• 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:
    - Method and device for automatic estimation of parameters related to a flight of an aircraft. The estimating device (1) comprises an estimation set (11) for determining a corrected estimated incidence, using an estimated incidence which is calculated from aerodynamic parameters and inertial parameters related to the aircraft and a measured incidence that is determined from measurements made on the aircraft by at least one incidence probe (C1, ..., CN). This estimation device (1) thus makes it possible to obtain estimates of the speed of the aircraft, its incidence and the total temperature, from aerodynamic and inertial parameters.
    公开号:FR3018912A1
    申请号:FR1452200
    申请日:2014-03-18
    公开日:2015-09-25
    发明作者:Stephane Walter
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method and a device for automatic estimation of at least one parameter related to a flight of an aircraft, and in particular the incidence of the aircraft. In the context of the present invention, the term "parameters related to an aircraft flight" means flight parameters of the aircraft, such as an air speed, an incidence or a Mach number of the aircraft. , and parameters outside the aircraft and encountered by the aircraft during the flight, such as the total temperature for example. Such parameters related to a flight of an aircraft are generally determined using measurements made on the aircraft from probes, such as probes of total pressure, total temperature or incidence. However, meteorological phenomena, such as frost in particular, can have effects on sensors and probes to lead to an alteration of the measurement made, sometimes making it erroneous (frozen or biased). The present invention is intended to overcome this disadvantage. It is known that an aircraft, in particular a transport aircraft, is generally equipped with an air data computer (ADC) type of airdome which provides, in real time, a conventional speed of the CAS type (for Calibrated Air Speed ". To do this, this air-exchange unit is associated with total pressure probes (Pitot tubes), and it can, for example, be part of an air data system and ADIRS-type inertial data (for "Air Data Inertial Reference System "), which represents a central inertial reference integrating the functions of the anemobarometric central unit. However, air data (including air speeds) that are incorrect or absent can, for example, appear during system failures, erroneous sensor information, or when there is frost or ice crystals.
    [0002] Patent FR-2 979 993 discloses a method and device for providing an alternating air speed, which can be determined even in the event of failure of an anemobarometric central unit and / or associated pressure probes, in particular probes Pitot. To this end, this patent FR-2,979,993 discloses in particular a method for automatically estimating an airspeed of an aircraft, which is particularly precise and capable of being determined even in the presence of erroneous air data. This method provides, for this purpose, to calculate an airspeed called aerodynamic speed, from the current values of parameters (weight, load factor, incidence, ...) related to the aircraft and including aerodynamic parameters, to receive a conventional conventional speed, generated by an anemobarometric unit, of subtracting from this conventional speed an estimated speed so as to obtain a residual speed, of comparing this residual speed with a threshold value, and according to this comparison: - as long as the residual speed is less than or equal to the threshold value, integrating it so as to obtain a corrective value which is added to the aerodynamic speed to finally obtain the estimated air speed; and - as soon as the residual speed is greater than the threshold value (during a confirmation period), illustrating the detection of a problem of validity of the conventional speed, and as long as this remains the case, to add a fixed corrective value at aerodynamic speed to obtain the estimated air speed. This method of automatic estimation of the air speed of the aircraft makes it possible to obtain a good estimate of the air speed, in the event of a temporary failure of the total pressure probes.
    [0003] This method of automatic estimation of the air speed uses in particular a value of the angle of incidence of the aircraft to calculate the air speed. The angle of attack (angle of attack) is the angle between a reference line on the aircraft and the direction of movement of the aircraft relative to the surrounding air mass. This angle is generally provided in real time by incidence probes, formed by wind vanes mounted on the outer surface of the aircraft.
