• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The device (1) comprises a unit (11) for generating at least one engagement threshold for adapting an engagement threshold depending on the terrain, said engagement threshold corresponding to the sum of a terrain altitude; and a predetermined margin, a monitoring unit (5) for automatically comparing a current cabin altitude of the aircraft to said engagement threshold, and an activation unit (6) for automatically engaging an automated emergency descent when the current cabin altitude reaches said commitment threshold.
    公开号:FR3024250A1
    申请号:FR1457090
    申请日:2014-07-23
    公开日:2016-01-29
    发明作者:Florent Lanterna；Frederic Dewasne
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method and a device for automatically engaging an automated emergency descent of an aircraft. The present invention applies to an aircraft, in particular a transport aircraft, provided with an automated emergency descent function. Such a function is intended to assist the crew of the aircraft in case of emergency descent or to perform it automatically if a depressurization is detected. An emergency descent maneuver consists of bringing the aircraft as quickly as possible to a safe altitude generally of 10,000 feet (about 3,000 meters) or to the minimum safe altitude which is a function of the elevation of the terrain. . Indeed, following a failure (system failure or cabin leak), it may happen that the pressurization of the aircraft can no longer provide sufficient oxygenation for pilots and passengers and lead to the Cabin altitude exceeds a threshold (14,000 feet in general) that triggers the fall of the oxygen masks in the cabin. The crew must then apply an emergency descent, which limits the exposure time of passengers and crew members to lack of oxygen.
    [0002] This automated emergency descent can be initiated (or engaged), either manually by the pilot, or automatically when the crew is unconscious, as described for example in US-12 401 475. It is known that the pressurization system of the purpose of the aircraft is to maintain the cabin of the aircraft at an altitude compatible with human life by managing the pressure of the cabin. Thus, as the altitude of the aircraft increases during the climb, the pressure of the atmosphere decreases, this decrease in atmospheric pressure being compensated by the pressurization system which adjusts the pressure of the cabin. When the aircraft is cruising, the cabin is maintained at the pressure adopted during the climb, so cabin pressure allows passengers and crew members to breathe normally. In addition, during the descent, the altitude of the aircraft decreases and the atmospheric pressure increases. The pressurization system adapts the pressure of the cabin to the height of the destination airport. Also, when the aircraft arrives on the ground, the pressure of the cabin is equal to the atmospheric pressure.
    [0003] The automatic engagement of the emergency descent function is mainly based on a criterion related to an altitude equivalent to the cabin pressure. In general, if the altitude reached by the cabin (this altitude is representative of a pressure value relative to the pressure inside the cabin) exceeds a fixed threshold of 14,000 feet in the next 15 seconds, the Emergency descent function engages automatically. However, the runway elevation of some existing or under construction airports is near or above this 14,000 foot threshold. The automated emergency descent function therefore engages if the altitude of the cabin exceeds a commitment threshold. However, this commitment must not occur if the aircraft is close to the ground (approach and take-off) or if the cabin is deliberately depressurized due to operational constraints such as take-off or approach from an airport to the airport. high altitude. Also, there is the problem of activation (or commitment) of the descent function during certain operations, particularly at airports at high altitudes. The present invention aims to overcome this disadvantage. It relates to a method of automatically engaging an automated emergency descent of an aircraft, said method comprising a step a) of automatically comparing, repetitively, a current cabin altitude of the aircraft at a threshold of d. a commitment representing an altitude value, and a step b) of automatically engaging said automated emergency descent when the current cabin altitude reaches said commitment threshold said main engagement threshold.
    [0004] According to the invention, said method of automatic engagement of an automated emergency descent comprises an additional step of adapting the main engagement threshold as a function of the terrain, 3024250 3 said main engagement threshold corresponding to the sum a terrain altitude and a predetermined margin. Thus, thanks to the invention, the engagement threshold used to initiate the emergency descent at the altitude of the terrain is adapted, which makes it possible to remedy the aforementioned drawback and to increase the availability and safety. operation of the emergency descent function. Advantageously, said terrain altitude corresponds to one of the following altitudes: an altitude of a take-off runway provided by a regulation system for the pressure of the cabin of the aircraft; an altitude of an airstrip, provided by the system for regulating the pressure of the cabin of the aircraft; and an altitude of an airstrip, provided by an aircraft flight management system.
