• 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 subject of the invention is a control system (1) for an aircraft configured to operate according to a first operating mode corresponding to an automatic pilot of the aircraft and a second mode of operation corresponding to a manual flight of the aircraft , the system comprising a selection member (11). According to the invention, the system is configured to operate according to the first mode of operation when the selection member (11) delivers an inactive state signal and to operate according to the second mode of operation when the selection member delivers a active status signal.
    公开号:FR3024126A1
    申请号:FR1457178
    申请日:2014-07-25
    公开日:2016-01-29
    发明作者:Pierre Scacchi；Thierry Bourret；Franck Laine；Matthieu Mayolle；Sabrina Betton；Cecile Puissacq；Olivier Sapin
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] 1 Control system of an aircraft. The invention relates to a system and a method for controlling an aircraft. Modern aircraft, in particular transport aircraft, comprise an autopilot system enabling a pilot of the aircraft to select at least one guidance mode which is automatically implemented by the autopilot system when piloting automatic is engaged. For example, during a cruise phase of the aircraft, a guidance mode may consist of following a flight plan defined beforehand. During a take-off phase of the aircraft, a guidance mode may consist in keeping the aircraft's wings flat while taxiing on a take-off runway: when the autopilot is engaged, the autopilot control system automatically the roll angle of the aircraft so as to maintain the wings of the aircraft flat. Another guidance method relates to an automatic rotation of the aircraft during take-off: when the autopilot is engaged, the autopilot system automatically controls the aircraft so as to keep it on the ground during the take-off run to the point of departure. it reaches a predefined rotational speed Vr, then it controls the rotation of the aircraft by controlling the pitch angle. These two guidance modes can be combined during the take-off phase of the aircraft. To activate the automatic piloting of the aircraft, the pilot must select at least one guidance mode, either by means of buttons located on a control panel, or by selecting this guidance mode in dedicated screen pages, then he must engage autopilot by pressing a button usually located on a control panel type FCU ("Flight Control Unit" in English) located between the cockpit display screens and the windshield. In certain situations, it may be necessary for a pilot of the aircraft to disable the autopilot to switch to a manual piloting mode. These situations may for example correspond to avoidance maneuvers performed in manual steering mode. Thus, in the cruising flight phase, it may be necessary to perform an avoidance maneuver to avoid a weather disturbance. During the takeoff phase, it may be necessary to perform an avoidance maneuver, for example to avoid birds near the runway. Conventionally, the pilot deactivates the automatic piloting of the aircraft by pressing a button located on the steering wheel, the stick or the mini-stick of the aircraft, then manually controls the aircraft by means of the steering wheel, the control stick or the mini-stick (depending on the type of aircraft). If after this manual control of the aircraft the pilot wishes to reengage the autopilot, he must again press the button located on the FCU. Given the situation of the FCU in the cockpit, the pilot must lean forward to press this button. This can be constraining for the pilot in a flight phase such as take-off, during which the pilot must be particularly attentive to many events. It may then prefer to continue the takeoff in manual flight mode after performing the avoidance maneuver, rather than reengaging the autopilot to continue the takeoff. In the cruising phase, modern aircraft are particularly stable even in the absence of pilot control on the stick or the mini-stick when the aircraft is in manual flight mode. As a result, it is necessary to display clearly visible indicators on the cockpit screens to enable the pilot to become aware of the piloting mode engaged (automatic piloting or manual piloting). When the pilot disengages the autopilot by pressing the button on the steering wheel, the joystick or the mini-stick, the autopilot system of the aircraft can nevertheless display a flight director on a screen of the cockpit. This flight director corresponds to the guidance modes previously selected by the pilot. It therefore allows the pilot to control the aircraft in a manner consistent with the autopilot that was previously engaged. However, when the pilot disengages the autopilot to perform an avoidance maneuver, this avoidance trajectory is generally not consistent with the selected guidance modes. As a result, the flight director is not useful. The driver can suppress its display, but this has the effect of deselecting the guidance modes. If the pilot wishes to reengage the autopilot after performing the avoidance maneuver, he must then re-select the desired guidance mode or modes before pressing the button on the FCU to engage the autopilot, this which increases his workload. The object of the present invention is to overcome the above-mentioned drawbacks. It relates to a control system of an aircraft configured to operate in a first