• 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 method of assisting the guidance of an aircraft (1) along an approach axis (10) of an airstrip comprises the following steps: - acquiring a positional difference between a current position of the aircraft and the approach axis; - acquire angular position information of the aircraft; determining an angle (θ) between a longitudinal axis (12) of the aircraft and the approach axis, as a function of the angular position of the aircraft; determining a lateral displacement of trajectory (A) of the aircraft that may result from an alignment maneuver of the longitudinal axis of the aircraft with the landing runway during the landing of the aircraft; calculate a lateral trajectory correction as a function of the lateral trajectory offset; -correcting the position difference by adding the lateral correction of trajectory; andtransmitting this positional deviation to a device (28) for guiding the aircraft.
    公开号:FR3039691A1
    申请号:FR1557382
    申请日:2015-07-31
    公开日:2017-02-03
    发明作者:Fabien Guignard；Priteche Venilal
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    Method and system for assisting the guidance of an aircraft along an approach axis of an airstrip. The invention relates to a method and a system for aiding the guidance of an aircraft along an approach axis of an airstrip, and to an aircraft comprising such a system.
    Aircraft, in particular transport aircraft, are generally required to follow an approach axis when landing on an airstrip. This approach axis can in particular correspond to an axis of an ILS instrument approach ("Instruments Landing System" in English) or to an axis of a GPS Landing System (GLS) approach. . In such approaches, an aircraft position monitoring unit, in particular a MMR type unit ("Multi Mode Receiver"), monitors a positional difference between a current position of the aircraft and the axis of the aircraft. approach that the aircraft is supposed to follow. This difference is transmitted to an aircraft guidance device, so as to allow guidance of the aircraft along the approach axis. The guidance device may correspond to an automatic pilot of the aircraft which automatically guides the aircraft along the approach axis so as to reduce this difference. This makes it possible to perform an automatic landing function. According to one variant, the guidance device may correspond to a flight director who displays guidance information to a pilot of the aircraft.
    As represented in FIG. 1, during an approach in lateral wind conditions V, the aircraft 1 must carry out a so-called "crab" approach, that is to say for which a front part of the aircraft is enslaved along the approach axis 10, but the aircraft is oriented at a non-zero angle en (in projection in a horizontal plane) between a longitudinal axis 12 of the aircraft and the approach axis 10 In FIG. 1, the aircraft is represented in such an orientation for two successive instants t1 and t2. The enslavement of the front part of the aircraft along the axis of approach results from the fact that the current position of the aircraft taken into account by the MMR type monitoring unit corresponds to the position of a receiving antenna associated with this monitoring unit, this receiving antenna being located at a point A in front of the aircraft, for example inside a front tip radome. At the time of landing of the aircraft on the airstrip, the pilot of the aircraft must straighten the aircraft, during a maneuver known as "décrabe", so as to align the longitudinal axis 12 of the aircraft with the runway 5, for the purpose of taxiing the aircraft on the runway. Aligning the longitudinal axis of the aircraft with the runway consists in bringing the longitudinal axis of the aircraft in an orientation in which it is parallel to a longitudinal axis of the runway. During the decrabble maneuver, the aircraft rotates around a center of rotation, usually close to its center of gravity. This results in a lateral offset Δ of the trajectory of the aircraft relative to a longitudinal axis 14 centered on the runway, as shown in Figure 1 for a time t3 after landing of the aircraft. This lateral offset is added to a lateral offset (not shown in the figure) due to the error guiding the aircraft along the axis of approach.
    Certification of the automatic landing function requires that the probability of landing the aircraft sideways beside the runway be less than once per 1,000,000 landings. In order to assess this probability, the width of a typical airstrip should be considered and the distance of the main landing gear of the aircraft concerned should be taken into account, so as to define a maximum lateral deviation allowed during flight. a landing of the aircraft. This probability takes into account both the lateral offset due to the guiding error and the lateral shift due to a possible side wind during the landing of the aircraft. Consequently, this lateral offset due to the wind decreases the maximum lateral deviation allowed to determine an authorized lateral offset due to the guiding error of the aircraft. This reduction in the lateral offset allowed due to the guiding error of the aircraft has the effect of reinforcing the performance requirements of the guidance device of the aircraft. This results in an increase in the complexity and cost of said device. In addition, aircraft pilots generally prefer that the aircraft land substantially in the center of the runway. SUMMARY OF THE INVENTION
    The present invention is intended to provide a solution to these problems. It relates to a method of assisting the guidance of an aircraft along an approach axis of an airstrip, the aircraft comprising a set of information sources, a processing unit and a control device. guidance of the aircraft, the method comprising the following steps implemented automatically by the processing unit: - acquiring, from the set of information sources, a positional difference between a current position of the aircraft and the approach axis; transmit this positional difference to the guidance device of the aircraft. This method is remarkable in that it furthermore comprises the following steps automatically implemented by the aircraft processing unit: - acquiring, from the set of information sources, angular position information the aircraft; determining an angle between a longitudinal axis of the aircraft and the approach axis, as a function of the angular position of the aircraft; determining, as a function of said angle, a lateral displacement of the aircraft trajectory likely to result from an alignment maneuver of the longitudinal axis of the aircraft with the landing runway during the landing of the aircraft. aircraft; calculate a lateral trajectory correction as a function of the lateral trajectory offset; and - correct the position difference by adding the lateral trajectory correction.