    [0005] In a particular embodiment, the method comprises an additional step of defining an additional commitment threshold called the default commitment threshold, and step b) uses this default commitment threshold as the commitment threshold. the automated emergency descent, in the absence of a commitment threshold other than this default commitment threshold. In addition, the method advantageously comprises additional steps respectively consisting in: determining a speed of variation of an altitude called cabin altitude; comparing this rate of change with a threshold value; and - automatically engaging said automated emergency descent if said rate of change exceeds said threshold value. Furthermore, advantageously, for an aircraft provided with a cabin pressure regulation system, configured to be brought into a manual mode, in which the crew is able to manually select an altitude called cabin altitude, said method comprises an additional step of defining an additional commitment threshold said auxiliary commitment threshold, this auxiliary engagement threshold depending on a maximum altitude selectable by the crew, and step b) uses this threshold auxiliary engagement as the threshold of engagement of the automated emergency descent, in place of said main engagement threshold, when the cabin pressure control system is in the manual mode. In addition, advantageously, the method comprises an additional step of defining an additional commitment threshold said ceiling commitment threshold, and step b) uses this ceiling commitment threshold as the commitment threshold of the descent of automated emergency, 10 in case of failure rendering unavailable or unusable the main commitment threshold. The present invention furthermore relates to a method of implementing an automated emergency descent which comprises a method as aforesaid for automatically engaging the automated emergency descent. The present invention also relates to a device for automatically engaging an automated emergency descent of an aircraft, said device comprising: a monitoring unit configured to automatically compare, repetitively, a current cabin altitude of the aircraft; aircraft at an engagement threshold representing an altitude value; and an activation unit configured to automatically engage said automated emergency descent when the current cabin altitude reaches said engagement threshold said main engagement threshold.
    [0006] According to the invention, said device further comprises a unit for generating at least one engagement threshold, configured at least to adapt the main engagement threshold as a function of the terrain, said corresponding main engagement threshold to the sum of a terrain altitude and a predetermined margin.
    [0007] The present invention furthermore relates to a system for implementing an automated emergency descent, said system comprising at least: a control assembly configured to perform an automated emergency descent; and a device for automatically engaging the automated emergency descent, as mentioned above.
    [0008] The present invention also relates to an aircraft, in particular a transport aircraft, which is provided with a device and / or a system as specified above. In a particular embodiment, said aircraft comprises a flight management system and a cabin pressure control system which are configured to provide information to said automated emergency descent implementation system. The appended figures will make it clear how the invention can be realized. In these figures, identical references designate similar elements.
    [0009] Fig. 1 is a block diagram of an automated emergency descent implementation system, which includes an automatic engagement device illustrating an embodiment of the invention. Fig. 2 is a block diagram of a particular unit of the device shown in Fig. 1.
    [0010] FIG. 3 schematically shows a situation relating to a landing at a high altitude airport, making it possible to highlight characteristics of the invention. Figure 4 schematically illustrates the possible variation of an engagement threshold.
    [0011] The device 1 shown diagrammatically in FIG. 1 and making it possible to illustrate the invention, is an automatic engagement device for an automated emergency descent of an aircraft, in particular of a transport aircraft, and more generally an emergency descent control device.
    [0012] Said device 1 for automatic engagement of the emergency descent is part of a system 2 for implementing an automated emergency descent. This system 2 further comprises a control assembly 3 configured to perform, in the usual way, an automated emergency descent. This control assembly 3 which is known is not described further in the present description and may represent any usual assembly capable of implementing all the functions and actions relating to an automated emergency descent. The device 1 comprises an engagement unit 4 comprising: a monitoring unit 5 configured to automatically compare, repetitively, a current cabin altitude of the aircraft with an engagement threshold representing an altitude value. This cabin altitude is representative of a current pressure value relative to the pressure inside the cabin; and an activation unit 6 configured to automatically engage said automated emergency descent when the monitoring unit 5 informs it (via a link 7) that the current cabin altitude reaches said threshold of engagement said threshold d main commitment. In this case, the activation unit 6 automatically activates (or engages) the control unit 3 via a link 8. The device 1 also comprises a set 9 of information sources which comprise at least a usual means, for example a cabin pressure control system as specified below, which is able to determine the current cabin altitude (corresponding to the altitude representative of the cabin pressure) of the cabin aircraft, and to provide it to the engagement unit 4 and in particular to the monitoring unit 5 via a link 10.