mode of operation corresponding to an automatic pilot of the aircraft and a second mode of operation corresponding to a manual control of the aircraft, said system comprising a control member. a selection actuable by a pilot of the aircraft, the selection member being configured to either deliver an active status signal when actuated or to provide an idle status signal when not actuated . This system is remarkable in that: the system is configured to operate according to the first operating mode when the selector provides an idle status signal; and the system is configured to operate according to the second mode of operation when the selection member delivers an active state signal. This system controls the aircraft in the autopilot mode continuously, except when the pilot exerts an action on the selection member to control the aircraft in manual flight mode. To enter the manual pilot mode, the pilot must exert an action on the selection member; when it releases this selection member, that is to say when it stops performing this action, the system returns to the first mode of operation corresponding to an automatic control. Therefore, this system has the advantage of automatically returning to the first operating mode when a pilot of the aircraft releases the selection member, without requiring specific action of the pilot for that. This results in a simplification of the pilot's task and a reduction in his workload. In addition, the pilot will not forget to reengage the autopilot mode after switching to manual steering mode, for example to perform an avoidance maneuver. It is therefore not necessary to provide a clearly visible display on a screen of the cockpit to allow the pilot to become aware of the piloting mode: the pilot knows 3024126 4 that as soon as he releases the selection member, the aircraft is in autopilot mode. According to particular embodiments that can be taken into account in isolation or in combination: the selection member is configured to deliver said active state signal only when it is operated continuously; when the system operates in the first mode of operation, it controls the display of a flight director on a screen of the cockpit of the aircraft and, when it operates in the second mode of operation, it inhibits the display of the said aircraft. flight director; the control system is configured to control angles of attitude and / or roll of the aircraft, so that during the transition from the second mode of operation to the first mode of operation due to an actuation of the selector, the system continues to control unchanged attitude and / or roll angles until it receives a control signal from a control member of the aircraft and corresponding to a modification of the value of at least one of said attitude and / or roll angles; The system is configured to display information on a screen of the cockpit of the aircraft when it operates according to the second mode of operation, this information corresponding to a guidance of the aircraft which would be carried out by the control system; it returned to the first operating mode due to a stop of the actuation of the selection member; The system is configured to memorize at least one current guiding objective when the first operating mode is switched to the second operating mode because of the actuation of the selection member, and then to guide the aircraft as a function of this at least one guide lens stored after a return to the first operating mode 30 due to a stop of the actuation of the selection member. In one embodiment, this guidance objective corresponds to at least one guidance mode and / or guidance instructions previously selected by a pilot of the aircraft; the system furthermore comprises an objective selector able to be activated by a pilot of the aircraft, the system being furthermore configured to memorize at least one current guiding objective during the passage of the first mode of operation in the second mode of operation due to an actuation of the selection member, then upon a return to the first operating mode due to a stop of the actuation of the selection member, to guide the aircraft in operation:. a trajectory corresponding to a current trajectory of the aircraft when returning to the first operating mode, as long as the lens selector is not activated after this return to the first operating mode; and. of this at least one stored guide lens, after activation of the lens selector after returning to the first mode of operation. The invention also relates to an aircraft comprising a control system as mentioned above.
    [0002] The invention also relates to a method for controlling an aircraft, said aircraft comprising a control system configured to operate according to a first mode of operation corresponding to an automatic piloting of the aircraft and a corresponding second mode of operation. to a manual control of the aircraft, said system comprising a selection member operable by a pilot of the aircraft, the selection member being configured either to deliver an active status signal when it is actuated, or to deliver an inactive status signal when not actuated. This method is remarkable in that: when the selector delivers an idle status signal, the system operates according to the first mode of operation; and when the selection member delivers an active status signal, the system operates in the second mode of operation.
