 METHOD AND DEVICE FOR DETERMINING AN AIRCRAFT CONTROL INSTRUCTION, COMPUTER PROGRAM PRODUCT AND ASSO
专利摘要:
The invention relates to a method for determining an aircraft control setpoint, comprising the following steps: the calculation (240) of a performance scale in the form of slope values of the aircraft, the scale characterized by a characteristic value of slope, the slope characteristic value being associated with a corresponding performance characteristic value, - the acquisition (200; 210) of a guidance setpoint, - the display (255) of the setpoint. guidance system acquired, in the form of a slope value opposite the performance scale, - determining (260) a slope characteristic value associated with the displayed guidance set as a slope value, and calculating (280) a control set point of the aircraft, the control setpoint being calculated with respect to the characteristic performance value corresponding to the determined characteristic slope value. 公开号:FR3022340A1 申请号:FR1401356 申请日:2014-06-16 公开日:2015-12-18 发明作者:Sylvain Lissajoux；Bruno Aymeric；Thibaud Debard 申请人:Thales SA； IPC主号:
专利说明:
[0001] The present invention relates to a method for determining a control setpoint of an aircraft, the control instruction being intended for controlling an aircraft. be transmitted to at least one avionics system among at least one actuator control system and at least one guidance system. The method of determining the control setpoint is intended to be implemented by an electronic device for determining the control setpoint and comprises the calculation of a performance scale in the form of slope values of the aircraft, the a performance scale comprising at least one slope characteristic value, each slope characteristic value being associated with a corresponding performance characteristic value among extreme thrust values, extreme raster values, extreme ground acceleration values, specific values predetermined predetermined drag values, predetermined specific values of ground acceleration and characteristic values of guidance instructions. The determination method also comprises the acquisition of at least one guide setpoint and the display of at least one guidance setpoint among the acquired guidance setpoint (s), in the form of a slope value opposite the scale of performance. The invention also relates to a computer program product comprising software instructions which, when implemented by a computer, implement such a determination method. The invention also relates to an electronic device for determining a control setpoint of an aircraft. The invention also relates to an aircraft comprising at least one avionics system among at least one actuator control system and at least one guidance system, as well as such an electronic device for determining the control setpoint of the aircraft, the control setpoint being intended to be transmitted to the corresponding avionics system. The invention applies to the field of avionics, and more particularly to the manner of calculating and displaying information related to the performance of an aircraft equipped with an engine control system, a control system of aerodynamic braking such as an airbrake system or a deportation system, to act on a framing force on the aircraft, a traction control system for acting on a traction force exerted on the ground by wheels , and a ground brake control system for acting on a braking force exerted on the ground by wheels. The resulting performance is related to the acceleration and deceleration capabilities of said aircraft and the slopes that can be balanced for given flight conditions. [0002] To vary the acceleration of a fixed-wing aircraft, the crew can generally act on the thrust, the screen, and the traction or braking force of the wheels on the ground. To act on the thrust, it usually has an auto-thrust system, also called auto-throttle able to automatically maintain a set speed or a thrust level via engine control. The thrust can also be used on the ground to decelerate via the "reverse" function. To act on the screen, the crew usually has at its disposal an airbrake system used in flight or on the ground beyond a certain speed. On the ground, the crew can also act on the traction or braking force of the wheels to further modify the ground acceleration of the aircraft. [0003] To vary the acceleration of a rotary wing aircraft, the crew generally has a collective lever which, in conjunction with an engine control system such as a FADEC (Full Authority English) Digital Engine Control), allows to vary the thrust. In flight, during a change of trajectory for example, a variation of thrust or halftone is necessary to maintain the speed of the aircraft. Conventionally, the aircraft takes the desired slope by the crew and in response the thrust and the screen adapt to the extent of their reachable areas to maintain the speed of the aircraft. However, it sometimes happens that the thrust, respectively the screen achievable by the actuators of the aircraft is insufficient to compensate for the variation in slope required by the crew and therefore to maintain the speed or acceleration commanded. In such situations, the crew must then adapt the slope of the aircraft in response if it wishes to maintain the speed of the aircraft or to satisfy the commanded acceleration, which implies constant vigilance on the part of the crew and is likely to to create dangerous situations. [0004] There is therefore a need for setting up means for visualizing the performance areas achievable by an aircraft and for servoing the guidance instructions selected by the crew on the performance areas that can be reached by the aircraft. Documents US 6,469,640 B and US 2005/0261810 have known devices for displaying the levels of thrust accessible by an aircraft. US 2011/0238240 A described meanwhile a display device allowing the pilot to directly view the range of energy variation achievable by an aircraft. However, these display devices only provide a visual aid to the crew. [0005] An object of the invention is therefore to propose a method and a device for determining a control setpoint from an acquired guidance setpoint, the control set being slaved to the performance areas attainable by the aircraft, to improve the safety of the flight of the aircraft and to reduce the workload of the crew. [0006] For this purpose, the invention has for one object a method of the aforementioned type, comprising the following steps: the determination of at least one characteristic slope value associated with a corresponding guidance instruction, displayed in the form of a value of slope, and - the calculation of at least one control setpoint of the aircraft, each control setpoint being calculated with respect to the characteristic value of performance corresponding to the associated slope characteristic value for each guidance set displayed in the form of slope value. The determination method then makes it possible, from at least one guidance setpoint, to determine at least one control setpoint intended to be transmitted to an avionic system among at least one actuator control system and at least one guidance system. . According to other advantageous aspects of the invention, the determination method comprises one or more of the following characteristics, taken separately or in any technically possible combination: the associated slope characteristic value is the slope characteristic value which, among the or the slope characteristic values to which the displayed guidance setpoint converges is closest to the displayed guidance setpoint, - the associated slope characteristic value is the slope characteristic value closest to the displayed guidance setpoint, - the method further comprises: calculating a difference Ac between each displayed guidance setpoint and each slope characteristic value associated with said displayed guidance setpoint, and setting the setpoint value of the guidance setpoint to the slope characteristic value; associated, only when the calculated deviation belongs to a range of values p redetermined, - the positioning of the value of the guidance setpoint to the associated slope characteristic value is displayed as a link between a symbol representing the guidance setpoint and the associated characteristic slope, - the aircraft comprises at least one primary control member adapted to be manipulated by the user to select a guidance setpoint, and the acquired guidance setpoint is a selected setpoint via the primary control element, - the performance scale is calculated from a speed chosen from a speed reference, and an estimate of the speed of the aircraft, the performance scale is calculated taking into account characteristics of the aircraft chosen from the altitude of the aircraft, a configuration of the aircraft, aircraft mass and icing conditions of the aircraft, - the performance scale includes graduations in slope values, the origin of the scale of performance corresponding to an artificial horizon, - when the acquired guidance setpoint is not a slope setpoint, the acquired guidance setpoint is converted into a slope value to be compared with the performance scale values, - the step The acquisition step comprises the acquisition of two guidance instructions, the display step comprises the display of the two guidance instructions, each in the form of a slope value next to the performance scale and the step calculation method comprises the calculation of two respective control instructions, - each slope characteristic value is chosen from among a first group of values consisting of: a first value associated with a maximum engine thrust level and an airbrake retracted position, a second value associated with engine thrust and retracted position of the airbrakes, a third value associated with a reduced level of engine thrust and at an intermediate position between re-entry and return