    [0013] According to the invention, said device 1 further comprises an engagement threshold value generation unit 11. According to the invention, this unit 11 is configured at least to adapt the main engagement threshold as a function of the terrain, and transmit it via a link 12 to the monitoring unit 5 so that it uses this value (threshold of commitment) and compares it with the current cabin altitude of the aircraft. To do this, the unit 11 which is part of the engagement unit 4 comprises, as represented in FIG. 2, a calculation element 13 which is the sum of a terrain altitude Ai 3024250 7 and a predetermined margin M to calculate the main engagement threshold Si, as shown in Figure 3 (for a terrain altitude Ai). In a preferred embodiment, this predetermined margin M 5 which represents a safety margin is equal to 1,000 feet, and is stored in a memory of the device 1 and in particular of the unit 11. Thus, the device 1 adapts to the terrain altitude specified below, the engagement threshold used (by the monitoring unit 5) to detect the conditions of engagement of the emergency descent, thereby increasing the availability and safety of operation of the emergency descent function implemented by the control unit 3. The device 1 is also associated with a flight management system of the FMS type ("Flight Management System" in English) and with a system 16 for regulating the cabin pressure which is, for example, part of the set of 9 sources of information and which provides information to the device 1, in particular to the engagement unit 4, respectively via 17 th connections In the context of the present invention, the terrain altitude A1 (or setpoint altitude) which is used by the unit 11 to calculate the engagement threshold, may correspond, according to the embodiments, as specified below, at one of the following altitudes: an altitude A3 of a take-off runway or an altitude Al of an airstrip 20 (FIG. 3), provided by the system 16 for regulating the pressure the cabin via the link 18; and 25 - an altitude A2 of an airstrip, provided by the flight management system 15 via the link 17. The device 1 thus adapts the engagement threshold Si to maintain adequate safety margins vis-à- altitude of the take-off or landing field.
    [0014] As shown in the example of FIG. 3, which is shown in a diagram illustrating the altitude A as a function of the distance D traveled by the aircraft AC according to the lateral trajectory from its current position. , the vertical trajectory TV of the aircraft AC which makes a descent with a view to landing on the altitude landing strip Al. If this altitude Al is a high altitude, for example greater than 14,000 feet, the use of a usual engagement threshold 50 lower than this altitude Al would be inappropriate. Also, thanks to the invention, the unit 11 adapts the engagement threshold to the terrain altitude and increases it, as represented by an arrow E, to define a new commitment threshold, namely the threshold of main engagement 51, which overcomes the aforementioned drawback. In a preferred embodiment, the device 1 uses control data from the cab pressure control system 16. In this case: during the take-off phase of the aircraft, the cabin pressure regulation system 16 sends the value of the cabin altitude via the link 18 to the engagement unit 4 of the device 1 who memorizes it. This cabin altitude value corresponds to the altitude of the take-off runway; and as soon as the flight plan is defined, on the ground, the altitude of the landing runway is routinely sent to the system 16 for regulating the pressure (or pressurization) of the cabin by the control system 15. flight plan (via a link 21). The system 16 then sends this data to the engagement unit 4 of the device 1 via the link 18. These altitudes of take-off and landing runways make it possible to adapt the engagement threshold 51 of the descent function of FIG. automatic emergency, consistent with the instructions of the system 16 for regulating the pressure of the cabin.
    [0015] In the usual way, the altitude setpoint determined by the cabin pressure regulation system 16 is updated as a function of the flight phases and controls the altitude of the cabin. It can be used so that the commitment threshold takes the same value plus a safety margin, for example 1000 feet.
