• 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 braking of an aircraft (1) on an airstrip (5) comprises the following automatically implemented steps: - before landing the aircraft on the runway, receiving, by a crew member, a target braking distance by means of a man-machine interface (32) associated with a processing unit (24), the target braking distance corresponding to a distance between a threshold (S) of the landing runway and a selected ramp (E1, E2, E3) for the exit of the runway; - engage an optimized mode of automatic braking of the aircraft allowing the aircraft to reach the target speed when it reaches the selected exit ramp; - Control a braking system (26), when running the aircraft on the landing strip, in this optimized mode of automatic braking.
    公开号:FR3043387A1
    申请号:FR1560596
    申请日:2015-11-05
    公开日:2017-05-12
    发明作者:Marc-Olivier Brado；Benoit Couturier；Antoine Casta
    申请人:Airbus SAS；
    IPC主号:
    专利说明:

    Method and system for braking an aircraft The invention relates to the braking field of an aircraft on an airstrip, during its landing.
    During their operation, aircraft, particularly transport aircraft, are made to land on airport runways. After landing on an airstrip, an aircraft rolls on this runway by braking to decelerate enough to exit the runway on an off-ramp. In the usual way, the pilots braked corresponding to a significant deceleration shortly after landing of the aircraft on the runway, so as to be certain that the speed of the aircraft is sufficiently reduced to be able to use the desired exit ramp. . In general, this resulted in a taxiing phase of the aircraft on the airstrip at reduced speed before the aircraft took the exit ramp. This phase of rolling at a reduced speed could sometimes correspond to a driving distance of several hundred meters. Such a procedure, even if it may be acceptable from the point of view of the operation of the aircraft by its airline, has the disadvantage of unnecessarily increasing the time of occupation of the airstrip by the aircraft. aircraft (because of the low speed taxiing phase) and consequently to reduce the number of aircraft likely to use the airstrip during a given time interval. On recent aircraft, such as Airbus® ΓΑ380®, an optimized automatic braking mode allows the pilot of the aircraft to select, before landing, a desired exit ramp from the runway and then, after landing, to command an automatic braking of the aircraft so as to reach a target speed of the aircraft when the aircraft reaches this ramp. This optimized automatic braking mode is called BTV ("Brake To Vacate"). The target speed is chosen to be compatible with the selected exit ramp: it may for example be 10 knots (approximately 18km / h) for an exit ramp substantially perpendicular to the runway or 30 knots (approximately 54 km / h) for a high-speed exit ramp ("High
    Speed Exit ") corresponding to a lower turn angle relative to the runway. This BTV braking mode makes it possible to limit to the minimum necessary the occupation time of the airstrip by the aircraft. It also makes it possible to reduce brake wear on the aircraft during braking. This braking mode BTV is described in particular in the documents FR2.817.979 A1 and FR2.985.977 A1. The commitment of the BTV mode by a pilot of the aircraft is achieved by means of a man-machine interface of the cockpit before the landing of the aircraft. For this purpose, a representation of the landing runway, including the positions of the exit ramps available on this runway, is displayed on a cockpit screen associated with an OANS ("Onboard Aircraft Navigation System") airport navigation calculator. ), forming part of the avionics domain of the aircraft (that is to say all the computers in charge of managing the flight, flight controls, etc. of the aircraft, which correspond to a level of high security). A minimum braking distance of the aircraft is calculated based on the current flight conditions of the aircraft and displayed next to the representation of the runway. Thus, the driver can select an output ramp compatible with this minimum braking distance. The braking mode BTV is configured to adapt the braking so that the aircraft reaches the target speed when it reaches the exit ramp selected by the pilot. The implementation of the BTV braking mode, however, requires the establishment, in an avionics calculator, of a database comprising the characteristics of a set of landing strips. This avionics calculator can notably be the airport navigation calculator of the OANS type, which manages the aforementioned man-machine interface. This OANS calculator, as well as the database, being implanted in the avionics field, they must respect a set of constraints relating to the certification of the aircraft, which implies a high cost. It would be interesting to be able to implement the BTV braking mode for a lower cost. SUMMARY OF THE INVENTION
    The present invention is intended to provide a solution to these problems. It relates to a method of assisting the braking of an aircraft on an airstrip. This process is remarkable in that it comprises the following automatically implemented steps: - c) before the landing of the aircraft on the airstrip, receiving the seizure by a crew member of the aircraft; the aircraft, a target braking distance by means of a man-machine interface of the cockpit of the aircraft, this man-machine interface being associated with a processing unit belonging to an avionics domain of the aircraft, the braking distance target corresponding to a distance between a threshold of the runway and a selected ramp of the runway exit; - d) engage an optimized mode of automatic braking (especially a BTV braking mode) of the aircraft allowing the aircraft to reach a target speed when the aircraft reaches the selected exit ramp; f) controlling a braking system of the aircraft, when the aircraft is taxiing on the landing runway, according to this optimized automatic braking mode so that the aircraft reaches the target speed when it reaches the exit ramp selected.
