• 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:
    - Flight management set of an aircraft and method for monitoring such an assembly. The flight management assembly (1) comprises two guide chains (2A, 2B) each provided with a flight management system (3A, 3B), said flight management systems (3A, 3B); being independent, each of said flight management systems (3A, 3B) performing at least one roll direction calculation for the aircraft, said flight management set (1) also comprising a data generation unit (5A, 5B) ), preferably part of a guidance calculator (6A, 6B), for calculating a roll command and a monitoring unit (4A, 4B) for monitoring (4A, 4B) the roll instructions calculated by the two flight management systems (3A, 3B) and the data generating unit (5A, 5B) so as to detect and identify a defective flight management system.
    公开号:FR3038709A1
    申请号:FR1556385
    申请日:2015-07-06
    公开日:2017-01-13
    发明作者:Jean-Claude Mere
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    TECHNICAL AREA
    The present invention relates to a set of flight management of an aircraft, in particular a transport aircraft, and a method of monitoring such a flight management set.
    Although not exclusively, the present invention applies more particularly to an aircraft implementing RNP AR (Required Navigation Performance with Authorization Required) operations with required authorization. These RNP AR operations are based on RNAV ("aRea NAVigation") type surface navigation and RNP (Required Navigation Performance) required navigation performance operations. They have the particularity of requiring special authorization to be implemented on an aircraft.
    It is known that the RNP concept corresponds to a surface navigation, for which are added (on board the aircraft) monitoring and warning means that make it possible to ensure that the aircraft remains in a corridor, said RNP, around a reference trajectory. Outside this corridor is potentially relief or other aircraft. The performance required for a type of RNP operation is defined by an RNP value which represents the half-width (in nautical miles: NM) of the corridor around the reference path, in which the aircraft must remain 95% of the time at during the operation. A second corridor (around the reference path) of half width twice the RNP value is also defined. The probability of the aircraft leaving the second lane must be less than 10'7 per flight hour.
    The concept of RNP AR operations is even more restrictive. RNP AR procedures are, in fact, characterized by: - RNP values: • which are less than or equal to 0.3NM in approach, and which can go down to 0.1 NM; and • which are strictly less than 1NM at the start and during a go-around, and which can also go down to 0.1 NM; - a final approach segment that can be curved; and - obstacles (mountains, traffic, etc.) that can be located at twice the RNP value compared to the reference trajectory, while for the usual RNP operations, an additional margin in relation to obstacles is planned.
    The aviation authorities have defined a Target Level of Safety (TLS) for RNP AR operations as the probability that the aircraft will exit the half-width D = 2.RNP corridor. must not exceed 10'7 per flight hour.
    The present invention applies to a set of flight management comprising two guide channels each provided with a flight management system of the FMS ("Flight Management System") type for the implementation of flight management systems. RNP AR operations.
    STATE OF THE ART
    The equipment on board an aircraft and in particular the flight management set must make it possible to achieve the required level of safety, if the aircraft must implement operations with required navigation performance with the required authorization of RNP type AR. The objective is to have the ability to fly RNP AR procedures with RNP values up to 0.1 NM, and this without restriction (in normal situation and in case of failure) at departure, approach and go-around.
    However, for an aircraft to be authorized to implement such RNP AR procedures, it is necessary in particular to be able to eliminate from the guide loop an erroneous source for calculating orders (or instructions) for guiding, in order to counteract its possible effects on the flight path of the aircraft.
    In order to be able to implement a type of operation RNP 0.1, the flight management assembly must make it possible to respect a "hazardous" type of severity in the event of loss or error of the guidance instructions. In addition, it is necessary that, in case of detection of an erroneous calculation, the aircraft can continue to be guided in automatic mode to be maintained in the RNP corridor.
    With a flight management set with two flight management systems, in case of disagreement between the two flight management systems, the set is not able to identify the one that is defective, and the aircraft can not therefore no longer be guided in automatic mode. Such an aircraft is therefore not authorized to implement such RNP AR operations.
    STATEMENT OF THE INVENTION
    The present invention aims to overcome this disadvantage.
    It relates to an aircraft flight management assembly, making it possible to implement RNP AR operations as mentioned above, said flight management assembly comprising two guidance chains provided, each, with a flight management system, said flight management systems being independent and housed in different equipment, each of said flight management systems being configured to perform at least, in real time, a calculation of guidance instructions for the aircraft, the guidance instructions comprising month a roll instruction, said flight management set also comprising at least one monitoring unit configured to perform data monitoring generated by the flight management systems so as to detect an inconsistency.
    According to the invention: the flight management assembly comprises at least one data generation unit, different from said flight management systems, said data generation unit being configured to calculate, in real time, a roll instruction ; and the monitoring unit is configured to, at least in the event of detection of a data inconsistency of the flight management systems, perform a comparison of the roll instructions calculated by the two flight management systems with the instruction set of roll determined by the data generating unit so as to detect and identify, if necessary, a defective flight management system among said two flight management systems.