    [0016] In a variant of this embodiment, the device 1 uses the value of the altitude of the landing strip of the flight management system 15 and this: - instead of that of the flight control system 16 regulation of cabin pressure; - or in addition to this one. In the latter case, the device 1 comprises means (integrated for example in the unit 11) to compare these values with each other and to use as the altitude value for the calculation of the commitment threshold, the highest value of the two received values. The device 1 therefore adapts the engagement threshold above which the emergency descent function (implemented by the command assembly 3) is engaged, according to an information corresponding to an altitude value. . The engagement threshold above which the emergency descent function is engaged is therefore chosen equal to this altitude value (or setpoint altitude), plus a predetermined margin (for example 1000 feet). In a particular embodiment, the unit 11 of the device 1 15 determines an engagement threshold of the automatic emergency descent which is adjusted according to the type of operation used by the aircraft to maximize performance. Moreover, in a particular embodiment, the unit 11 of the device 1 comprises, as represented in FIG. 2, a calculation element 23 for defining an additional commitment threshold S2 corresponding to a default commitment threshold. and representing a floor commitment threshold. The monitoring unit 5 uses this default commitment threshold S2 (received from the unit 11 via the link 12) as the threshold for the commitment of the automated emergency descent, in the absence of a threshold. valid commitment other than this default commitment threshold (floor). This default commitment threshold S2 can be surpassed by a main engagement threshold If higher as mentioned above, that is to say that is adapted according to the altitude of the terrain. This value of the default S2 commitment threshold may be based on the fall altitude of the oxygen masks (14,000 feet), or on any other value. The objective is to set a floor value that ensures the early engagement of 3024250 10 the emergency descent. Furthermore, when the cabin pressure regulation system 16 is configured to be brought into a manual mode, in which the crew is able in particular to manually select an altitude called cabin altitude, the unit 11 of the device 1 comprises, as shown in Figure 2, a calculation element 24 to define an additional commitment threshold S4 said threshold auxiliary commitment. This auxiliary commitment threshold S4 depends on a maximum altitude selectable by the crew on the system 16 for regulating the pressure of the cabin.
    [0017] The engagement unit 4 uses this auxiliary engagement threshold S4 as the threshold of engagement of the automated emergency descent, in place of the main engagement threshold Si, when the system 16 for regulating the pressure of the cabin is in the manual mode. Specifically, if necessary, the system 16 for regulating the pressure of the cabin informs the engagement unit 4 via the link 18 that it is in manual mode. The unit 11 of the engagement unit 4 then determines, using the calculation element 24, an auxiliary threshold S4 which is adapted to this manual mode, and transmits it to the monitoring unit 5 via The link 12. The pilot may notably use the manual mode of the system 16, if he does not want the system 16 to continue autonomous regulation, according to operational considerations. Preferably, this auxiliary commitment threshold S4 is equal to the sum of the maximum altitude command cabin, that is to say the maximum altitude selectable by the crew, and a safety margin, and this is when the system 16 is in manual mode. This manual mode is activated when the crew manually selects a cabin altitude (target). In a particular embodiment, the commitment threshold S4 can be set to the value of 16,000 feet, for example if the maximum selectable altitude is 15,000 feet, thus providing a safety margin of 30,000 feet. It is also possible to adapt the auxiliary commitment threshold S4 according to the type of the aircraft.