of the airbrakes, a fourth value associated with a minimum level of engine thrust and a position completely out of the airbrakes, a fifth value associated with a specific engine thrust level and a retracted position of the airbrakes, and a second group of values consisting of in: a sixth value associated with a maximum level of engine thrust and inactive brakes or reverses, a seventh value associated with a maximum braking of the brakes with the use of the reverses at their maximum, an eighth value associated with a reduced level of thrust and at positions of the brakes or reverses to reach an exit of an airstrip, a ninth value associated with a reduced level of engine thrust and at positions of the brakes or reverses for a stop of the aircraft in end of the runway, a tenth value associated with a reduced level of engine thrust and inactive brakes or reverses, an eleventh value associated with a predetermined deceleration level. The invention also relates to a computer program product comprising software instructions which, when implemented by a computer, implement the determination method as defined above. The subject of the invention is also an electronic device for determining an aircraft control setpoint, the control setpoint being intended to be transmitted to at least one avionics system among at least one actuator control system and to least one guidance system, the device comprising: means for calculating a performance scale in the form of slope values of the aircraft, the performance scale comprising at least one characteristic slope value, each characteristic value of slope being associated with a corresponding performance characteristic value among extreme values of thrust, extreme values of raster, extreme values of ground acceleration, predetermined specific values of thrust, predetermined specific values of drag, predetermined specific values d ground acceleration and characteristic values of guidance instructions, - avg set of acquisition of at least one guidance set, - display means of at least one guidance set of one or more acquired guidance instructions, in the form of a slope value opposite the scale of performance, means for determining at least one slope characteristic value associated with a corresponding guidance setpoint, displayed as a slope value, and means for calculating at least one control setpoint of the aircraft, each control setpoint being calculated with respect to the characteristic performance value corresponding to the associated slope characteristic value for each guidance set displayed as a slope value. According to another advantageous aspect of the invention, the determination device further comprises: means for calculating a difference between each displayed guidance setpoint and each slope characteristic value associated with said displayed guidance setpoint, and means for positioning the value of the guidance setpoint to the associated slope characteristic value, only when the calculated deviation belongs to a predetermined range of values. [0007] The invention also relates to an aircraft comprising at least one avionics system among at least one actuator control system and at least one guidance system, as well as an electronic device for determining a control setpoint of the aircraft, the control setpoint being intended to be transmitted to the corresponding avionics system, wherein the electronic determination device is as defined above. These features and advantages of the invention will appear on reading the description which follows, given solely by way of nonlimiting example, and with reference to the appended drawings, in which: FIG. 1 schematically represents the forces of FIG. 2 is a diagrammatic representation of the aircraft of FIG. 1, the aircraft comprising several engines, wheels, a flight system, and an airspeed system. motor control for varying a thrust force generated by the motors and forming a first actuator control system, an aerodynamic braking control system for acting on a drag force of the aircraft and forming a second control system of the aircraft; actuator, a ground traction control system to act on a traction force exerted on the ground by the wheels, the traction control system ol forming a third actuator control system, a ground brake control system for acting on a braking force exerted on the ground by the wheels, the ground brake control system forming a fourth actuator control system, a flight control system, an autopilot system, a handle and a joystick, also called a collective lever in the case of a rotary wing aircraft, forming primary control members adapted to be manipulated for piloting the aircraft , and an electronic device for determining an aircraft control setpoint, - Figure 3 is a diagram illustrating the use of interpolation tables for calculating slope characteristic values of a performance scale, FIG. 4 is a schematic representation of information displayed on a screen of the determination device of FIG. 2 when the aircraft is in flight; FIG. a schematic representation similar to that of FIG. 4 when the aircraft is in roll-out phase on the ground; FIG. 6 is a schematic representation similar to that of FIG. 4 when the aircraft is in the phase of taxi "on the ground, - Figure 7 is a schematic representation similar to that of Figure 4 when the aircraft is in phase of" take-off "ground, - Figure 8 is a flow diagram of a process, according to the invention, determining an aircraft control setpoint, and in FIG. 1, an aircraft 10, such as an airplane or a helicopter, is subjected to a thrust force P and to a drag force T, each being applied to the center of gravity G of the aircraft. The aircraft 10 moves relative to the ground according to a ground speed vector V, which forms with the horizontal H an angle γ, called the ground slope of the aircraft, and moves relative to the air according to a speed vector air Which forms with the horizontal H an angle Va called air slope of the aircraft. The difference between the ground speed vector V and the air velocity vector Va corresponds to the wind speed vector V, which represents the movement of the air relative to the ground. In Figure 1, the vectors of thrust, drag, ground speed, air speed and wind speed are marked with vector notations with an arrow. By convention in the present application and for the sake of simplification of the notations, the aforementioned vectors are marked by notations with uppercase letters and without arrow. In FIG. 2, the aircraft 10 comprises a flight control system 12, also called FCS (English Flight Control System) or FBW (Fly By Wire English), to act on a set of control surfaces and actuators 13 of the aircraft, the control surfaces being for example fins, the elevator or the rudder. The aircraft 10 comprises a motor control system 14, also noted ECU (Engine Control Unit English) to vary the thrust of at least one engine 15 of the aircraft, such as a reactor, a turboprop or still a turbine. The engine control system 14 forms a first actuator control system of the aircraft. [0008] When the aircraft 10 comprises several engines 15, the engine control system 14 is adapted to vary the energy delivered by all the engines 15. The aircraft 10 also comprises an aerodynamic braking control system 16, such as an airbrake system or a deportation system, to act on the control surfaces of the assembly 13 and thus act on the drag force T, the aerodynamic braking control system 16 forming a second actuator control system. The aircraft 10 comprises a ground traction control system 17 for varying the energy delivered by at least one additional engine 17A, each additional engine 17A being adapted to drive wheels of a landing gear, not shown. The ground traction control system 17 is then adapted to act on a traction force R exerted on the ground by the wheels. The ground traction control system 17 then forms a third actuator control system. The aircraft 10 also comprises a ground braking control system 18 for controlling a brake system 18A and thus acting on a braking force B exerted on the ground by the wheels. The ground braking control system 18 then forms a fourth actuator control system. The aircraft 10 comprises at least one guidance system, such as a flight control system 12, an autopilot system 19, also called AFCS (of the English Auto-Flight Control System), also called autopilot and noted PA or AP (English Automatic Pilot), or such as an aircraft management system 20 flight, also noted FMS (English Flight Management System). In addition, the guidance system is a self-pushing device, not shown, also called self-handle. The aircraft 10 comprises a set of sensors 21 adapted to measure different quantities associated with the aircraft, in particular quantities associated with the set of control surfaces and actuators 13 and the displacement of the aircraft 10, and to transmit the values measured from said magnitudes to the flight control system 12, to the engine control system 14, to the aerodynamic braking control system 16, to the ground traction system 17, to the ground brake control system 18, to the automatic steering system 19 and / or the flight management system 20. The aircraft 10 comprises one or more sleeves or mini-sleeves 22 and one or more joysticks or mini-controllers 24, each forming a primary control member adapted to be handled by the crew 26 of the aircraft for piloting the aircraft. The mini-handle 24 designates a joystick with a force feedback to an equilibrium position. In the case of a rotary wing aircraft, the joystick or mini-joystick designates the collective lever. Subsequently, the term "handle" will mean either a handle or a mini-stick and the term "joystick" will denote either a joystick or mini-joystick. In addition, the aircraft 10 comprises an auxiliary control member 28 for incrementing or decrementing a setpoint, or directly designating the value