    [0004] However, in certain special cases, ice may form at the incidence probes and disrupt their operation, which then prevents having a reliable indication of the angle of incidence on the aircraft. In addition, if a disruption of the operation of the total pressure tubes occurs simultaneously with such a disturbance of the operation of the incidence probes, the aforementioned method of automatic estimation of the air speed can not proceed correctly. The present invention aims to automatically estimate at least one parameter related to a flight of an aircraft, including at least one incidence of the aircraft, to overcome the aforementioned drawback. It relates to a method for automatically estimating at least one parameter related to a flight of an aircraft, comprising at least a first sequence of successive steps for automatically determining a corrected estimated incidence of an aircraft, in particular a transport aircraft, which is particularly accurate and is likely to be determined even in the event of failure of incidence probes. According to the invention, said first sequence of successive steps consists, automatically and iteratively: a) calculating an estimated incidence from aerodynamic parameters and inertial parameters related to the aircraft; (b) to measure an impact of the aircraft; (c) to verify whether the measured impact is considered consistent or inconsistent; and (d) based on this verification: - as long as the measured impact is considered consistent, determine a correction value and add that correction value to the estimated impact to obtain the estimated corrected impact; and - as soon as the measured impact is considered inconsistent, and as long as this remains the case, to add a fixed corrective value to the estimated impact to obtain the estimated corrected incidence. In the context of the present invention: the aerodynamic parameters are parameters resulting from measurements of the air around the aircraft. These parameters include the measurement of static pressure and dynamic pressure, which are measured by static pressure probes and dynamic pressure probes (Pitot tubes), the measurement of the incidence, provided by probes. incidence, and the measurement of the air temperature. The reliability of some of these aerodynamic parameters may be questionable. Indeed, with the exception of the static pressure probe, all the aerodynamic parameter probes can be affected by the gel; and the inertial parameters are parameters supplied by an inertial unit of the aircraft, and correspond to acceleration values measured by this inertial unit, or to speed or position values calculated by integrating the acceleration values. Calculating the estimated incidence from aerodynamic parameters and inertial parameters, instead of determining it from aerodynamic parameters as in the prior art, makes it possible to perform this calculation in the absence of some of the aerodynamic parameters. Thus, in a particular embodiment, the calculation of the estimated incidence can be made using only inertial parameters and the measurement of the static pressure. In this particular embodiment, the estimated incidence is insensitive to measurement errors related to the freezing of the aerodynamic probes. Thus, thanks to the invention, the aircraft is provided on board with an incidence value (corrected estimated incidence), which can be determined even in the event of failure (in particular of icing) of probes. impact. Moreover, this incidence value has a sufficiently high precision that it can be used by various systems of the aircraft. Advantageously, step a) consists in calculating the estimated incidence a with the aid of the following expression: = (Oy) / cos0 in which: - O is a longitudinal inclination angle of the aircraft, also called aircraft attitude; - is a roll angle of the aircraft; cos is the cosine; and - there is an air slope of the aircraft. In addition, the method advantageously comprises a step of calculating the slope of air y using the following expression: y = VzbilVtas in which: Vzbi is a vertical speed determined from inertial data of the aircraft; and vtas is a true speed, which corresponds to an estimated true speed at least in the absence of a true speed value provided by an air data calculator. Furthermore, advantageously, the method comprises a step of calculating an estimated true speed vtasi using the following expression: Vtas1 = kl * V (y * R * TAT) 1 (1 + k2 * M12) * M1 in which: - there is an air slope of the aircraft; k1, k2 and R are predetermined values; - TAT is a total measured temperature; and - MI is an estimated Mach number.
    [0005] Furthermore, advantageously, the method also comprises a step of calculating a total estimated temperature TATI using the following expression: TATI = (k3 + AISAl-k4 * Zp) * (1+ k5 * M12) in which: k3 to k5 are predetermined values; Zp is an altitude of the aircraft; M1 is an estimated Mach number; and - AISA1 = ((TAT 1 (1+ k6 * s)) * (11 (1+ k7 * M12))) - k8 + k9 * Zp in which: - TAT is a measured total temperature; the expression (TAT 1 (1+ k6 * s)) corresponds to the value TAT filtered by a filter of the first order, of time constant k6; and - k6 to k9 are predetermined values.
    [0006] In addition, the method advantageously comprises a step of calculating an estimated Mach number M1, using the following expressions: when an aircraft altitude Zp is between the ground and a first predetermined value preferably 30,000 feet: = (Vcl 1 k10) * (1+ kl 1 * Zp) 4 - when the altitude Zp of the aircraft is between said first value and a second predetermined value (preferably 36,000 feet) ) which is greater than said first value: M1 = (V1c1k10) * (1 + k1 * Zp + k12 * (Zp - k13)) 4 in which: - Vc / is an estimated air speed; Zp is the altitude of the aircraft between the ground and said second value; and k10 to k13 are predetermined parameters.
    [0007] Moreover, said method may have at least some of the following characteristics, taken individually or in combination: in step c), the measured incidence is considered to be inconsistent, if one of the following conditions is fulfilled: the difference between an estimated incidence and the measured incidence is greater than a predetermined threshold value for a predetermined duration; an air data calculator considers the measured incidence to be incoherent; the method comprises a step of monitoring at least one measured total temperature to detect any icing of a total temperature probe. Furthermore, advantageously, said method further comprises a second series of successive steps for automatically determining an estimated air speed of an aircraft, said second series of successive steps consisting, automatically and iteratively: calculating an airspeed called aerodynamic speed, based on current values of aerodynamic parameters and inertial parameters of the aircraft, including an incidence value; B / to determine a conventional conventional speed, using an anemobarometric central unit; C / subtracting from this conventional speed a speed estimated at the previous iteration so as to obtain a residual speed; D / to compare this residual speed with a threshold value; and E / according to this comparison: as long as this residual speed is less than or equal to said threshold value, to calculate a corrective value applied to said aerodynamic speed to obtain the estimated air speed; and as soon as this residual speed is greater than said threshold value, and as long as this remains the case, to apply a fixed corrective value at said aerodynamic speed to obtain the estimated air speed, the step Al consisting in calculating the aerodynamic speed using as the incidence value, the corrected estimated incidence, determined in step d) of the first sequence of successive steps.