    Thus, since the crew member directly enters the target stopping distance by means of the man-machine interface associated with the processing unit, it is not necessary to have a database including characteristics landing strips, or an airport navigation calculator, in the avionics field of the aircraft. This therefore results in a reduction in the cost of implementing the optimized mode of automatic braking on the aircraft.
    Advantageously, the method further comprises the following steps before step c): a) calculating, by means of a first on-board computer in the aircraft, at least a minimum braking distance from the aircraft on the airstrip, for which the aircraft reaches the target speed; b) display a representation of this at least a minimum braking distance on a screen in a cockpit of the aircraft, so as to allow the aircraft crew member to select said ramp from the runway of the aircraft; landing so that this exit ramp of the landing runway is compatible with this at least a minimum braking distance.
    In a first embodiment, in step a), the minimum braking distance of the aircraft is calculated by an avionics computer of the aircraft and in step b), the representation of said minimum braking distance is displayed on a screen associated with this avionics calculator. Depending on the minimum braking distance, the crew member may select an exit ramp of the landing runway compatible with this minimum braking distance. For this, it can use a card, for example a paper card or an electronic card displayed on a tablet or on an EFB type computer ("Electronic Flight Bag" in English), independent of the avionics domain of the aircraft, to search for information on the airstrip, in particular the distances between a threshold of the runway and the different exit ramps. Only the exit ramps for which the distance to the runway threshold is greater than or equal to the minimum braking distance are considered compatible with this minimum braking distance. After selecting an exit ramp, the crew member can enter, in step c), a target braking distance corresponding to the distance between the threshold of the landing runway and the selected exit ramp.
    In a second embodiment, in step a), the minimum braking distance of the aircraft is calculated by an EFB-type computer and in step b), the representation of said minimum braking distance is displayed on a screen of said EFB type calculator. For this, according to a first alternative, prior to step a), the method comprises a step of receiving from the crew member, by a human machine interface of the EFB type computer, information relating to the runway and information relating to current characteristics of the aircraft. This information is then used by the EFB type calculator to calculate the minimum braking distance of the aircraft. In this first alternative, this EFB type computer (independent of the avionics domain of the aircraft) receives the information necessary for calculating the minimum braking distance of the aircraft without requiring a data link between the avionics domain of the aircraft. aircraft and the EFB type calculator. According to a second alternative, prior to step a), the method comprises a step of automatically transmitting information relating to the runway and information relating to common characteristics of the aircraft from an avionics computer of the aircraft to the EFB-type computer, by a data link between the avionics computer of the aircraft and the EFB-type computer. This data link preferably corresponds to a unidirectional data link from the avionics calculator to the EFB type computer, so as not to jeopardize the safety of the avionics domain computers.
    Advantageously, step d) comprises the following sub-steps implemented by at least one avionic computer of the aircraft: - d1a) comparing the target braking distance received in step c), with a length of track corresponding to the runway; and d2) if the target braking distance is less than or equal to said runway length, engaging said optimized automatic braking mode of the aircraft. This makes it possible to carry out a coherence test of the target braking distance before using it for the optimized braking mode.
    Advantageously, step d) comprises the following sub-steps implemented by at least one avionic computer of the aircraft: - d1a) comparing the target braking distance received in step c), with a length runway corresponding to the runway; - d1b) comparing the target braking distance received in step c), with a minimum braking distance of the aircraft on the landing runway, for which the aircraft reaches the target speed; and - d2) if the target braking distance is less than or equal to said track length on the one hand and if the target braking distance is greater than or equal to the minimum braking distance, engaging said optimized automatic braking mode 'aircraft.
    In a particular embodiment, the method further comprises a step e) implemented after step d) and before step f), this step e) comprising the following substeps: e1) identifying, at means of an on-board ground surveillance system, the landing runway on which the aircraft will land and, search in a database associated with the terrain monitoring system, a length corresponding to this landing runway ; - e2) acquire, by means of the processing unit, this length of the airstrip; - e3) compare, by means of the processing unit, the target braking distance with the length of the landing strip acquired in step e2); and e4) if the target braking distance is greater than said runway length, disengaging the optimized automatic braking mode of the aircraft.
    This makes it possible to carry out a coherence test of the target braking distance with the length of the landing runway on which the aircraft will actually land, so as to protect the aircraft against a runway excursion, at the end of the runway, assuming that the airstrip on which the aircraft will actually land would not correspond to the intended airstrip prior to the activation of the optimized automatic braking mode or in the event of an error concerning a parameter relating to the landing runway (for example the length of the runway used in step d1a), etc.). The invention also relates to a system for braking an aircraft on an airstrip. This system is remarkable in that it comprises a processing unit belonging to an avionics domain of the aircraft, a man-machine interface of the cockpit of the aircraft being associated with this processing unit, this processing unit being configured to receive the entry by a crew member of the aircraft, by means of the man-machine interface, prior to the landing of the aircraft on the landing runway, a target braking distance corresponding to a distance between a threshold of the landing runway and a selected landing strip exit ramp, the treatment unit being further configured to:. engage an optimized mode of automatic braking of the aircraft allowing the aircraft to reach a target speed when the aircraft reaches the selected exit ramp; . to control a braking system of the aircraft while the aircraft is taxiing on the landing strip, according to this optimized automatic braking mode so that the aircraft reaches the target speed when it reaches the exit ramp selected.