of this setpoint. The aircraft 10 comprises an electronic device 30 for determining a control set point of the aircraft, the control setpoint being intended to be transmitted to at least one avionics system among one of the actuator control systems 14, 16, 17, 18 and one of the guide systems 12, 19, 20, namely in the exemplary embodiment among the engine control system 14, the aerodynamic braking control system 16, the traction control system floor 17, the ground brake control system 18, the flight control system 12, the autopilot system 19 and the flight management system 20. The flight control system 12 is known per se, and allows, via its action on the set of control surfaces and actuators 13, to cause a change of attitude of the aircraft 10. In addition, the flight control system 12 includes one or more guiding functionalities and then forms a system guiding the aeron ef 10. The engine control system 14 is known per se, and makes it possible to cause a variation in the thrust of at least one engine 15 of the aircraft. The aerodynamic braking control system 16 makes it possible to cause a variation of the drag T applied to the aircraft. The aerodynamic braking control system 16 is adapted to generate said variation of the drag force T via an action on the control surfaces of the assembly 13. [0009] In the embodiment of Figure 2, the aerodynamic braking control system 16 is a separate system from other systems 12, 14, 17, 18, 19 and 20 of the aircraft, including the flight control system 12 Alternatively, not shown, the aerodynamic braking control system 16 is integrated with the flight control system 12. [0010] The ground traction control system 17 and the ground brake control system 18 are known per se, and make it possible to act via the additional engine or motors 17A on the traction force R, respectively via the brake system 18A, or via the additional motor 17A, on the braking force B. The ground traction control system 17 and the ground braking control system 18 are then adapted to act on the traction force R or braking B exerted by the intermediate wheels when the aircraft is on the ground. The autopilot system 19 and / or the autothrust device are known per se, and make it possible to act on the trajectory of the aircraft. The flight management system 20 is known per se, and is adapted to manage a flight plan of the aircraft 10, from takeoff to landing. The sensors 21 are in particular adapted to provide information relating to the position of the elements of the set of control surfaces and of actuators 13, for example the position of a control surface, and / or relating to the state of the motor or motors. , and / or relative to hypersustentation configurations, and / or relative to the deployed or unfurled state of the landing gear. [0011] The sensors 21 are further adapted to provide information relating to the positioning of the aircraft 10, such as attitudes, accelerations, ground speed, air speed, wheel speed, road, altitude, latitude, a longitude, and / or relating to the environment of the aircraft 10, preferably relating to the atmosphere in which the aircraft 10 evolves, for example a pressure or a temperature. Each handle 22 and each handle 24 is adapted to allow a user to select a guidance set. The term guide set according to the invention designates a trajectory setpoint. The guidance instruction of the aircraft is for example a slope setpoint or a vertical speed setpoint that can be selected by using the longitudinal displacements of the handle 22. In a variant or in addition, the guidance setpoint is for example a setpoint of acceleration according to the direction carried by the velocity vector selected from the air velocity vector Va and the ground velocity vector Vs, said acceleration setpoint on a slope that can be selected by using the lever 24. In a variant or complement, the guidance setpoint is, for example an aircraft speed instruction, expressed in the form of a CAS (English Computed Air Speed) or a MACH, or an altitude setpoint. The speed or altitude setpoint is then designated using for example a secondary control means, such as a selector of a control panel, a tactile touch of a touch screen, or a voice control system, or designated by using for example a joystick 24. Alternatively, on a rotary wing aircraft, the slope setpoint or the vertical speed setpoint is selected by the joystick 24 and the acceleration setpoint on the slope is selected using the longitudinal displacements 22. Each handle 22 is adapted to allow a user to control the attitudes of the aircraft 10. In a conventional manner, each handle 22 is a control lever adapted to be actuated according to transverse movements, longitudinal movements or any combination of transverse and longitudinal movements. In other words, each sleeve 22 is movable in at least two distinct directions of displacement, the directions of displacement being further perpendicular to each other in the embodiment described. More specifically, each handle 22 is adapted to allow a user to control the roll angle by transverse movements of the handle, and the pitch angle or the load factor by longitudinal movements of the handle. [0012] Each sleeve 22 is adapted to allow a user to select a guidance set. Such guidance setpoint is for example, as mentioned above, a vertical speed setpoint or a slope setpoint. Each lever 24 is adapted to allow a user to select a value of an Acc_consertion setpoint according to the direction carried by the velocity vector among the air velocity vector Va and the ground velocity vector Vs, called the slope acceleration setpoint. Acc_cons or a value of a longitudinal speed reference. Each lever 24 is, for example, a control lever adapted to be actuated in longitudinal movements. In other words, each handle 24 is movable in a direction of movement, namely the longitudinal direction. Alternatively, on a rotary wing aircraft, each lever 24 is adapted to be actuated in vertical motions. In other words, each lever 24 is movable in a direction of movement, namely the vertical direction. In a variant, each lever 24 is a conventional lever capable of acting solely on the thrust of associated motors and not allowing the selection of an Acc_cons slope acceleration setpoint. Each sleeve 22 and each lever 24 each comprise a rest position for each direction of movement, preferably corresponding to the median position between the extreme values of a clearance D of each sleeve 22 or each lever 24 according to the corresponding direction of movement. . In addition, each handle 22 and each handle 24 are each a controllable, ie controllable, mechanical stress return control lever, and a mechanical force return law defines the mechanical force provided by each 22 handle and each lever 24 according to the travel D of each sleeve 22 and each lever 24 relative to its rest position. According to this complement, each handle 22 and each handle 24 are then more specifically called mini-handle and mini-joystick. In addition, the mechanical force return law is a function of other parameters, such as the state of the actuators or guidance systems for example. [0013] In addition, each control lever forming each handle 24 and / or each handle 22 comprises at least one predetermined reference position, the reference position or positions corresponding for example to position not shown notches. In addition, the auxiliary control member 28 is fixed to each handle 22 and / or optionally to each lever 24. It is movable in at least one direction, in order to increment or decrement at least one corresponding guide setpoint. [0014] When the auxiliary control member 28 is positioned on the handle 24, the corresponding guide setpoint is preferably an air speed setpoint (CAS, TAS, MACH) or running ground speed. When the auxiliary control member 28 is movable in two distinct directions, it is adapted to increment or decrement two separate guidance instructions. When the auxiliary control member 28 is positioned on the handle 22, it is preferably movable in two distinct perpendicular directions, one being longitudinal and the other transverse. The guide setpoint corresponding to the longitudinal displacement of the auxiliary control member 28 is then preferably the altitude, and the guide setpoint corresponding to the transverse displacement of the auxiliary control member 28 is then preferably the heading or the road. The auxiliary control member 28 is for example of conical shape when it is movable in two distinct directions, or in the form of a wheel when it is movable in a single direction. The auxiliary control member 28 associated with each handle 22 is preferably of conical shape, and is also called fir, and that associated with each handle 24 is preferably wheel-shaped. Alternatively, on a rotary wing aircraft, the guide instruction corresponding to the longitudinal displacement of the auxiliary control member 28 is the speed when it is fixed on the handle 22 and the altitude when it is fixed on the handle 24. [0015] The determining device 30 comprises a display screen 32 and an information processing unit 34 formed for example of a memory 36 and a processor 38 associated with the memory 36. In the exemplary embodiment of FIG. 2, the determining device 30 is distinct from the flight control system 12, the engine control system 14, the aerodynamic braking control system 16, the ground traction control system 17, the ground brake control system 18 of the autopilot system 19 and the flight management system 20. Alternatively, not shown, the determining device 30 is integrated with any of the elements selected from the group consisting of: the flight control system 12 , the engine control system 14, the aerodynamic braking control system 16, the ground traction control system 17, the ground brake control system 18, the autopilot system 19 and the flight management system 