    Thus, by taking into account a rolling instruction calculated by the data generating unit, different from said flight management systems, and specified hereinafter, the monitoring unit is able to identify a system of control. defective flight management in order to guide the aircraft using a non-defective flight management system, which, as specified below, allows the aircraft to have the ability to fly operations RNP type, and to overcome the aforementioned drawback.
    Preferably, said data generating unit is part of a guidance computer of the aircraft.
    In a preferred embodiment, said monitoring unit is configured: to calculate a first difference between the rolling setpoint calculated by one of said first flight management systems and the corresponding roll setpoint calculated by the generating unit data and to compare this first difference to the first predetermined margin; calculating a second difference between the roll setpoint calculated by the other of said flight management systems and the corresponding roll setpoint calculated by the data generation unit and for comparing this second difference with the first margin; and if only one of said first and second differences is greater than said first margin, for determining the corresponding roll setpoint as inconsistent and for detecting and identifying, as defective, the flight management system having calculated this incoherent rolling instruction. .
    In addition, advantageously: the data generation unit is configured to calculate the roll setpoint, using a usual "Track" type track tracking law; and the flight management systems are configured to calculate the guidance instructions comprising at least one roll instruction, using a standard horizontal trajectory tracking law of the "Hpath" type.
    Advantageously, in order to calculate the roll instruction in real time, the data generating unit is configured to successively: identify, according to a current position of the aircraft, a so-called active section of the flight plan, to which the aircraft must be guided; depending on the position of the aircraft with respect to said active section, a direction of aircraft speed vector and a direction of the active section, determining a succession of routes to follow to capture the active section; and - from the route determined for the current time, calculate the corresponding roll instruction.
    Furthermore, advantageously, the guidance of the aircraft is carried out according to data provided by one of the two guide chains, called the active guidance system, and the flight management assembly comprises switching means configured for, in in the case of detection by the monitoring unit of a defective flight management system and if the active guidance system is that comprising this defective flight management system, generating a switching consisting in making the other of said two chains of guide.
    In addition, in a particular embodiment, the flight management assembly comprises two monitoring units configured to perform the same monitoring.
    The present invention also relates to a method of monitoring a flight management assembly as described above, that is to say comprising two guide chains provided, each, with a flight management system, said flight management systems being independent and housed in different equipment, each of said flight management systems being configured to perform at least one calculation of guidance instructions for the aircraft, the guidance instructions comprising at least one roll instruction, said monitoring method comprising a monitoring step of performing data monitoring generated by the flight management systems so as to detect an inconsistency.
    According to the invention: said monitoring method comprises a data generation step of calculating, in real time, a roll instruction, using at least one data generation unit, different from said management systems; flight ; and the monitoring step consists in performing, at least in the event of detection of a data inconsistency of the flight management systems, a comparison of the roll instructions calculated by the two flight management systems and the setpoint of the flight management system. roll determined in the data generation step so as to detect and identify, where appropriate, a defective flight management system among said two flight management systems.
    Advantageously, the monitoring step consists of: calculating a first difference between the rolling instruction calculated by one of the flight management systems and the corresponding rolling instruction calculated by the data generating unit and comparing this. first difference at a first predetermined margin; calculating a second difference between the rolling instruction calculated by the other of said flight management systems and the corresponding roll setpoint calculated by the data generation unit and comparing this second difference with the first margin; and if only one of said first and second differences is greater than said first margin, determining the corresponding roll setpoint as incoherent, and detecting and identifying, as defective, the flight management system having calculated this guidance setpoint. inconsistent.
    The present invention also relates to an aircraft, in particular a transport aircraft, which is provided with a flight management assembly such as that specified above.
    BRIEF DESCRIPTION OF THE FIGURES
    The appended figures will make it clear how the invention can be realized. In these figures, identical references designate similar elements.
    FIG. 1 is the block diagram of a particular embodiment of a flight management assembly of an aircraft.
    Figures 2 to 4 are diagrams showing an aircraft flying in a flight path, for the purpose of capturing a section of trajectory, respectively for different types of guidance, to highlight important features of the invention.
    DETAILED DESCRIPTION
    FIG. 1 schematically shows a flight management assembly 1 of an aircraft, in particular a transport aircraft, which makes it possible to illustrate the invention.
    This flight management set 1 which is embedded on the aircraft, comprises two guide chains 2A and 2B each provided with a flight management system 3A and 3B of the FMS type ("Flight Management System"). ). The two flight management systems 3A and 3B are independent and are housed in different hardware.
    Each of said flight management systems 3A and 3B is configured to perform the calculations specified below, and in particular a calculation of guidance instructions for the aircraft, these guidance instructions comprising a roll instruction.
    The guidance of the aircraft is performed according to data (including guidance instructions) provided by only one of said two guide chains 2A and 2B, said active guide chain.
