• 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 system (1) comprises a unit (2) for detecting an emergency situation, a unit (11) for calculating an emergency descent order, a unit (12) for calculating an order of limited emergency descent, a selection unit (14) configured to select the usual emergency descent order or, if application conditions are fulfilled and if the limited descent order is less than said descent order emergency and superior to a regulation emergency descent order, select the limited emergency descent order, and an application unit (4) to the aircraft of the selected emergency descent order.
    公开号:FR3036506A1
    申请号:FR1554472
    申请日:2015-05-19
    公开日:2016-11-25
    发明作者:Florent Lanterna；Thierry Bourret；Jean Muller
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The present invention relates to a method and a system for controlling an emergency descent of an aircraft, in particular of a transport aircraft.
    [0002] STATE OF THE ART It is known that civil transport aircraft must be pressurized, because in a cruising flight, an airplane moves at an altitude that is often greater than 30000 feet (about 9000 meters), for which the outside air is too poor in oxygen (and also too cold and too dry) to be compatible with life. In addition, pressurization systems equip aircraft to keep a breathable atmosphere on board. In particular, the international aviation regulations require that any public transport aircraft flying at altitudes above 20000 feet (approximately 6000 meters) be pressurized and establish in the cabin an equivalent altitude not exceeding 8000 feet (approximately 2400 meters) in normal flight. However, it may happen, following a series of failures or an incident, that the pressurization of the aircraft can no longer be maintained at an acceptable level. A regulatory procedure then requires the pilot to lower the aircraft as quickly as possible to a respirable altitude of 10,000 feet (approximately 3000 meters). This procedure is called emergency descent. This situation requires a rapid response from the crew, especially in case of high depressurization at high altitude, with an accelerated depletion of the ambient oxygen level in the cabin. Finally, the European and American regulations impose performance criteria that all aircraft must respect for the conduct of emergency descents. Emergency descent control systems are known, the primary role of which is to assist the crew in the management of the descent 3036506 2 emergency. These systems make it possible to manage the descent in order to restore an acceptable pressure. They generate for this fast descents that are not optimized, particularly compared to other procedures that must follow the aircraft during this phase of descent emergency.
    [0003] SUMMARY OF THE INVENTION The object of the present invention is to deal with this optimization. It relates to a method of controlling an emergency descent of an aircraft, said method comprising the following steps automatically consisting of: A) detecting a situation requiring an emergency descent; B) calculate an emergency descent order; C) apply said emergency descent order to the aircraft. According to the invention, the method comprises: - a step D) of calculation of a limited emergency descent order, step B) comprising a substep of selecting the usual emergency descent order or, if application conditions are met and if the limited descent order is less than said emergency descent order and greater than an emergency descent order meeting the regulatory performance, select descent order d limited urgency; and a step E) of applying said selected emergency descent order to the aircraft. Thus, thanks to the introduction of a limited emergency descent order, the invention makes it possible to optimize an emergency descent, in particular so as not to give the aircraft a descent order that is too high, which would result in a descent. non-optimal operation of other procedures to be followed by the aircraft during this emergency descent phase. According to various embodiments of the invention, which can be taken together or separately: - the limited emergency descent order corresponds to a maximum descent value of the aircraft allowing a collision avoidance system of the aircraft to issue anti-collision and / or conflict resolution alerts; the limited emergency descent order corresponds to a maximum descent value of the aircraft that the aircraft can withstand in a negative pressure situation; the method comprises an additional step of evaluating the ability of the aircraft to change the pressure inside the aircraft, the limited emergency descent order being updated periodically according to said capacity ; the limited emergency descent order corresponds to the minimum value between a maximum descent value of the aircraft authorizing a collision avoidance system of the aircraft to issue collision avoidance and / or conflict resolution alerts and a value the maximum descent of the aircraft that the aircraft can withstand in a negative pressure situation; the application conditions are not fulfilled if an autopilot system of the aircraft is inactive, the method comprising an additional step of adapting a flight director of the aircraft to guide the pilot or pilots relative to the selected emergency descent order 20; the application conditions are fulfilled if an autopilot system of the aircraft is active; the application conditions are fulfilled if an automatic flight control system of the aircraft is active and if said control method has been activated; The conditions of application are fulfilled if said control method has been activated by an activation unit of the control method in the absence of reaction from the crew of the aircraft; a change of mode of the autopilot or setpoint control means that the application conditions are no longer fulfilled; The conditions of application are fulfilled if said control method has been activated by the crew.
