• 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 device (1) comprises a guide unit (4) and a calculation unit (3), the computing unit (3) comprising elements (10, 11, 14) for saturating, if necessary, a usual slope optimized for landing, following a comparison with a slope calculated on the basis of a performance criterion relating to a deceleration capacity of the aircraft.
    公开号:FR3016706A1
    申请号:FR1450587
    申请日:2014-01-23
    公开日:2015-07-24
    发明作者:Alexandre Buisson；Benjamin Tessier
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method of optimizing the landing of an aircraft on a runway, and a corresponding optimization device. The present invention applies to a method of calculating an optimum final slope for the landing of an aircraft, of the "A-IGS" ("Adaptive Increased Glide Slope" type). final approach adapted and augmented). Documents US-2012/0232725 and FR-2 972 541 disclose a method and a device for optimizing the landing of an aircraft on a runway, said landing comprising an approach phase, defined by an axis of approach to follow which is associated with a predefined ground slope, and a rounding phase. This usual method is such that: in a preliminary step: from the performance and characteristics specific to said aircraft, a target vertical speed with respect to the ground to be applied to said aircraft at the initiation of the phase d is defined; 'round ; and determining, as a function of said target vertical speed and at least one external parameter, an optimized ground slope, associated with the approach axis, which is greater than or equal to the predefined ground slope, and as soon as the aircraft intercepts the approach axis, said aircraft is guided so that it follows the determined optimized ground slope associated with said approach axis and reaches the target vertical speed beforehand. defined at the initiation of the rounding phase.
    [0002] Thus, by this known method, the ground slope of the approach axis is optimized (with respect to the ground slope published in the standard procedure) from a predefined target vertical speed using its own characteristics. to the aircraft. By fixing the vertical ground speed of the aircraft at the initiation of the rounding (at approximately 50 feet) to a previously defined nominal target value, this usual method makes it possible to secure the final approach phase by proposing a more constant rounding , repetitive and easy, while increasing the slope taking advantage of the conditions of the approach considered to improve the environmental aspects, without imposing any operational constraints. Approach energy management is highly dependent on factors specific to or external to the aircraft affecting the deceleration capabilities of the aircraft. In particular, the mass of the aircraft as well as the weather conditions are factors which influence the deceleration capacity. Special attention by crews is required for the monitoring of flight parameters and if necessary the application of corrective actions such as the anticipation of the exit of the high-lift flaps, the train and / or the use air brakes. However, deceleration management can be made more difficult when slopes are raised, for example for obstacle avoidance considerations. Similarly, the slope increase proposed by the calculation of the optimized slope, type A-IGS, which is based solely on the final approach speed and the target vertical speed, can, in some cases, lead to the flight of steep approaches that would increase the risk of unstable approaches. The present invention aims to overcome this disadvantage. It relates to a method for optimizing the landing of an aircraft on a runway, making it possible to ascertain moreover that a proposed slope is actually flyable by the aircraft. To this end, according to the invention, said method for optimizing the landing of an aircraft on a runway, said landing comprising an approach phase defined by an approach axis to be followed and a rounding phase, said method consisting of: N in a first step: - to define, from performance and characteristics specific to said aircraft, a vertical target speed relative to the ground to be applied to said aircraft at the initiation of the rounding phase; and - determining, according to said target vertical speed, an optimized slope associated with the approach axis; and B / in a second step, as soon as the aircraft intercepts the approach axis, to guide said aircraft to follow a determined slope in the first step, associated with said approach axis, and it reaches the target vertical velocity previously defined at the initiation of the rounding phase, is remarkable in that it comprises, in addition in the first step, sub-steps consisting of: a) determining a dependent limit slope a performance criterion relating to a deceleration capacity of the aircraft, said limit slope being fl owable by the aircraft; b) comparing the optimized slope to said limiting slope; and c) selecting the weakest slope between the optimized slope and the limiting slope, the aircraft being guided in step B / to follow the slope so selected said final slope. Thus, thanks to the invention, it is planned to saturate, if necessary, the optimized customary slope, preferably of the A-IGS type, following a comparison with a maximum slope (called the limiting slope) which is calculated on the basis of a performance criterion relating to a deceleration capacity of the aircraft. Indeed, if the optimized slope is greater than the limit slope (and only in this case), the aircraft is guided according to the latter which is (by definition) volable, that is to say which is defined so as to to be able to be tracked by the aircraft in particular according to its capabilities, and in particular its deceleration capabilities. This ensures that the aircraft is able to fly according to the slope provided, with its deceleration capabilities. In the context of the present invention, slopes are considered with the following convention: a steeper (or higher) slope means a more negative slope, or even steeper; - Conversely, a lower slope is a less negative slope, or even less steep; and when the type is not specified, the term slope represents a geometric slope. In a preferred embodiment, substep a) consists in: determining a first auxiliary slope from a first performance criterion; determining a second auxiliary slope from a second performance criterion; and - determining, as the limit slope, the lowest slope between said first and second auxiliary slopes.