    Thus, when the aircraft performs a crab approach due to the presence of side wind, this method makes it possible to guide the aircraft along a corrected trajectory laterally with respect to the approach axis. This makes it possible to compensate for the lateral offset due to the wind during the landing of the aircraft on the runway.
    Advantageously, the angle between the longitudinal axis of the aircraft and the approach axis is determined in projection in a horizontal plane.
    In one embodiment, the method further comprises the following step: monitoring a current position of the aircraft, and, at the step of calculating the lateral correction of trajectory: if the current position of the aircraft is located upstream of a first predetermined point, the lateral correction of trajectory is equal to a zero value; and if the current position of the aircraft is located downstream of a second predetermined point, the lateral correction of trajectory is equal to the lateral shift of trajectory.
    Moreover, in an advantageous embodiment, when the current position of the aircraft varies from the first predetermined point to the second predetermined point, the value of the lateral trajectory correction varies from a zero value to the value of the lateral shift of trajectory.
    In a particular embodiment, the step of monitoring the current position of the aircraft comprises monitoring a current height of the aircraft. In another particular embodiment, this step of monitoring the current position of the aircraft comprises monitoring a current distance between the aircraft and the runway. The invention also relates to a guidance system for guiding an aircraft along an approach axis of an airstrip, the system comprising a set of information sources, a processing unit and a device for guiding the aircraft, the processing unit being configured for: acquiring, from the set of information sources, a positional difference between a current position of the aircraft and the approach axis; and. transmit this positional difference to the guidance device of the aircraft. This system is remarkable in that the aircraft position monitoring unit is further configured for: acquiring, from the set of sources of information, angular position information of the aircraft; . determining an angle between a longitudinal axis of the aircraft and the approach axis, as a function of the angular position of the aircraft; . determining, according to said angle, a lateral shift of the aircraft trajectory likely to result from an alignment maneuver of the longitudinal axis of the aircraft with the landing runway during the landing of the aircraft ; . calculate a lateral trajectory correction as a function of the lateral shift of trajectory; and. correct the position deviation by adding lateral trajectory correction.
    In one embodiment, the processing unit is configured to acquire, from the set of information sources, a current position value of the aircraft, and to: calculate a lateral correction of trajectory equal to a value zero if the current position of the aircraft is located upstream of a first predetermined point; and calculate a lateral trajectory correction equal to the lateral trajectory offset if the current position of the aircraft is located downstream from a second predetermined point.
    In addition, in an advantageous embodiment, the aircraft position monitoring unit is configured to calculate a lateral trajectory correction varying from a zero value to the value of the lateral trajectory offset when the current position. the aircraft varies from the first predetermined point to the second predetermined point. The invention also relates to an aircraft comprising a guiding aid system as mentioned above. The invention will be better understood on reading the description which follows and on examining the appended figures.
    FIG. 1, already described, illustrates an approach and landing, according to the prior art, of an aircraft on an airstrip under lateral wind conditions.
    FIG. 2 illustrates an approach and a landing, according to an embodiment of the invention, of an aircraft on an airstrip under lateral wind conditions.
    FIG. 3 illustrates an aid system for guiding an aircraft, in accordance with one embodiment of the invention.
    FIG. 4 illustrates the calculation of a lateral shift of trajectory, according to an embodiment of the invention. The aircraft 1 comprises a guiding aid system 20 as shown in FIG. 3. The system 20 comprises a set of information sources 22, among which a monitoring unit 22a, for example of the MMR type, and less an inertial reference unit 22b type 1RS ("Inertial Reference System" in English). The system 20 also comprises a processing unit 24, connected to the monitoring unit 22a via a link 21a, as well as to the inertial unit 22b via a link 21b. It also comprises a device for guiding the aircraft 28, for example a guidance computer of the aircraft type FGS ("Flight Guidance System" in English). Several embodiments are possible with regard to the processing unit 24: it can correspond to a specific computer, be integrated in a modular avionics computer, be integrated in the monitoring unit 22a or be integrated into the control device. guidance 28.