    [0018] In particular, for an aircraft corresponding to a cargo aircraft, the auxiliary commitment threshold S4 can be increased to an altitude of 21,000 feet, in order to adapt to the specific procedures of this type of cargo aircraft. The value of 21,000 feet is the sum of the maximum value (20,000 feet) selectable by the crew on a conventional cargo plane, and a safety margin of 1,000 feet. Furthermore, in a particular embodiment: the unit 11 of the device 1 comprises, as represented in FIG. 2, a usual unit 25 for determining a speed (vertical) of variation of the cabin altitude, which corresponds to the altitude outside having the same pressure as the pressure considered inside the cabin. Also, a decompression (ie a pressure drop inside the cabin) corresponds to an increase in cabin altitude, the pressure decreasing when the altitude increases. In an alternative embodiment, the vertical variation speed is calculated by the system 16 which transmits it via the link 18 to the monitoring unit 5 of the engagement unit 4; the monitoring unit 5 compares this received variation rate with a stored threshold value; and the activation unit 6 automatically engages the automated emergency descent, if the monitoring unit 5 concludes that the rate of change exceeds said threshold value. This particular embodiment thus makes it possible to adapt the commitment of the emergency descent according to the severity of a decompression, that is to say as a function of the speed of decompression (generating a variation altitude cabin). The definition of the commitment threshold is therefore based on the vertical speed of the cabin altitude. This commitment threshold makes it possible to anticipate the emergency descent of the aircraft before the decompression reaches a critical value if it is severe, or on the contrary to allow sufficient time for the crew to react. if it is slow. This consideration of the decompression speed makes it possible to increase the performance of the device 1 by adapting its reactivity according to the type of decompression encountered. Moreover, in a particular embodiment, the unit 11 of the device 1 comprises a calculation element 26 to define an additional commitment threshold said ceiling commitment threshold S3. The commitment unit 4 uses this ceiling commitment threshold S3 as the threshold for engaging the automated emergency descent, in the event of a failure making the main engagement threshold If: - is unavailable, that is, that is, no value of this main commitment threshold If is not present; 10 - unusable, that is, a value of this main commitment threshold Si may be present, but it can not be used because the input data of the commitment unit 4 do not make it possible to ensure that this main commitment threshold Si is an appropriate threshold. This embodiment using a ceiling engagement threshold S3, 15 ensures minimal performance in the event of a failure, that is to say it provides an incompressible safety margin between the altitude of engagement of the descent of the aircraft. urgency and the ground. This embodiment is based on the definition of a ceiling commitment threshold S3 which exceeds the default commitment threshold S2 when a failure occurs. The type of failure considered is notably the unavailability of the take-off altitude or the landing altitude. This S3 ceiling commitment threshold is defined in preference to the 18,000 foot value, to ensure a 2,000 foot margin with the ground on the world's highest theoretical airport. The altitude of the world's 25 tallest airport is taken as 16,000 feet, to accommodate future airports at higher altitudes than currently exist. Thus, by combining the particular embodiments mentioned above, when the cab control system 16 is in automatic mode, a main engagement threshold Si is obtained which is adapted to the terrain, in particular according to a value d and which may vary, as shown in Figure 4 (which illustrates the possible variation of the commitment threshold S), between a floor commitment threshold S2, for example 14 000 feet, and a threshold of S3 ceiling commitment, for example 18,000 feet, as shown by a double arrow F. Thus, by the use of the floor engagement threshold S2, which allows to engage the emergency descent as soon as the value 14,000 feet (for example) is reached, people are exposed in the aircraft AC as short as possible to a lack of oxygen. In addition, the ceiling commitment threshold S3 makes it possible to have a limit commitment value and thus to compensate for possible failures.
    [0019] These values and in particular the ceiling commitment value S3 can be exceeded in the case where the pilot manually manages the system 16 as specified above. Consequently, the device 1 automatically engages the automated emergency descent function (implemented by the control assembly 3) if the altitude value of the aircraft AC exceeds the engagement threshold Si, S2, S3 considered. The value of the commitment threshold can be adapted so that this commitment does not occur if the aircraft is close to the ground (approach and take-off cases) or if the cabin is deliberately depressurized, due to operational constraints such as the following. take off or approach an airport at high altitude. However, the aim is to obtain the lowest possible commitment threshold because the lower the commitment threshold, the better the function, since it minimizes the exposure time for passengers, crew and personnel. navigating with lack of oxygen. The commitment threshold 25 can also be adapted by the commitment unit 4 to different situations that may be encountered, which makes it possible to increase the availability of the function and thus its efficiency.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A method of automatically engaging an automated emergency descent of an aircraft, said method comprising a step a) of automatically comparing, repetitively, a current cabin altitude of the aircraft (AC) to a threshold of a commitment representing an altitude value, and a step b) of automatically engaging said automated emergency descent when the current cabin altitude reaches said commitment threshold said main engagement threshold (Si), characterized in that it comprises an additional step of adapting the main engagement threshold (Si) as a function of the terrain, said main engagement threshold (Si) corresponding to the sum of a terrain altitude and a predetermined margin.