    [0004] The invention also relates to a system for controlling an emergency descent of an aircraft, said system comprising: an emergency situation detection unit; - a unit for calculating an emergency descent order; 5 - an application unit of an emergency descent order to the aircraft. According to the invention, the control system comprises: a calculation unit of a limited emergency descent order; a selection unit configured to select the usual emergency descent order or, if application conditions are fulfilled and if the limited descent order is less than said emergency descent order and greater than one order regulation emergency descent, select the limited emergency descent order; and an application unit, to the aircraft, of the selected emergency descent order.
    [0005] Advantageously, the selection unit is configured to determine whether the application conditions are fulfilled. The invention further relates to an aircraft, comprising a control system as described above.
    [0006] BRIEF DESCRIPTION OF THE FIGURES The features of the invention mentioned above, as well as others, will become more apparent upon reading the following description of exemplary embodiments, said description being made in connection with the accompanying drawings, among which: - Figure 1 is a block diagram of a particular embodiment of a control system of an emergency descent of an aircraft; and FIGS. 2A, 2B and 2C each represent a graph illustrating curves which follow parameters of the aircraft with and without the descent control system 30 of the aircraft.
    [0007] DETAILED DESCRIPTION The system 1 shown in FIG. 1 is configured to control an emergency descent of an aircraft (not shown), in particular of a transport aircraft, in particular during a problem of pressurization of the aircraft. the aircraft, when flying at high altitude, especially at cruising altitude. To carry out an automatic emergency descent, said system 1 comprises: a unit 2 for detecting a situation requiring an emergency descent (for example during depressurization of the cabin); a unit 11 for calculating a usual emergency descent order, connected by a link 31 to the detection unit 2; a unit 12 for calculating a limited emergency descent order; a selection unit 14 configured to select the usual emergency descent order or, if application conditions are fulfilled and if the limited descent order is less than said emergency descent order and greater than one Regulatory emergency descent order, select the limited emergency descent order; and a unit 4 for applying the emergency descent order selected to the aircraft, connected to the selection unit 14 via a link 32 and configured to engage an automatic descent function. The selection unit 14 is connected to the elements 11 and 12 by links 35 and 36. The selection unit 14 is configured to limit the vertical speed of the aircraft during the emergency descent only to specific operational cases. The standard behavior of this selection unit 14 is to retransmit the usual emergency descent order of the guide chain to the aircraft. It transmits the limited descent order of the guide chain to the aircraft only if specific conditions are encountered. The descent order transmitted by the link 32 to the application unit is an order to stitch or pitch up to perform the descent maneuver of the aircraft. Depending on the guide mode used, it is a 3036506 6 air speed of the aircraft, a vertical speed or a slope. Depending on the type of aircraft and the architecture of its servo loops, according to a particular embodiment, it generates for example a vertical acceleration order or attitude variation.
    [0008] In order to retransmit the selected emergency descent order from the guide chain to the aircraft, the unit 4 comprises an element 8 to automatically determine a set of vertical setpoints, starting from the order of selected emergency descent comprising in particular: the target altitude representing the altitude to be reached by the aircraft at the end of the emergency descent; and a target speed which represents the speed that the aircraft must respect during the emergency descent. The system 1 also comprises a disengagement unit 6 which is connected via a link 34 to a control unit 5 and which makes it possible to control a disengagement of an automatic descent function in the course of execution. The automatic emergency descent function thus makes it possible to bring the aircraft back to a respirable altitude (target altitude) and in a stabilized situation, in particular with a view to enabling the crew and the passengers to continue the flight to the end of the flight. landing of the aircraft. When the aircraft is stabilized at the target altitude, at the end of the descent, the crew can notably coordinate with the air traffic control the subsequent operations. The lateral trajectory followed during the descent is generally maintained at the end of the descent.
