• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    - The device includes a unit for automatically calculating repetitively, during a final approach of the aircraft (AC) for landing on an airstrip (2), using at least one a ground speed of the aircraft (AC), a height (Z) of the aircraft (AC) relative to the ground (S), and a target vertical speed representing a desired vertical speed in contact (8) of the landing runway (2), a slope angle of a flight path (TV) allowing the aircraft (AC) to implement a flare verifying at least said target vertical speed in contact with the runway of the aircraft. landing (2), and a unit for automatically displaying, on at least one screen of the cockpit of the aircraft (AC), a first symbol illustrating the current angle of inclination of the aircraft (AC) and a second symbol illustrating said calculated slope angle.
    公开号:FR3023368A1
    申请号:FR1456427
    申请日:2014-07-04
    公开日:2016-01-08
    发明作者:Matthias Eberle
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The invention relates to a method and a device for assisting the landing of an aircraft, in particular a transport aircraft. The present invention applies to a landing aid device intended to provide assistance with the guidance of the aircraft, to help the pilot to manually perform the flare during a flight. landing, just before touching the airstrip or the terrain for an emergency landing. It is known that towards the end of the final approach for landing, the aircraft is normally in a stabilized descent. After passing a flare height, the pilot must reduce the vertical speed before touching the ground to ensure passenger comfort and prevent damage to the aircraft structure. The implementation of this maneuver is difficult because of its short duration, generally of the order of five seconds for transport aircraft, during which a dynamic maneuver close to the ground must therefore be performed. A maneuvering error can lead to a hard landing or landing distance too long. The management of the rounding using a head-up screen, type HUD ("Head Up Display" in English), reduces this risk. In this case, the pilot manually guides the aircraft so that the aircraft speed vector displayed on the screen follows a rounding guidance target also displayed on the screen. It should be noted, moreover, that because of the existence on airports of non-horizontal runways, that is to say which have non-zero slopes, the rounding maneuver must be able to be adapted to such landing strips. Document FR-1159602 discloses an automatic landing device for an aircraft, in particular a transport aircraft, making it possible to perform an automatic landing on an airstrip with a high slope value. However, this automatic device is not usable in all circumstances.
    [0002] Similarly, taking into account a rounding maneuver guidance signal based on information from such an automatic landing device is not optimal. Indeed, the rounding guidance target (in accordance with such a guidance signal) typically moves on the screen by minimizing the deviation of the aircraft from a reference rounding trajectory. Due to this minimization, the system does not ensure convergence of the guidance target to a slope corresponding to a desired vertical speed in contact with the runway. The use of such a guidance symbol from an autopilot, to help the pilot to manually perform the rounding, is not optimal. The present invention relates to a method of assisting the landing of an aircraft, in particular a transport aircraft, to overcome this drawback.
    [0003] According to the invention, said method comprises steps consisting, automatically and repeatedly, in a final approach of an aircraft for landing on an airstrip: a) to receive the current values of a plurality of parameters, including a ground speed of the aircraft and a height of the aircraft relative to the ground; b) calculating a slope angle of a flight path of the aircraft, using at least one of these current values and at least one target vertical speed, the target vertical speed representing a desired vertical speed at the contact of the landing runway, this flight path allowing the aircraft to implement a rounding verifying at least said target vertical speed in contact with the runway; and (c) displaying, on at least one flight deck screen of the aircraft, a first symbol illustrating the current slope angle of the aircraft and a second symbol illustrating the slope angle of the flight path, calculated in step b). Thus, thanks to the invention, the pilot is guided to follow the aircraft (by manual control) a flight path that allows the aircraft to reach the contact point at the target vertical speed. As explained below, the second symbol (illustrating the calculated angle of flight path slope) regularly converges to a slope corresponding to a desired vertical speed in contact with the landing runway, which makes it possible to remedy the problem. aforementioned drawback. Advantageously, step a) comprises a sub-step of determining a slope value of the landing runway, and step b) consists in calculating the slope angle of the flight path to the landing runway. using this slope value of the runway. In this case, preferably, this substep of step a) takes into account at least one of the following slope values: a slope value entered by a crew member of the aircraft; a slope value corresponding to that of the landing runway used for the landing, this slope value was extracted automatically from an on-board database; and a slope value measured using at least one on-board measuring device. Furthermore, advantageously, the method comprises an additional step of monitoring said landing strip slope value, determined in step a), so that an erroneous slope value can be detected.