    Said flight management set 1 also comprises at least one monitoring unit 4A, 4B configured to perform data monitoring generated by the flight management systems 3A and 3B so as to detect an inconsistency. The monitoring unit 4A, 4B is housed in hardware ("hardware" in English) different from the equipment hosting the two flight management systems 3A and 3B.
    According to the invention, the monitoring unit 4A, 4B is configured to monitor the guidance (or orders) calculated by the two flight management systems 3A and 3B so as to be able to detect and identify, as the case may be , a defective flight management system, among the flight management systems 3A and 3B, as specified below.
    A defective flight management system is understood to mean a flight management system that calculates and transmits at least one guidance instruction that is erroneous (or incorrect).
    More precisely, according to the invention: the flight management assembly 1 comprises at least one data generation unit 5A, 5B, different from said flight management systems 3A and 3B, said data generation unit 5A, 5B being configured to calculate, in real time, a roll instruction; and the monitoring unit 4A, 4B is configured to perform a comparison of the roll instructions calculated by the two flight management systems 3A and 3B with the roll set point determined by the data generating unit 5A, 5B of so as to detect and identify, if necessary, a defective flight management system among said two flight management systems 3A and 3B.
    In a preferred embodiment, the data generating unit 5A, 5B corresponds to a guidance computer of the aircraft, or as represented in FIG. 1, forms part of a guidance computer 6A, 6B of the aircraft. In an alternative embodiment (not shown), the data generation unit 5A, 5B can also be installed in equipment other than the guidance computer 6A, 6B.
    Thus, by taking into account a rolling instruction calculated by the data generating unit 5A, 5B, different from said flight management systems 3A and 3B and specified hereinafter, the monitoring unit 4A, 4B is able to identify a defective flight management system. The monitoring unit 4A, 4B is thus able to isolate a defective flight management system in order to allow the crew to perform an RNP operation.
    In order to be able to identify, where appropriate, which of the two flight management systems 3A and 3B is incorrect, the monitoring unit 4A, 4B monitors the roll orders received from the flight management systems 3A and 3B and from the generating unit 5A, 5B and makes comparisons.
    In the context of the present invention, different comparisons can be envisaged.
    In a particular embodiment, the monitoring unit 4A, 4B is configured to detect an inconsistency between the two flight management systems 3A and 3B: by calculating the difference between the rolling setpoint calculated by one of said systems flight management and the corresponding instruction calculated by the other of said flight management systems; comparing this difference with a predetermined comparison margin; and - considering the data as inconsistent, if this difference is greater than said margin of comparison.
    In addition, in a preferred embodiment, the monitoring unit 4A, 4B is configured: to calculate a first difference between the roll setpoint calculated by one of said flight management systems 3A and 3B and the setpoint of corresponding roll calculated by the data generating unit 5A, 5B and for comparing this first difference to a predetermined margin (equal to or different from the aforementioned comparison margin); to calculate a second difference between the roll setpoint calculated by the other of said flight management systems 3A and 3B and the corresponding roll setpoint calculated by the data generation unit 5A, 5B and to compare this second difference with the aforementioned margin; and if one of said first and second differences (and only one of them) is greater than said margin, for determining the corresponding roll setpoint as incoherent and for detecting and identifying, as defective, the rollover management system. flight having calculated this incoherent guide setpoint.
    As specified hereinafter to a particular example, in order to calculate the roll instruction in real time, the data generation unit 5A, 5B is configured to, successively: identify, as a function of a current position of the aircraft a so-called active section of the flight plan towards which the aircraft must be guided; depending on the position of the aircraft with respect to said active section, a direction of aircraft speed vector and a direction of the active section, determining a succession of routes to follow to capture the active section; and - from the route determined for the current time, calculate the corresponding roll instruction.
    The flight management systems 3A and 3B are configured to calculate, in the usual manner, the roll instructions, using a standard "Hpath" type law ("horizontal trajectory tracking").
    In the usual way, the "Hpath" law uses a CT ("cross track") and a TAE ("track angle error") value calculated from the Pc position of the aircraft AC and the trajectory to follow, as shown in Figure 2.
    More specifically: - the CT ("cross track") is the distance between the center of gravity of the aircraft AC and the trajectory or section Lr tracked (which is defined between two points of passage P1 and P2) ; the angular difference of road TAE ("track angle error") is the angle between the direction of the segment of trajectory or section (with respect to the North) and that of the speed vector of the aircraft AC; - The legs ("legacies") are the basic pieces of the flight plan (including points of passage to join and how to reach these points of passage); and - the segments are pieces or parts of trajectories (ends of straight lines, arcs of circle).
    In addition, a TF-type leg is a section such as the section Lr of FIG. 2 which connects two points P1 and P2 of the straight-line flight plan. It is defined by its direction, its length and the coordinates of the final point P2. It is fixed (relative to the ground), unlike other types of so-called floating legs, which are defined by a direction but not the end point, for example an axis to be intercepted.