    In operation, the processing unit 24 usually acquires a positional difference between a current position of the aircraft and the approach axis of the landing runway. For this purpose, in the particular case in which the approach axis corresponds to an instrument approach of the ILS type, for which beacons located on the ground near the runway emit beams of "Glide" and "Glide" types. Loc ", the monitoring unit 22a has a beam receiver type" Glide "and" Loc ". Based on signals received by this receiver, the monitoring unit determines a difference between the current position of the aircraft and the approach axis. In particular, the signals corresponding to the Loc beams make it possible to determine a lateral deviation between the current position of the aircraft and the approach axis. The monitoring unit 22a transmits this lateral deviation to the processing unit 24 via the link 21a and the processing unit 24 acquires the value of said lateral deviation. In another particular case in which the approach axis corresponds to a GLS type approach, the set of information sources 22 comprises a unit of measurement of a current position of the aircraft. This unit of measurement of the current position of the aircraft can notably correspond to the inertial unit 22b, to a GPS receiver integrated in the monitoring unit 22a or to the combination of an inertial unit and a GPS receiver of to provide an inertial hybrid position measurement - GPS. In such a GLS approach, the approach axis is defined in the database, which makes it possible to calculate a difference between the current position of the aircraft and the approach axis. The calculations making it possible to determine the difference between the current position of the aircraft and the approach axis can be implemented either in the monitoring unit 22a or in the processing unit 24. information sources 22 further determines an angular position information of the aircraft. According to a particular embodiment, this angular position information corresponds to a heading angle of the aircraft ("heading" in English), measured by the inertial unit 22b. The inertial unit transmits this angular position information to the processing unit 24 via the link 21b. The processing unit 24 determines an angle Θ, considered in projection in a horizontal plane and as illustrated in FIG. 4, between a longitudinal axis 12 of the aircraft and the approach axis 10, as a function of the angular position of the aircraft, in particular its heading angle. For this, according to one embodiment, the processing unit 24 acquires a heading angle information of the landing runway and calculates the angle Θ as corresponding to the difference between the heading angle of the landing strip. aircraft and the heading angle of the runway (with the runway aligned with the approach line). The heading angle information of the landing runway may especially be information recorded in a database on board the aircraft, for example a database of an FMS flight management computer. ("Flight Management System" in English). According to another embodiment, the processing unit 24 acquires an information of the aircraft's track angle, provided by the inertial unit 22b, via the link 21b. To the extent that the aircraft is guided in a sufficiently precise manner along the approach axis 10 of the airstrip, it is possible to consider that the aircraft route corresponds to the approach axis or is substantially parallel to the approach axis. The processing unit 24 then calculates the angle Θ as corresponding to the difference between the heading angle of the aircraft and the driving angle of the aircraft.
    As illustrated in plan view in FIG. 4, the processing unit 24 determines a lateral trajectory offset Δ of the aircraft, which may result from an alignment maneuver of the longitudinal axis 12 of the aircraft with the landing strip 5 during the landing of the aircraft. Such a maneuver corresponds to a so-called "decrabe" maneuver as mentioned above. FIG. 4 corresponding to a situation in which the aircraft is in flight during an approach phase of the landing runway, the runway is not visible in the figure: only the axis is visible. approach 10, which is aligned (in top view) with the runway. As indicated above, the ILS signal receiving antenna, used for an ILS type instrument approach, is located at a point A, in a front part of the aircraft. During the "décrabe" maneuver, the aircraft pivots about a center of rotation R. The processing unit 24 calculates the lateral displacement of trajectory Δ according to the formula: Δ = DAr x cos (0) in which DAr is the distance between points A and R.