20. The information processing unit 34 then corresponds to the information processing unit, not shown, of said element. According to this variant, the determination device 30 is preferably integrated with the automatic piloting system 19. [0016] The memory 36 is capable of storing a software 40 for measuring a mechanical quantity relative to the handle 22, respectively to the lever 24, such as the clearance D of the handle 22, respectively of the lever 24, or a mechanical force F applied by the crew 26 against the handle 22, respectively the lever 24, forming a control lever, and calculating a value of a guide setpoint as a function of the mechanical magnitude D, F, and optionally the previous value of the guide setpoint. The memory 36 is also able to store software 42 for acquiring a value of the guidance set calculated by an external avionics system at the determination device 30. The memory 36 is also capable of storing a software 44 for converting the value of the guidance setpoint in a slope value when the guidance setpoint is a slope acceleration setpoint or a vertical setpoint. The memory 36 is still able to store software 46 for calculating a performance scale E in the form of slope values of the aircraft. The performance scale E comprises at least one slope characteristic value, each slope characteristic value being associated with a corresponding performance characteristic value among extreme thrust values, extreme raster values, extreme values of ground acceleration, predetermined specific thrust values, predetermined specific drag values, predetermined specific ground acceleration values, and guideline characteristic values. The characteristic values of guidance instructions correspond for example to a slope calculated by the flight management system 20 to join the flight plan. The memory 36 is also able to store software 48 for determining a slope characteristic value associated with a displayed guidance set as a slope value. In other words, the determination software 48 is adapted to determine, among the values of the calculated scale E, a value associated with the guidance set displayed as a slope value. The associated slope characteristic value is, for example, the slope characteristic value which, among the slope characteristic value or values to which the displayed guidance setpoint converges, is closest to the displayed guidance setpoint. The slope characteristic value or values to which the displayed guidance setpoint converges are the slope characteristic value or values for which the time derivative of the absolute value of an algebraic difference between said slope characteristic value and the setpoint reference. displayed guidance is negative. [0017] As a variant, the associated slope characteristic value is the slope characteristic value closest to the displayed guidance setpoint. The memory 36 is also capable of storing software 50 adapted to calculate a control setpoint of the aircraft, the calculated setpoint being slaved with respect to the characteristic value of performance corresponding to the characteristic slope value associated with the displayed guidance setpoint. in the form of a slope value, and for transmitting the calculated control setpoint to at least one avionic system among one of the actuator control systems 14, 16, 17, 18 and one of the guidance systems 12, 19 , 20. [0018] According to an optional complementary aspect, the determination software 48 is furthermore adapted to calculate an algebraic difference A. between the guidance set displayed as a slope value and the slope characteristic value of the performance scale E associated with this displayed guide setpoint, and to compare this algebraic difference Ac to a range of ref reference values - According to this complementary aspect, the calculation and transmission software 50 is further adapted to set the value of the guidance setpoint to the value associated slope characteristic when particular conditions, known as adhesion conditions, are realized, for example when the calculated algebraic deviation A belongs to the range of reference values Aref. [0019] In addition, this positioning is performed only when the absolute value of the algebraic deviation A, is decreasing over time, that is to say when the derivative with respect to time of the absolute value of the Algebraic deviation Ac is negative, that is to say when the algebraic deviation Ac is being reduced, and / or when the mechanical magnitude D, F of the handle 22, respectively of the handle 24 is within a predefined range of values. After the positioning of the guide setpoint value with the associated slope characteristic value, a modification of the value of the guidance setpoint, for example using the handle 22 or the lever 24, cancels this positioning, also called adhesion. This then makes it possible to interrupt the adhesion with the slope characteristic value implemented previously, that is to say to "unhook" the guidance setpoint with respect to the slope characteristic value to which it had adhered. The memory 36 is able to store an information display software 52 on the screen 32 of the determination device 30, in particular the performance scale E and a symbol representing the guidance setpoint. [0020] The processor 38 is capable of loading and executing each of the software programs 40, 42, 44, 46, 48, 50 and 52. The measurement and calculation software 40, respectively the acquisition software 42, or the conversion software 44 respectively. respectively, the scaling software 46, respectively the determination software 48, the calculation and transmission software 50 and the display software 52, respectively, form means for measuring the mechanical magnitude D, F of the handle or of the joystick and of calculating a value of the guidance setpoint as a function of the measured mechanical quantity D, F, respectively means for acquiring a value of the guidance setpoint calculated by an avionic system external to the device of determining, respectively, the means for converting the value of the guidance setpoint into a slope value, respectively the means for calculating a performance scale, respectively the determining means, n of the slope characteristic value associated with the guidance set displayed in the form of a slope value, respectively of the means for calculating a control set point of the aircraft and for transmitting this control setpoint to at least one avionic system corresponding, and respectively means of displaying information on the screen. In a variant, the measurement and calculation means 40, the acquisition means 42, the conversion means 44, the scale calculation means 46, the determination means 48, the calculation and transmission means 50 and the means display 52 are made in the form of programmable logic components, or in the form of dedicated integrated circuits. According to the optional additional aspect described above, the software 48 also forms means for calculating an algebraic difference A, between the guidance set displayed as a slope value and the slope characteristic value associated with this setpoint. displayed guidance and comparison of this algebraic deviation Ac to the Aréfy reference value range and the software 50 further forms means for positioning the value of the guidance setpoint to the associated slope characteristic value. [0021] The measurement and calculation software 40 is adapted to measure the value of the mechanical quantity D, F of the handle 22, respectively of the lever 24, between a minimum value Dmin and a maximum value Dmax, respectively Fmin and Fmax. By convention, in the present application, the minimum values Dmin, Fmin are negative, the maximum values Dmax, Fmax are positive, and the rest position of the handle 22, respectively of the handle 24 corresponds to a zero value of the clearance D. [0022] The measurement and calculation software 40 is then adapted to convert the measured value of the mechanical quantity D, F into a guide control increment, the rest position of the handle 22, respectively of the lever 24 corresponding to a zero increment of ordered. The control increment is then multiplied by the measurement and calculation software 40 by a coefficient K dependent on a calculation step of the algorithm before being added to the previous value of the guidance setpoint. This amounts to performing a temporal integration of the control increment to obtain the guidance setpoint. In other words, maintaining the handle 22, respectively of the lever 24 in a position other than the rest position will then cause a constant change in the guide setpoint. The guidance set thus calculated is then sent, on the one hand, to the display software 52, and on the other hand, to the conversion software 44. In this exemplary embodiment, the mechanical quantity D, F of the handle 22, respectively of the handle 24 then corresponds to an increment / decrement of the guide setpoint. As a variant, the mechanical quantity D, F of the handle 22 or of the handle 24 corresponds to a level of the guide setpoint. According to this variant, the measurement and calculation software 40 is analogously adapted to measure the value of the mechanical quantity D, F of the handle 22, respectively of the lever 24, between the minimum value Dmin, Fmin and the maximum value Dmax, Fmax. The measurement and calculation software 40 is then adapted to convert the measured value of the mechanical quantity D, F into a command, optionally by applying a non-linear function to allow precise selection of small commands and also of extreme commands corresponding to the extreme movements of the handle 22, respectively of the lever 24. According to this variant, the measurement and calculation software 40 is then adapted to convert the control thus determined into the guidance setpoint, taking into account the the following criteria: the ergonomics