    [0004] In addition, advantageously, said method comprises an additional step consisting, in case of detection of an erroneous slope value, in automatically implementing at least one of the following operations: - to emit an alarm signal in the station piloting the aircraft; correcting the erroneous slope value; - to use a default slope value in step b); to deactivate at least the display of said second symbol; - to provide the crew with information on the origin of a failure that led to the erroneous slope value and on actions to be taken.
    [0005] Furthermore, said method has at least some of the following characteristics, taken individually or in combination: the method comprises a step of generating a setting parameter able to modify the shape of the flight path, this adjustment parameter being used in step b) to calculate the slope angle; step a) also consists in receiving a target vertical acceleration representing a desired vertical acceleration in contact with the landing runway, and step b) consists in calculating the flight path slope angle using also of this target vertical acceleration. The present invention also relates to a device for assisting the landing of an aircraft.
    [0006] According to the invention, this device comprises: at least one data receiving unit configured to automatically receive, during a final approach of the aircraft for landing on a runway, the current values of a plurality of parameters, including a ground speed of the aircraft and a height of the aircraft with respect to the ground, as well as at least one target vertical speed representing a desired vertical speed in contact with the runway; a calculation unit configured to automatically calculate, at least with the aid of these current values and the target vertical speed, a slope angle of a flight trajectory, this flight path enabling the aircraft to performs a rounding verifying at least said target vertical velocity in contact with the landing runway; and a display unit configured to automatically display, on at least one screen of the cockpit of the aircraft, a first symbol illustrating the current slope angle of the aircraft and a second symbol illustrating the angle of inclination. the flight path, calculated by the calculation unit. Furthermore, advantageously, said device further comprises: at least one additional first unit configured to determine a slope value of the landing runway, the calculation unit being configured to calculate the slope angle of the flight path; flight using this slope value of the runway; at least one additional second unit configured to automatically monitor the slope value of the landing runway so as to detect an erroneous slope value; means for automatically implementing at least one of the following operations, in the event of detection of an erroneous slope value: transmitting an alarm signal in the cockpit of the aircraft; - correct the erroneous slope value; - use a default slope value; - deactivate at least the display of said second symbol; - provide the crew with information on the origin of the failure that led to the erroneous slope value and actions to be taken. The present invention also relates to an aircraft, in particular a transport aircraft, which comprises a device such as that mentioned above. The appended figures 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 landing aid device illustrating the invention. Figure 2 schematically illustrates a landing of an aircraft with a rounding phase. Figure 3 schematically shows an example of head-up display, a landing aid device. FIG. 4 is a diagram illustrating various speed parameters of an aircraft.
    [0007] Fig. 5 is a graph showing the evolution as a function of time of a calculated slope angle. Figure 6 schematically illustrates two landing path portions, respectively defined from different setting parameters.
    [0008] Figure 7 schematically shows a distance measurement of an airstrip at the front of the aircraft.
    [0009] FIG. 8 is the block diagram of particular computing means of the device of FIG. 1. The device 1 represented diagrammatically in FIG. 1 and making it possible to illustrate the invention is a device for assisting the landing of an aircraft. AC, in particular of a transport plane. This device 1 is intended, in particular, to help a pilot to manually control a flare maneuver during landing, just before touching the landing runway 2, as illustrated in FIG. 2. Said device 1 comprises: a unit 3 for generating, automatically and repetitively, the current values of a plurality of parameters of the aircraft AC, including a ground speed Vgnd of the aircraft AC and a height Z of the aircraft; AC aircraft relative to the ground S (Figure 2); and a man / machine interface 4, for example a touch screen, a keyboard, a pointing device or any other usual means, which allows an operator to enter data into the device 1, and at least one target vertical speed Vtgt representing a desired vertical speed for the aircraft AC at the moment of contact (or touching) of the runway 2 (at a point 8 in Figure 2).