    The center of rotation R being substantially constant for a given type of aircraft, it follows that the distance DAr is also substantially constant for a given type of aircraft. The center of rotation R is generally close to the center of gravity of the aircraft. Therefore, according to a first alternative, the distance DAR is determined by considering this center of rotation R coincides with the center of gravity of the aircraft. According to a second alternative, the position of the center of rotation R is determined experimentally during flight tests on an aircraft of the type of aircraft considered. The processing unit 24 determines a lateral trajectory correction as a function of the determined lateral trajectory offset Δ, then it corrects the positional difference (between the current position of the aircraft and the approach axis of the airstrip. landing) by adding this lateral correction of trajectory. The processing unit 24 transmits the positional error thus corrected towards the guiding device 28 of the aircraft. The aircraft is thus guided along an approach path offset from the approach axis 10, so as to compensate for at least part of the lateral trajectory offset resulting from a "decrade" maneuver during of the landing.
    In a first embodiment, the lateral correction of trajectory is equal to the lateral shift of trajectory Δ. Thus, a maneuver "décrabe" during landing has the effect of bringing the aircraft substantially on the longitudinal axis 14 located in the center of the runway.
    In a second embodiment, the processing unit 24 also acquires current position information from the aircraft transmitted by the monitoring unit 22a via the link 21a. The processing unit 24 monitors the current position of the aircraft. As illustrated in FIG. 2, when the current position of the aircraft is situated upstream of a first predetermined point P1, the lateral trajectory correction calculated by the processing unit is equal to a zero value. When the current position of the aircraft is located downstream of a second predetermined point P2, the lateral trajectory correction calculated by the processing unit is equal to the lateral trajectory offset Δ. When the current position of the aircraft varies from the point P1 to the point P2, the lateral correction of trajectory varies progressively from said zero value to the lateral shift of trajectory Δ. This allows a progressive application of the lateral correction of trajectory, so that it passes substantially unnoticed by the crew of the aircraft. Due to said lateral trajectory correction, the aircraft is guided along the trajectory 16 shown in the figure. Since downstream of the point P2 the lateral correction of trajectory is equal to the lateral shift of trajectory Δ, as in the first embodiment, a maneuver of "décrabe" during the landing also has the effect of bringing back the aircraft substantially on the longitudinal axis 14 located in the center of the runway.
    According to a particular embodiment, the monitoring of the current position of the aircraft by the processing unit 24 includes monitoring a current height of the aircraft. The current position of the aircraft is thus considered to be situated upstream of the first predetermined point P1 when the current height of the aircraft is greater than the height of the first predetermined point P1 and the current position of the aircraft is considered to be downstream of the second predetermined point P2 when the current height of the aircraft is less than the height of the second predetermined point P2.
    According to another particular embodiment, the monitoring of the current position of the aircraft by the processing unit 24 includes monitoring a current distance between the aircraft and the landing runway. The current position of the aircraft is thus considered to be situated upstream of the first predetermined point P1 when the current distance between the aircraft and the landing runway is greater than the distance between the first predetermined point P1 and the runway. The current position of the aircraft is considered to be located downstream of the second predetermined point P2 when the current distance between the aircraft and the landing runway is less than the distance between the predetermined point P2 and the runway.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    A method of assisting the guidance of an aircraft (1) along an approach axis (10) of an airstrip (5), the aircraft comprising a set of information sources ( 22), a processing unit (24) and a device (28) for guiding the aircraft, the method comprising the following steps automatically implemented by the processing unit: - acquiring, of the set of sources of information, a positional difference between a current position of the aircraft and the approach axis; transmit this positional difference to the guidance device of the aircraft, characterized in that it furthermore comprises the following steps automatically implemented by the aircraft processing unit: set of information sources, angular position information of the aircraft; determining an angle (Θ) between a longitudinal axis (12) of the aircraft and the approach axis (10), as a function of the angular position of the aircraft; determining, as a function of said angle (Θ), a lateral displacement of trajectory (Δ) of the aircraft likely to result from an alignment maneuver of the longitudinal axis of the aircraft with the landing runway during the landing of the aircraft; calculate a lateral trajectory correction as a function of the lateral trajectory offset; and - correct the position difference by adding the lateral trajectory correction.
    [2" id="c-fr-0002]
    2. The method of claim 1, characterized in that the angle (Θ) between the longitudinal axis of the aircraft and the approach axis is determined in projection in a horizontal plane.
    [3" id="c-fr-0003]
    3- Method according to one of claims 1 or 2, characterized in that it further comprises the following step: - monitor a current position of the aircraft, and, at the step of calculating the lateral correction of trajectory: if the current position of the aircraft is located upstream of a first predetermined point (P1), the lateral trajectory correction is equal to a zero value; and if the current position of the aircraft is situated downstream of a second predetermined point (P2), the lateral correction of trajectory is equal to the lateral shift of trajectory (Δ).