    [0003] The invention will be better understood on reading the description which follows and on examining the appended figures. Figure 1 shows, schematically, a control system according to an embodiment of the invention.
    [0004] 3 02 4 1 2 6 6 Figures 2a and 2b are respectively side and front views of the upper part of a mini sleeve according to an embodiment of the invention. Figures 3 and 4 respectively illustrate the display on a navigation screen and on a vertical display screen in a particular embodiment of the invention. The control system 1 of an aircraft shown in Figure 1 comprises a guidance system 3 of the aircraft. This guidance system 10 comprises a unit 5 for automatic piloting of the aircraft. The control system 1 also comprises a human machine interface unit 7. This comprises a steering wheel, a handle or a mini-stick 9, and a selection member 11. A first input of the guide system 3 is connected at a first output of the man-machine interface unit 7 via a link 17. A second input of the guide system 3 is connected to a second output of the man-machine interface unit 7 via a link 19. output of the guide system 3 is connected, by a link 15, to an input of a control unit (not shown) of the control surfaces 13 of the aircraft. Without departing from the scope of the invention, several control units 20 may be provided to control the different control surfaces of the aircraft. Another input of the guidance system 3 is connected to an output of a control panel 4 of the cockpit type FCU ("Flight Control Unit" in English) by a link 23. In a preferred embodiment shown in Figures 2a and 2b, the selection member 11 is arranged on the mini-stick 9. In the embodiment shown in the figures, the selection member corresponds to a trigger actuable by a pilot when he holds the mini-stick 9 in her hand. According to another embodiment not shown, the selection member corresponds to a zone of the pressure-sensitive mini-stick and capable of activating a signal when the pilot squeezes the mini-stick in his hand. In operation, the man-machine interface unit 7 transmits, at its first output, at least one signal representative of the position of the mini-stick 9. The man-machine interface unit 7 also transmits, on its second output, a state signal delivered by the selection member 11. This state signal corresponds either to an inactive state signal when the selector member 11 is not actuated or to a status signal. active when the selection member is actuated by a pilot. The guidance system 3 receives on its second input, via the link 19, the status signal delivered by the selection member. When this status signal is inactive, the guidance system is configured to operate in a first mode of operation corresponding to an automatic piloting of the aircraft. The guidance system then delivers, at its output connected to the control unit of the control surfaces 13, control commands for the control surfaces calculated automatically by the automatic control unit 5 as a function of at least one guidance mode. selected by the pilot using the FCU type control panel. When the status signal delivered by the selection member 11 is active, the guidance system 3 is configured to operate in a second mode of operation corresponding to a manual control of the aircraft. The guidance system then delivers, at its output connected to the control unit 15 of the control surfaces 13, control commands for the control surfaces calculated as a function of said at least one signal representative of the position of the mini-stick. In particular, the control of the control surfaces makes it possible to control the angles of attitude and / or roll of the aircraft, this as well in the automatic piloting mode as in the manual piloting mode.
    [0005] Thus, in the absence of a specific action of the pilot on the selection member disposed on the mini-stick, the guidance system 3 operates in automatic piloting mode of the aircraft. This operating mode therefore constitutes the default operating mode of the guidance system, since it is necessary for the latter to receive an active status signal 25 from the selection member to enter manual control mode. Therefore, the manual control mode is activated only during a voluntary action of the pilot on the selection member. As soon as the pilot stops his action on the selection member, for example by releasing the mini-stick 9, the guidance system 3 returns to its default operating mode, namely the automatic piloting of the aircraft. Thus, the pilot has no action to perform to return the guidance system to automatic steering mode when he interrupted said automatic guidance for example to perform an avoidance maneuver in manual steering mode.