    [0003] In this preferred embodiment, the first auxiliary slope is calculated, based on a performance model, so as to guarantee zero acceleration with the landing gear retracted from the aircraft and in an aerodynamic configuration intermediate to its configuration. landing, when intercepting the approach axis.
    [0004] In addition, advantageously, the calculation of the second auxiliary slope comprises the following operations, consisting of: calculating a slope for zero acceleration; calculating a slope difference satisfying a deceleration objective; and - subtracting the slope difference from the calculated slope for zero acceleration so as to obtain said second auxiliary slope. Further advantageously: - the substep a) comprises an additional operation of only determining a second auxiliary slope in case of a stabilized approach; and the substep a) comprises an additional operation of using for the calculation of the first auxiliary slope relative to the first performance criterion a speed value imposed by an air controller during the interception of the axis. approach. Moreover, the optimization method may have the following characteristics, taken individually or in combination: the substep a) consists in performing an equilibrium calculation based on equations of the flight mechanics of the aircraft considering a slowed engine speed of the aircraft and a target speed, so as to calculate, as a limit slope, using a performance model of the aircraft as well as external conditions identified during the flight, the slope to hold the target speed. Preferably, the external conditions comprise at least one of the following parameters: temperature, wind, altitude; the final slope is in a range of values comprising at least one lower extreme value, and possibly a higher extreme value; the sub-step a) comprises an additional operation of multiplying by a coefficient a measured wind value, before using it for a calculation of slope, said wind value being multiplied by a first coefficient lower than 1 if the wind considered is a head wind with respect to the aircraft and a second coefficient greater than 1 if the wind in question is a tailwind with respect to the aircraft; the sub-step a) comprises an additional operation of using as wind, for a calculation of slope: if the only available wind is a wind measured for a given altitude, this only available wind; and - if a definite wind on the final approach slope is available, the latter wind is available; and - the substep a) comprises an additional operation of using as the capture altitude of the approach axis for a slope calculation, an altitude defined by an air traffic controller. The present invention also relates to a device for optimizing the landing of an aircraft on a runway, said landing comprising an approach phase, defined by an approach axis to follow which is associated with a predefined slope, and a phase of round.
    [0005] According to the invention, said device of the type comprising: - a calculation unit configured to determine, according to a target vertical speed previously defined from the performance and characteristics specific to said aircraft, at least one optimized slope associated with the approach axis to follow; and a guiding unit configured to guide the aircraft as soon as the latter intercepts the approach axis, so that it follows a slope associated with said approach axis and determined by the calculation unit, and that it reaches the target vertical velocity previously defined at the initiation of the rounding phase, is remarkable in that said calculation unit comprises: a calculation element configured to determine a limit slope depending on a performance criterion relating to a deceleration capacity of the aircraft, said limit slope being traceable by the aircraft; a comparison element configured to compare the optimized slope with said limit slope; and a selection element configured to select the weakest slope between the optimized slope and the limiting slope, the aircraft being guided by the guiding unit so that it follows the slope thus selected. In addition, advantageously, the computing element comprises: a first element configured to determine a first auxiliary slope from a first performance criterion; a second element configured to determine a second auxiliary slope from a second performance criterion; and a third element configured to determine, as the limit slope, the lowest slope between said first and second auxiliary slopes.
    [0006] Furthermore, the present invention also relates to an aircraft, in particular a transport aircraft, which comprises a device such as that specified above. The figures of the appended drawing will make it clear how the invention can be realized. In these figures, identical references denote like elements.
    [0007] Figure 1 is a block diagram of an optimization device illustrating the invention. FIG. 2 represents a diagram illustrating a landing of an aircraft equipped with a device for optimizing the landing.
