position of the obstacle or obstacles relative to the aircraft.
    权利要求:
    Claims (11)
    [0001]
    REVENDICATIONS1. A method of implementing an aircraft anti-collision apparatus comprising a plurality of independent anti-collision systems (TCAS, HTAWS, OWS, FMS, N) with distinct operating modes from each other, as well as a human-machine interface (2 generating and communicating to the pilot of the aircraft, at least by display, a synthesis alarm (3) derived from at least one selection operation (4) of at least one of the collision avoidance alarms (A1, A2, A3, A4, An) generated by at least one anti-collision system (TCAS, HTAWS, OWS, FMS, N) according to a predefined selection criterion (5) applied by the human-machine interface (2), characterized in that an obstacle avoidance data (5 ') by the aircraft being integrated with the data defining the collision avoidance alarms (A1, A2, A3, A4, An), said selection operation (4) is operated by application of a selection criterion (5) relating to a vertical obstacle avoidance maneuver upwards, only collision avoidance alarms (A2, A3) integrating obstacle avoidance data (5 ') vertically upwards are taken into consideration by the man-machine interface (2) to generate the alarm (3), any other anti-collision alarm (A1, A2, A3, A4, An) generated by at least one of the anti-collision systems (TCAS, HTAWS, OWS, FMS, N) being excluded from the alarm of synthesis (3).
    [0002]
    2. Method according to claim 1, characterized in that the integration of the obstacle avoidance data (5 ') by the aircraft to the data defining the anti-collision alarms (A1, A2, A3, A4, An) is indifferently performed by anti-collision systems (TCAS, HTAWS, OWS, FMS, N) and / or by the man-machine interface (2) identifying the obstacle avoidance data (5 ') according to the specific typology of the anti-collision systems ( TCAS, HTAWS, OWS, FMS, N).
    [0003]
    3. Method according to any one of claims 1 and 2, characterized in that -) in that the man-machine interface (2) is generating at least: -) a first display parameter (7) causing a activation in all or nothing of at least a first visual (14,14 ') of the screen (12), the generation of at least one synthesis alarm (3) causing an activation of the first visual (14,14') ), -) of a second display parameter (8) exploiting a bearing datum (15) relative to the position in position of the obstacle to be avoided with respect to the aircraft, the second display parameter ( 8) causing variable activation of at least a second visual (17,17 ') of the screen (12) according to the value of the deposit data (15), and -) in that the screen (12) ) comprises a third display (22) incorporating a first indicator (20) activated by the man-machine interface (2) according to a datum of the speed vector (19) of the aircraft and a second indicator (20 ') activated. by the human-machine interface (2) according to an orientation data (21) of the aircraft.
    [0004]
    4. Method according to claim 3, characterized in that the first visual (14,14 '), the second visual (17,17') and the third visual (22) each comprise a strip, said strips being oriented longitudinally accordingl horizontal orientation of the screen (12) being arranged parallel in superposition two by two.
    [0005]
    5. Method according to any one of claims 3 and 4, characterized in that: -) the human-machine interface (2) generates a third display parameter (9) exploiting emergency data ( 25) relative to a pilot intervention time on the guidance of the aircraft, and -) in that the screen (12) comprises at least two groups of visuals (24, 24 ') each comprising a said first visual (14,14 ') and a second visual (17,17'), the third display parameter (9) causing according to the value of the emergency data (25) the selective activation of said groups of visuals (14, 14 ') according to their respective colors according to the application of a color scale varying according to the value of the emergency data (25).
    [0006]
    6. Method according to any one of claims 3 to 5, characterized in that: - the first visual (14, 14 ') is formed in all and for all of a first strip, -) in that the second visual (17, 17 ') is formed of a second strip longitudinally segmented according to a predefined segmentation scale, the value of the deposit data (15) causing the selective activation of the segments (16, 16') constituting the second band, and -) in that the third visual (22) is formed of a third strip longitudinally segmented according to the segmentation scale of the second strip, the position of the first indicator (20) varying along the third strip according to the value the velocity vector data (19) and the position of the second indicator varying along the third strip according to the value of the orientation data of the aircraft (21).
    [0007]
    7. Method according to any one of claims 1 to 6, characterized in that the human-machine interface (2) is generating at least a fourth display parameter (10) exploiting a margin of maneuver data ( 28) relating to a vertical separation distance between the obstacle to be avoided and the aircraft, the fourth display parameter (10) causing the variable activation of at least a fourth visual (26) of the screen (12). ) according to the value of said margin of maneuver data (28).
    [0008]
    8. Method according to claim 7, characterized in that the fourth visual (26) is arranged in a column provided with a distance scale (29) indicating the altitude of the obstacle to be avoided, detected by one at least anti-collision systems (TCAS, HTAWS, OWS, FMS, N), the column being oriented along the height dimension of the screen (12) and being placed at a first longitudinal edge of all the strips, the value of the margin of maneuver data (28) causing a progressive activation of the surface of the screen (12) covered by the column.
    [0009]
    9. Method according to any one of claims 1 to 8, characterized in that the man-machine interface (2) is generating 25 at least one fifth display parameter (11) exploiting a distance data of distance (30) between the aircraft and an obstacle to be avoided, detected by at least one of the anti-collision systems (TCAS, HTAWS, OWS, FMS, N), the fifth display parameter (11) causing the activation of a fifth visual (27) of the screen (12) incorporating a numerical value (31) corresponding to the value of said distance data (30).
    [0010]
    10. Method according to claim 9, characterized in that the fifth visual (27) is arranged in a frame placed at a second longitudinal edge of the set of strips, said numerical value (31) being inscribed in the perimeter of the frame .
    [0011]
    11. Method according to claims 5, 7 and 9, characterized in that the respective colors of at least one of the fourth visual (26) and the fifth visual (27) vary in correspondence with the color of the group of visuals ( 24,24 ') activated by the man-machine interface (2).
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    同族专利:
    公开号 | 公开日
    US20150170527A1|2015-06-18|
    FR3015100B1|2015-12-25|
    US9773423B2|2017-09-26|
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    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2016-01-29| CD| Change of name or company name|Owner name: AIRBUS HELICOPTERS, FR Effective date: 20151229 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 7 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 8 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1302943A|FR3015100B1|2013-12-16|2013-12-16|METHOD FOR DETECTING AND DISPLAYING A COLLISION RISK FOR AN AIRCRAFT, GENERATING A SYNTHESIS ALARM RELATING TO A VERTICALLY UPWARD OBSTACLE AVIATION|FR1302943A| FR3015100B1|2013-12-16|2013-12-16|METHOD FOR DETECTING AND DISPLAYING A COLLISION RISK FOR AN AIRCRAFT, GENERATING A SYNTHESIS ALARM RELATING TO A VERTICALLY UPWARD OBSTACLE AVIATION|
    US14/564,412| US9773423B2|2013-12-16|2014-12-09|Method of detecting and displaying a collision hazard for an aircraft, by generating a consolidated warning relating to avoiding an obstacle by a vertically upward maneuver|
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