of the stick (travel, height, etc.), the type of aircraft, as well as its engine and the performance of the engine (number of engines in operation, etc.), and the flight (take-off, cruise, approach, ground) determined inter alia by the measurement of airplane parameters (altitude, speed, configuration of the aircraft). In addition or alternatively, when the control lever forming the handle 22, respectively the lever 24 is positioned at a corresponding predetermined reference position, the value of the guide setpoint is set equal to a predefined value associated with said predetermined position of reference. The maximum value of the guidance setpoint corresponds for example to a predetermined reference position, such as a mechanical position notch. The guidance set thus calculated is, analogously to the embodiment described above, sent to the display software 52, on the one hand, and to the conversion software 44, on the other hand. The acquisition software 42 is adapted to acquire a value of the guidance setpoint, when the latter is, according to another mode of operation, calculated by an avionics system external to the determination device 30. According to this other mode of operation, the value of the guidance instruction taken into account by the conversion software 46 is then the reference value from the acquisition software 42, in place of that resulting from the measurement and calculation software 40. The conversion software 44 is adapted to convert the value of the guidance setpoint into a value expressed in degrees when the guidance setpoint is not expressed in degrees, for example when the guidance setpoint is an acceleration setpoint on a slope. Thus, in the case where the guidance setpoint is an acceleration setpoint on a slope in m / s2, the slope acceleration instruction expressed in degrees then satisfies the following equation: Ac 180 = currentcurrent + * 9 where Accp represents the slope acceleration setpoint converted into a slope value in degrees, Acc represents the slope acceleration setpoint expressed in m / s2, currentCurrent represents a value in degrees selected from a slope setpoint or a slope converted setpoint, the zero value and the slope of the aircraft, 180 / -rr represents the conversion factor of radians in degrees, and g is the acceleration of gravity in m / s2. The software for calculating a performance scale 46 is adapted to calculate the performance scale E. The characteristic performance values of the scale E are chosen from thrust and half-tone values when the aircraft 10 is in flight , that is to say when the aircraft 10 is not in contact with the ground, and among ground acceleration values when the aircraft 10 is on the ground. Thus, when the aircraft 10 is in flight, as illustrated in FIG. 4, the characteristic slope values correspond to particular engine thrust levels and to particular airbrake positions. The software 46 is then able to associate with (1) the performance scale E different slope characteristic values corresponding to characteristic performance values. By way of example, in FIG. 4, when the aircraft 10 is in flight, each slope characteristic value is chosen from among a first group of values consisting of: a first characteristic value of slope 58 corresponds to a maximum level of thrust motor and a retracted position of the airbrakes, a second characteristic value of slope 62 corresponds to a minimum level of engine thrust and a retracted position of the airbrakes, a third characteristic value of slope 66 corresponds to a minimum level of engine thrust and a intermediate position between return and exit of the airbrakes, a fourth characteristic value of slope 70 corresponds to a minimum level of engine thrust and a position completely out of the airbrakes and a fifth characteristic value of slope 71 corresponding to a specific engine thrust level and a retracted position of the airbrakes. Advantageously, the maximum engine thrust level is adapted according to the flight phase. For example, the maximum level of engine thrust is TO / GA (English Take Off / Go Around) approach phase or takeoff, CLB (English Climb) cruising phase without failure engine and MOT (Maximum Continuous Thrust English) in cruising phase with engine failure. Advantageously, the minimum level of engine thrust is adapted according to the flight conditions. By way of example, the minimum level of engine thrust is an idle thrust level, also called IDLE, under nominal flight conditions or a thrust level higher than IDLE allowing the operation of deicing systems in icing conditions. When the aircraft is on the ground, the characteristic slope values correspond to particular levels of ground acceleration, that is to say to particular levels of engine speed or motors 15, 17A and to ground deceleration levels. related to particular brake or reverse positions, the ground deceleration being a negative ground acceleration. Furthermore, on the ground, there are three phases of use of the aircraft: a first phase, illustrated by Figure 5 and commonly called "roll-out", corresponding to the landing of the aircraft and its exit from the landing strip, a second phase, illustrated by Figure 6 and commonly called "taxi", corresponding to the airport navigation, and a third phase, illustrated by Figure 7 and commonly called "take off", corresponding to the departure of the aircraft at the end of the runway until it takes off. [0023] For each of these three phases, the software 46 is capable of associating with the performance scale E different characteristic values of slope corresponding to characteristic performance values. By way of example, during a phase corresponding to the landing of the aircraft, illustrated by the scale E of FIG. 5, the scale E will have a sixth characteristic value of slope 74 corresponding to a maximum level of engine thrust and inactive brakes or reverses permitting take-off or allowing a go-around if the approach or landing is missed, a seventh characteristic slope value 78 corresponding to maximum braking of the brakes with the use of reverses at their maximum, this seventh value 78 allowing maximum deceleration, an eighth characteristic value of slope 86 corresponding to a reduced level of engine thrust and to positions of the brakes or reverses allowing deceleration adapted so that the aircraft quickly rejoins an exit of the landing runway, a ninth characteristic value of slope 88 corresponding to a reduced level of engine thrust and to positrons ions of the brakes or reverses allowing a minimum deceleration for a stop of the aircraft at the end of the runway. By way of example, during a phase corresponding to the airport navigation, illustrated by the scale E of FIG. 6, the scale E will have a tenth characteristic value of slope 90 corresponding to a reduced level of engine thrust and to inactive brakes or reverses such that the aircraft is grounded at a constant speed, the sixth slope characteristic value 74, the seventh slope characteristic value 78 and an eleventh slope characteristic value 91 corresponding to a deceleration level predetermined to ensure passenger comfort. When the aircraft 10 is on the ground, each slope characteristic value is then preferably chosen from a second group of values consisting of: the sixth slope characteristic value 74, the seventh slope characteristic value 78, the eighth slope characteristic value 86, the ninth slope characteristic value 88, the tenth slope characteristic value 90, the eleventh slope characteristic value 91. [0024] Those skilled in the art will thus understand that the displayed characteristic values depend on the phase of the flight (take-off, cruise, approach, taxi, etc.), determined inter alia by the measurement of aircraft parameters (altitude, speed, configuration of the aircraft ). The calculation software 46 is capable of calculating the performance scale E from a speed reference selected by the user or from an estimation or measurement of the speed of the aircraft 10 when no instruction speed is defined and controlled. [0025] The calculation software 46 is configured to calculate the performance scale E taking into account characteristics of the aircraft selected from the aircraft altitude, the speed of the aircraft, the outside air temperature, the condition of the engines, the configuration of the aircraft, the mass of the aircraft and the icing conditions of the aircraft. [0026] The altitude of the aircraft corresponds to the current altitude of the aircraft or to an estimate of the current altitude of the aircraft. The speed of the aircraft corresponds to the current speed of the aircraft or an estimate of the current speed of the aircraft. The outdoor air temperature is the current outdoor air temperature or an outside air temperature estimate. The state of the motors corresponds in particular to the power limits applied to the various motors. The configuration of the aircraft corresponds in particular to the aerodynamic configuration of the aircraft, in particular to the position of the nozzles, flaps, air brakes, de-rigging systems and landing gear of the aircraft, as well as the number of engines of the aircraft in operation. The mass of the aircraft corresponds to the current mass of the aircraft or to an estimate of the current mass of the aircraft. The calculation software 46 is configured to determine slope characteristic values of the performance scale E, in particular from pre-recorded tables. For example, as illustrated in FIG. 3, for a given aircraft configuration, the maximum value of slope is calculated from tables whose input parameters are the mass of the aircraft, its speed and its altitude. Thus, Ti and T3 represent one-dimensional interpolation tables whose mass input is the input parameter, and T2 and T4 represent two-dimensional interpolation tables whose input parameters are velocity and altitude. 