    In the usual way, on an aircraft, the "Hpath" law is used via a usual NAV-type guidance mode (namely a follow-up of the trajectory calculated by the flight management system 3A, 3B on the basis of the flight plan entered by the crew).
    Furthermore, the data generation unit 5A, 5B is therefore part of a guidance computer 6A, 6B, and is configured to calculate the roll instruction, using a usual "Track" type law. "(" Road tracking ").
    The "Track" law is used manually by the crew (guidance mode selected) by entering the value of the desired route, using a usual data input unit, type FCU ("Flight Control Unit"). ", in English).
    The two flight management systems 3A and 3B use a "Hpath" law when the guidance mode selected by the crew is NAV (automatic tracking of the trajectory).
    The "Track" law is thus one of the modes of the guidance computer 6A, 6B that the crew can select outside the NAV mode (selected), regardless of the trajectory generated by the flight management systems 3A and 3B. .
    The "Track" law makes it possible to enslave the direction of the speed vector of the aircraft on a desired direction (relative to the North). As an illustration, if we want to fly the aircraft to the east for example, we can use the law "Track" by asking him to enslave the direction of the speed vector of the aircraft on the heading of 90 ° .
    The "Track" law which defines a rolling instruction proportional to the road deviation, that is to say the difference between the current route of the aircraft (trajectory Te in FIG. 3) and the target road ( Li section), is simple, and it is independent of the "HPATH" type laws used by flight management systems.
    This "Track" law is generally already available on the aircraft, and its only purpose is to enslave the axis of the speed vector of the aircraft AC on the intended route, as illustrated by a road target Ti on Thus, depending on the initial state of the aircraft, the ground trajectory varies, which makes it impossible to follow fixed sections which are current sections of trajectory in a flight plan. The aircraft can then be on a trajectory Te parallel to the section Li without converging towards it.
    To capture a section Lr, as shown in Figure 4, the flight management assembly 1 calculates a succession of routes T1, T2 to follow to capture this section Lr. These T1 and T2 routes are sent to the guidance calculator 6A, 6B, asking him to follow them with the "Track" law.
    Before a point P3, the track followed is T1, and after the point P3, the track followed is Τ2 + ε. ε depends on the CT track error ("cross track"). ε is a small increment angle to ensure that the aircraft AC converges well to the section Lr. The "Track" law only takes into account the direction of the speed vector of the aircraft. To prevent the aircraft following T2 parallel to the section, we calculate a slightly different set to converge if it is not strictly on the section. A function called "calculation and sequencing of the setpoints of Track" which is for example part of the data generation unit 5A, 5B, calculates this information as a function of the position of the aircraft AC, the direction of the speed vector of the aircraft AC, and the direction of the section Lr to capture.
    Consider a distance d which corresponds to the distance at which the function controls the transition from the first setpoint (route T1) to the second setpoint (route T2). This distance d is a function of the speed of the aircraft and the difference between the values of T1 and T2.
    Algorithms, which for example form part of the data generation unit 5A, 5B, calculate the values of the routes T1 and T2 as a function of parameters of the aircraft AC, and communicate them to the guidance calculator 6A, 6B at the right time. moment, so that the law "Track" of the guidance computer 6A, 6B calculates the roll instructions that would bring the aircraft on the section Lr.
    The algorithms used for this purpose depend on the type of leg considered: - for a section TF, the distance d is equal to the sum of the roll radius at nominal roll angle (equal to the change of heading limited to 25 ° for reasons of passenger comfort) and the distance traveled at the speed of the aircraft during roll-up time all projected on the normal to the direction of the section; for the other types of section, the algorithms generate a profile of setpoints according to the time and the state of the aircraft which better approximate the behavior of the aircraft if it was guided via the law "Hpath ".
    In a particular embodiment, the implementation is as follows for this example: the two flight management systems 3A and 3B extract the RNP-AR procedure from the database and insert it into the flight plan. Each of said flight management systems 3A and 3B calculates a cyclic redundancy check code CRC type ("Cyclic Redundancy Check" in English) on this flight plan, and the so-called "master" flight management system ( active channel) sends the flight plan and CRC code to the monitoring unit 4A, 4B, while the second flight management system sends only the CRC code of the flight plan that it has calculated. The two CRC codes are compared by the monitoring unit 4A, 4B which validates the flight plan received from the master flight management system, if the two CRCs are identical; the monitoring unit 4A, 4B (or the data generating unit 5A, 5B) sequencing the legs (legacies) of the flight plan according to the position of the aircraft, which consists in identifying in the sequence of sections of the flight plan the sequence on which the aircraft is to be guided; depending on the position of the aircraft with respect to the active section, the direction of the speed vector of the aircraft and that of the active section, the function "calculation and sequencing of track instructions" determines the succession of routes to follow to capture the section, as shown in Figure 4.