    [0010] According to the invention, said device 1 also comprises: - a computing unit 5 which is connected via links 6 and 7 (forming part of a data reception unit), respectively, to the unit 3 and at the interface 4, and which is formed to calculate, automatically and repetitively, at least with the aid of the current values received from the unit 3 and the target vertical speed Vtgt received from the interface 4, a slope angle yc of a flight path TV. This flight trajectory TV (namely a landing trajectory) is defined so as to allow the aircraft AC to implement a rounding verifying at least said target vertical speed Vtgt in contact with the landing runway 2, as specified below; and - a display unit 9 which is connected via a link 10 to the calculation unit 5 and which is formed so as to display, on at least one screen 11, 12 of the flight deck of the AC aircraft, a symbol 51 illustrating the current slope angle y of the aircraft AC and a symbol S2 illustrating the slope angle yc of the flight trajectory TV, calculated by the calculation unit 5, as represented on FIG. 3. To do this, the current inclination angle γ of the aircraft AC is also received from usual means forming part of the unit 3. In order to carry out the display, the device 1 comprises at least one of the following screens: - a head-up display 11, of the HUD ("Head Up Display") type, to produce a display in accordance with the external environment seen through this display screen 11, as shown in Figure 3; a display screen 12 head down, in particular a display screen for primary flight parameters, type PFD ("Primary Flight Display" in English).
    [0011] The head-up display 11, shown by way of example in FIG. 3, comprises in the usual way the following elements not further described: a usual altitude scale 32; a usual speed scale 31; a usual roll scale 33; and - a line 34 representing the horizon. In addition, in the example of Figure 3, we see on the display screen 11 the landing strip 2 used during the current landing. On this display screen 11 is also represented the symbol 51 illustrating the current slope angle y of the aircraft AC and the symbol S2 illustrating the slope angle yc of the flight path TV, calculated by the unit of calculation 5 (and received via link 10). The current slope angle y of the aircraft AC is the angle between the current speed vector T7 of the aircraft AC, which is formed of the ground speed vector T7g-nd and the vertical speed vector T7z, and the horizontal ( whose direction is indicated by the ground speed vector T7g-nd), as shown in FIG. 4.
    [0012] The symbol S2 is displayed before the initiation of the rounding under the symbol S1 as shown in FIG. 3, and it increases towards a target slope angle yctgt on impact (by moving upwards on the display) . The rounding must be initiated when the symbol S2 (which thus approaches the symbol S1) arrives at the level of the symbol S1. The task of the pilot is then to follow the symbol S2 with the symbol S1, by appropriate commands from a usual control stick of the aircraft AC. The TV trajectory is recalculated continuously, unlike, for example, an autopilot where a single fixed trajectory is kept until impact. The TV trajectory thus provides a valid reference until the impact, even if the AC aircraft has already passed the initially planned point of impact. The device 1 thus uses just a simple flight path TV which guides the aircraft AC reliably to a target vertical speed predefined (Vtgt) and, depending on the type of trajectory, also a vertical acceleration target (atgt) , as specified below. The TV guidance trajectory shown in FIG. 2 is calculated by the calculation unit 5, from the impact conditions targeted at the point of impact 8 (given by the target vertical speed and, possibly, by the vertical acceleration target), backward to the AC aircraft. Different modes of calculating the angle of slope yc are specified below. Thus, the control of the angle of inclination yc (which is determined for the current height Z of the aircraft AC) guarantees the guidance towards the targeted impact conditions. As can be seen in FIG. 2, before reaching the rounding initiation height ZO (where the TV trajectory is tangent to a stable descent along an axis TO represented in dashed lines, established by FIG. pilot), the slope angle of the TV trajectory is steeper than the slope angle 7GS, for example 3 °, of this TO axis entered by the pilot. Then, the angle of inclination yc converges smoothly towards the target slope angle yctgt, as also shown in FIG. 5, where t0 is the moment of initiation of the rounding (at point PO of FIG. 2).