    Advantageously, the system further comprises a first computer embedded in the aircraft, configured to: calculating at least a minimum braking distance of the aircraft on the runway for which the aircraft reaches the target speed; and. displaying a representation of this minimum stopping distance on a screen in a cockpit of the aircraft, so as to allow the aircraft crew member to select said exit ramp of the airstrip, such that this exit ramp of the landing runway is compatible with this at least a minimum braking distance.
    In a first embodiment, the first onboard computer is an avionics computer belonging to the avionics domain of the aircraft.
    In a second embodiment, the first onboard computer is an EFB type computer and the screen on which it displays the representation of the at least one minimum braking distance is a screen of said EFB type computer.
    In a particular embodiment, the aircraft comprising an on-board ground surveillance system on board the aircraft and a database associated with this field monitoring system, the field monitoring system being configured to identify the landing strip on which the aircraft will land and to search in said database for a length corresponding to the runway, the processing unit is configured to implement the following substeps after the engagement the optimized mode of automatic braking of the aircraft and before taxiing the aircraft on the runway: - acquire this length of the runway; - compare the target braking distance with this length of the runway; and if the target stopping distance is greater than said length of the landing runway, disengaging the optimized automatic braking mode of the aircraft.
    In an advantageous embodiment, the aircraft comprising a ground communications management computer, embarked on board the aircraft, and the processing unit being connected to the ground communications management computer, the unit process is configured to: - receive information from a ground station via the ground communications management computer, this information comprising at least a list of the different exit ramps corresponding to the landing runway, as well as distances between these exit ramps and the runway threshold; - send at least the list of different exit ramps to the man-machine interface of the cockpit of the aircraft associated with the processing unit, - when the crew member enters the target braking distance :. controlling the display of the list of different exit ramps on a screen of the man-machine interface; . receive a selection, by an interactive element of the man-machine interface, of one of the exit ramps of the list of different exit ramps displayed on the screen of the man-machine interface; and. storing, as the value of the target braking distance, the distance received from the ground station corresponding to the selected output ramp. The invention also relates to an aircraft comprising a braking assistance system as mentioned above. The invention will be better understood on reading the description which follows and on examining the appended figures.
    Figure 1 illustrates an airstrip of an airport.
    FIG. 2 illustrates a braking aid system of an aircraft according to one embodiment of the invention.
    Figures 3 and 4 illustrate other embodiments of a braking aid system of an aircraft. The aircraft 1 is shown in FIG. 1, in plan view, in an approach phase of an airstrip 5 of an airport. The landing runway has a longitudinal axis 4. The aircraft 1 follows an approach axis 10 for landing on the runway, near a runway threshold S. In the example shown in FIG. In the figure, the landing runway comprises three exit ramps E1, E2 and E3 corresponding to respective positions P1, P2 and P3 along the longitudinal axis of the landing runway. These positions respectively correspond to distances D1, D2 and D3 with respect to the threshold of track S.
    The aircraft 1 comprises a braking assistance system 20 of which a first embodiment is shown in FIG. 2. The system 20 comprises a set of information sources 22, among which a monitoring unit 22a, for example of type MMR ("Multi Mode Receiver" in English), and / or an inertial reference unit 22b type 1RS ("Inertial Reference System" in English). The system 20 also comprises a processing unit 24 (labeled PROC in the figure, for "Processor" in English), connected to the monitoring unit 22a via a link 21a, and / or to the inertial unit 22b via a link 21b . Several embodiments are possible with regard to the processing unit 24: it can be integrated in a modular avionic computer type IMA ("Integrated Modular Avionics" in English) or correspond to a specific avionics computer, for example a flight management system (FMS), a Flight Control System (FCS) or a mixed flight management and flight control computer (FMS). type FMGC (Flight Management and Guidance Computer). The braking assistance system 20 also comprises an aircraft braking system comprising a braking and steering control unit 26 of the BSCU (Braking and Steering Control Unit) computer, connected to the processing unit. 24 by a link 25, as well as a man-machine interface 32, for example of the Multipurpose Control and Display Unit (MCDU) type, connected to the processing unit 24 via a link 31. Without departing from the scope of the the invention, the man-machine interface 32 may also correspond to another type of man-machine interface, for example of KCCU type ("Keyboard and Cursor Control Unit" in English), etc. The brake assist system 20 further comprises a display screen 28 (DU for "Display Unit" in English) located in a cockpit of the aircraft 1. This display screen is part of a system 30 of display management in the cockpit, type CDS ("Control and Display System" in English), at least one computer is connected to the processing unit 24 by a link 27. The various elements mentioned above, being part of the system brake assist 20, are part of an avionics field 39 of the aircraft.