    [0009] The control unit 5 is connected via a link 33 to said application unit 4 and the control unit 5 is formed so as to complete the longitudinal guide carried by the unit 4 by means of a guide lateral and control of the speed of the aircraft. The control unit 5 comprises elements 9 for automatically determining a set of side instructions. This set represents a lateral maneuver to be performed during the emergency descent.
    [0010] The control unit 5 also comprises conventional elements 10 for automatically guiding the aircraft, when engaging an automatic descent function, so that it simultaneously complies with said set of vertical instructions and said set of lateral instructions, and this until reaching said target altitude target altitude it maintains as soon as it has reached. In a particular embodiment, the selection unit 14 continuously selects the limited emergency descent order. In a first embodiment, the unit 12 for calculating a limited emergency descent order is positioned at the output of the unit 11 for calculating an emergency descent order (as illustrated in FIG. 1). The unit 12 thus adds a limitation to the emergency order of the unit 11. In another embodiment (not shown), the unit 12 for calculating the threshold value is integrated directly into the control loop. calculation of the unit 11.
    [0011] FIGS. 2A, 2B and 2C show the vertical speed profiles Vv (FIG. 2A), conventional speed Vc (FIG. 2B) and altitude A (FIG. 2C) of an unrestricted emergency descent aircraft (in FIG. continuous line) and with limitation (in dotted lines) when the limited emergency descent order is used, as a function of time t. The vertical speed limit threshold selected for this illustration is substantially less than the maximum vertical speed achievable by the aircraft by the mere use of its usual vertical guide loop. At a time t0, the application unit 4 applies an emergency descent. The vertical speed Vv and the altitude A begin to decrease as the conventional speed Vc increases. From a time t1, in the case where the aircraft is equipped with the unit 12 for limiting the vertical speed, the vertical speed of the aircraft saturates at the set threshold, the decrease in altitude is less strong and the speed gain is less important than in the case of an aircraft without the unit 12 for calculating a limited descent order. At a time t2, the vertical speed of the aircraft without a unit 12 for calculating a limited descent order is limited by the speed limit of the aircraft, usually to a value close to 3036506 8 of its maximum operational speed. . On the interval [t2; t3], the aircraft equipped with the calculation unit 12 of a limited order of descent, remains longer established on the saturated vertical speed, before being also limited by the maximum operational speed of the aircraft. From time t3 until time t4, at the end of descent, it is observed that the persistence of the vertical speed with saturated threshold obtained with the unit 12 for calculating a limited order of descent allowed to compensate for the difference in altitude of the two profiles, observed on [t1; t3]. If the performance of an emergency descent is assessed through its execution time, the addition of the unit 12 does not degrade its overall efficiency. According to a particular embodiment, the unit 12 uses a limit vertical speed threshold being equal to a maximum descent value of the aircraft allowing an anti-collision system of the aircraft to issue anti-collision and / or resolution alerts. of conflict.
    [0012] The system 1 here comprises an element 17 configured to calculate the maximum vertical speed value of the aircraft allowing an anti-collision system of the aircraft to issue collision avoidance and / or conflict resolution alerts. The element 17 is connected by a link 37 to the unit 12. An anti-collision system is considered which usually has the capability of determining a conflict resolution alert up to a high threshold of vertical speed. an intruding aircraft. Beyond this threshold, the collision avoidance system inhibits the emission of anti-collision / conflict resolution alerts. The system 1, with the element 17, allows to take into account this threshold to avoid the risk of not having these alerts during an emergency descent. The implementation of this solution involves verifying that it does not prevent the aircraft from achieving the regulatory descent performance of the aircraft. This solution makes it possible to carry out a regulatory emergency descent, while preserving the warning capability and therefore the avoidance maneuver of two aircraft in the event of a conflict.