    [0013] The observation of the displacement of the symbol S2 on the screen 11 and / or on the screen 12 thus allows the pilot: - to better anticipate the moment of initiation of the rounding, by estimating the moment when the symbol S2 will reach the symbol S1; - to know how much he must pull on the control stick at the initiation of the rounding; and - to obtain a visual indication for the landing, during a head-up display. The device 1 thus allows a reduction in the workload of the pilot and provides him with an increased awareness of the situation. The device 1 as described above has many other advantages. In particular: it is easily implementable in a display system, in particular of the HUD type; - it works for all slope angles and all ground speeds, without requiring complex adaptations; - it is robust against system failures, due to its reduced number of inputs; and it is adaptable to any type of aircraft, because of the reduced number of characteristic parameters used. In a particular embodiment, the device 1 also comprises means for generating a setting parameter i. This may be, in particular, the interface 4 which allows a driver to enter a setting parameter i. This setting parameter i is used by the calculation unit 5 to calculate the slope angle yc, as specified below. This adjustment parameter i is able to modify the shape of the flight path, as shown in FIG. 6 for two trajectories TV1 and TV2 defined from two different adjustment parameters. In a particular embodiment, the interface 4 also makes it possible to provide a target vertical acceleration atgt representing a desired vertical acceleration of the aircraft AC in contact with the landing runway 2. In this particular embodiment, the unit calculation 5 calculates the slope angle yc of the flight path TV also using this target vertical acceleration atgt, as specified below. Furthermore, in a preferred embodiment, the device 1 further comprises, as shown in FIG. 1, an assembly (or unit) 13 that determines the slope value of the landing runway 2 (that is, ie the angle made by runway 2 with the horizontal), at least for the part of runway 2 at which the rounding must be done (typically between 60 meters downstream of the threshold of runway 2, and the maximum area of wheel impact, typically 823 meters downstream of the threshold). This slope value is automatically transmitted to the calculation unit 5. The calculation unit 5 is configured to calculate the slope angle yc of the flight trajectory TV using this slope value of the flight track. 2. This preferred embodiment thus provides compensation for non-zero runway slopes, including severe slopes.
    [0014] The device 1 is thus able to provide rounding guidance based on the flight path TV for tracks with any type of slope. The device 1 receives a numerical value for the slope of the track at the targeted impact position, and it corrects the control of the angle of inclination yc of the flight path TV accordingly, to provide a visual guidance that even takes in account of severe slopes of track. This slope value is available before initiation of the flare and remains constant or at least stable until impact. In the context of the present invention, said assembly 13 may comprise different means for determining the slope value.
    [0015] In a first embodiment, said set 13 may comprise an interface, in particular an interface already existing on the aircraft AC, for example the interface 4, which allows a pilot to manually enter the average slope of the runway 2 (in the portion of the track where the flare takes place). This data is available on certain approach charts or, failing that, may be prepared in advance for the terrain on which the AC aircraft is likely to be operated.
    [0016] In another embodiment of the invention, the device 1 contains, via a flight management system of the FMS type ("Flight Management System" in English) or any other equivalent system, a database that associates with each track. 2 a slope value. In this embodiment, when the pilot chooses in the FMS system the runway on which he wishes to land, the FMS system automatically provides the required slope value and no additional crew intervention is required, thus reducing the load. of the crew in relation to the first embodiment mentioned above.
    [0017] In a variant of this last embodiment, the database may contain the profile of the entire track 2 (and not the average slope of the track in the portion of the track where the rounding takes place). In this case, the necessary slope value for the calculation unit 5 (ie the average slope in the rounding portion of implementation) is simply extracted from the information contained in this database. This variant makes it possible to obtain a precise slope value. In another embodiment of the invention, said assembly 13 comprises at least one specific sensor which is mounted on board the aircraft AC, for example in the front landing gear, and which is intended to measure the value of slope of the track 2. This sensor (which is part of the unit 3 for example) can be of "radar" type operating in the radio domain, or "Lidar" type based on laser measurements, or it can correspond to a laser range finder. This sensor performs distance measurements at the front of the aircraft AC, as shown in FIG. 7 by rectilinear beams 30 which are emitted by the sensor and reflected by the track 2 so that their distance can be determined. By knowing the angle between the two beams 30, the slope value of the track 2 can be calculated. In this embodiment, no crew intervention is necessary, and the assembly 13 can operate even on a track that is not present in the aforementioned database of the FMS system, or in case of failure of this last.