    [0008] The airspeed, called aerodynamic speed, which is calculated from aerodynamic parameters and inertial parameters, can thus be calculated in the absence of some of the aerodynamic parameters. Thus, in a particular embodiment, the calculation of the aerodynamic speed can be performed using only inertial parameters and the measurement of the static pressure. In this particular embodiment, the aerodynamic speed is insensitive to measurement errors related to the freezing of the aerodynamic probes. In a preferred embodiment, the step E / comprises an operation consisting, for applying the corrective value, of multiplying the aerodynamic speed by said corrective value. In addition, advantageously, the step E / comprises an operation consisting of calculating the corrective value Vcorr using the following integration expression: Vcorr = (Vc I Vcaero) I (1 + Ts) in which: Vc is the conventional speed; - Vcaero is the aerodynamic speed; and - t is a time constant.
    [0009] The present invention also relates to a device for automatically estimating at least one parameter related to a flight of an aircraft, of which at least one incidence of the aircraft, said device comprising at least a first estimation set to automatically determine an estimated incidence corrected.
    [0010] For this purpose, according to the invention, said first estimation set comprises: a first calculation unit configured to calculate an estimated incidence from aerodynamic parameters and inertial parameters related to the aircraft; a reception unit configured to receive a measured incidence of the aircraft; - a verification unit configured to check whether the measured impact is considered consistent or inconsistent; and - a second calculation unit configured for, depending on this verification: - as long as the measured incidence is considered consistent, determine a correction value and add this correction value to said estimated incidence to obtain the corrected estimated incidence ; and - as soon as the measured impact is considered inconsistent, and as long as this remains the case, add a fixed corrective value to the estimated incidence to obtain the estimated corrected incidence. In addition, in a particular embodiment, the device further comprises a second estimation set for automatically determining an estimated air speed of an aircraft, said second estimation set comprising: a third configured calculation unit for calculating an airspeed called aerodynamic speed, based on current values of aerodynamic parameters and inertial parameters of the aircraft, including an incidence value; a reception unit configured to receive a conventional conventional speed, determined by an anemobarometric central unit; a fourth calculation unit configured to subtract from this conventional speed a speed estimated at the preceding iteration so as to obtain a residual speed; a fifth calculation unit configured to compare this residual speed with a threshold value; and - a sixth calculation unit configured, according to this comparison: as long as this residual speed is less than or equal to said threshold value, calculating a corrective value which is applied to said aerodynamic speed to obtain the estimated air speed; and - as soon as this residual speed is greater than said threshold value, illustrating the detection of a problem of validity of the conventional speed, and as long as this remains the case, applying a fixed corrective value at said aerodynamic speed to obtain the speed estimated air, the third computing unit being configured to calculate the aerodynamic velocity using as the incidence value, the corrected estimated incidence, determined by the first estimation set. In addition, advantageously, said device further comprises at least one of the following sets: an estimation set to determine an estimated true speed; an estimation set to determine an estimated total temperature; and an estimation set for determining an estimated Mach number. The present invention further relates to an aircraft, in particular a transport aircraft, which comprises a device such as that mentioned above.
    [0011] The figures of the appended drawing will make it clear how the invention can be realized. In these figures, identical references designate similar elements. Figure 1 is a block diagram of a particular embodiment of a device according to the invention.
    [0012] FIGS. 2 to 4 are the block diagrams of particular embodiments of processing assemblies of the device of FIG. 1. The device 1 illustrating the invention and shown diagrammatically in FIG. 1 is intended in particular to automatically estimate parameters related to FIG. a flight of an aircraft (not shown), in particular of a transport aircraft, so as to provide parameters which are accurate and which are not disturbed or biased, in particular by erroneous air data. These may be flight parameters of the aircraft, such as airspeed, incidence or Mach number of the aircraft, as well as parameters outside the aircraft and encountered by the aircraft during flight. flight, such as the total temperature for example.