    In the preferred embodiment, shown in Figure 1, the flight management assembly 1 comprises two monitoring units 4A and 4B which are configured to perform the same monitoring. This makes it possible, in the event of failure of one of these monitoring units 4A and 4B during RNP operation, to still be able to detect, if necessary, a defective flight management system 3A or 3B, and thus to ensure the integrity required for this type of RNP operation.
    Furthermore, the flight management assembly 1 comprises switching means configured for, in the event of detection by the monitoring unit 4A, 4B of a defective flight management system (for example the flight management system 3A) and if the active guide chain is that comprising this defective flight management system (the guide chain 2A in this example), generate a switch consisting in making the other one of said two guide chains 2A and 2B active (to know the guide chain 2B in this example).
    In a particular embodiment, the switching means comprise a button (not shown) which is installed in the cockpit and which allows a crew member to manually control the switching. In addition, in an alternative embodiment, the control means comprise at least one control unit 8A, 8B which is installed in a guidance computer 6A, 6B and which performs the switching according to a received monitoring status.
    As represented in FIG. 1, each guide chain 2A, 2B comprises an assembly 7A, 7B of information sources comprising, in particular, conventional sensors for determining (measuring, calculating, ...) the values of parameters linked to the state. (position, speed, ...) of the aircraft and its environment (temperature, ...). The set 7A, 7B may also include a navigation database type NDB ("Navigation Data Base" in English) which contains in particular the definition of RNP-AR procedures used.
    These values and information are provided via an MA link, 11B of the set 7A, 7B to the corresponding flight management system 3A, 3B ("corresponding" meaning that part of the same guide chain 2A, 2B).
    In the usual way, each of the flight management systems 3A and 3B calculates in particular on the basis of values and information received from the set 7A, 7B corresponding, the position of the aircraft, the trajectory of the aircraft, the deviation between the position and the trajectory of the aircraft, and guidance instructions and in particular roll instructions to enslave the position of the aircraft on the path. The flight management assembly 1 therefore also comprises the data generation unit 5A, 5B which calculates a third roll instruction. This data generation unit 5A, 5B serves as the third data source for comparison and voting in the monitoring unit 4A, 4B. This data generating unit 5A, 5B performs only the calculations and operations indicated and does not correspond to a (third) flight management system. The monitoring unit 4A receives information from the flight management system 3A, the flight management system 3B and the data generation unit 5A, respectively via links I2A, I3B and I4A, and can provide information to the corresponding flight management system 3A via an I5A link. The monitoring unit 4A can also provide the monitoring results implemented to the guidance calculator 6A via an I6A link.
    Similarly, the monitoring unit 4B receives information from the flight management system 3A, the flight management system 3B and the data generation unit 5B, respectively via links I2A, I3B, and I4B, and can provide information to the corresponding flight management system 3B via an I5B link. The monitoring unit 4B can also provide the monitoring results implemented to the guidance computer 6B via an I6B link.
    As shown in FIG. 1, each of the two guide chains 2A and 2B of the flight management assembly 1 comprises a guidance computer 6A, 6B of the FG ("Flight Guidance") type. One of said guidance calculators 6A and 6B, namely the guidance computer of the active guide chain, pilot servocontrols customary control surfaces of the aircraft to guide the aircraft in accordance with the guidance instructions. The selection logic between the guidance computer 6A and the guidance computer 6B, to control the servocontrols and guide the aircraft, can be implemented at these guidance computers 6A and 6B in the usual way via the communication units. 8A and 8B usual.
    The operation of the monitoring implemented by the flight management assembly 1 is specified below.
    In case of detected inconsistency between the data generated by the flight management systems 3A and 3B, the monitoring implemented by the monitoring units 4A and 4B is based on the analysis of the roll instructions.
    To do this, each of the monitoring units 4A and 4B implements the following successive steps, consisting of: E1) calculating a first difference between the roll setpoint calculated by one of said flight management systems and the roll instruction corresponding calculation calculated using the data generating unit and comparing this first difference to a first predetermined margin; E2) calculating a second difference between the roll setpoint calculated by the other of said flight management systems and the corresponding roll setpoint calculated using the data generating unit and comparing this second difference to the first margin; and E3) if only one of said first and second differences is greater than said first margin, determining the corresponding roll setpoint as incoherent, and detecting and identifying, as defective, the flight management system having calculated this setpoint of inconsistent guidance.
    This provides a method (implemented by the flight management assembly 1) for monitoring the guidance guidance output of the flight management systems 3A and 3B, which is fast, simple, inexpensive and effective. The flight management assembly 1, as described above, therefore has an architecture based on two flight management systems 3A and 3B and a roll direction monitoring (implemented in particular by the flight control units). monitoring 4A and 4B), to be able to implement operations of type RNP 0,1.