    [0008] The device 1 illustrating the invention and shown in a particular embodiment in FIG. 1, aims to optimize the landing of an aircraft AC on a runway (landing) 2 of an airport, by calculating and monitoring an adapted and augmented final approach gradient. In the usual way, the landing on the runway (landing) 2 comprises an approach phase, defined by an approach axis A to be followed by the aircraft A, and a rounding phase R, as Figure 2. There are two types of approach to landing, namely stabilized approaches and decelerated approaches. More specifically: A) the stabilized approaches require that the AC aircraft be stabilized in its final landing configuration at the point of intercept of the final approach slope, ie with the landing gear extended, the high lift systems ( beaks and flaps) in the landing configuration and at a final approach speed. These parameters are kept constant until the threshold of track 2; and (B) decelerated approaches require that the AC aircraft be stabilized in its final landing configuration by a specified height above a runway reference point 2, generally between 1000 feet and 500 feet. according to the meteorological conditions imposing instrument flight or allowing visual flight. On a typical decelerated approach, the AC aircraft begins to decelerate before the intercept point of the final approach gradient (usually at an altitude of 3000 to 5000 feet above runway 2) and intercepts the final approach slope in an intermediate aerodynamic configuration. The deceleration towards the final approach speed, the final extension of the high lift systems and the landing gear are therefore carried out on the final approach slope. These parameters are then kept constant from the minimum height of 1000 feet or 500 feet to the threshold of runway 2. The choice to achieve a stabilized approach or a decelerated approach generally depends on local constraints (types of published approaches), the constraints of air traffic control (speed imposed), the capabilities of the AC aircraft and a policy of the airline. In the situation shown diagrammatically in FIG. 2, the aircraft AC, in particular a transport aircraft, is in the approach phase in order to land on the runway 2 situated at an altitude Zp. After a flight on an approach landing at altitude Za or after an intermediate approach in continuous descent, the aircraft AC intercepts a final approach axis A, having an optimized slope yp'f determined in the manner described below. , at a point Pa (which corresponds to the intersection of the Za bearing, or the segment of the continuous descent approach, and the approach axis A) and down along said axis A towards the runway 2 to decelerate to a stabilized approach speed at a stabilization altitude Zs at about 1000 feet (point Ps) and then to reach a target vertical speed Vz0 with respect to the ground constant at a point Po. This last point marks the beginning of the rounding R following the approach phase.
    [0009] To do this, the device 1 comprises: - a calculation unit 3 configured to determine, as a function of at least one external parameter and the target vertical speed Vzo previously defined from the performance and characteristics specific to said AC aircraft, to less an optimized slope yo associated with the approach axis A to follow; and a guiding unit 4 configured to guide the aircraft AC as soon as it is intercepted (point Pa) by the latter from the approach axis A, so that it follows a slope associated with said approach axis A and determined by the calculation unit 3, as specified below, and that it reaches the target vertical velocity previously defined Vzo at the initiation of the rounding phase.
    [0010] In a particular embodiment, the external parameter (s) used by the calculation unit (3) to determine the optimized slope (yo) belong to the following group: the conventional speed (CAS) of the aircraft AC relative to the air; - the outside temperature at a standard height; - the horizontal speed of the wind; the possible inclination of the track 2 with respect to the horizontal; and - the pressure altitude of the track 2. Usually, the calculation unit 3 comprises, as represented in FIG. 1: a computing element 5 for calculating the density of the air at a standard height ho ( point Po). It receives for this purpose the outside temperature and the pressure altitude of the track 2. The calculation element 5 is able to deliver, at the output, the density of the air at the height ho; a computing element 6 for calculating the true speed TAS of the aircraft AC. To do this, it receives the density of the air determined by the calculation element 5 (via a link 7) and the corrected speed CAS. The calculation element 6 is capable of delivering, at the output, the true speed TAS; and a calculation element 