    [0013] Said device 1 which is embarked on the aircraft comprises, in the usual way, a set 2 usual sources of information, for example an air data system and inertial data type ADIRS (for "Air Data Inertial Reference system" in English), which comprises: a set of sensors C1, C2,..., CN, N being an integer, in particular probes and in particular modes of total pressure, total temperature and incidence; and a set 4 of usual means, comprising, for example, an anemobarometric control unit of the ADC ("Air Data Computer") type, which determines and supplies the parameter values, in particular using measurements made by said set 3 of sensors. The device 1 also comprises: a processing unit 5 which is connected via a link 6 to said set 2; and - a display unit 7 which is connected via a link 8 to said processing unit 5 and which is formed so as to display on at least one display screen 9 of the cockpit of the aircraft parameter values determined by the device 1. One or more filters may be provided for filtering a value to be displayed before presenting it on the display screen 9, so as to obtain a satisfactory visual comfort.
    [0014] These values can also be transmitted to a set of user devices 14 of the aircraft (for example computers and / or alarm systems) via a link 10. According to the invention, the processing unit 5 of the device 1 has at least one estimation set 11 (or estimation unit) for automatically determining a corrected estimated incidence.
    [0015] For this purpose, according to the invention, said estimation unit 11 comprises, as represented in FIG. 2: reception means (link 12) configured to receive a measured incidence of the aircraft, provided by the assembly 2 (the link 12 being for example linked to the link 6); a calculation unit 13 configured to calculate an estimated incidence from aerodynamic parameters and inertial parameters related to the aircraft (and also received from the set 2); a verification unit 24 configured to check whether the measured incidence (received via the link 12) is considered to be coherent or incoherent; and a calculation unit 25 configured according to the verification carried out by the verification unit 24 (and received via a link 26): as long as the measured incidence is considered to be coherent, determining a correction value and add this correction value to said estimated incidence to obtain the corrected estimated incidence; and - as soon as the measured impact is considered inconsistent, and as long as this remains the case, add a fixed corrective value to the estimated incidence to obtain the estimated corrected incidence. Said estimation set 11 can transmit the corrected estimated incidence via a link 27 to different estimation and / or processing elements of the device 1 and / or to user means external to the device 1 (for example via links 8 and 10). Thus: - if the measured impact is considered credible (consistent), a correction value is calculated to converge a corrected estimated incidence with the measured impact; and if the measured impact is considered non-credible (incoherent), the correction value is frozen at its last value considered correct, and the corrected estimated incidence is made independent of the measured impact.
    [0016] Consequently, thanks to the estimation set 11 of the device 1, the aircraft has an incidence value (corrected estimated incidence) on board the aircraft, which can be determined even in the event of a failure ( icing in particular) of incidence probes. Moreover, this incidence value has a sufficiently high precision that it can be used by various systems of the aircraft. The verification unit 24 considers the measured incidence to be incoherent, if one of the following conditions is fulfilled: the difference between an estimated incidence and the measured incidence is greater than a predetermined threshold value for a predetermined duration; and an air data calculator of the ADC type, forming for example part of the set 2, considers the measured incidence to be incoherent and sends a corresponding message, for example when the speed drops below 60 knots. An alarm (sound and / or visual) is triggered when the difference between the measured incidence and the estimated incidence exceeds a threshold (for example 10), for at least a predetermined duration (for example 10s).
    [0017] Furthermore, the calculation unit 13 comprises, as represented in FIG. 3: a means 15 for determining, in the usual way, a vertical speed vzbi using inertial data of the aircraft; a calculation means 16 for calculating an air slope y representing the ratio between this vertical speed vzbi and a true speed vtas. The true speed vtas, received via a link 17, corresponds to an estimated true speed vtasi (specified below) at least in the absence of a true speed value provided by an air data calculator (of the set 2); a calculation means 18 for subtracting the air slope y determined by the calculation means 16 at a longitudinal inclination angle θ of the aircraft, received via a link 19 (for example from the assembly 2 ); and calculating means 20 for calculating the ratio between the difference received from the calculation means 18 and the cosine of the roll angle of the aircraft, received by a link 21 (for example of the assembly 2). The calculation unit 13 therefore comprises calculation elements for calculating the estimated incidence a by means of the following expression: a = (3 -y) / cos0 in which: - O is the angle of inclination longitudinal of the aircraft, also called aircraft attitude; - is the roll angle of the aircraft; cos is the cosine; and - there is the air slope of the aircraft. The calculation unit 13 can transmit this estimated incidence a (via a link 22) to different estimation and / or processing elements of the device 1 (units 24 and 25 in particular) and / or to user means external to the device 1 (eg via links 8 and 10).