    This flight management set 1 thus makes it possible: to obtain a fast response time; - identify if necessary a defective flight management system (in case of calculation of erroneous roll instructions) to invalidate the defective flight management system and continue the operation on the remaining flight management system not down, and if possible resynchronize the defective flight management system on the non-faulty flight management system; and - to avoid having to install a third flight management system (to serve as a third source of voting), which would be expensive and complicated.
    It will be noted that the "Hpath" law uses road error and angular deviation values calculated from the position of the aircraft and the trajectory to follow. If we wanted to use a third "Hpath" law for the surveillance function, it would be necessary to calculate a trajectory from the consolidated flight plan received from the two flight management systems, to receive the position of the aircraft to calculate the 'Road error and the angular deviation of road, which would amount to using a third flight management system barely simplified. Thus, by using the "Track" law of the guidance calculator to calculate the third guideline more simply (based solely on the flight plan, it is not necessary to calculate a trajectory and in addition the law "Track" Is generally already available in the aircraft), the flight management set can identify which of the two flight management systems is wrong when both send inconsistent instructions.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    A flight management assembly of an aircraft, said flight management assembly (1) comprising two guide chains (2A, 2B) each provided with a flight management system (3A, 3B), said flight management systems (3A, 3B) being independent and housed in different equipment, each of said flight management systems (3A, 3B) being configured to perform at least, in real time, a calculation of guidance instructions for l (AC), the guidance instructions comprising at least one roll instruction, said flight management set (1) also comprising at least one monitoring unit (4A, 4B) configured to perform data monitoring generated by the flight management systems (3A, 3B) so as to detect at least one inconsistency, characterized in that: - the flight management assembly (1) comprises at least one data generating unit (5A, 5B) different from said flight management systems (3A, 3B), said data generating unit being configured to calculate, in real time, a roll instruction; and - the monitoring unit (4A, 4B) is configured to, at least in case of detection of a data inconsistency of the flight management systems (3A, 3B), perform a comparison of the roll instructions calculated by the two flight management systems (3A, 3B) with the roll set point determined by the data generating unit (5A, 5B) so as to detect and identify, if necessary, a defective flight management system among said two flight management systems (3A, 3B).
    [2" id="c-fr-0002]
    2. Flight management assembly according to claim 1, characterized in that said monitoring unit (4A, 4B) is configured: - to calculate a first difference between the rolling instruction calculated by one of said flight management systems (3A) and the corresponding roll setpoint calculated by the data generating unit (5A, 5B) and for comparing this first difference to a first predetermined margin; to calculate a second difference between the roll setpoint calculated by another of said flight management systems (3A, 3B) and the corresponding roll setpoint calculated by the data generating unit (5A, 5B) and comparing this third difference to the first margin; and - if only the one of said first and second differences is greater than said first margin, for determining the corresponding roll instruction as incoherent and for detecting and identifying, as the flight management system having calculated this incoherent rolling instruction.
    [3" id="c-fr-0003]
    Flight management assembly according to one of claims 1 and 2, characterized in that the data generating unit (5A, 5B) is part of a guidance calculator (6A, 6B) of the aircraft (AC).
    [4" id="c-fr-0004]
    4. Flight management assembly according to any one of the preceding claims, characterized in that: - the data generating unit (5A, 5B) is configured to calculate the roll instruction using a law route tracking; and the flight management systems (3A, 3B) are configured to calculate the guidance instructions comprising at least one roll instruction, using a horizontal trajectory tracking law.
    [5" id="c-fr-0005]
    5. Flight management assembly according to any one of the preceding claims, characterized in that, in order to calculate in real time the roll instruction, the data generation unit (5A, 5B) is configured for, successively: identifying, according to a current position (Pc) of the aircraft (AC), a section (Lr) said active flight plane, to which the aircraft (AC) must be guided; according to the position of the aircraft (AC) with respect to said active section (Lr), an aircraft speed vector direction (AC) and a direction of the active section (Lr), determining a succession of roads (T1, T2) to follow to capture the active section (Lr); and - from the route determined for the current time, calculate the corresponding roll instruction.
    [6" id="c-fr-0006]
    6. Flight management assembly according to any one of the preceding claims, the guidance of the aircraft (AC) being performed according to data provided by one of the two guide chains (2A, 2B), said guide chain active, characterized in that it comprises switching means (8A, 8B) configured for, if detected by the monitoring unit (4A, 4B) of a defective flight management system and if the chain of active guidance is that comprising this defective flight management system, generating a switching consisting of making active the other of said two guide chains (2A, 2B).
    [7" id="c-fr-0007]
    7. Flight management assembly according to any one of the preceding claims, characterized in that it comprises two monitoring units (4A, 4B) configured to perform the same monitoring.