    [0006] Preferably, the selection member 11 is configured to deliver said active state signal when it is continuously actuated by the pilot. If the pilot releases his action on the selection member, then the status signal becomes inactive. In the aforementioned embodiments, in which the selection member corresponds to a trigger or a pressure-sensitive zone disposed on the mini-stick 9, the status signal is active when the pilot places his hand on the mini-stick 9. sleeve and holds said trigger or said pressure sensitive zone tight. This corresponds to a situation in which the pilot can manually pilot the aircraft using the mini-stick. When he withdraws his hand from the mini-stick, he no longer holds the trigger or the sensitive zone more tightly and consequently the status signal becomes inactive, which causes the system to return to the first mode of operation corresponding to an automatic pilot. . This is consistent with the pilot's behavior of removing his hand from the mini-stick, since then the pilot can no longer act on the mini-stick to manually pilot the aircraft. The pilot can also put his hand on the mini-stick 9 without squeezing the trigger or the pressure sensitive zone: in this case, the status signal is inactive, which corresponds to an automatic piloting of the aircraft, but the pilot is then ready to act and he will not waste time bringing his hand to the mini-stick if he has to perform a manual avoidance maneuver. In a particular embodiment, the control system 1 further comprises at least one screen 6 connected to the guidance system 3 by a link 25. In the first mode of operation corresponding to an automatic piloting of the aircraft, the system guide means the display of a flight director on the screen 6. In the second mode of operation corresponding to a manual control of the aircraft, the guidance system inhibits the display of the flight director on the screen so that the pilot is not disturbed by the display of the flight director on this screen even if he wishes to fly the aircraft manually. Preferably, when the pilot actuates the selection member 11, which causes the transition from the autopilot mode to the manual steering mode, the guidance system continues to control the control surfaces 13 so as to control angles of attitude and / or roll of the unchanged aircraft, until it receives a control signal from the mini-stick 9, this control signal corresponding to a change in the value of at least one of said angles. This makes it possible to maintain stable control of the aircraft as long as the pilot does not act on the mini-stick 9, even though he has actuated the selection member 11.
    [0007] In an advantageous embodiment, in the second mode of operation corresponding to the manual control of the aircraft, the guidance system controls the display, on the screen 6, of information corresponding to a guidance of the aircraft which would be achieved by the control system if it returned to the first operating mode 10 corresponding to the autopilot due to a stop of the actuation of the selection member 11 by the pilot. In particular, this information may correspond to the trajectory that the aircraft would follow in the event of returning to the autopilot mode and / or the guidance modes that would be activated. Displaying said information allows the pilot to become more aware of the situation that would result from a return to the autopilot mode. The screen used to display this information may be a head-down display or a head-up display of the HUD type ("Head Up Display" in English) of the cockpit. In the case of display on a HUD type of display, this information may be displayed only during certain particular phases of the flight of the aircraft, in particular when it is on the ground or close to the ground, so that do not overload the display during other flight phases. In a preferred embodiment, if at least one guide mode, previously selected by means of the FCU, was engaged in automatic piloting before the activation of the manual control mode, this guidance mode is memorized during the activation of the manual steering mode. This guidance mode is then automatically reactivated when returning to the autopilot mode. Thus, the pilot has no action to perform to restore this at least one guidance mode when returning to autopilot mode. As an alternative to this preferred embodiment, if at least one guide mode previously selected by means of the FCU was engaged in automatic control, this guidance mode is stored when activating the manual control mode. When returning to the automatic steering mode, the guidance system 3 controls the aircraft so as to maintain it on the trajectory that was its own in manual flight, before returning to autopilot. The control system furthermore comprises a lens selector (such as for example a push button, an icon in a screen page or a touch zone on a screen) enabling the pilot to re-enter this memorized guidance mode. When several guide modes were selected and were memorized during the activation of the manual control, the lens selector can be configured either to reengage simultaneously all of said guidance modes (lateral and vertical), or to reengage them individually. .