8 for calculating the optimized slope yo. It receives the true speed TAS determined by the calculation element 6 (via a link 9), the vertical target speed Vzo, the horizontal speed of the wind, as well as the inclination of the track 2. It is able to deliver, in output, optimized slope yo. Moreover, according to the invention, said calculation unit 3 furthermore comprises, as represented in FIG. 1: a calculation element 10 configured to determine, as specified below, a limit slope yi depending on a criterion of performance relating to a deceleration capacity of the aircraft AC, the limiting slope yi being flyable by the aircraft AC; a comparison element 11 connected via links 12 and 13, respectively, to the calculation elements 8 and 10 and configured to compare the optimized slope yo (received from the calculation element 8) with said limiting slope yi ( received from computing element 10); and a selection element 14 connected via a link 15 to said comparison element 11 and configured to select the weakest slope between the optimized slope y 0 and the limiting slope y 1, the aircraft AC being guided by the guiding unit 4 so that it follows the slope thus selected (indicated yp'f). To do this, the guiding unit 4 comprises the following usual means (not shown in the figures): an auxiliary calculating means which is intended to determine control instructions in the usual way, on the basis of information received from the computing unit 3 (and in particular of the selection element 14) via the link 16, in particular the slope selected by the selection element 14; at least one flight control means, for example an automatic piloting device and / or a flight director, which determines from the piloting instructions received from said auxiliary calculation means flight commands from the aircraft AC; and means for actuating controlled members, such as, for example, control surfaces (direction, depth, etc.) of the aircraft AC, to which the steering commands thus determined are applied. In the context of the present invention, slopes (of descent) are considered with the following convention: - a steeper (or higher) slope means a more negative slope, or even steeper; - Conversely, a lower slope is a less negative slope, or even less steep; and when the type is not specified, the term slope represents a geometric slope. Thus, thanks to the invention, it is planned to saturate, if necessary, the usual optimized slope yo, preferably of type A-IGS, following a comparison with a limit slope yi (maximum) calculated on the basis of a criterion performance relating to a deceleration capacity of the aircraft. Indeed, if the optimized slope yo is greater than the limit slope yi (and only in this case), the aircraft AC is guided according to the latter. By definition, this limiting slope yi is volable, that is to say that it is defined so that it can be followed by the aircraft AC depending in particular on its capabilities, and in particular its deceleration capabilities depending on the mass of the AC aircraft as well as weather conditions. This ensures that the aircraft AC is able to fly according to the slope provided by the calculation unit 3 with its deceleration capabilities. The calculation unit 3 may be an integral part of a flight management system, of the FMS ("Flight Management System") type, of the AC aircraft or of another embedded system in connection with the flight system. flight management. Alternatively, it may be external to the aircraft AC and be in the form of a laptop or even be integrated into a ground station capable of communicating to the aircraft AC slope. The calculation unit 3 performs an equilibrium calculation based on equations of the flight mechanics of the aircraft AC by considering an engine idle speed of the aircraft AC and a target conventional speed, so as to calculate, as a limiting slope, using a standard performance model of the AC aircraft as well as external conditions identified during the flight, the slope making it possible to maintain the target conventional speed. Preferably, the outside conditions comprise at least one of the following conditions: temperature, wind, altitude.
    [0011] In a preferred embodiment, the calculation element 10 of the calculation unit 3 comprises, as represented in FIG. 1: a calculation means 18 configured to determine a first auxiliary slope yci from a first criterion Cl performance; calculation means 19 configured to determine a second auxiliary slope yc, 2 from a second performance criterion C2; and a comparison means 20 which is connected via links 21 and 22, respectively, to the calculation means 18 and 19 and which is configured to determine, as the limiting slope y1, the weakest slope between said first first auxiliary slope yci and said second auxiliary slope yc2.