    [0018] In another embodiment of the invention, the assembly 13 comprises several of the embodiments described above, which makes it possible to provide a slope value to the calculation unit 5, irrespective of the cases of failure. (including the FMS system), including for tracks not referenced in the databases of the FMS system, or for tracks for which the information sought is not available on the approach charts. In all the embodiments of the invention making it possible to determine and supply to the calculation unit 5 a slope value of the track 2, there is a risk that the information provided is erroneous. By "erroneous" is meant available information that is different from the real value, regardless of the reasons that led to this situation. To remedy this drawback, the device 1 comprises a set (or unit) 14 for monitoring. This assembly 14 comprises means (not shown) for performing a monitoring so as to be able to detect an erroneous value for said received slope value (via a link 15) of the assembly 13, before transmitting it if necessary to the computing unit 5 (via a link 16). In a first embodiment, the assembly 14 comprises means for detecting, for at least a predetermined duration, a difference between the expected slope value for the calculation unit 5 and a steepness value measured directly or determined at a given time. help of measures. In this case, the assembly 14 comprises means 21 shown in FIG. 8, to make an estimate of the actual slope of the track, which is based on the comparison between the value provided by a radio altimeter of the aircraft AC and a vertical inertial speed of the aircraft AC, which are obtained in the usual way means of the unit 3. These means 21 can calculate the vertical speed with respect to the track. As shown in FIG. 8, these means 21: receive a height value provided by the radioaltimeter via a link 22 and an inertial vertical speed provided by an inertial unit via a link 23; subject the height value to a high-pass filter 24 and the vertical inertial speed to a low-pass filter 25; and calculating, by means of a calculation element 26, the difference between the results of the filters 24 and 25 respectively received by links 27 and 28 and supply the result, namely the vertical speed due to the slope of the track, by means of a link 29. From this datum, means of the assembly 14 calculate, in the usual way, the equivalent slope value, using the ground speed of the aircraft AC. This equivalent slope value is then compared to said slope value to be monitored. In another embodiment, means of the set 14 perform a correlation between the terrain profile overflown, determined by the radioaltimeter, and a terrain profile stored in a database including the FMS system. This embodiment is more robust than the previous embodiment with respect to track profiles having significant slope changes in the rounding area. In another embodiment, the assembly 14 comprises means for making a comparison between the available slope value and a slope value derived from a sensor allowing a direct measurement thereof, as indicated above with reference This solution makes it possible to detect an inconsistency early enough before the threshold of the runway 2 is over. Furthermore, in a last embodiment of the invention, it is possible to combine within the set 14 several of the embodiments described above. In addition, if an erroneous slope value is detected by the assembly 14, said device 1 performs at least one of the following operations: it emits a sound-type and / or visual type alarm in the cockpit, using alarm means 17 (which are for example connected by a link 18 to the assembly 14), to prevent pilots; - It provides the crew, preferably via display means 19, which are for example part of the display unit 9, information (received via a link 20) on the origin of the failure and on actions to be undertaken. In a particular embodiment, the device 1 may also comprise means (not shown, for example part of the unit 5) for, in case of detection by the assembly 14 of an erroneous slope value, to automatically do one of the following: - correct the wrong slope value or use a default slope value, so that the guidance display remains operational; or - disable the display of at least the symbol S2. The following are the calculations that can be implemented by the calculation unit 5 to determine the angle of inclination yc. The calculation of this angle of inclination yc for rounding guidance can be achieved in different ways.
    [0019] In the simplest embodiment, the calculation of the angle of inclination yc is made solely from the following parameters: the ground speed Vgnd of the aircraft AC; the height Z of the aircraft AC relative to the ground S; and the target vertical speed Vtgt.
    [0020] It is also possible to provide a setting parameter T that makes it possible to adapt the flight trajectory TV, for example to obtain a different rounding initiation height or a different total landing distance. One can thus provide one or more adjustment parameters. In a first embodiment, the slope angle yc can be calculated using an exponential trajectory, from the following equation Eq1: 7c. = arctan ((Vtgt I Vgnd) - (11 (c.Vgnd)) Z) An exponential trajectory of the form Z = + b gives the height Z as a function of the time t since the initiation of the rounding. Its shape can be adapted with constants a, b, and T. a and b are a function of T, as well as the vertical velocity at the initiation of the rounding Vz0 and the target vertical velocity vtgt, respectively. The exponential trajectory ultimately depends on the time t since the initiation of the