    In operation, a first computer onboard the aircraft calculates at least a minimum braking distance from the aircraft on the runway, for which the aircraft reaches a target speed. In this first embodiment, the first computer is an avionic computer of the aircraft, advantageously corresponding to the processing unit 24. This minimum braking distance is represented in FIG. 1 by the distance Dmin corresponding to a position Pmin along the longitudinal axis of the runway. To perform the calculation of the distance Dmin, the processing unit 24 uses information relating to common characteristics of the aircraft (for example: position, speed, etc.) that it receives from at least one of the Information sources 22. The processing unit 24 also uses information relating to the landing runway (for example its position and orientation) from a database embedded in the aircraft (for example a flight database). data associated with a flight management computer of the FMS type). The document FR2.903.801 A1 describes a method for calculating such a minimum braking distance.
    After calculating this minimum braking distance, the processing unit 24 controls the display of said minimum braking distance on the screen 28 of the cockpit of the aircraft. According to a variant, the processing unit 24 controls the display of the minimum braking distance on a screen of the man-machine interface 32 of the MCDU type. Such a display allows a crew member, in particular a pilot of the aircraft, to become acquainted with the minimum braking distance on the runway. In accordance with the regulations in force, the crew member must have a map representing the airstrip on which he wishes to land the aircraft. For the implementation of the invention, this map must also include information on the landing runway, in particular the positions of the different exit ramps and their respective distances with respect to the runway threshold. This card can be available in the cockpit of the aircraft in paper form and / or in electronic form, for example on a computer type EFB ("Electronic Flight Bag" in English). The crew member, who knows the minimum braking distance displayed on the cockpit screen, can thus select an output ramp compatible with this minimum braking distance. By output ramp compatible with the minimum braking distance means an output ramp such that its distance from the runway threshold is greater than or equal to the minimum braking distance. Thus, in the example of FIG. 1, the crew member can select one of the exit ramps E2 or E3 for which the distances D2 or D3 with respect to the threshold of the track are greater than the distance Dmin. On the other hand, it must not select the exit ramp E1 for which the distance with respect to the threshold of track D1 is lower than the distance Dmin. The choice by the crew member among the compatible exit ramps (E2 or E3 in the above example) is based on operational considerations, such as for example the distances between these exit ramps and a parking position provided for the aircraft , a route usually used by the crew member or the airline to the parking position, etc. The processing unit 24 is configured to receive the input, by the crew member of the aircraft, via the man-machine interface 32 of the MCDU type, before the landing of the aircraft on the runway, a target stopping distance corresponding to the distance between the threshold of the landing runway and the selected exit ramp. The entry of the target braking distance by the crew member can in particular be carried out by entering a numerical value of said distance by means of a physical keyboard or a virtual keyboard of the man-machine interface. In the above example, the crew member can enter the distance D2 or D3 depending on whether he selects the exit ramp E2 or E3.
    Once the target braking distance has been entered by the crew member by means of the man-machine interface, the processing unit 24 engages an optimized mode of automatic braking of the aircraft allowing the aircraft to reach the speed target when the aircraft reaches the selected exit ramp. Optimized mode of automatic braking of the aircraft means an automatic braking mode in which a crew member, in particular a pilot, can select, before landing, a desired exit ramp of the runway , the system then controlling automatic braking of the aircraft so as to reach a target speed of the aircraft when the aircraft reaches this ramp. Such optimized mode of automatic braking can in particular correspond to a braking type BTV as mentioned above.
    After the landing of the aircraft on the landing runway, while the aircraft is taxiing on the landing runway, the processing unit 24 controls a braking system of the aircraft according to this optimized braking mode. so that the aircraft reaches the target speed when it reaches the selected ramp. For this, the processing unit 24 sends adequate orders to the braking computer 26 of the BSCU type.
    The brake assist system 20 thus makes it possible to initiate and then implement the optimized automatic braking mode, in particular the BTV mode, on an aircraft that has neither an airport navigation system nor a base data with characteristics relating to the runway exit ramps on which the aircraft is likely to land.