    [0013] In another embodiment, the unit 12 calculates a limited emergency descent order corresponding to a maximum descent value of the aircraft that the aircraft can withstand in a negative pressure situation. The system 1 here comprises an element 18 configured to calculate the vertical speed threshold value as being equal to a maximum descent value of the aircraft that the aircraft can withstand in a negative pressure situation. The element 18 is connected by a link 38 to the unit 12. In some cases and following the course of a rapid descent, the pressure outside the aircraft may become greater than its internal pressure. This may be the case for an aircraft with little or no pressurization that evolves with a high rate of descent. If the balancing of the cabin pressure with respect to the increase of the external pressure is not fast enough, according to the sign conventions used, a negative pressure is exerted on the structure of the aircraft and an alert is issued to warn the crew beyond a certain threshold. To adjust the cabin pressure of an aircraft, pressure control valves are installed on board and their main purpose is to increase or maintain the pressure on board. Balancing valves in case of negative pressure are also present on board. These various types of valves are generally redundant. On some aircraft, the pressure regulating valves can help to rebalance the cabin pressure in case of negative pressure. The sizing of this system, through the number of valves of different types, is in particular determined according to the maximum descent rates that can be adopted by the aircraft, so that these maneuvers can not cause structural damage related at too high pressure differentials. The system 1, thanks to the element 18, thus reduces the number of valves required to balance the internal pressure of the aircraft vis-à-vis the atmospheric pressure. This approach must remain compatible with the 30 emergency descent performance required by the regulations. The element 18 can also dynamically adjust the vertical speed threshold 3036506 of the aircraft according to possible faults detected at the pressure regulating valves. In a complementary embodiment, it is possible to use the minimum limit vertical speed value of the elements 17 and 18 and to select the minimum vertical speed to benefit from the previously presented properties. The system 1 comprises for this purpose a selector 20 which selects the minimum value (in absolute value) of the limit vertical speed of the elements 17 and 18. The selector 20 is connected by a link 39 to the unit 12.
    [0014] In order for the system 1 to apply the limited descent order in vertical speed, conditions of application of this limitation must be fulfilled. These application conditions are not fulfilled if a system 21 for detecting the state of the autopilot system of the aircraft detects that the autopilot is inactive. In this situation, the flight director 15 of the aircraft adapts to guide the pilot so as not to exceed the limited emergency descent order. This first solution can be used to indicate to the pilot, through its primary display instruments and its flight director, the maneuver to be performed to respect the properties of elements 17 and 18. This first solution may be of interest. if the authority and the maximum descent rates achievable in manual flying are higher than those achievable in autopilot. On the contrary, the application conditions are fulfilled if the system 21 detects that the autopilot is active. The system 21 is connected to the selection unit 14 via a link 40.
    [0015] Thus, the limited descent order is chosen by the selection unit 14 if the autopilot system is active. It is considered in this case that the crew relies completely on the autopilot system to take into account the properties of the elements 17 and 18. When the crew takes over the aircraft, it is fully able to monitor and react depending on its environment, and the vertical speed is no longer limited.
    [0016] In another embodiment, the application conditions are fulfilled if the system 21 detects that the autopilot is active and a system activation detection unit 22 detects that the system 1 has been activated. The unit 22 is connected to the selection unit 14 via a link 41. Thus, the limited descent order is chosen by the selection unit 14 if the autopilot system is active and whether the emergency descent assist function has been activated by an on-board system or by the crew. It is considered in this case that the crew fully relies on the emergency lowering assistance function of the autopilot system to take into account the properties of elements 17 and 18. not the function of assistance to the descent emergency, it is on the contrary considered fully able to monitor and react according to its environment, and the vertical speed is no longer limited.
    [0017] In another embodiment complementary to the above, the application conditions are fulfilled if said system 1 has been activated by an automatic activation system 23 in the absence of reaction from the crew of the aircraft. Thus, the limited descent order is chosen by the selection unit 14 if the autopilot system is active, if the emergency descent assist function has been activated and this activation results from a action system in the absence of reaction from the crew. The crew being potentially unconscious, the system 1 implements the properties of the elements 17 and 18.