    [0002]
    2. Method according to claim 1, characterized in that said terrain altitude corresponds to one of the following altitudes: an altitude of a runway, provided by a system (16) for regulating the cabin pressure the aircraft (AC); an altitude (A1) of an airstrip (20) provided by the system (16) for regulating the cabin pressure of the aircraft (AC); and - an altitude of an airstrip (20) provided by an aircraft flight management (AC) system (15).
    [0003]
    3. Method according to one of claims 1 and 2, characterized in that it comprises an additional step of defining an additional commitment threshold said default commitment threshold (S2), and in that the step b) uses this default commitment threshold (S2) as the threshold for the commitment of the automated emergency descent, in the absence of a commitment threshold other than this default commitment threshold (S2).
    [0004]
    4. Method according to any one of the preceding claims, characterized in that it comprises additional steps consisting respectively in: determining a speed of variation of an altitude called cabin altitude; comparing this rate of change with a threshold value; and automatically engaging said automated emergency descent if said rate of change exceeds said threshold value. 5
    [0005]
    5. Method according to any one of the preceding claims, for an aircraft provided with a system (16) for regulating the pressure of the cabin, configured to be brought into a manual mode, in which the crew is able to manually select an altitude called cabin altitude, characterized in that it comprises an additional step of defining an additional engagement threshold said auxiliary engagement threshold, the auxiliary engagement threshold depending on a maximum altitude selectable by the the crew, and in that step b) uses this auxiliary commitment threshold as the threshold of engagement of the automated emergency descent, instead of said main engagement threshold, when the system (16) of cabin pressure control is in the manual mode.
    [0006]
    6. Method according to any one of the preceding claims, characterized in that it comprises a further step of defining an additional commitment threshold said ceiling commitment threshold (S3), and in that step b ) uses this ceiling commitment threshold (S3) as the threshold for engaging the automated emergency descent, in the event of a failure rendering the said main commitment threshold (Si) unavailable or unusable. 25
    [0007]
    7. Device for automatic engagement of an automated emergency descent of an aircraft, said device (1) comprising: a monitoring unit (5) configured to automatically compare, repetitively, a current cabin altitude of the aircraft; aircraft (AC) at an engagement threshold representing an altitude value; and an activation unit (6) configured to automatically engage said automated emergency descent when the current cabin altitude reaches said engagement threshold, said main engagement threshold (3024250), characterized in that it comprises, in addition, a unit (11) for generating at least one engagement threshold configured at least to adapt the main engagement threshold (Si) as a function of the terrain, said main engagement threshold (Si) corresponding to the sum of a terrain altitude (A1) and a predetermined margin (M).
    [0008]
    8. System for implementing an automated emergency descent, said system (2) comprising at least: a control assembly (3) configured to carry out an automated emergency descent; and a device (1) for automatically engaging the automated emergency descent, characterized in that said device (1) for automatically engaging the emergency descent, is such as that specified in claim 7 .
    [0009]
    9. Aircraft, characterized in that it comprises a system (2) for implementing an automated emergency descent, such as that specified in claim 8.
    [0010]
    An aircraft according to claim 9, characterized in that it comprises a flight management system (15) and a cabin pressure control system (16) which are configured to provide information to said device (1). ) automatic engagement of the emergency descent.
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    同族专利:
    公开号 | 公开日
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    法律状态:
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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
    FR1457090A|FR3024250B1|2014-07-23|2014-07-23|METHOD AND DEVICE FOR AUTOMATICALLY ENGAGING AUTOMATED EMERGENCY DESCENT OF AN AIRCRAFT|FR1457090A| FR3024250B1|2014-07-23|2014-07-23|METHOD AND DEVICE FOR AUTOMATICALLY ENGAGING AUTOMATED EMERGENCY DESCENT OF AN AIRCRAFT|
    US14/803,895| US9599991B2|2014-07-23|2015-07-20|Method and device for automatically engaging an automated emergency descent of an aircraft|
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