    In a second embodiment shown in FIG. 3, the first computer corresponds to a computer 38 of the EFB type. This EFB type computer is independent of the avionics domain 39 and has no connection with it. As in the first embodiment, this first computer uses information relating to common characteristics of the aircraft and information relating to the landing runway for calculating the minimum braking distance of the aircraft on the runway. . Since this first computer has no connection with the avionics domain, it comprises a man-machine interface configured to allow the entry, by a crew member, of the aforementioned information. This first EFB-type computer can thus receive the information relating to the landing runway and the information relating to common characteristics of the aircraft, necessary to calculate the minimum braking distance of the aircraft on the runway. landing. The crew member, for example a pilot, in charge of entering this information through the human machine interface of the first computer can notably access this information, beforehand, on a display screen of the CDS display system of the cockpit of the aircraft, or on a screen of the man-machine interface 32 of the MCDU type. The computer EFB type 38 includes a display screen on which it displays the minimum braking distance of the aircraft after having calculated it. The crew member can then use this minimum braking distance of the aircraft to select an exit ramp of the airstrip, then enter a target braking distance (corresponding to the selected exit ramp) by means of the airstrip. 32 MCDU man-machine interface, as in the first embodiment. The commitment and control of the optimized automatic braking mode are similar to those of the first embodiment.
    In a variant of the second embodiment shown in FIG. 4, the computer 38 of the EFB type is always outside the avionics domain 39, but there is provided a unidirectional link 37 (symbolized in the figure by a diode) of the unit. processing 24 to the computer 38 EFB type. This unidirectional link 37 makes it possible for the processing unit 24 to transmit to the EFB computer 38 information relating to the landing runway and information relating to common characteristics of the aircraft, necessary to calculate the minimum braking distance of the aircraft on the runway. This avoids the user having to first read this information on a screen and in a second time enter this information through the human machine interface of the computer type EFB 38.
    In the second embodiment, as well as in its variant illustrated in FIG. 4, the card used by the crew member to select an exit ramp is preferably displayed in electronic form on the computer 38 of the EFB type. In this case, the display of the minimum braking distance on the screen of the EFB computer 38 may correspond to a digital representation of said distance (for example a value in meters) and / or to a representation by means of a symbol disposed on the map at a position corresponding to this distance from the runway threshold. This improves the ergonomics for the crew member who can then easily see the position of the symbol corresponding to the minimum braking distance and compare this position with respect to the positions of the different exit ramps of the airstrip. This makes it easier for him to select an exit ramp. Once an exit ramp has been selected, the crew member can read on the map a distance from the runway threshold corresponding to this exit ramp, and then enter that distance as the target braking distance by means of the interface. 32 man machine type MCDU. Such a mode of operation makes it possible to dispense with an airport navigation calculator and / or an onboard database comprising information on the positions of the exit ramps of the different landing strips (which should satisfy the requirements of certification, resulting in high cost and constraints in terms of updates).
    In an advantageous embodiment, after receiving the target braking distance entered by the crew member by means of the man-machine interface 32 of the MCDU type, the processing unit 24 compares this target braking distance with a length runway corresponding to the runway. This track length can in particular come from a database embedded in the aircraft (for example a database associated with a flight management computer of the FMS type). The processing unit 24 then engages the optimized automatic braking mode of the aircraft only if the target braking distance is less than or equal to said runway length. Otherwise, it does not engage this optimized mode of automatic braking and it instead engages another non-optimized braking mode, for example a conventional automatic braking mode commonly known as "Autobrake" set to a medium braking intensity ("Medium " in English). This comparison with the runway length is therefore a coherence test of the target braking distance entered by the crew member. This consistency test makes it possible to avoid an exit of the aircraft at the end of the runway. It is compatible with both the first embodiment and the second embodiment mentioned above. Alternatively, this consistency test further comprises a comparison of the target braking distance entered by the crew member with a minimum braking distance of the aircraft on the runway. The processing unit 24 then engages the optimized automatic braking mode of the aircraft only if, in addition, the target braking distance is greater than or equal to the minimum braking distance. This makes it possible to avoid a maximum braking of the aircraft which would be unnecessary since the aircraft could not respect the target braking distance entered by the crew member, if this would be less than the minimum distance of the aircraft. braking.
    In a particular embodiment, the braking assistance system 20 further comprises a terrain warning device 34 TAWS ("Terrain Awareness and Warning System" in English). This device is connected by a link 33 to the processing unit 24. It is also connected to a field database (DB) 35 comprising lengths of different landing strips. During the approach phase prior to landing, particularly when the aircraft is below a height of approximately 400 to 500 feet (approximately 120 to 150 meters) above the runway threshold height, TAWS type device is configured to conventionally identify the runway on which the aircraft will land. It is further configured to search, in the database 35, the length of the identified landing runway and to send this length to the processing unit 24 which then acquires this length. If the optimized mode of automatic braking was previously engaged, the processing unit 24 then compares the target braking distance with this length of the landing strip. If the target braking distance entered by the crew member is greater than said runway length, the processing unit 24 then disengages the optimized automatic braking mode of the aircraft. This makes it possible to avoid the implementation of the optimized mode of automatic braking of the aircraft on an airstrip probably other than that for which it has been configured. In such a case, the processing unit 24 engages, for example, an automatic braking mode of the "Autobrake Medium" type.