    [0018] Similarly, the air slope y calculated by calculation element 16 can be transmitted via a link 23 to different estimation and / or processing elements of the device 1 and / or to user means external to the device 1 (for example by intermediate of bonds 8 and 10). The calculation element 16 is therefore configured to calculate the slope air y by means of the following expression: y = VzbilVtas in which: Vzbi is the vertical speed determined from aircraft inertial data; and - vtas is the true speed, which corresponds to an estimated true speed vtasi at least in the absence of a true speed value provided by an air data calculator. The processing unit 5 of the device 1 further comprises a computing element 28 for calculating an estimated true speed vtasi using the following expression: Vtas1 = kl * V (y * R * TAT) 1 ( 1 + k2 * M12) * M1 in which: - y is the air slope of the aircraft; - kl, k2 and R are predetermined values, namely: - k1 = 1 / 0.5144; - k2 = 0.2; - R = 287J; - TAT is a total measured temperature; and - M1 is an estimated Mach number, specified below. In addition, the processing unit 5 of the device 1 also comprises a calculation element 29 for calculating an estimated total temperature TATI (expressed in ° K) using the following expression: TATI = (k3 + AISAl-k4 * Zp) * (1+ k5 * M12) wherein: - k3 to k5 are predetermined values, i.e. - k3 = 288; k4 = 1.98 / 1000; - k5 = 0.2; Zp is an altitude of the aircraft, expressed in feet; and - M1 is the estimated Mach number. In addition, the device 1 also comprises a calculation element, in particular the calculation element 29, for calculating the aforementioned msAi value using the following expression: AISA1 = ((TAT 1 (1+ k6 * s )) * (11 (1+ k7 * M12))) - k8 + k9 * Zp in which: - TAT is a total measured temperature, expressed in ° K; the expression (TAT 1 (1+ k6 * s)) corresponds to the total measured temperature TAT, filtered by a filter of the first order of time constant k6; and - k6 to k9 are predetermined values, namely: - k6 = 30; - k7 = 0.2; - k8 = 288; and - k9 = 1.98 / 1000 Moreover, the device 1 comprises a monitoring unit 30 of a measured total temperature (and received for example from the assembly 2) to detect a possible icing of a total temperature probe . The monitoring unit 30 (which is preferably part of the processing unit 5) comprises a calculation element for calculating the difference between the total estimated temperature, received from the calculation element 29, and a measured total temperature, received from the set 2, and a comparison element for comparing this difference with a threshold value. In a particular embodiment, the monitoring unit 30 indicates that: the measured total temperature is considered to be frozen (icing of the total temperature probes) if the above-mentioned difference exceeds a first threshold, for example 10 ° C .; and the measured total temperature is again considered to be thawed, if the aforementioned difference returns to a second threshold, for example 5 ° C.
    [0019] In addition, the processing unit 5 of the device 1 also comprises a calculation element 31 for calculating an estimated Mach number M1, using the following expressions: when the altitude Zp of the aircraft is between ground (0 feet) and a first predetermined value, preferably 30 000 feet: = (Vcl I kl 0) * (1 + kl 1 * Zp) 4 - and when the altitude Zp of the aircraft is between said first value and a second predetermined value (greater than this first value), preferably 36,000 feet: Ml = (Vcl / k10) * (1 + kl 1 * Zp + k12 * (Zp-k13)) 4 in which: - Vc / is an estimated air speed, expressed in knots; - Zp is the altitude of the aircraft, expressed in feet and defined between 0 feet and 36,000 feet (flight level: FL360); and k10 to k13 are predetermined parameters, namely: k10 = 661.5; - k11 = 5 * 10-6; k12 = 1.2 * 10-6; In addition, in a particular embodiment, the device 1 further comprises an estimation unit 33 (or estimation unit) for automatically determining an estimated air speed of the aircraft. This estimation set 33 comprises, as represented in FIG. 4: a calculation unit 34 configured to calculate an airspeed called aerodynamic speed, based on current values (received from set 2) of aerodynamic parameters and parameters inertial of the aircraft; a means (namely a link 35) for receiving a conventional conventional speed, determined by an anemobarometric central unit and received from the assembly 2; a computing unit 36 configured to subtract from this conventional speed a speed estimated at a previous iteration so as to obtain a residual speed; a calculation unit 37 configured to compare this residual speed with a threshold value X, for example 20 nodes; and a configured calculation unit 39, according to this comparison: as long as this residual speed is less than or equal to said threshold value, calculating a corrective value which is applied (by a multiplication as specified below) to said aerodynamic speed to obtain the estimated air speed; and - as soon as this residual speed is greater than said threshold value, illustrating the detection of a problem of validity of the conventional speed, and as long as this remains the case, applying a fixed corrective value at said aerodynamic speed to obtain the speed estimated air.