rounding, the setting parameter and the boundary conditions (Vz0 and vtgt). FIG. 6 shows the effect of the variation of the setting parameter i (the setting parameter i1 for the trajectory TV1 is greater than the setting parameter T2 for the trajectory TV2) for the same boundary conditions Vz0 and vtgt. At the beginning and at the end of the rounding maneuver, the gradient of the trajectory (which corresponds to the vertical speed) is identical, but the total rounding duration, the landing distance and the initiation height of the 'rounded have been reduced for the TV2 trajectory. Conversely, the vertical acceleration at impact is higher for the TV2 trajectory. The calculation of the slope angle γc can be made, in another embodiment, using a trajectory based on the conservation of energy, from the following equation Eq2: yc = arctan (- (1 / Vgnd) .. etgt 2 + 2.atgt.Z) In this reallocation mode, the impact condition can be defined using, in addition to the target vertical speed vtgt, also the target vertical acceleration atgt at impact. . Alternatively to the target vertical acceleration atgt, the rate of change of slope angle ltgt at impact can be given using the following approximation: atgt = '}; tgt.Vgnd The desired effect to follow yc is shown schematically in Figure 5 taking into account a ground speed Vgnd constant. Before reaching the rounding initiation height ZO at the instant t0, the rate of variation of the slope angle yc as a function of the time t must be linear so that it is possible for the pilot to deduce mentally the amplitude of the deflection of the control stick necessary to initiate the rounding. Just after the initiation of the rounding, the rate of change of the slope angle yc must not change significantly. It converges regularly to the target value yctgt ensuring the ground contact with the target vertical speed Vtgt (and where appropriate also with the target vertical acceleration atgt). As indicated above, in a preferred embodiment, the glide path may be adapted to up or down tracks, descending tracks reducing the impact load factor, and rising tracks increasing the load factor to the load. 'impact. If the pilot is able to accurately follow the control of the flare, the reference profile of the flare guidance should result in the AC aircraft having a new target vertical speed vtgti appropriate for impact. This target vertical speed vtgti takes into account the load factor variations due to the slope value of the track. The value Vtgt 1 then replaces the value Vtgt for the target vertical speed in the above equations Eql and Eq2.
    [0021] More precisely, the angle of slope yc can then be calculated: A / using an exponential trajectory, starting from the following equation Eq3: 7c. = arctan ((Vtgtl / Vgnd) - (11 (c .Vgnd)) Z) B / using a trajectory based on energy conservation, from equation Eq4: yc = arctan (- ( 1 / Vgnd) .VVtgth + 2.atgt.Z) The impact will be harder with a rising runway slope 2, as shown in Figure 7. In this case, the target vertical speed of the guidance function shall be scaled down. This is achieved simply by replacing the value Vtgt of the target vertical velocity with a smaller value Vtgt 1 (of the target vertical velocity) in the equation Eql or Eq2 (to obtain the equation Eq3 or Eq4). This then makes it possible to guide the pilot towards a vertical speed generating an acceptable load factor on impact. Conversely, for a downward slope of track 2, the value Vtgt of the target vertical velocity can be replaced by a larger value Vtgtl (of target vertical velocity) in the equations Eql and Eq2 (to obtain the equations Eq3 and Eq4 ). The resulting load factor at impact is difficult to calculate due to a non-linear component due to, among other things, tires, landing gear dampers and aircraft structure. It is known that a rising runway slope increases the velocity vector component perpendicular to the runway surface, and vice versa for a downhill runway slope. The vertical velocity required to keep the vertical velocity component that is normal to the runway surface at the point of impact constant can be determined at impact. Severe rising slopes may require touching the ground with a positive vertical speed (or rate of climb) to keep the component constant. The corresponding piloting may consist in positioning the low point of the rounding trajectory a short time before the impact. Appropriate energy management is needed at this time. An appropriate rounding guidance can be implemented using a trajectory with a vertex.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A method of assisting the landing of an aircraft, characterized in that it comprises steps consisting, automatically and repetitively, in a final approach of an aircraft (AC) for landing on a landing runway (2): a) to receive the current values of a plurality of parameters, including a ground speed (Vgnd) of the aircraft (AC) and a height (Z) of the aircraft (AC) relative to the ground (S); b) calculating a slope angle (7c) of a flight path (TV) of the aircraft (AC), using at least these current values and at least a target vertical speed, the speed vertical target representing a desired vertical speed in contact with the landing runway (2), this flight path (TV) allowing the aircraft (AC) to implement a rounding verifying at least said target vertical speed in contact with the runway (2); and c) displaying, on at least one screen (11, 12) of the cockpit of the aircraft (AC), a first symbol (51) illustrating the current slope angle of the aircraft (AC) and a second symbol (S2) illustrating the slope angle (7c) of the flight path (TV) calculated in step b).