    [4" id="c-fr-0004]
    4- Method according to claim 3, characterized in that when the current position of the aircraft varies from the first predetermined point to the second predetermined point, the value of the lateral correction of trajectory varies from a zero value to the lateral shift value of trajectory.
    [5" id="c-fr-0005]
    5. Method according to one of claims 3 or 4, characterized in that the step of monitoring the current position of the aircraft comprises monitoring a current height of the aircraft.
    [6" id="c-fr-0006]
    6. Method according to one of claims 3 or 4, characterized in that the step of monitoring the current position of the aircraft comprises monitoring a current distance between the aircraft and the landing strip.
    [7" id="c-fr-0007]
    7- A system (20) for guiding an aircraft (1) along an approach axis (10) of an airstrip (5), the system comprising a set of sources of information (22), a processing unit (24) and a device (28) for guiding the aircraft, the processing unit being configured to: acquiring, from the set of information sources, a positional difference between a current position of the aircraft and the approach axis; and. transmit this positional difference to the aircraft guidance device, characterized in that the processing unit is further configured to: acquiring, from the set of sources of information, angular position information of the aircraft; . determining an angle (Θ) between a longitudinal axis (12) of the aircraft and the approach axis (10), as a function of the angular position of the aircraft; . determining, as a function of said angle (Θ), a lateral displacement of trajectory (Δ) of the aircraft that may result from a maneuver for aligning the longitudinal axis of the aircraft with the landing runway during the flight. landing of the aircraft; . calculate a lateral trajectory correction as a function of the lateral shift of trajectory; and. correct the position deviation by adding lateral trajectory correction.
    [8" id="c-fr-0008]
    8- System according to claim 7 characterized in that the processing unit is configured to acquire, from the set of information sources, a current position value of the aircraft, and to: - calculate a lateral correction of trajectory equal to a zero value if the current position of the aircraft is located upstream of a first predetermined point (P1); and calculating a lateral trajectory correction equal to the lateral trajectory offset if the current position of the aircraft is located downstream of a second predetermined point (P2).
    [9" id="c-fr-0009]
    9- System according to claim 8 characterized in that the processing unit is configured to calculate a lateral trajectory correction varying from a zero value to the value of the lateral shift of trajectory (Δ) when the current position of the aircraft varies from the first predetermined point to the second predetermined point.
    [10" id="c-fr-0010]
    10- Aircraft (1) comprising a system (20) for guiding aid according to any one of claims 7 to 9.
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    CN106409016A|2017-02-15|
    US20170032684A1|2017-02-02|
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    引用文献:
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    FR2948468A1|2009-07-23|2011-01-28|Airbus Operations Sas|METHOD AND DEVICE FOR AIDING SIDE CONTROL OF AIRCRAFT DURING AN APPROACH PHASE|
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    FR2988201B1|2012-03-13|2014-05-02|Thales Sa|METHOD FOR AIDING ANTICIPATION NAVIGATION OF LINEAR OR ANGULAR DEVIATIONS|CN110488864B|2019-08-15|2021-12-03|中国商用飞机有限责任公司|Method and system for modifying a LOC signal in a flight control system of an aircraft|
    CN111210668B|2019-12-30|2022-02-15|四川函钛科技有限公司|Landing stage flight trajectory offset correction method based on time sequence QAR parameter|
    CN111309041A|2020-03-05|2020-06-19|成都飞机工业（集团）有限责任公司|Catapult takeoff pull-up control method|
    法律状态:
    2016-07-21| PLFP| Fee payment|Year of fee payment: 2 |
    2017-02-03| PLSC| Search report ready|Effective date: 20170203 |
    2017-07-24| PLFP| Fee payment|Year of fee payment: 3 |
    2018-07-25| PLFP| Fee payment|Year of fee payment: 4 |
    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
    FR1557382A|FR3039691B1|2015-07-31|2015-07-31|METHOD AND SYSTEM FOR AIDING GUIDANCE OF AN AIRCRAFT ALONG AN APPROACH AXIS OF A LANDFALL TRAIL|FR1557382A| FR3039691B1|2015-07-31|2015-07-31|METHOD AND SYSTEM FOR AIDING GUIDANCE OF AN AIRCRAFT ALONG AN APPROACH AXIS OF A LANDFALL TRAIL|
    US15/217,349| US10297161B2|2015-07-31|2016-07-22|Method and system for assisting the guidance of an aircraft along a runway approach axis|
    CN201610582803.1A| CN106409016B|2015-07-31|2016-07-22|Method and system for assisting guidance of an aircraft along a runway approach axis|
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