    [0020] An alarm (sound and / or visual) which is for example connected to the calculation unit 37 via a link 38, is triggered when the difference between the measured speed and the estimated speed exceeds a threshold (for example 20 knots) during a predetermined duration. The calculation unit 34 calculates said aerodynamic velocity Vcaero in the usual way using the following expression: Vcaero - Ma * 9.81 * n 0.5 * po * S * Czoc * (a -GO in where: Ma is the weight of the aircraft in kg, - nz is the vertical load factor, - po is the density of the air, which is equal to 1.225 kg / m3, Cza is the lift gradient and is about 6, - a is an incidence value of the aircraft, and - ao is the zero-lift impact, which depends on the configuration of the slats and flaps and the steering of the airbrakes.
    [0021] In a preferred embodiment, the computing unit 34 calculates the aerodynamic velocity using as the incidence value a, the corrected estimated incidence, determined by the estimation set 11. The estimation set 33 comprises at the output of the computing element 34 of the limiting means 47: - to limit the signal (aerodynamic speed) received from the computing element 34 between two speed values, for example between 80 and 400 knots; and - to limit the slope of this signal. The estimation set 33 also comprises a filter 48 at the output of the limiting means 47. Furthermore, the calculation unit 39 comprises: a calculation element 40 for dividing the conventional speed by the value at the output of the filter 48; a filtering system 41; and a multiplier 42 which multiplies the value relating to the aerodynamic speed (received from the filter 48) by the output of the filtering system 41 to obtain the estimated air speed. This estimated air speed can be transmitted by a link 43 to different estimation and / or processing elements of the device 1 and / or external user means to the device 1 (for example via links 8 and 10). Furthermore, the filtering system 41 comprises: a calculation element 44 for calculating the difference between the output of the computing element 40 and the output of the filtering system 41; and a switching means 45 which switches to 0 in the event of icing (detected by the element 37); and - an integrator 46. During an icing detection by the element 37, the switching means 45 is controlled to bring the input of the integrator 46, no longer at the output of the calculation means 44, but at a value of zero, so that the integrator 46 then uses the fixed corrective value (which is registered). This fixed corrective value corresponds to the last calculated corrective value, before the detection of a validity problem of the conventional speed Vc.
    [0022] The calculation unit 39 therefore plans to multiply the aerodynamic speed by said corrective value (using the multiplier 42).
    [0023] Thus, unlike the solution recommended in the patent FR-2,979,993 mentioned above, in which the correction value given to the aerodynamic speed is an absolute value, the correction implemented by the estimation set 33 relates to a multiplying factor . This method of applying the correction prevents the corrected aerodynamic velocity from deviating from the actual airspeed if the airframe failure continues while the speed of the aircraft varies greatly (transition from a cruising speed to a cruising speed). approach speed). The integrator 46 calculates the corrective value Vcorr using the following integration expression: Vcorr = (Vc I Vcaero) I (1 + Ts) in which: Vc is the conventional speed; - Vcaero is the aerodynamic speed; and - t is the time constant. Thus, thanks to said estimation set 33 of the device 1, the aircraft is provided on board with an alternative air speed information Vcest (with respect to the usual speeds), which: - on the one hand, has a sufficient accuracy high so that it can be used by various systems of the aircraft; and on the other hand, is capable of being determined even in the event of a problem of validity of the conventional speed Vc, that is to say, even in the event of failure of an anemobarometric central unit or of associated pressure probes, including pitot probes.
    [0024] The estimation unit 33 of the device 1 thus makes it possible simultaneously: on the one hand, in the absence of a problem of validity of the conventional speed Vc, by the correction performed on the aerodynamic speed Vcaero so as to make it converge towards the conventional Vc speed, to remedy a problem of reduced accuracy of a Vcaero aerodynamic speed; and on the other hand, in the event of a problem of validity (or loss) of the conventional speed Vc (in particular during a problem on pitot probes), to ignore this latter. In the latter case, we always have an estimated air speed Vcest accurate, since we continue to correct the aerodynamic speed Vcaero, multiplying it by a corrected corrective value that is as accurate as possible, given that it corresponds to the last corrective value calculated before the detection of the validity problem of the conventional speed Vc. Moreover, at takeoff of the aircraft, that is to say during the activation of the device 1, the latter initializes the integrator 46, at a value Vc / Vcaero so that the estimated air speed Vcest is then equal to the conventional speed Vc. Moreover, in the context of the present invention, it is also possible to provide an alternative solution to the estimated air speed. It is indeed also possible to calculate an estimated Mach number M2 rather than an estimated speed from the following lift equation (with PS the static pressure): M2 = I Ma * 9.81 * nz 0 , 7 * PS * S * Cza * (cc -cco) In this case, we realize: - an integration of the ratio Mach / M2 to obtain the estimated Mach number until the icing is not detected; a calculation of the true speed and incidence as previously described; and - the same monitoring of the total frosted temperature. Calculation of the estimated velocity Vc2 is carried out using the Fabre-Bilange formula (expressed in knots): Vc2 = 661.5 * M2 * VPS / PO (1 + 1/8 * (1-PS 1 P0 ) * M22 This expression is correct regardless of the altitude The device 1, as described above, has a rapid adaptation to any type of aircraft.In addition, the invention does not provide for removing the aerodynamic probes (total pressure probes, incidence probes, total temperature probes, ...), but to provide a solution allowing the aircraft to fly for a certain time under severe icing conditions, without such probes, even with wind gradients or turbulence.