    In an advantageous embodiment, the processing unit 24 is connected to an on-board avionic computer (not shown in the figures) for managing communications from the aircraft to the ground, for example an ATSU-type computer ("Air Traffic Services Unit "). These communications from the aircraft with the ground can for example be of the Aircraft Communication Addressing and Reporting System (ACARS) type and use a VHF or SATCOM type of communication means (satellite communications). The processing unit 24 is then configured to acquire, from the ground communications management computer, information corresponding at least to a list of the different exit ramps of the runway intended for the landing of the aircraft as well as distances relative to the runway threshold associated with these different exit ramps, this information being sent from a ground station to the aircraft. Thus, for example, the landing strip intended for the landing of the aircraft can be selected during a preparation phase of the flight of the aircraft before takeoff. This flight preparation phase, commonly called "dispatch", can at least partly be performed in a ground station, particularly in the premises of the airline operating the aircraft. According to this advantageous embodiment, the ground station is equipped with at least one computer connected to a database comprising information on different landing strips, this information corresponding at least, for each airstrip, to the list of the different exit ramps corresponding to this track, as well as their distances from the runway threshold. When an operator of the ground station chooses, by means of the computer of the ground station, a track for the landing of the aircraft, the computer searches in the database for a set of information including the list of the different ramps of the output corresponding to this track, and their distances from the runway threshold, then it sends this set of information to the aircraft where this set of information is received by the communications management computer. In addition to during a flight preparation phase, the choice of an airstrip by an operator of the ground station can also be performed during the flight of the aircraft. Once received by the avionics communications management computer with the ground, the set of information is acquired by the processing unit 24. This uses this set of information to facilitate the capture of the target braking distance. by the crew member by means of the man-machine interface 32 of the MCDU type. For this purpose, the processing unit 24 controls the display, on a screen of the man-machine interface, of the list of exit ramps and possibly of the distances with respect to the threshold of track associated with these exit ramps. It is then enough for the crew member to select one of the exit ramps displayed on the screen, by means of an interactive element of the man-machine interface, without having to type the corresponding distance to the keyboard. . The processing unit 24, knowing the exit ramp selected by the crew member by means of the man-machine interface, then stores the distance from the runway threshold (received from the ground station) associated with this ramp. output as the value of the target braking distance.
    The description of the invention is made with reference to at least a minimum braking distance. This minimum braking distance may correspond to a dry or wet track condition. In the case where a current runway condition is known on board the aircraft, this current runway condition can be used for the calculation of the minimum braking distance. It is also possible to provide the calculation and display of two minimum braking distances, in particular a first minimum braking distance corresponding to a dry runway state and a second minimum braking distance corresponding to a wet runway condition. The crew member can then become aware of the exit ramps that he can select according to the state of the runway. Dry and wet runway conditions are for illustrative purposes only and other runway conditions may be considered.
    In the various embodiments described above, the target speed that is expected to reach the aircraft when it reaches the selected exit ramp may correspond to a predetermined speed value. According to a first alternative, this predetermined value may be identical for all the exit ramps, for example 10 knots (about 18 km / h). According to a second alternative, this predetermined value may be a function of the exit ramp to which it corresponds: for example 10 knots (approximately 18 km / h) for an exit ramp substantially perpendicular to the landing runway or approximately 30 knots ( about 54 km / h) for a so-called high speed exit ("High Speed Exit" in English) corresponding to a lower turn angle relative to the runway when the aircraft takes this exit ramp. In this second alternative, the processing unit 24 must receive a value of the target speed. For this, an entry of the value of the target speed by the crew member may be provided in addition to the entry of the target braking distance. This input can be made either in the form of the entry of a numerical value by means of a keyboard, or in the form of a choice in a list of choices comprising, for example, the aforementioned values 10 knots and 30 knots. In the particular case in which the processing unit 24 receives from a ground station the list of exit ramps corresponding to the landing runway as well as the distances of said exit ramps with respect to the runway threshold, the unit of processing 24 may further receive from the ground station target speed values corresponding to the different output ramps. The processing unit 24 then uses the target speed received from the ground station corresponding to the exit ramp selected by the crew member.
    权利要求:
    Claims (16)
    [1" id="c-fr-0001]
    A method of assisting the braking of an aircraft (1) on an airstrip (5), the method being characterized in that it comprises the following steps implemented automatically: landing of the aircraft on the landing runway, receiving the capture, by a crew member of the aircraft, of a target braking distance by means of a man-machine interface (32) of the cockpit of the aircraft. the aircraft, this man-machine interface being associated with a processing unit (24) belonging to an avionics domain (39) of the aircraft, the target braking distance corresponding to a distance between a threshold (S) of the runway of the aircraft; landing and a selected ramp (E1, E2, E3) of the runway exit; - d) engage an optimized mode of automatic braking of the aircraft allowing the aircraft to reach a target speed when the aircraft reaches the selected exit ramp; f) controlling a braking system (26) of the aircraft, when the aircraft is taxiing on the landing runway, according to this optimized automatic braking mode so that the aircraft reaches the target speed when it reaches the selected exit ramp.