    [0012] The weakest slope between yci and yc, 2 is then compared by the comparison element 11 to the optimized slope yo. Saturation is applied if the maximum slope limited in deceleration is lower than the optimized slope yo. A slope Yperf is thus obtained which is such that: Yperf = min (y0, min (Yci Yc2)) The saturation of the optimized slope yo produced according to the invention makes it possible to contain the acceleration. Each of the two performance criteria C1 and C2 is representative of the state of the aircraft AC and the external conditions as a function of the position of the aircraft AC on the final approach slope (approach axis A). According to the criterion C1 or C2 considered, a correction is applied to take into account a deceleration objective. In the aforementioned preferred embodiment, the calculating means 18 is configured to calculate the first auxiliary slope yci, from a performance model, so as to guarantee zero acceleration with the landing gear retracted from the aircraft. AC and in an intermediate aerodynamic configuration, during the interception of the approach axis A. Concerning criterion C1, for operational reasons, the final approach gradient must at no time lead to an acceleration of the AC aircraft requiring corrective actions of the crew. At the beginning of the final approach slope, the altitude being still relatively large (between 3000 feet and 5000 feet), zero acceleration is sufficient. This is the result of the sequencing of the outputs of high lift systems and the landing gear made at the discretion of the pilots (generally the pilots follow the rules of type SOP ("Standard Operating Practices") put in place by the manufacturers) which triggers the final deceleration phase to stabilize the AC aircraft in its final approach configuration at the final approach speed. The auxiliary slope yci obtained for the criterion C1, is thus calculated so as to guarantee zero acceleration with the landing gear retracted and in intermediate configuration during the interception of the final approach slope. In addition, the calculation means 19 is configured to calculate the second auxiliary slope yc, 2 by implementing the following successive operations: calculating a slope for zero acceleration; calculate a slope difference satisfying a deceleration objective; and - subtract the slope difference from the slope for zero acceleration so as to obtain said second auxiliary slope yc2. Concerning the criterion C2, as the aircraft AC progresses on the final approach gradient (axis A), a deceleration objective is necessary to enable it to reach the final approach speed. As an illustration, this goal can be set at -0.4 knots per second. This deceleration value generally corresponds to the minimum value for a pilot to perceive a deceleration on a standard speedometer of the AC aircraft. The slope obtained with the equilibrium calculation for criterion C2 is therefore corrected to satisfy the deceleration objective. The deceleration objective, for example -0.4 knots per second, is translated into a slope difference that is subtracted from the slope obtained at zero acceleration to finally obtain the auxiliary slope yc2.
    [0013] On the other hand, the final slope (used by the guide unit 4) must be in a range of permissible slopes. Indeed, the final slope can not be lower than the slope published in the approach procedure of the airport in question. According to the certification or not of an AC aircraft to be able to perform steep approaches, the final slope is also limited to a maximum value, generally -4.49 ° if the AC aircraft is not certified. . Also, in a preferred embodiment, the slope transmitted by the calculation unit 3 and followed by the guiding unit 4 corresponds to: - the maximum slope between the slope yp'f and the published slope, for an aircraft AC certified for steep approaches; and at the minimum slope between the preceding maximum slope and the aforementioned maximum value, preferably -4.49 °, for a non-certified AC steep approach aircraft ("steep approach"). Moreover, several variants are envisaged to optimize the implementation of the invention and to adapt it as best as possible to the operational context.
    [0014] In a particular embodiment, the computing unit 3 (and in particular the computing element 10) implements an additional operation of multiplying by a coefficient a measured wind value, before using it for a given time. slope calculation. The wind value is multiplied by a first coefficient less than 1 (for example 0.5) if the wind in question is a head wind with respect to the aircraft AC and by a second coefficient greater than 1 (for example 1.5 ) if the wind in question is a tailwind relative to the AC aircraft. In addition, in a particular embodiment: the calculation unit 3 uses, as a wind, for a calculation of slope, whether the only available wind is a wind measured for a given altitude, this only available wind. Generally, only wind measured at a height of about 10 meters is communicated to aircraft by air traffic control; and if the device 1 comprises means for determining the wind at altitude on the final approach slope, this information will replace the values considered for the two performance criteria C1 and C2 of the deceleration capacity. Moreover, in the usual way, the altitude used is generally extracted from a navigation database embedded in the aircraft AC and used by the flight management system. In addition, depending on the operational context, air traffic control can cause aircraft to capture the final approach gradient at different altitudes for a given runway 2. In such a situation, the calculation unit 3 takes into account the altitude defined by the air traffic control, in particular for the calculation relating to the criterion C1. In addition, there are several situations that can lead to a stabilized approach. A low value of the capture altitude of the final approach slope (operational case imposed by air traffic control), as well as published approaches with steep slopes (from -3.5 ° and up to -4.49 ° for conventional approaches) are two examples. In this case, it is expected that calculation element 10 does not consider criterion C1 and retains only criterion C2. Moreover, at airports with high traffic densities, it is usual for air traffic control to maintain speeds up to a given distance (around 4 to 6 NM) from the threshold of runway 2 in order to optimize the traffic capacity of the approaches and their sequencing with departures. Also, the calculation means 18 can take into account this speed value for the criterion C1. The optimization device 1, as described above, also has the advantage of being able to be implemented: easily within any AC aircraft; - without structural modification of the AC aircraft; - without modification of the aerodynamic configuration of the aircraft; - without modification of operational procedures; - without modification of airport infrastructures on the ground; and - without additional certification specific to this concept.