'aircraft. Interpolation tables with three or more dimensions, not shown in FIG. 3, can also be used. In the example of FIG. 3, the values of the output parameters of the tables T1 and T2 on the one hand, and T3 and T4 on the other hand, are multiplied with each other, and the results of these two multiplications are summed. This last result corresponds to a maximum value of slope for a given aircraft configuration. The calculation software 46 is able to recalculate the performance scale E regularly, for example every second or every 100 ms. The determination software 48 is able to determine the slope characteristic value associated with the guidance set displayed as a slope value. [0027] The determination software 48 is also able to calculate the value of an algebraic difference A, between the displayed guidance setpoint and the slope characteristic value associated with this displayed guidance setpoint. The determination software 48 is also able to compare this algebraic difference A with the range of reference values Aref, the range of reference values Aref being for example predetermined by the user or also depending on the altitude and the phase flight. The algebraic deviation Ac and the range of reference values Aref are expressed in degrees. [0028] By way of example, the upper limit of the range of reference values Aref is between 0.10 and 100 and preferably equal to 0.3 ° and the lower limit of the range of reference values is between -10. ° and -0.1 ° and preferably equal to -0.3 °. Other values for the upper bound and the lower bound are of course possible, the value of the upper bound of the range of reference values being independent of the value of the lower bound of said range of values and the range of values of reference is not necessarily centered around zero. The positioning, calculation and transmission software 50 is configured to set the value of the guidance setpoint to the associated slope characteristic value when the adhesion conditions are satisfied, for example when the algebraic deviation A, belongs to the range. In other words, when the guidance setpoint is sufficiently close to a characteristic slope value of the performance scale E, with an algebraic deviation Ac belonging to the reference range Arf and that the adhesion conditions are satisfied. the slope characteristic value is taken into account instead of the acquired value of the guidance set displayed as a slope value. As illustrated in the respective figures 4 and 6, the guidance set displayed by the display software 52 and represented by the symbol 102, respectively 106, is then equal to the first characteristic value of slope 58, respectively to another characteristic value. slope 107 as illustrated in the form of a link A, for example a segment in dashed lines, which characterizes the adhesion of the guidance setpoint with the associated slope characteristic value. The symbol 102 respectively 106 is then adhered to the characteristic slope symbol 58 respectively 107, and the two symbols are aligned parallel to the horizon line and move together. In FIGS. 4 to 7, the symbol 102 represents a slope setpoint and the symbol 106 an acceleration setpoint on a slope. [0029] When the guidance setpoint is an acceleration setpoint on a slope, the calculated algebraic deviation A corresponds, for example, to an algebraic deviation A, between the slope setpoint symbol 102 and the acceleration setpoint symbol on a slope. 106, visible in FIG. [0030] In the general case, when the value of the guidance setpoint does not satisfy the adhesion conditions, for example when the calculated algebraic deviation AC does not belong to the range of reference values Aref, then the calculation software and transmission 50 is able to calculate an aircraft control setpoint from the displayed guidance setpoint and to send this control setpoint to the corresponding different avionics systems among one of the actuator control systems 14, 16, 17, 18 and one of the guiding systems 12, 19, 20. When the value of the guidance setpoint verifies the adhesion conditions, for example when the calculated algebraic deviation AC belongs to the range of reference values Aref the calculation and transmission software 50 is also able to calculate a control setpoint of the aircraft, the calculated setpoint being slaved with respect to the corresponding performance characteristic value. ant to the associated slope characteristic value. This control setpoint is then intended to be transmitted to the corresponding avionics system from one of the actuator control systems 14, 16, 17, 18 and one of the guide systems 12, 19, 20. [0031] The display software 52 is adapted to display information on the display screen 32, such as an artificial horizon line 94, a vertical speed scale 95 (visible in FIG. 4) on which a symbol 96 in the form of an oval represents the current vertical speed of the aircraft 10, a speed vector symbol 98, a slope reference symbol 102 and a slope acceleration reference symbol 106, as represented in FIGS. 4 to 7. velocity vector 98 indicates the current direction of the ground speed vector Vs of the aircraft 10. The slope reference symbol 102 indicates the slope command commanded by the user by means of the handle 22. The algebraic deviation along the ordinate Ai between the line horizon 94 and the speed vector symbol 98 represents the ground slope Vs of the aircraft. The algebraic deviation on the ordinate A2 between the speed vector symbol 98 and the acceleration setpoint symbol on slope 106 represents the slope acceleration setpoint, as represented in FIG. 4. The performance scale E displayed on the screen 32 includes graduations in slope values of the aircraft, for example in degrees and originates from the artificial horizon 94. Other symbols 98, 102, 106 are naturally possible to represent respectively the direction of the ground speed vector, the slope setpoint and the slope acceleration setpoint. [0032] The operation of the determination device 30 according to the invention will now be described with the aid of FIG. 8 representing a flowchart of the determination method according to the invention. During an initial step 200, the measurement and calculation software 40 first measures the mechanical magnitude D, F of the handle 22, respectively of the lever 24, and then calculates two guidance instructions, each starting from the mechanical quantity D , Corresponding F. Thus, it is possible to acquire two guidance instructions for example a slope setpoint from the mechanical magnitude D, F of the handle 22 and an acceleration setpoint on the slope from the mechanical magnitude D, F of the joystick 24. As previously described, the mechanical magnitude D, F of the handle 22, respectively of the lever 24 corresponds to an increment of the guidance setpoint if the measured value of the mechanical quantity D, F is positive, and conversely to a decrement of the guidance setpoint if the measured value of the mechanical quantity D, F is negative. In a variant, the mechanical quantity D, F of the handle 22 or of the handle 24 corresponds directly to a level of the guide setpoint. According to another mode of operation, the guide setpoint is not determined from the mechanical magnitude D, F of the handle 22, respectively of the joystick 24, but is acquired during the step 210 by the acquisition software 42 from an avionics system external to the determination device 30. FIGS. 4 to 7 illustrate various values of guidance instructions selected by the user by means of the joystick 24, these values respectively corresponding to a flight phase, a "roll-out" ground phase, "taxi" ground phase and "take-off" ground phase. [0033] The value of the guidance setpoint obtained during step 200 or during step 210 is, if necessary, converted, during step 220, into a corresponding slope value expressed in degrees, especially when the guidance setpoint acquired is a slope acceleration instruction expressed m / s2 or for example that the guide setpoint is a designated vertical speed setpoint with the handle 22 or the lever 24. At the next step 240, which follows the step 220 in case of conversion or which directly follows step 200 or 210, the calculation software 46 calculates the performance scale E as previously described. When the aircraft is in flight, the characteristic slope values correspond to particular engine thrust levels and to particular airbrake positions. For example, as illustrated in FIG. 4, the software 46 positions on the performance scale E the first 58, second 62, third 66, fourth 70 and fifth 71 slope characteristic values. When the aircraft is on the ground, the slope characteristic values correspond to ground acceleration levels. For example, as illustrated in FIGS. 5 to 7, the software 46 associates the sixth 74, the seventh 78, the eighth 86, the ninth 88, the tenth 90 and the eleventh 91 slope characteristic values to the performance scale E. The performance scale E calculated during step 240 takes into account a user-selected speed instruction or an estimate of the speed of the aircraft if no speed reference is defined. The calculation of the performance scale E also takes into account certain characteristics of the aircraft chosen from the altitude of the aircraft, the configuration of the aircraft, the mass of the aircraft and the icing conditions of the aircraft. aircraft. The computation of the performance scale E by the calculation software 46 is done for example from prerecorded tables, as illustrated by FIG. [0034] In step 250, the display software 52 displays the calculated scale on the display screen 32. In step 255, the guide setpoint expressed in degrees as a slope value is displayed on the screen 32 by means of the display software 52. The guidance setpoint is indicated by the slope reference symbol 102 or the acceleration setpoint symbol on slope 106 depending on