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that it further comprises the following steps before step c): a) calculating, by means of a first computer (24, 38) embedded in the aircraft, at least a minimum braking distance of the aircraft (Dmin) on the landing runway, for which the aircraft reaches the target speed; b) display a representation of this at least one minimum stopping distance on a screen in a cockpit of the aircraft, so as to allow a crew member of the aircraft to select said exit ramp of the airstrip. landing so that this exit ramp of the landing runway is compatible with this at least a minimum braking distance.
    [3" id="c-fr-0003]
    3- A method according to claim 2, characterized in that, in step a), the minimum braking distance of the aircraft is calculated by an avionics computer (24) of the aircraft and in step b), the representation of said minimum braking distance is displayed on a screen (28) associated with this avionic computer.
    [4" id="c-fr-0004]
    4- Method according to claim 2, characterized in that, in step a), the minimum braking distance of the aircraft is calculated by a calculator (38) EFB type and in step b), the representation said minimum stopping distance is displayed on a screen of said EFB type calculator.
    [5" id="c-fr-0005]
    5. Method according to claim 4, characterized in that prior to step a), the method comprises a step of receiving from the crew member, by a human machine interface of the EFB type computer, information relating to the airstrip and information relating to common features of the aircraft.
    [6" id="c-fr-0006]
    6. The method of claim 4, characterized in that prior to step a), the method comprises a step of automatically transmitting information relating to the runway and information relating to common characteristics of the aircraft. from an avionics computer (24) of the aircraft to the EFB-type computer (38), by a data link (37) between this avionic computer of the aircraft and the EFB-type computer.
    [7" id="c-fr-0007]
    7- Method according to any one of the preceding claims, characterized in that step d) comprises the following substeps implemented by at least one avionics computer of the aircraft: - d1a) compare the target braking distance received in step c), with a runway length corresponding to the runway; and d2) if the target braking distance is less than or equal to said runway length, engaging said optimized automatic braking mode of the aircraft.
    [8" id="c-fr-0008]
    8- Method according to any one of claims 1 to 6, characterized in that step d) comprises the following sub-steps implemented by at least one avionics computer of the aircraft: - d1a) compare the distance of target braking received in step c), with a runway length corresponding to the runway; - d1b) comparing the target braking distance received in step c), with a minimum braking distance of the aircraft on the landing runway, for which the aircraft reaches the target speed; and - d2) if the target braking distance is less than or equal to said track length on the one hand and if the target braking distance is greater than or equal to the minimum braking distance, engaging said optimized automatic braking mode 'aircraft.
    [9" id="c-fr-0009]
    9- Method according to any one of the preceding claims, characterized in that it further comprises a step e) implemented after step d) and before step f), this step e) comprising the sub- following steps: - e1) identifying, by means of a field monitoring system (34) on board the aircraft, the landing runway on which the aircraft will land and, search in a database ( 35) associated with the terrain monitoring system, a length corresponding to this airstrip; - e2) acquire, by means of the processing unit (24), this length of the landing runway; - e3) compare, by means of the processing unit (24), the target braking distance with the length of the landing strip acquired in step e2); and d4) if the target braking distance is greater than said runway length, disengaging the optimized automatic braking mode of the aircraft.
    [10" id="c-fr-0010]
    10- System (20) for braking an aircraft (1) on an airstrip (5), characterized in that it comprises a processing unit (24) belonging to an avionics domain (39) of the aircraft, a man-machine interface (32) of the cockpit of the aircraft being associated with this processing unit, this processing unit being configured to receive the input by a crew member of the aircraft, by means of the man-machine interface, prior to the landing of the aircraft on the runway, a target braking distance corresponding to a distance between a threshold (S) of the landing runway and a ramp (E1, E2, E3) selected from the landing runway, the processing unit being further configured for: engage an optimized mode of automatic braking of the aircraft allowing the aircraft to reach a target speed when the aircraft reaches the selected exit ramp; . controlling a braking system (26) of the aircraft, during the taxiing of the aircraft on the landing runway, according to this optimized mode of automatic braking so that the aircraft reaches the target speed when it reaches the exit ramp selected.
    [11" id="c-fr-0011]
    11- System according to claim 10, characterized in that it further comprises a first computer (24, 38) embedded in the aircraft, configured to:. calculating at least a minimum braking distance of the aircraft on the runway for which the aircraft reaches the target speed; and. displaying a representation of this minimum stopping distance on a screen in a cockpit of the aircraft, so as to allow a crew member of the aircraft to select said exit ramp of the airstrip, such that this exit ramp of the landing runway is compatible with this at least a minimum braking distance.
    [12" id="c-fr-0012]
    12- System according to claim 11, characterized in that the first onboard computer is an avionics computer (24) belonging to the avionics domain (39) of the aircraft.