    [8" id="c-fr-0008]
    A method of monitoring an aircraft flight management assembly, said flight management assembly (1) comprising two guide chains (2A, 2B) each provided with a flight management system ( 3A, 3B), said flight management systems (3A, 3B) being independent and housed in different equipment, each of said flight management systems (3A, 3B) being configured to perform at least one calculation of guidance instructions for the aircraft (AC), the guidance instructions comprising at least one roll instruction, said method (1) comprising a monitoring step consisting in carrying out data monitoring generated by the flight management systems (3A, 3B) of so as to be able to detect an inconsistency, characterized in that: - said method comprises a data generation step of calculating, in real time, a rolling instruction, using at least one data generation unit (5A, 5B), different from said flight management systems (3A, 3B); and the monitoring step consists in carrying out, at least in case of detection of a data inconsistency of the flight management systems (3A, 3B), a comparison of the roll instructions calculated by the two flight management systems. (3A, 3B) with the roll set point determined in the data generating step so as to be able to detect and identify, if necessary, a defective flight management system among said two flight management systems (3A, 3B ).
    [9" id="c-fr-0009]
    9. Method according to claim 8, characterized in that the monitoring step consists at least of: - calculating a first difference between the rolling instruction calculated by one of said flight management systems (3A, 3B) and the corresponding roll setpoint calculated using the data generating unit (5A, 5B) and comparing this first difference to a first predetermined margin; calculating a second difference between the roll setpoint calculated by the other of said flight management systems (3A, 3B) and the corresponding roll setpoint calculated using the data generation unit (5A, 5B); ) and compare this second difference to the first margin; and if only one of said first and second differences is greater than said first margin, determining the corresponding roll setpoint as incoherent, and detecting and identifying, as defective, the flight management system having calculated this guidance setpoint. inconsistent.
    [10" id="c-fr-0010]
    10. Aircraft, characterized in that it comprises a flight management assembly (1) according to any one of claims 1 to 7.
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3038709A1|2017-01-13|AIRCRAFT FLIGHT MANAGEMENT ASSEMBLY AND METHOD OF MONITORING SUCH AN ASSEMBLY.
    FR2983598A1|2013-06-07|Method for automatic monitoring of flight management assembly of transport aircraft, involves comparing deviations between current position and flight trajectory and control guidance commands on trajectory to deduce incoherence of data
    CA2755408C|2019-04-23|Air operations assistance method and device necessitating guaranteed navigation and guidance performance
    EP2463844A1|2012-06-13|Method and device for creating an optimum flight path to be followed by an aircraft
    EP1893946B1|2014-04-23|Displaying method and device for an aircraft following a flight plan
    EP1598641B1|2007-01-31|Method and device for revising a flight plan of an aircraft
    FR2907953A1|2008-05-02|Aircraft e.g. civil aircraft, guiding system for use during aircraft landing phase, has detection unit detecting collision risk between aircrafts, and unit respectively selecting two guiding units during normal flight and danger situations
    FR3030095A1|2016-06-17|AIRCRAFT FLIGHT MANAGEMENT ASSEMBLY AND METHOD OF MONITORING GUIDING INSTRUCTIONS OF SUCH AN ASSEMBLY.
    FR3044116A1|2017-05-26|AIRCRAFT FLIGHT MANAGEMENT ASSEMBLY AND METHOD OF MONITORING SUCH AN ASSEMBLY.
    FR3010541A1|2015-03-13|METHOD AND APPARATUS FOR AUTOMATICALLY MANAGING A FLIGHT TRACK CHANGE ON AN AIRCRAFT, PARTICULARLY FOR LOW ALTITUDE FLIGHT.
    FR2921152A1|2009-03-20|AIRCRAFT FLIGHT PLAN JOINT ASSISTANCE METHOD BY INTERCEPTING A FLIGHT SEGMENT CLOSE TO THE AIRCRAFT
    EP1907910A2|2008-04-09|Method and device for making secure low altitude automatic flight of an aircraft
    FR2913780A1|2008-09-19|METHOD AND DEVICE FOR AIDING THE GUIDANCE OF AN AIRCRAFT
    FR3010542A1|2015-03-13|METHOD AND DEVICE FOR AUTOMATICALLY MONITORING A FLIGHT TRACK OF AN AIRCRAFT DURING NAVIGATION PERFORMANCE OPERATION REQUIRED.
    FR2968818A1|2012-06-15|METHOD AND APPARATUS FOR AIDING APPROACH TO AN AIRCRAFT DURING AN APPROACH FOR LANDING.
    FR2901893A1|2007-12-07|Aircraft`s e.g. airbus A320 type civil transport aircraft, control information e.g. commanded roll, monitoring device, has alerting system generating signal when difference between control information is higher than preset threshold value
    FR2968784A1|2012-06-15|METHOD AND DEVICE FOR AUTOMATICALLY MONITORING LATERAL GUIDING ORDERS OF AN AIRCRAFT.
    WO2005109374A1|2005-11-17|Aircraft path verification assistance method
    FR2968785A1|2012-06-15|METHOD AND DEVICE FOR AUTOMATICALLY MONITORING THE CAPACITY OF AN AIRCRAFT TO FOLLOW A FLIGHT TRACK COMPRISING AT LEAST ONE TURN.