    [0018] In a complementary embodiment, a change of mode of the autopilot or setpoint system is detected by a unit 24 and causes the application conditions to be no longer fulfilled. Thus, if an action of the crew is detected during the maneuver, for example a change of mode of the autopilot system or a setpoint change, the vertical speed limitation is canceled.
    [0019] In another embodiment, the application conditions are fulfilled if said system 1 has been activated by the crew via an activation unit 25. Thus, the limited descent order is chosen. by the selection unit 14 if the autopilot system is active, if the descent assist function has been activated and this activation is solely the result of voluntary action by the crew. It is considered in this case that the crew relies fully on the emergency lowering assistance function of the autopilot system to take into account the 10 properties of elements 17 and 18 and that if it is unconscious it is better not to limit the speed of descent.
    权利要求:
    Claims (14)
    [0001]
    REVENDICATIONS1. A method of controlling an emergency descent of an aircraft, said method comprising the following steps automatically consisting of: A) detecting a situation requiring an emergency descent; B) calculate an emergency descent order; C) apply said emergency descent order to the aircraft, characterized in that it comprises: - a step D) of calculation of a limited emergency descent order, step B) comprising a sub-component; step of selecting the usual emergency descent order or, if application conditions are fulfilled and the limited descent order is lower than said emergency descent order and greater than an emergency descent order meeting the regulatory performance, select the limited emergency descent order; and a step E) of applying said selected emergency descent order to the aircraft.
    [0002]
    2. Method according to claim 1, wherein the limited emergency descent order corresponds to a maximum descent value of the aircraft allowing an anti-collision system of the aircraft to issue anti-collision and / or resolution alerts. of conflict.
    [0003]
    3. The method of claim 1, wherein the limited emergency descent order corresponds to a maximum descent value of the aircraft that can support the aircraft in negative pressure situation.
    [0004]
    The method according to claim 3, comprising an additional step of evaluating the ability of the aircraft to change the pressure inside the aircraft, the limited emergency descent order being periodically updated by function of said capacity. 3036506 14
    [0005]
    The method according to claim 1, wherein the limited emergency descent order corresponds to the minimum value between a maximum descent value of the aircraft authorizing an aircraft collision avoidance system to issue anti-collision warnings and / or conflict resolution and a maximum descent value of the aircraft that the aircraft can withstand in a negative pressure situation.
    [0006]
    6. A method according to any one of claims 1 to 5, wherein the application conditions are not fulfilled if an automatic flight control system of the aircraft is inactive, the method comprising an additional adaptation step of a flight director of the aircraft for guiding the pilot (s) with respect to the selected emergency descent order.
    [0007]
    7. A method according to any one of claims 1 to 5, wherein the application conditions are fulfilled if an autopilot system of the aircraft is active.
    [0008]
    The method of any one of claims 1 to 5, wherein the application conditions are fulfilled if an automatic flight control system of the aircraft is active and if said control method has been activated.
    [0009]
    9. The method according to claim 8, wherein the application conditions are fulfilled if said control method has been activated by an activation unit of the control method in the absence of reaction of the aircraft crew. .
    [0010]
    10. The method of claim 9, wherein a change of mode of the autopilot or setpoint system causes the application conditions are no longer met. 3036506 15
    [0011]
    11. The method of claim 8, wherein the application conditions are met if said control method has been activated by the crew. 5
    [0012]
    12. System for controlling an emergency descent of an aircraft, said system (1) comprising: - a unit (2) for detecting a situation requiring an emergency descent; a unit (11) for calculating a standard emergency descent order, characterized in that the system (1) comprises: a unit (12) for calculating a limited emergency descent order; a selection unit (14) configured to select the usual emergency descent order or, if application conditions are fulfilled and if the limited descent order is less than said emergency lower descent order; and to a statutory emergency descent order, select the limited emergency descent order; and a unit (4) for applying to the aircraft the selected emergency descent order. 20
    [0013]
    The system of claim 12, wherein the selection unit (14) is configured to determine whether the application conditions are met.