    [0008] Advantageously, the control system comprises a deactivation means (such as a push button, an icon in a screen page or a touch zone on a screen). When a guidance mode has been memorized during a manual control shift, as previously mentioned, this deactivation means allows the pilot to deactivate this guidance mode before returning to the autopilot mode. Thus, if the pilot does not wish this guidance mode to be reengaged when returning to automatic guidance mode, he does not have to wait for this return to automatic guidance mode to deactivate said guidance mode. This improves the transition from the manual control mode to the automatic pilot mode. The selection member examples 11 previously described correspond to a trigger or an area of the pressure sensitive handle. However, these examples are not limiting of the invention and other embodiments can be envisaged. In particular, the selection member 11 may also correspond to the mini-stick 9 associated with a detection circuit, this detection circuit being configured to deliver said active state signal when the mini-stick is inclined at an angle greater than a predetermined value with respect to its rest position and for delivering the idle status signal when the mini-stick is in its rest position or inclined at an angle less than said predetermined value with respect to its rest position. Thus, when the pilot does not act on the mini-stick 9, the system controls the aircraft according to the first operating mode corresponding to the autopilot. As soon as the pilot is acting sufficiently on the mini-stick to incline it by an angle greater than said predetermined value, the system controls the aircraft according to the second operating mode corresponding to the manual steering. The pilot does not need to act on a specific body to switch to manual control mode: it is sufficient for it to act on the mini-stick to perform a maneuver of the aircraft. When it releases the mini-stick, the system automatically returns to the autopilot mode. In order to avoid a transition to manual piloting mode during an involuntary action on the mini-stick 9, it preferably comprises a stiffening device configured to oppose a force of a predefined value to the inclination of the mini-stick when the angle of inclination thereof is less than said predetermined value (thus when the system is configured to operate according to the first operating mode corresponding to an autopilot). Advantageously, the stiffening device may also be configured to oppose to the inclination of the mini-stick an effort of a value lower than said predefined value (or even a zero force) when the system is configured to operate according to the second mode of operation corresponding to a manual control, that is to say when the angle of inclination of the mini-stick is greater than said predetermined value. Thus, to enter the manual pilot mode, it is necessary to apply on the mini-stick a force greater than said predetermined value. This reduces the risk of unintentional action on the mini-stick. Then, once the system configured in manual steering mode, a reduced effort, or even zero, is sufficient to act on the mini-stick so as to control the angles of attitude and / or pitch in manual control mode. For this, the guiding system 3 sends an information, via a link 21, to the stiffening device of the mini-handle 9, to require a reduction of the opposite force by this stiffening device. On the one hand, this reduction of the effort allows a better piloting comfort for the pilot and, on the other hand, it allows the pilot to become aware of the change of the piloting mode, during the transition from the automatic steering mode to the pilot. the manual steering mode. The following description illustrates the interest of a device according to one embodiment of the invention in two particular cases during a flight of the aircraft. These two particular cases are of course not limiting the possibilities of use of the invention.
    [0009] A first particular case concerns the take-off of the aircraft. In known manner, the combination of two guidance modes is used to achieve a take-off in autopilot mode: a first mode called "automatic rotation" and a second mode called "maintaining wings 5 flat". The automatic rotation mode acts on the pitch axis of the aircraft. Its objectives include: - keeping the aircraft on the ground during its take-off run, up to a characteristic speed of rotation Vr; - Perform the rotation (tilting of the fuselage by lifting the front part) of the aircraft when it reaches the speed Vr, by controlling an optimal rotation rate; stabilize the aircraft with an equilibrium trim angle allowing an optimized transition to the next flight phase (initial climb of the aircraft).