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. A method for optimizing the landing of an aircraft (AC) on a runway (2), said landing comprising an approach phase defined by an approach axis (A) to follow and a rounding phase (R), said method comprising: A / in a first step: - to define, from performances and characteristics specific to said aircraft (AC), a vertical target speed relative to the ground to be applied to said aircraft (AC) at initiation the rounding phase (R); and - determining, according to said target vertical speed, an optimized slope associated with the approach axis (A); and B / in a second step, from the interception by the aircraft (AC) of the approach axis (A), to guide said aircraft (AC) so that it follows a determined slope in the first step, associated with said approach axis (A), and that it reaches the target vertical velocity previously defined at the initiation of the rounding phase (R), characterized in that it comprises, moreover, in the first step, sub-steps consisting of: a) determining a limit slope dependent on a performance criterion relating to an aircraft deceleration capacity (AC), said limit slope being adjustable by the aircraft (AC) ; b) comparing the optimized slope to said limiting slope; and c) selecting the weakest slope between the optimized slope and the limiting slope, the aircraft (AC) being guided in step B / so that it follows the slope (yp'f) so selected said final slope .
    [0002]
    2. Method according to claim 1, characterized in that the substep a) consists in performing an equilibrium calculation based on equations of the flight mechanics of the aircraft (AC) while considering a slow engine speed of the aircraft. (AC) and a target speed, so to be computed, as a limit slope, using an aircraft performance model (AC) as well as external conditions identified during the flight, the slope allowing to hold the target speed.
    [0003]
    3. Method according to claim 2, characterized in that the external conditions comprise at least one of the following parameters: temperature, wind, altitude.
    [0004]
    4. Method according to one of claims 1 to 3, characterized in that the sub step a) comprises: - determining a first auxiliary slope from a first performance criterion; determining a second auxiliary slope from a second performance criterion; and - determining, as the limit slope, the lowest slope between said first and second auxiliary slopes.
    [0005]
    5. Method according to claim 4, characterized in that the first auxiliary slope is calculated, from a performance model, so as to ensure zero acceleration with the landing gear retracted from the aircraft (AC) and in an intermediate aerodynamic configuration, during the interception of the approach axis (A).
    [0006]
    6. Method according to one of claims 4 and 5, characterized in that the calculation of the second auxiliary slope comprises the following operations, consisting of: - calculating a slope for zero acceleration; calculating a slope difference satisfying a deceleration objective; and - subtracting the slope difference from the calculated slope for zero acceleration so as to obtain said second auxiliary slope.
    [0007]
    7. Method according to any one of claims 4 to 6, characterized in that the substep a) comprises an additional operation of only determining a second auxiliary slope in case of stabilized approach.
    [0008]
    8. Method according to any one of claims 4 to 7, characterized in that the substep a) comprises an additional operation of using for the calculation of the first auxiliary slope relative to the first performance criterion, a speed value imposed by an air traffic controller during the interception of the approach axis.
    [0009]
    9. Method according to any one of the preceding claims, characterized in that the final slope is within a range of values comprising at least one lower extreme value.
    [0010]
    10. A method according to any one of the preceding claims, characterized in that at least the sub-step a) comprises an additional operation of multiplying by a coefficient a measured wind value, before using it. for a slope calculation, said wind value being multiplied by a first coefficient of less than 1 if the wind in question is a head wind with respect to the aircraft (AC) and a second coefficient greater than 1 if the wind in question is a tailwind relative to the aircraft (AC).
    [0011]
    11. A method according to any one of the preceding claims, characterized in that the substep a) comprises an additional operation of using as wind, for a calculation of slope: - if the only wind available is a wind measured for a given altitude, this only wind available; and - if a definite wind on the final approach slope is available, the latter wind is available.
    [0012]
    The method according to any of the preceding claims, characterized in that the substep a) comprises an additional operation of using as the capture altitude of the approach axis (A) for a slope calculation, a altitude defined by an air traffic controller.