whether the guidance setpoint obtained is a slope setpoint ( or a setpoint converted to a slope setpoint) or an acceleration setpoint on a slope converted into a slope value, as represented in FIG. 4. The value of the slope setpoint corresponds to the algebraic deviation on the ordinate A3 between a first reference symbol and the slope reference symbol 102. The first reference symbol is, for example, the horizon line 94. The value of the slope acceleration instruction corresponds, for example, to the algebraic difference along the ordinate. A2 between a second reference symbol and the acceleration setpoint symbol on slope 106. The second reference symbol is, for example, the speed vector symbol 98. [0035] The second reference symbol is, for example, the slope reference symbol 102, and when the guidance setpoint is an acceleration setpoint on a slope, the value of the acceleration setpoint on slope then corresponds to the algebraic deviation at an ordinate A0 between the acceleration setpoint symbol on slope 106 and the slope setpoint symbol 102, as shown in FIG. 5. [0036] Alternatively, not shown, the speed vector symbol is not displayed, and the reference symbol is formed by the artificial horizon line 94. In this variant, the ordinate difference between the artificial horizon line 94 and the acceleration setpoint symbol on slope 106 then represents the acceleration setpoint on slope. By way of example, the algebraic deviation on the ordinate A2 is displayed in degrees, which then makes it possible to visualize the Acc_cons acceleration setpoint using a scale of slope or attitude graduated in degrees. The algebraic deviation on the ordinate A2 then satisfies the following equation: A = 180 x Acc cons 2 (2) g where 180 / -rr represents the conversion factor of radians in degrees; Acc_cons is the slope acceleration setpoint in m / s2; and g is the acceleration of gravity in m / s2. As a further variant, not shown, the speed vector symbol is not displayed, and the reference symbol is formed by a speed vector reference symbol. The ordinate algebraic difference between the speed vector setpoint symbol and the acceleration setpoint symbol on slope 106 then represents the slope acceleration setpoint. The artificial horizon line symbols 94 and the speed vector symbol 98, for their part, are for example displayed on the screen 32 as soon as this screen 32 is turned on. In the step 260, the determination software 48 determines the slope characteristic value associated with this displayed guidance. The determination software 48 then calculates the adhesion conditions between the guidance set displayed as a slope value and the associated slope characteristic value. The calculation and transmission software 50 further determines whether the adhesion conditions between the displayed guidance setpoint and the associated slope characteristic value are satisfied. [0037] For example, in this step 260, the determination software 48 calculates the value of the algebraic deviation Ac between the guidance set displayed as a slope value and the slope characteristic value associated with this displayed guidance setpoint. The software 50 then checks whether the adhesion conditions of the guidance setpoint to the associated characteristic value of the scale E are verified, for example the software 50 checks whether the algebraic deviation A, belongs to the range of reference values. Aref, and the gap A, is reduced over time. In the next step 280, the software 50 then calculates the control instruction of the aircraft. [0038] When the adhesion conditions are verified, the calculated control setpoint is slaved with respect to the characteristic value of performance corresponding to the associated slope characteristic value, this associated slope characteristic value having been determined in step 260. [0039] When the adhesion conditions are not satisfied, the value of the guidance setpoint is not changed, and the calculated control setpoint is slaved according to the guidance setpoint. During this step 280, the calculated control setpoint is transmitted to the corresponding avionic system chosen from one of the actuator control systems 14, 16, 17, 18 and one of the guide systems 12, 19, 20. At the end of this step 280, in the case where the adhesion conditions are not verified, the determination method starts again from steps 200 or 210, as visible in FIG. 8. During the optional step 290, in the case where the adhesion conditions are satisfied, for example when the calculated algebraic deviation A, belongs to the range of reference values Aref, the software 50 sets the value of the guidance setpoint to the associated slope characteristic value , and displays on the screen 32 the link A between the guidance setpoint and the associated slope characteristic value. Finally, once step 290 has been carried out, the determination method starts again from steps 200 or 210, as visible in FIG. 8. Thus, in flight, when a first guidance set point is an air speed setpoint V, , and when a second guidance setpoint is a slope setpoint corresponding for example to the first value 58 of the performance scale E, in other words the setpoint symbol 102 being adhered to the first value 58 of the scale E , a servocontrol of the speed setpoint V, using the vertical control axis of the flight controls 12 and a servocontrol of the thrust and raster level corresponding to the first value 58 are implemented, so as to obtain both control instructions calculated during step 280, one of these control instructions being the speed setpoint V of the aircraft and the other the thrust level corresponding to the first value 58 of the performance scale. e. In flight, when the second guidance instruction is for example a slope that does not correspond to the values of the performance scale E, servocontrolling the vertical trajectory using the vertical control axis of the flight controls 12 is implemented to maintain the slope setpoint, and control of the thrust level and halftone is implemented to maintain the speed command V of the aircraft. [0040] In general, when the guidance set displayed in the form of a slope value is a slope acceleration setpoint satisfying the adhesion conditions, a control of the thrust and raster level is implemented relative to the setpoint of corresponding control calculated in step 280. [0041] In addition, the determination device 30 according to the invention enables the crew 26 to visualize the slope and acceleration on slope areas accessible by the aircraft, as well as the selected guidance setpoint. For example, the relative position of the slope set symbol 102 with respect to the extreme slope characteristic values 74, 78 of the performance scale E enables the crew 26 to know whether the target air speed can be held. In addition, the relative position of the acceleration setpoint symbol 106 on a slope relative to the pitch set symbol 102 enables the crew to know whether it is controlling an increase or a decrease in the airspeed. The determination device 30 also makes it possible to reduce the workload of the crew and the risk of accidents by determining the control setpoint from the guidance set displayed in the form of a slope value, the guidance setpoint being notably set equal to a characteristic value of the performance scale E, when the adhesion conditions are satisfied, that is to say for example when the algebraic difference A between the guidance setpoint and said characteristic value belongs to the range of reference values Aref, this characteristic value of the scale E itself corresponding to a characteristic value of performance. It is thus conceivable that the method and the determination device 30 according to the invention make it possible to determine the control setpoint from the displayed guidance set as a slope value, the control setpoint being slaved to the attainable performance areas. by the aircraft, to improve the safety of the flight of the aircraft and to reduce the workload of the crew.
权利要求:
Claims (16) [0001] CLAIMS1.- A method for determining a control setpoint of an aircraft (10), the control setpoint being intended to be transmitted to at least one of at least one avionics control system actuator (14, 16, 17, 18) and at least one guide system (12, 19, 20), the method being implemented by an electronic device (30) for determining the control setpoint and comprising the following steps: - the calculation (240 ) of a performance scale (E) in the form of slope values of the aircraft (10), the performance scale (E) comprising at least one slope characteristic value (58, 62, 66, 70, 71 74, 78, 86, 88, 90, 91), each slope characteristic value (58, 62, 66, 70, 71, 74, 78, 86, 88, 90, 91) being associated with a characteristic value of performance corresponding among extreme values of thrust, extreme values of raster, extreme values of ground acceleration, specific values pre-determined thrust forces, predetermined specific drag values, predetermined specific ground acceleration values and guide rule characteristic values; - the acquisition (200; 210) of at least one guide setpoint, - the display (255) of at least one guide setpoint among the acquired guide setpoint (s), in the form of a slope value (102, 106) next to of the performance scale (E), characterized in that the method further comprises: - determining (260) at least one slope characteristic value associated with a corresponding guidance instruction, displayed as a value of slope, and - the calculation (280) of at least one control setpoint of the aircraft (10), each control setpoint being calculated with respect to the characteristic value of performance corresponding to the associated slope characteristic value for each guidance set displayed as a slope value. [0002] 2. The method according to claim 1, wherein the associated slope characteristic value is the slope characteristic