    FR2897448A1|2007-08-17|METHOD AND SYSTEM FOR AIDING THE CONTROL OF AN AIRCRAFT.
    WO2017097595A1|2017-06-15|Assembly for the flight management of an aircraft and method for monitoring guidance instructions for such an assembly
    FR3020478A1|2015-10-30|METHOD AND ASSEMBLY FOR GUIDING AN AIRCRAFT AT LOW HEIGHT.
    EP3591480A1|2020-01-08|Assembly for flight management of an aircraft and method for monitoring such a flight management assembly
    FR2971863A1|2012-08-24|METHOD AND DEVICE FOR AIDING THE FLIGHT MANAGEMENT OF AN AIRCRAFT
    EP2463738B1|2013-11-20|Method and device for passivating guiding commands of an aircraft
    同族专利:
    公开号 | 公开日
    US10077119B2|2018-09-18|
    CN106340207A|2017-01-18|
    US20170008640A1|2017-01-12|
    FR3038709B1|2018-07-06|
    CN106340207B|2019-04-12|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20120150366A1|2010-12-09|2012-06-14|Airbus Operations |Method And Device For The Passivation Of Guidance Orders Of An Aircraft|
    US20120150368A1|2010-12-09|2012-06-14|Airbus Operations |Method And Device For Automatically Monitoring Lateral Guidance Orders Of An Aircraft|FR3083337A1|2018-07-02|2020-01-03|Airbus Operations|FLIGHT MANAGEMENT ASSEMBLY OF AN AIRCRAFT AND METHOD FOR MONITORING SUCH A FLIGHT MANAGEMENT ASSEMBLY|
    WO2020201454A1|2019-04-05|2020-10-08|Safran Aircraft Engines|Device for controlling an aircraft engine comprising two redundant control channels|JP5402769B2|2010-03-24|2014-01-29|株式会社デンソー|Reference map data switching method in navigation device|
    US8706782B2|2011-06-12|2014-04-22|International Business Machines Corporation|Self-contained placement of data objects in a data storage system|
    AT512742A1|2012-04-11|2013-10-15|Fts Computertechnik Gmbh|Method and distribution unit for the reliable switching of synchronization messages|
    CN103383263B|2013-05-24|2016-12-28|薛俊华|Interactive dynamic cloud navigation system|
    CN103994763B|2014-05-21|2016-11-02|北京航空航天大学|The SINS/CNS deep integrated navigation system of a kind of Marsokhod and its implementation|FR3024229B1|2014-07-23|2016-12-09|Airbus Operations Sas|METHOD AND APPARATUS FOR AUTOMATIC MANAGEMENT OF AIR OPERATIONS REQUIRING A GUARANTEE OF NAVIGATION PERFORMANCE AND GUIDANCE OF AN AIRCRAFT.|
    CN111433612A|2017-10-11|2020-07-17|埃姆普里萨有限公司|Neural network system for estimating combined training of aircraft aerial data based on model and flight information|
    FR3081580B1|2018-05-25|2020-05-22|Thales|ELECTRONIC METHOD AND DEVICE FOR MANAGING THE DISPLAY OF AN AIRCRAFT FLIGHT PROFILE, COMPUTER PROGRAM AND RELATED ELECTRONIC DISPLAY SYSTEM|
    CN111081073A|2019-12-27|2020-04-28|中国航空工业集团公司西安飞机设计研究所|Method for bidirectional sorting of waypoints of flight management system|
    法律状态:
    2016-07-21| PLFP| Fee payment|Year of fee payment: 2 |
    2017-01-13| PLSC| Search report ready|Effective date: 20170113 |
    2017-07-24| PLFP| Fee payment|Year of fee payment: 3 |
    2018-07-25| PLFP| Fee payment|Year of fee payment: 4 |
    2019-07-19| PLFP| Fee payment|Year of fee payment: 5 |
    2020-07-21| PLFP| Fee payment|Year of fee payment: 6 |
    2021-07-27| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1556385A|FR3038709B1|2015-07-06|2015-07-06|AIRCRAFT FLIGHT MANAGEMENT ASSEMBLY AND METHOD OF MONITORING SUCH AN ASSEMBLY.|
    FR1556385|2015-07-06|FR1556385A| FR3038709B1|2015-07-06|2015-07-06|AIRCRAFT FLIGHT MANAGEMENT ASSEMBLY AND METHOD OF MONITORING SUCH AN ASSEMBLY.|
    CN201610529202.4A| CN106340207B|2015-07-06|2016-07-06|For aircraft flight management component, monitor the method and aircraft of the component|
    US15/203,328| US10077119B2|2015-07-06|2016-07-06|Flight management assembly for an aircraft and method for monitoring such an assembly|
    [返回顶部]