    [0014]
    14. Aircraft, comprising a system (1) according to one of claims 12 and 13.
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3036506A1|2016-11-25|METHOD AND SYSTEM FOR CONTROLLING AN EMERGENCY DESCENT OF AN AIRCRAFT.
    CA2745515C|2020-03-24|Method and device for determining and updating a target altitude for an emergency decent of an aircraft
    US7756612B2|2010-07-13|Method and a device for providing assistance in piloting a rotorcraft at takeoff
    CA2928218C|2018-01-09|Control system for rotorcraft, associated rotorcraft and corresponding control method
    EP2878533B1|2019-04-10|Flight control method and device for an aircraft
    EP1984798B1|2010-04-21|Method and system for piloting an aircraft
    EP1902346B1|2010-06-23|Method and device for lightening loads on the wing system of an aircraft in roll motion
    FR2981778A1|2013-04-26|METHOD AND APPARATUS FOR AUTOMATICALLY LANDING AN AIRCRAFT ON A HIGH SLOPE TRACK.
    EP3385809A1|2018-10-10|Flight control system of an aircraft
    FR3016706A1|2015-07-24|METHOD AND DEVICE FOR OPTIMIZING LANDING OF AN AIRCRAFT ON A TRACK.
    FR3031729A1|2016-07-22|POWER CONTROL FOR AIRCRAFT AIRCRAFT
    FR3023368A1|2016-01-08|METHOD AND DEVICE FOR AIDING THE LANDING OF AN AIRCRAFT
    FR3024250A1|2016-01-29|METHOD AND DEVICE FOR AUTOMATICALLY ENGAGING AUTOMATED EMERGENCY DESCENT OF AN AIRCRAFT
    FR2928465A1|2009-09-11|METHOD AND DEVICE FOR AUTOMATICALLY CONTROLLING AN EMERGENCY DESCENT OF AN AIRCRAFT
    FR2963120A1|2012-01-27|METHOD AND APPARATUS FOR AUTOMATICALLY MANAGING A LATERAL TRAJECTORY FOR AN EMERGENCY LOWERING OF AN AIRCRAFT
    FR2993858A1|2014-01-31|Method for controlling actuator of control surface controlled in angular position by automatic piloting unit of mechanical flight control aircraft, involves maintaining surface travel rate to zero value when torque is equal to torque value
    CA2941295C|2018-01-09|Rotation speed regulation device for the rotor of a rotorcraft, rotorcraft equipped with such a device and associated regulation method
    FR3065543A1|2018-10-26|FLIGHT CONTROL CALCULATOR OF AN AIRCRAFT
    FR3044807A1|2017-06-09|METHOD AND SYSTEM FOR AIDING THE LANDING OF AN AIRCRAFT
    FR3005758A1|2014-11-21|METHOD AND SYSTEM FOR MONITORING THE FLIGHT PHASE OF AN AIRCRAFT IN THE APPROACH PHASE TO A LANDING TRACK
    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
    FR3067491A1|2018-12-14|DEVICE, SYSTEM AND METHOD FOR ASSISTING A PILOT OF AN AIRCRAFT
    FR3038585A1|2017-01-13|AUTOMATIC AIRCRAFT CONTROL SYSTEM AND METHOD THEREOF
    FR3035235A1|2016-10-21|METHOD AND SYSTEM FOR CONTROLLING FLIGHT OF AN AIRCRAFT ACCORDING TO THE AXIS OF TANGING
    FR2996931A1|2014-04-18|METHOD AND DEVICE FOR AUTOMATICALLY MANAGING THE GUIDANCE OF AN AIRCRAFT DURING COMPLETE STOPPING OF THE ENGINES.