    [13" id="c-fr-0013]
    13- System according to claim 11, characterized in that the first onboard computer is a calculator (38) type EFB and the screen on which it displays the representation of the at least a minimum braking distance is a screen of said calculator EFB type.
    [14" id="c-fr-0014]
    14- System according to any one of claims 10 to 13, characterized in that the aircraft comprising a system (34) for monitoring the terrain on board the aircraft and a database (35) associated to this terrain monitoring system, this terrain monitoring system being configured to identify the landing runway on which the aircraft will land and to search in said database for a length corresponding to the runway, the processing unit is configured to implement the following substeps after the engagement of the optimized automatic braking mode of the aircraft and before taxiing the aircraft on the runway: - acquire this length of the runway landing; - compare the target braking distance with this length of the runway; and if the target stopping distance is greater than said length of the landing runway, disengaging the optimized automatic braking mode of the aircraft.
    [15" id="c-fr-0015]
    15- System according to any one of claims 10 to 14, characterized in that, the aircraft comprising a ground communications management computer, embarked on board the aircraft, and the processing unit being connected to the a ground communication management computer, the processing unit (24) is configured to: - receive information from a ground station via the ground communications management computer, this information including at least one list of different exit ramps corresponding to the runway, as well as distances between these exit ramps and the runway threshold; - send at least the list of the different exit ramps to the man-machine interface (32) of the cockpit of the aircraft associated with the processing unit, - when the crew member enters the distance braking target:. controlling the display of the list of different exit ramps on a screen of the man-machine interface; . receive a selection, by an interactive element of the man-machine interface, of one of the exit ramps of the list of different exit ramps displayed on the screen of the man-machine interface; and. storing, as the value of the target braking distance, the distance received from the ground station corresponding to the selected output ramp.
    [16" id="c-fr-0016]
    16- Aircraft (1) comprising a brake assist system (20) according to any one of claims 10 to 15.
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    同族专利:
    公开号 | 公开日
    US10457415B2|2019-10-29|
    FR3043387B1|2018-06-22|
    US20170129623A1|2017-05-11|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    NL1017714C2|2000-11-08|2002-05-14|Boer Dev Bv De|Automatic braking system for aircraft during landing, has braking mechanism operated according to landing distance between runway ramp and position on runway|
    WO2002047977A1|2000-12-12|2002-06-20|Airbus France|Method and device for automatic control of an aircraft deceleration in running phase|
    WO2008121530A2|2007-04-03|2008-10-09|The Boeing Company|System and method for optimized runway exiting|
    EP2514647A2|2011-04-19|2012-10-24|Airbus Operations|Method for controlling deceleration on the ground of a vehicle|CN112874495A|2021-03-02|2021-06-01|北京航空航天大学|Aircraft landing braking distance control method|FR2903801B1|2006-07-12|2008-09-12|Airbus France Sas|METHOD AND DEVICE FOR PREDICTING THE STOPPING POSITION OF AN AIRCRAFT DURING LANDING.|
    US8193948B1|2009-09-30|2012-06-05|Rockwell Collins, Inc.|System, module, and method for presenting runway advisory information to a pilot|
    US8892357B2|2010-09-20|2014-11-18|Honeywell International Inc.|Ground navigational display, system and method displaying buildings in three-dimensions|
    US8364328B2|2011-04-14|2013-01-29|Hedrick Geoffrey S M|Avionics data entry devices|
    FR2985977B1|2012-01-24|2015-01-23|Airbus Operations Sas|METHOD AND DEVICE FOR AIDING THE CONTROL OF AN AIRCRAFT DURING A LANDING PHASE.|
    US9221554B2|2013-03-06|2015-12-29|Gulfstream Aerospace Corporation|Runway overrun monitor|FR3049265B1|2016-03-24|2019-09-13|Airbus Operations|METHOD AND DEVICE FOR DISPLAYING A HELP SYMBOL FOR AIDING AN AIRCRAFT DURING A LANDING PHASE|
    US20190054906A1|2017-08-18|2019-02-21|Rockwell Collins, Inc.|Aircraft braking system and method using runway condition parameters|
    US10991255B2|2018-04-05|2021-04-27|Ge Aviation Systems Llc|Providing an open interface to a flight management system|
    法律状态:
    2016-11-18| PLFP| Fee payment|Year of fee payment: 2 |
    2017-05-12| PLSC| Publication of the preliminary search report|Effective date: 20170512 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 3 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 6 |
    2021-11-22| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1560596A|FR3043387B1|2015-11-05|2015-11-05|METHOD AND SYSTEM FOR BRAKING AN AIRCRAFT|
    FR1560596|2015-11-05|FR1560596A| FR3043387B1|2015-11-05|2015-11-05|METHOD AND SYSTEM FOR BRAKING AN AIRCRAFT|
    US15/339,865| US10457415B2|2015-11-05|2016-10-31|Method and system for assisting the braking of an aircraft|
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