value which, among the slope characteristic value or values to which the displayed guidance setpoint converges, is closest to the setpoint of displayed guidance. [0003] The method of claim 1, wherein the associated slope characteristic value is the slope characteristic value closest to the displayed guidance setpoint. [0004] 4. A method according to any one of the preceding claims, wherein the method further comprises: calculating (260) a difference (&) between each displayed guidance instruction and each slope characteristic value associated with said instruction. displayed guidance, and - the positioning (290) of the value of the guidance setpoint to the associated slope characteristic value, only when the calculated difference (&) belongs to a predetermined range of values (ref) [0005] 5. A method according to claim 4, wherein the positioning of the value of the guidance setpoint to the associated slope characteristic value is displayed as a link (A) between a symbol (102; 106) representing the setpoint. guide and the associated characteristic slope. [0006] 6. A method according to any one of the preceding claims, wherein the aircraft comprises at least one control element (22, 24) adapted to be manipulated by the user to select a guidance setpoint, and the instruction of acquired guidance is a selected setpoint via the primary control element (22, 24). [0007] 7. A method according to any one of the preceding claims, wherein the performance scale (E) is calculated from a speed chosen from a speed reference, and an estimate of the speed of the aircraft (10). ). [0008] 8. A method according to any one of the preceding claims, wherein the performance scale (E) is calculated taking into account characteristics of the aircraft (10) selected from the altitude of the aircraft (10). , a configuration of the aircraft (10), the mass of the aircraft (10) and icing conditions of the aircraft (10). [0009] 9. A method according to any one of the preceding claims, wherein the performance scale (E) comprises graduations in slope values, the origin of the performance scale (E) corresponding to an artificial horizon (94). ). [0010] 10. A method according to any one of the preceding claims, wherein when the acquired guidance setpoint is not a slope setpoint, the acquired guidance setpoint is converted (220) to a slope value to be compared to the setpoint values. the performance scale (E). [0011] A method according to any one of the preceding claims, wherein the acquisition step (200, 210) comprises acquiring two guidance instructions, the displaying step (255) comprises displaying the two guidance commands, each in the form of a slope value (102, 106) opposite the performance scale (E) and the calculation step (280) comprises calculating two respective control instructions. [0012] 12. A method according to any one of the preceding claims wherein each slope characteristic value is selected from: a first group of values consisting of: a first value associated with a maximum engine thrust level and a retracted position; a second value (62) associated with an engine thrust and a retracted position of the airbrakes, a third value (66) associated with a reduced level of engine thrust and at an intermediate position between the return and the exit of the airbrakes; fourth value (70) associated with a minimum level of engine thrust and a position completely out of the airbrakes, a fifth value (71) associated with a specific engine thrust level and a retracted position of the airbrakes, and a second group of values consisting of: a sixth value (74) associated with a maximum engine thrust level and inactive brakes or reverses, a seventh value (78) associated with maximum brake braking with the use of the maximum reverses, an eighth value (86) associated with a reduced level of engine thrust and at positions of the brakes or reverses to reach an exit of a landing strip, a ninth value (88) associated with a reduced level of engine thrust and at positions of the brakes or reverses for a stop of the aircraft at the end of the runway, a tenth value (90) associated with a level reduced engine thrust and inactive brakes or reverses, an eleventh value (91) associated with a predetermined deceleration level. [0013] 13. A computer program product comprising software instructions which, when implemented by a computer, implement the method of any one of the preceding claims. [0014] 14.- Electronic device for determining (30) a control setpoint of an aircraft (10), the control setpoint being intended to be transmitted to at least one avionics system among at least one actuator control system ( 14, 16, 17, 18) and at least one guide system (12, 19, 20), the device comprising: - means (46) for calculating a performance scale (E) in the form of slope values of the aircraft (10), the performance scale (E) having at least one slope characteristic value (58, 62, 66, 70, 71, 74, 78, 86, 88, 90, 91), each value slope characteristic (58, 62, 66, 70, 71; 74, 78, 86, 88, 90, 91) being associated with a corresponding performance characteristic value among extreme values of thrust, extreme values of raster, values extremes of ground acceleration, predetermined specific thrust values, predetermined specific drag values, specific values predetermined thresholds of ground acceleration and characteristic values of guidance instructions, - means (40; 42) for acquiring at least one guide setpoint, - means (32) for displaying at least one guidance setpoint among the acquired guidance setpoint (s), in the form of a slope value (102). , 106) opposite the performance scale (E), characterized in that the device (30) further comprises: - means (48) for determining at least one characteristic slope value associated with a setpoint of corresponding guidance, displayed as a slope value, and - means (50) for calculating at least one control command of the aircraft (10), each control instruction being calculated with respect to the characteristic value of performance corresponding to the associated slope characteristic value for each guidance set displayed as a slope value. [0015] 15.- Device (30) according to claim 14, wherein the device further comprises: - means (48) for calculating a difference (Ac) between each displayed guidance setpoint and each slope characteristic value associated with said displayed guidance setpoint, and - means (50) for setting the value of the guidance setpoint to the associated slope characteristic value only when the calculated deviation (Ac) belongs to a predetermined range of values (Areef). [0016] 16. Aircraft (10) comprising: - at least one avionic system (12, 14, 16, 17, 18, 19, 20) among at least one actuator control system (14, 16, 17, 18) and at least one guidance system (12, 19, 20), an electronic device (30) for determining a control set point of the aircraft (10), the control setpoint being intended to be transmitted to the corresponding avionics system (12, 14, 16, 17, 18, 19, 20), characterized in that the electronic determination device (30) is according to claim 14 or 15.
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同族专利:
公开号 | 公开日 CA2893712A1|2015-12-16| BR102015014165A2|2018-03-06| FR3022340B1|2016-07-15| US9472107B2|2016-10-18| US20150364045A1|2015-12-17|
引用文献:
公开号 | 申请日 | 公开日 | 申请人 | 专利标题 US6469640B2|2000-08-10|2002-10-22|Honeywell International Inc.|Aircraft display with potential thrust indicator| FR2958033A1|2010-03-24|2011-09-30|Dassault Aviat|DEVICE FOR DISPLAYING THE ENERGY VARIATION OF AN AIRCRAFT, METHOD AND SYSTEM FOR DISPLAYING THE CORRESPONDING ENERGY VARIATION| FR2870522B1|2004-05-18|2007-08-24|Airbus France Sas|STEERING INDICATOR DISPLAYING AIRCRAFT THRUST INFORMATION| US8027758B2|2005-01-19|2011-09-27|Airbus Operations |Navigation system for an aircraft and associated command process| US9129521B2|2013-05-29|2015-09-08|Honeywell International Inc.|System and method for displaying a runway position indicator|DE102014013183B4|2014-09-05|2018-12-27|Audi Ag|Method and device for switching assistance| US9862499B2|2016-04-25|2018-01-09|Airbus Operations |Human machine interface for displaying information relative to the energy of an aircraft| FR3055433B1|2016-08-26|2018-09-21|Thales|AIRCRAFT STEERING ASSISTANCE METHOD, COMPUTER PROGRAM PRODUCT, AND DRIVING ASSISTANCE DEVICE| US10654561B2|2017-02-02|2020-05-19|Textron Innovations Inc.|Rotorcraft fly-by-wire go-around mode| US11263912B2|2019-08-15|2022-03-01|Gulfstream Aerospace Corporation|Aircraft taxi assistance avionics|
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2015-06-30| PLFP| Fee payment|Year of fee payment: 2 | 2015-12-18| PLSC| Search report ready|Effective date: 20151218 | 2016-07-08| PLFP| Fee payment|Year of fee payment: 3 | 2017-06-30| PLFP| Fee payment|Year of fee payment: 4 | 2018-06-27| PLFP| Fee payment|Year of fee payment: 5 | 2020-06-30| PLFP| Fee payment|Year of fee payment: 7 | 2021-06-30| PLFP| Fee payment|Year of fee payment: 8 |
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申请号 | 申请日 | 专利标题 FR1401356A|FR3022340B1|2014-06-16|2014-06-16|METHOD AND DEVICE FOR DETERMINING AN AIRCRAFT CONTROL INSTRUCTION, COMPUTER PROGRAM PRODUCT AND ASSOCIATED AIRCRAFT|FR1401356A| FR3022340B1|2014-06-16|2014-06-16|METHOD AND DEVICE FOR DETERMINING AN AIRCRAFT CONTROL INSTRUCTION, COMPUTER PROGRAM PRODUCT AND ASSOCIATED AIRCRAFT| CA2893712A| CA2893712A1|2014-06-16|2015-06-03|Method and device for determining a control set point of an aircraft, associated computer program and aircraft| US14/737,362| US9472107B2|2014-06-16|2015-06-11|Method and device for determining a control set point of an aircraft, associated computer program and aircraft| BR102015014165-3A| BR102015014165A2|2014-06-16|2015-06-16|METHOD FOR DETERMINING AN AIRCRAFT CONTROL ADJUSTMENT POINT, LEGIBLE MEANS, ELECTRONIC DEVICE AND AIRCRAFT| 相关专利
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