    [0010] The mode of keeping the wings flat acts on the roll angle of the aircraft. The objective of this mode is to control the roll angle of the aircraft so that it keeps its wings flat. These two modes of guidance are considered engaged during a take-off of the aircraft. The aircraft control system is configured according to the first mode of operation and thus controls the take-off in the autopilot mode. However, in certain circumstances, the pilot may wish to perform an avoidance maneuver consisting for example in: - anticipating the rotation of the aircraft, before it reaches the speed Vr, for example in order to avoid an obstacle on the track ; or - delaying the rotation of the aircraft, so as to perform the rotation after the aircraft has reached the speed Vr, for example to avoid a cloud of birds. For this purpose, the pilot takes charge of the mini-stick 9 and actuates the selection member 11, which has the effect of configuring the control system in the second operating mode corresponding to the manual steering. The pilot then controls the pitch axis and the roll angle of the aircraft so as to avoid the obstacle on the runway or the cloud of birds. Thanks to the invention, after having avoided the obstacle or the cloud of birds, the pilot can release the selector member 11, or even the mini-stick 9, 3024126 13 which has the effect of configuring the control system. control of the aircraft in the first mode of operation corresponding to the autopilot. The control system then continues to take off completely automatically, without requiring any other action on the part of the pilot. Thus, thanks to the invention, after having made the avoidance maneuver in manual piloting mode, the pilot does not need to reengage the autopilot, nor to select the two guiding modes again, in order to be able to continue take off automatically. This is particularly advantageous since takeoff is a flight phase requiring great attention from the pilot as well as a large workload when performed in manual flying. A second particular case concerns the tracking of a flight plan by the aircraft. For this, the pilot engages, by means of the FCU, guidance modes for tracking a flight plan. The control system of the aircraft controls the control surfaces of the aircraft so as on the one hand to join the flight plan if necessary and, on the other hand, to guide the aircraft along the plane of flight. flight. In certain circumstances, the pilot may wish to perform an avoidance maneuver, for example to avoid a weather disturbance or a flying object such as a balloon. For this, it takes 20 in hand mini handle 9 and actuates the selection member 11, which has the effect of configuring the control system in the second operating mode corresponding to manual control. The pilot can then control the aircraft using the mini-stick 9 so as to perform the avoidance maneuver. Once the avoidance maneuver has been carried out, it can release the selection member 11, or even the mini-stick 9, which has the effect of configuring the control system of the aircraft in the first operating mode corresponding to the autopilot. The control system then continues the control of the aircraft according to the guide modes previously engaged, which allows the aircraft first 30 to join the flight plan (if the evasive maneuver had removed it ), and then follow the flight plan. Advantageously, the guidance system 3 calculates a predicted trajectory and controls the display of said predicted trajectory on a screen 6 of the cockpit, preferably on a navigation screen. This predicted trajectory corresponds to the trajectory in which the control system would guide the aircraft if the pilot released the selector member to return to the autopilot mode. FIG. 3 illustrates an example of a corresponding display on a navigation screen of ND type ("Navigation Display" in English) of the cockpit of the aircraft. This display comprises a sequence of segments 41 joining flight points ("waypoints" 5 in English) of the flight plan, so as to represent the flight plan. The predicted trajectory 42 is displayed in dotted lines in front of the current position 40 of the aircraft. In the example shown in the figure, this predicted trajectory makes it possible to join the flight plan 41. This display makes it possible for the pilot to become aware of the control of the aircraft which would be made in the automatic piloting mode if he released the aircraft. selector member 11. Although not necessarily, the guidance system may also calculate a current trajectory prediction corresponding to the current manual steering performed by the pilot of the aircraft by means of the mini-stick 9. In this case, the guidance system controls the display of said current trajectory prediction 43 on the navigation screen. When the display of the current trajectory prediction 43 is combined with the display of the predicted trajectory 42, the pilot can at a glance assess the current situation of the aircraft and choose accordingly the piloting actions that it will carry out: maintenance of the current control commands given by means of the mini-stick 9, 20 modification of the current control commands given by means of the mini-stick 9 so as to modify the current trajectory prediction 43 or, relaxation of the selection to return to the autopilot mode (which will have the effect of guiding the aircraft according to the predicted trajectory 42). Preferably, in addition to being displayed on the navigation screen, the flight plan 41, the predicted trajectory 42 and the current trajectory prediction 43 are also displayed on a vertical VD-type display ("Vertical Display" in English) associated therewith. to the ND type navigation screen, as shown in Figure 4. This allows the pilot to appreciate the different trajectories both in projection in a horizontal plane (ND) and in projection in a vertical plane (VD) . Alternatively, or in combination with the aforementioned ND and VD type displays, a corresponding display can be provided on a H UD head-up display screen.