    [0002]
    2. Method according to claim 1, characterized in that step a) comprises a sub-step of determining a slope value of the landing runway (2), and in that step b) consists of calculate the slope angle (7c) of the flight path (TV) using this slope value of the landing runway (2).
    [0003]
    3. Method according to claim 2, characterized in that the substep of step a) of determining the slope value (7c) of the landing strip (TV), takes into account at least one following slope values: a slope value entered by an aircraft crew member (AC); a slope value corresponding to that of the landing runway (2) used for the landing, this slope value being extracted automatically from an on-board database; and a slope value measured using at least one on-board measuring device.
    [0004]
    4. Method according to one of claims 2 and 3, characterized in that it comprises an additional step of monitoring said slope value of the landing runway (2), determined in step a), so to be able to detect an erroneous slope value.
    [0005]
    5. Method according to claim 4, characterized in that it comprises an additional step consisting, in case of detection of an erroneous slope value, to automatically implement at least one of the following operations: alarm signal in the cockpit of the aircraft (AC); correcting the erroneous slope value; - to use a default slope value in step b); to deactivate at least the display of said second symbol (S2); - to provide the crew with information on the origin of a failure that led to the erroneous slope value and on actions to be taken.
    [0006]
    6. Method according to any one of the preceding claims, characterized in that it comprises a step of generating a setting parameter adapted to modify the shape of the flight path, this adjustment parameter being used in the step b) to calculate the slope angle (7c).
    [0007]
    A method according to any one of the preceding claims, characterized in that step a) also comprises receiving a target vertical acceleration representing a desired vertical acceleration in contact with the landing runway, and that the step b) calculates the slope angle (7c) of the flight path (TV) also using this target vertical acceleration.
    [0008]
    8. Device for assisting the landing of an aircraft, characterized in that it comprises: - at least one data receiving unit configured to receive automatically, during a final approach of the aircraft (AC) for landing on an airstrip (2), the current values of a plurality of parameters, including a ground speed (Vgnd) of the aircraft (AC) and a height (Z) of the aircraft ( AC) relative to the ground (S), and at least one target vertical speed representing a desired vertical speed in contact with the landing runway (2); a calculation unit (5) configured to automatically calculate, at least with the aid of these current values and the target vertical speed, a slope angle (7c) of a flight path (TV), this trajectory of flight (TV) enabling the aircraft (AC) to implement a flare verifying at least said target vertical speed in contact with the landing runway (2); and - a display unit (9) configured to automatically display, on at least one screen (11, 12) of the cockpit of the aircraft (AC), a first symbol (51) illustrating the current slope angle of the aircraft (AC) and a second symbol (S2) illustrating the slope angle (7c) of the flight path (TV), calculated by the calculation unit (5).
    [0009]
    9. Device according to claim 8, characterized in that it comprises at least a first additional unit (13) configured to automatically determine a slope value of the landing runway (2), and in that the unit of calculation (5) is configured to calculate the slope angle (7c) of the flight path (TV) using this slope value of the landing runway (2).
    [0010]
    10. Device according to one of claims 8 and 9, characterized in that it comprises at least a second additional unit (14) configured to automatically monitor the slope value of the landing strip (2), so as to ability to detect an incorrect slope value.
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    同族专利:
    公开号 | 公开日
    CN105235911B|2018-08-10|
    FR3023368B1|2016-08-19|
    US9776734B2|2017-10-03|
    CN105235911A|2016-01-13|
    US20160046386A1|2016-02-18|
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    法律状态:
    2015-06-26| PLFP| Fee payment|Year of fee payment: 2 |
    2016-01-08| PLSC| Search report ready|Effective date: 20160108 |
    2016-07-21| PLFP| Fee payment|Year of fee payment: 3 |
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    2020-07-21| PLFP| Fee payment|Year of fee payment: 7 |
    2021-07-27| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1456427A|FR3023368B1|2014-07-04|2014-07-04|METHOD AND DEVICE FOR AIDING THE LANDING OF AN AIRCRAFT|FR1456427A| FR3023368B1|2014-07-04|2014-07-04|METHOD AND DEVICE FOR AIDING THE LANDING OF AN AIRCRAFT|
    US14/750,688| US9776734B2|2014-07-04|2015-06-25|Landing aid method and device for an aircraft|
    CN201510366537.4A| CN105235911B|2014-07-04|2015-06-29|Landing householder method and landing aid for aircraft|
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