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. A method for automatically estimating at least one parameter related to a flight of an aircraft, including at least one incidence of the aircraft, said method comprising at least a first sequence of successive steps for automatically determining a corrected estimated incidence, said first sequence of successive steps consisting, automatically and iteratively: a) calculating an estimated incidence from aerodynamic parameters and inertial parameters related to the aircraft; (b) to measure an impact of the aircraft; (c) to verify whether the measured impact is considered consistent or inconsistent; and (d) based on this verification: - as long as the measured impact is considered consistent, determine a correction value and add that correction value to the estimated impact to obtain the estimated corrected impact; and - as soon as the measured impact is considered inconsistent, and as long as this remains the case, to add a fixed corrective value to the estimated impact to obtain the estimated corrected incidence.
    [0002]
    2. Method according to claim 1, characterized in that step a) consists in calculating the estimated incidence a with the aid of the following expression: a = (3-y) / cos0 in which: - 0 is a longitudinal angle of inclination of the aircraft; - is a roll angle of the aircraft; cos is the cosine; and - there is an air slope of the aircraft.
    [0003]
    3. Method according to claim 2, characterized in that it comprises a step of calculating the slope air y using the following expression: y = VzbilVtas in which: Vzbi is a vertical speed determined from inertial data of the aircraft; and vtas is a true speed, which corresponds to an estimated true speed at least in the absence of a true speed value provided by an air data calculator.
    [0004]
    4. Method according to any one of claims 1 to 3, characterized in that it comprises a step of calculating an estimated true speed vtasi using the following expression: Vtas1 = k1 * V (y * R * TAT) 1 (1 + k2 * M12) * M1 in which: - there is an air slope of the aircraft; k1, k2 and R are predetermined values; - TAT is a total measured temperature; and - MI is an estimated Mach number.
    [0005]
    5. Method according to any one of the preceding claims, characterized in that it comprises a step of calculating an estimated total temperature TATI using the following expression: TATI = (k3 + AISAl-k4 * Zp) * (1+ k5 * M12) in which: - k3 to k5 are predetermined values; Zp is an altitude of the aircraft; M1 is an estimated Mach number; and - AISA1 = ((TAT 1 (1+ k6 * s)) * (11 (1+ k7 * M12))) - k8 + k9 * Zp in which: - TAT is a total measured temperature; - the expression (TAT 1 (1+ k6 * s)) corresponds to the TAT value filtered by a first order filter of time constant k6; and - k6 to k9 are predetermined values.
    [0006]
    6. Method according to any one of the preceding claims, characterized in that it comprises a step consisting in calculating an estimated Mach number M1 using the following expressions: when an altitude Zp of the aircraft is between the ground and a first predetermined value: M1 = (Vcl 1 k10) * (1+ kl 1 * Zp) 4 - when the altitude Zp of the aircraft is between said first value and a second predetermined value greater than said first value value: M1 = (V1c1k10) * (1+ kl 1 * Zp + k12 * (Zp k13)) 4 in which: - Vc / is an estimated air speed; Zp is the altitude of the aircraft between the ground and said second value; and k10 to k13 are predetermined parameters.
    [0007]
    7. Method according to any one of the preceding claims, characterized in that in step c), the measured incidence is considered to be inconsistent, if one of the following conditions is met: - the difference between an estimated incidence and the measured incidence is greater than a predetermined threshold value for a predetermined duration; and an air data calculator considers the measured incidence to be incoherent.
    [0008]
    8. Method according to any one of the preceding claims, characterized in that it comprises a step of monitoring at least one measured total temperature to detect a possible icing of a total temperature probe.