    权利要求:
    Claims (10)
    [0001]
    CLAIMS1- Control system (1) of an aircraft configured to operate according to a first mode of operation corresponding to an automatic pilot of the aircraft and a second mode of operation corresponding to a manual control of the aircraft, said system comprising a selector member (11) actuable by a pilot of the aircraft, the selection member being configured either to deliver an active state signal when actuated, or to deliver an idle state signal when is not actuated, characterized in that: - the system is configured to operate according to the first operating mode when the selection member (11) delivers an inactive state signal; and the system is configured to operate according to the second mode of operation when the selection member delivers an active state signal.
    [0002]
    2- control system according to claim 1, wherein the selection member (11) is configured to deliver said active state signal only when it is operated continuously.
    [0003]
    3- control system according to one of claims 1 or 2, configured such that when the system operates in the first operating mode it controls the display of a flight director on a screen (6) of the cockpit of the aircraft and, when operating in the second mode of operation, inhibits the display of said flight director.
    [0004]
    4- Control system according to any one of the preceding claims, configured to control angles of attitude and / or roll of the aircraft, this system being further configured so that during the passage of the second operating mode in the first mode of operation due to actuation of the selection member (11), the system continues to control unchanged attitude and / or roll angles until it receives a control signal from a control member (9) of the aircraft and corresponding to a modification of the value of at least one of said angles of attitude and / or roll.
    [0005]
    5- control system according to any one of the preceding claims, configured to display information (42) on a screen (6) of the cockpit of the aircraft when operating in the second mode of operation, this information corresponding to a guidance of the aircraft that would be carried out by the control system if it returned to the first operating mode due to a stop of the actuation of the selection member. 10
    [0006]
    6- control system according to any one of the preceding claims, configured to store at least one current guide lens during the transition from the first operating mode to the second operating mode due to actuation of the selection member, 15 and then to guide the aircraft according to this at least one stored guide lens, following a return to the first operating mode due to a stop of the actuation of the selection member.
    [0007]
    7- Control system according to claim 6 wherein said guide lens corresponds to at least one guidance mode and / or guide guidance previously selected by a pilot of the aircraft.
    [0008]
    8. Control system according to any one of claims 1 to 5, further comprising an objective selector capable of being activated by a pilot of the aircraft, the system being further configured to memorize at least one objective current guiding during the passage of the first operating mode to the second operating mode due to an actuation of the selection member, then during a return to the first operating mode due to a stop of the actuation of the selection member, to guide the aircraft as a function of: a trajectory corresponding to a current trajectory of the aircraft when returning to the first operating mode, as long as the lens selector is not activated after this return to the first operating mode; and 3024126 17 - of this at least one stored guide lens, after activation of the lens selector after returning to the first operating mode. 5
    [0009]
    9- A method of controlling an aircraft, said aircraft comprising a control system (1) configured to operate in a first mode of operation corresponding to an automatic pilot of the aircraft and a second mode of operation corresponding to a manual control of the aircraft. the aircraft, said system comprising a selection member (11) actuable by a pilot of the aircraft, the selection member being configured either to deliver an active state signal when it is actuated, or to deliver a inactive status signal when not actuated, characterized in that: - when the selection member (11) delivers an inactive state signal, the system operates according to the first mode of operation; and when the selection member (11) delivers an active status signal, the system operates according to the second mode of operation.