    [0013]
    13. Device for optimizing the landing of an aircraft (AC) on a runway (2), said landing comprising an approach phase defined by an approach axis (A) to follow and a rounding phase (R ), said device (1) comprising: - a calculation unit (3) configured to determine, according to a target vertical speed previously defined from the performance and characteristics specific to said aircraft (AC), at least one optimized slope associated with the approach axis (A) to follow; and a guiding unit (4) configured to guide the aircraft (AC) as soon as the latter intercepts the approach axis (A) so that it follows a slope associated with said approach axis ( A) and determined by the calculation unit (3), and that it reaches the target vertical velocity previously defined at the initiation of the rounding phase (R), characterized in that said calculation unit (3) comprises: - a calculation element (10) configured to determine a limit slope dependent on a performance criterion relating to an aircraft deceleration capacity (AC), said limit slope being fl owable by the aircraft (AC ); a comparison element (11) configured to compare the optimized slope with said limit slope; and a selection element (14) configured to select the weakest slope between the optimized slope and the limiting slope, the aircraft (AC) being guided by the guiding unit (4) to follow the slope (yp'f) thus selected.
    [0014]
    14. Device according to claim 13, characterized in that the computing element (10) comprises: a first element (18) configured to determine a first auxiliary slope from a first performance criterion; a second element (19) configured to determine a second auxiliary slope from a second performance criterion; and - a third element (20) configured to determine, as the limiting slope, the lowest slope between said first and second auxiliary slopes.
    [0015]
    15. Aircraft, characterized in that it comprises a device (1) as specified in one of claims 13 and 14.
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    同族专利:
    公开号 | 公开日
    CN104808672A|2015-07-29|
    US9547312B2|2017-01-17|
    FR3016706B1|2016-02-26|
    US20150205302A1|2015-07-23|
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    ITRM20110651A1|2010-12-20|2012-06-21|Selex Sistemi Integrati Spa|METHOD OF QUICK PREDICTION OF THE VERTICAL PROFILE OF THE TRAJECTORY FOR THE MANAGEMENT OF AIR TRAFFIC, AND ITS RELATED ATM SYSTEM.|
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    FR3044810A1|2015-12-04|2017-06-09|Airbus Operations Sas|SYSTEM FOR AIDING THE FLIGHT MANAGEMENT OF AN AIRCRAFT DURING A LANDING PHASE.|
    CA3035934A1|2016-09-09|2018-03-15|Bombardier Inc.|Automatic arming of aircraft steep approach function|
    FR3065567B1|2017-04-24|2021-04-16|Airbus Operations Sas|PROCESS FOR TRANSMISSION OF FLIGHT PARAMETERS FROM A LEADING AIRCRAFT TO AN INTRUDER AIRCRAFT|
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    CN108780330A|2017-12-14|2018-11-09|深圳市大疆创新科技有限公司|Aircraft security takeoff method, landing method and aircraft|
    US10922985B2|2018-05-03|2021-02-16|Honeywell International Inc.|Systems and methods for dynamic implementation of increased glide slope angles in approach procedures|
    US10839701B2|2018-06-05|2020-11-17|Honeywell International Inc.|Methods and systems for stabilized approach energy management|
    CN109085849B|2018-08-28|2021-08-03|成都飞机工业（集团）有限责任公司|Autonomous control method for fixed-point landing of carrier-borne unmanned aerial vehicle|
    US10974844B2|2019-01-29|2021-04-13|The Boeing Company|Aircraft auxiliary power unitcontrol system having speed compensation|
    US10988266B2|2019-01-29|2021-04-27|The Boeing Company|Aircraft auxiliary power unitcontrol system having speed compensation|
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    法律状态:
    2015-01-22| PLFP| Fee payment|Year of fee payment: 2 |
    2016-01-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-01-20| PLFP| Fee payment|Year of fee payment: 4 |
    2018-01-19| PLFP| Fee payment|Year of fee payment: 5 |
    2019-01-23| PLFP| Fee payment|Year of fee payment: 6 |
    2020-01-21| PLFP| Fee payment|Year of fee payment: 7 |
    2021-01-21| PLFP| Fee payment|Year of fee payment: 8 |
    2022-01-19| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1450587A|FR3016706B1|2014-01-23|2014-01-23|METHOD AND DEVICE FOR OPTIMIZING LANDING OF AN AIRCRAFT ON A TRACK.|FR1450587A| FR3016706B1|2014-01-23|2014-01-23|METHOD AND DEVICE FOR OPTIMIZING LANDING OF AN AIRCRAFT ON A TRACK.|
    US14/599,649| US9547312B2|2014-01-23|2015-01-19|Method and device for optimizing the landing of an aircraft on a runway|
    CN201510028593.7A| CN104808672A|2014-01-23|2015-01-20|Method and device for optimizing the landing of an aircraft on a runway|
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