    同族专利:
    公开号 | 公开日
    US9904291B2|2018-02-27|
    CN106168806B|2019-06-18|
    FR3036506B1|2018-06-29|
    US20160342159A1|2016-11-24|
    CN106168806A|2016-11-30|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US6507776B1|2000-10-26|2003-01-14|Fox, Iii Angus C.|Autopilot for aircraft having automatic descent function in the event of cabin depressurization|
    US20100168936A1|2008-12-16|2010-07-01|Thales|Method of Constructing a Vertical Profile in the Event of Depressurization in an Area with Risks and Associated Devices|
    US20110224849A1|2009-09-11|2011-09-15|Braly George W|Emergency descent intervention system|
    US20140343761A1|2013-05-15|2014-11-20|Honeywell International Inc.|System and method for performing an aircraft automatic emergency descent|
    FR2928465B1|2008-03-10|2011-09-23|Airbus France|METHOD AND DEVICE FOR AUTOMATICALLY CONTROLLING AN EMERGENCY DESCENT OF AN AIRCRAFT|
    FR2963118B1|2010-07-20|2013-08-30|Airbus Operations Sas|METHOD AND DEVICE FOR DETERMINING AND UPDATING TARGET ALTITUDE FOR EMERGENCY DESCENT OF AN AIRCRAFT|
    FR2963119B1|2010-07-20|2015-05-01|Airbus Operations Sas|METHOD AND DEVICE FOR RECALING TARGET ALTITUDE FOR EMERGENCY DESCENT OF AN AIRCRAFT|
    FR2963120B1|2010-07-20|2013-08-30|Airbus Operations Sas|METHOD AND APPARATUS FOR AUTOMATICALLY MANAGING A LATERAL TRAJECTORY FOR AN EMERGENCY LOWERING OF AN AIRCRAFT|
    FR2983594B1|2011-12-02|2014-09-26|Thales Sa|METHOD FOR MANAGING A VERTICAL FLIGHT PLAN|
    US9620021B1|2013-01-17|2017-04-11|Rockwell Collins, Inc.|Event-based flight management system, device, and method|
    US9043051B1|2013-01-17|2015-05-26|Rockwell Collins, Inc.|Event-based flight management system, device, and method|
    US9242725B1|2013-05-13|2016-01-26|The Boeing Company|Selection of emergency descent rates for an aircraft due to cabin depressurization|US11138892B2|2017-12-19|2021-10-05|Honeywell International Inc.|TCAS coupled FMS|
    WO2019217920A1|2018-05-10|2019-11-14|Joby Aero, Inc.|Electric tiltrotor aircraft|
    US10273021B1|2018-06-22|2019-04-30|Kitty Hawk Corporation|Automated self-testing|
    CN109204847A|2018-10-11|2019-01-15|中国商用飞机有限责任公司|The method for helping pilot's emergency descent operation|
    US10983534B2|2018-12-07|2021-04-20|Joby Aero, Inc.|Aircraft control system and method|
    法律状态:
    2016-05-20| PLFP| Fee payment|Year of fee payment: 2 |
    2016-11-25| PLSC| Search report ready|Effective date: 20161125 |
    2017-05-23| PLFP| Fee payment|Year of fee payment: 3 |
    2018-05-22| PLFP| Fee payment|Year of fee payment: 4 |
    2019-05-23| PLFP| Fee payment|Year of fee payment: 5 |
    2020-05-22| PLFP| Fee payment|Year of fee payment: 6 |
    2021-05-20| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1554472A|FR3036506B1|2015-05-19|2015-05-19|METHOD AND SYSTEM FOR CONTROLLING AN EMERGENCY DESCENT OF AN AIRCRAFT.|
    FR1554472|2015-05-19|FR1554472A| FR3036506B1|2015-05-19|2015-05-19|METHOD AND SYSTEM FOR CONTROLLING AN EMERGENCY DESCENT OF AN AIRCRAFT.|
    CN201610322918.7A| CN106168806B|2015-05-19|2016-05-16|For controlling the method and system of the emergency descent of aircraft|
    US15/157,176| US9904291B2|2015-05-19|2016-05-17|Method and system to control emergency descent of aircraft|
    [返回顶部]