    [0010]
    10- Aircraft comprising a control system (1) according to any one of claims 1 to 8.
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    FR2996931A1|2014-04-18|METHOD AND DEVICE FOR AUTOMATICALLY MANAGING THE GUIDANCE OF AN AIRCRAFT DURING COMPLETE STOPPING OF THE ENGINES.
    FR2986866A1|2013-08-16|Method for displaying speed information in flight display of cargo aircraft's control cabin to manually control aircraft, involves transmitting corrected and acceleration values to screen to display values when aircraft is controlled
    EP3489788B1|2019-12-18|Method for controlling an aircraft automatic pilot, associated control system and aircraft provided with such a control system
    同族专利:
    公开号 | 公开日
    US9994303B2|2018-06-12|
    US20160185448A1|2016-06-30|
    FR3024126B1|2019-05-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US5868359A|1995-05-15|1999-02-09|The Boeing Company|Autopilot automatic disconnect system for fly-by-wire aircraft|
    WO2001012505A1|1999-08-19|2001-02-22|The Talaria Company, Llc|Autopilot-based steering and maneuvering system for boats|
    US20050056730A1|2003-06-19|2005-03-17|Takashi Nagayama|Automatic pilot apparatus|
    FR2894935A1|2005-12-20|2007-06-22|Airbus France Sas|Indicator light`s luminosity adjusting method for aircraft, involves providing difference value to luminance of light to test whether luminous intensity value is greater or less than preset threshold value when one of positions is selected|
    DE102006006995A1|2006-02-15|2007-08-23|Audi Ag|Vehicle comprises a steering wheel which can be automatically adjusted between a geometrically small shape and a geometrically large shape depending on the state of the autopilot system|
    FR2929246A1|2008-03-26|2009-10-02|Airbus France Sas|METHOD AND DEVICE FOR DETECTING MANUAL AND AUTOMATIC DRIVING ABSENCES OF AN AIRCRAFT|
    FR2984267A1|2011-12-19|2013-06-21|Airbus Operations Sas|SYSTEM FOR CONTROLLING THE ENERGY OF A VEHICLE|
    US3337163A|1965-05-10|1967-08-22|Brittan Ind Inc|Aircraft touch control system|US20160152323A1|2014-10-13|2016-06-02|Gulfstream Aerospace Corporation|Aircraft, systems, and methods for trim control in fly-by-wire aircraft systems|
    FR3046262B1|2015-12-24|2018-06-15|Dassault Aviation|SYSTEM AND METHOD FOR CONTROLLING AND MONITORING EQUIPMENT OF AN AIRCRAFT|
    US20170259935A1|2016-03-08|2017-09-14|Gulfstream Aerospace Corporation|Reconfigurable flight guidance panels for transport category aircraft|
    US10870482B2|2018-04-13|2020-12-22|Hamilton Sunstrand Corporation|Aircraft control selector levers|
    US11091274B2|2018-05-11|2021-08-17|Gulfstream Aerospace Corporation|Aircraft flight guidance panels with integrated standby displays|
    法律状态:
    2015-06-26| PLFP| Fee payment|Year of fee payment: 2 |
    2016-01-29| PLSC| Search report ready|Effective date: 20160129 |
    2016-07-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-07-24| PLFP| Fee payment|Year of fee payment: 4 |
    2018-07-25| PLFP| Fee payment|Year of fee payment: 5 |
    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
    FR1457178A|FR3024126B1|2014-07-25|2014-07-25|CONTROL SYSTEM OF AN AIRCRAFT|
    FR1457178|2014-07-25|FR1457178A| FR3024126B1|2014-07-25|2014-07-25|CONTROL SYSTEM OF AN AIRCRAFT|
    US14/808,453| US9994303B2|2014-07-25|2015-07-24|Control system and method for an aircraft|
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