    [0009]
    9. A method according to any one of the preceding claims, said method further comprising a second sequence of successive steps for automatically determining an estimated air speed of an aircraft, said second series of successive steps consisting, automatically and iterative: A / to calculate an airspeed called aerodynamic speed, based on current values of aerodynamic parameters and inertial parameters of the aircraft, including an incidence value; B / to determine a conventional conventional speed, using an anemobarometric central unit; C / subtracting from this conventional speed a speed estimated at the previous iteration so as to obtain a residual speed; D / to compare this residual speed with a threshold value; and E / according to this comparison: as long as this residual speed is less than or equal to said threshold value, to calculate a corrective value applied to said aerodynamic speed to obtain the estimated air speed; and - as soon as this residual speed is greater than said threshold value, and as long as this remains the case, to apply a fixed corrective value at said aerodynamic speed to obtain the estimated air speed, step A / consisting in calculating the speed aerodynamic using as the incidence value, the corrected estimated incidence, determined in step d) of the first sequence of successive steps.
    [0010]
    10. The method of claim 9, characterized in that the step E / comprises an operation consisting, to apply the corrective value, to multiply the aerodynamic speed by said corrective value.
    [0011]
    11. Method according to one of claims 9 and 10, characterized in that the step E / comprises an operation of calculating the corrective value Vcorr using the following integration expression: Vcorr = (Vc I Vcaero) I (1 + Ts) in which: - Vc is the conventional speed; - Vcaero is the aerodynamic speed; and - t is a time constant.
    [0012]
    12. Device for automatically estimating at least one parameter related to a flight of an aircraft, including at least one incidence of the aircraft, said device (1) comprising at least a first estimation set (11) for automatically determining a corrected estimated incidence, said first estimation set (11) comprising: - a first computing unit (13) configured to calculate an estimated incidence from aerodynamic parameters and inertial parameters related to the aircraft; a reception unit (12) configured to receive a measured incidence of the aircraft; - a verification unit (24) configured to check whether the measured incidence is considered consistent or inconsistent; and - a second computing unit (25) configured to, depending on this verification: - as long as the measured incidence is considered to be coherent, determining a correction value and adding this correction value to said estimated incidence to obtain the estimated incidence corrected; and - as soon as the measured impact is considered inconsistent, and as long as this remains the case, add a fixed corrective value to the estimated incidence to obtain the estimated corrected incidence.
    [0013]
    13. Device according to claim 12, characterized in that it comprises, in addition, a second estimation set (33) for automatically determining an estimated air speed of an aircraft, said second estimation set (33) comprising a third calculation unit (34) configured to calculate an airspeed called aerodynamic speed, based on current values of aerodynamic parameters and inertial parameters of the aircraft, including an incidence value; 35) configured to receive a conventional conventional speed determined by an anemobarometric central unit; a fourth calculation unit (36) configured to subtract from this conventional speed a speed estimated at a previous iteration so as to obtain a residual speed; a fifth calculation unit (37) configured to compare this residual speed with a threshold value; and - a sixth calculation unit (39) configured, according to this comparison: - as long as this residual speed is less than or equal to said threshold value, calculate a corrective value which is applied to said aerodynamic speed to obtain the speed estimated air; and - as soon as this residual speed is greater than said threshold value, illustrating the detection of a problem of validity of the conventional speed, and as long as this remains the case, applying a fixed corrective value at said aerodynamic speed to obtain the speed estimated air, the third computing unit (34) being configured to calculate the airspeed by using as the incidence value, the corrected estimated incidence, determined by the first estimation set (11).
    [0014]
    14. Device according to one of claims 12 and 13, characterized in that it comprises, in addition, at least one of the following sets: - an estimation set (28) for determining an estimated true speed; an estimation set (29) for determining an estimated total temperature; and an estimation set (31) for determining an estimated Mach number.
    [0015]
    15. Aircraft, characterized in that it comprises a device (1) such as that specified in any one of claims 12 to 14.
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    CN104931007B|2020-04-24|
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    FR3018912B1|2017-11-24|
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    法律状态:
    2015-03-19| PLFP| Fee payment|Year of fee payment: 2 |
    2016-03-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-03-22| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1452200A|FR3018912B1|2014-03-18|2014-03-18|METHOD AND DEVICE FOR AUTOMATICALLY ESTIMATING PARAMETERS RELATED TO A FLIGHT OF AN AIRCRAFT|FR1452200A| FR3018912B1|2014-03-18|2014-03-18|METHOD AND DEVICE FOR AUTOMATICALLY ESTIMATING PARAMETERS RELATED TO A FLIGHT OF AN AIRCRAFT|
    EP15159018.9A| EP2921863B1|2014-03-18|2015-03-13|Method and device for automatically estimating parameters linked to the flight of an aircraft|
    US14/658,594| US9945664B2|2014-03-18|2015-03-16|Method and device for automatically estimating parameters relating to a flight of an aircraft|
    CN201510118420.4A| CN104931007B|2014-03-18|2015-03-18|Method and device for automatically estimating parameters relating to the flight of an aircraft|
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