• 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:
    - Method and device for assisting the piloting of an aircraft for energy management during an approach phase. The device (1) comprises a reception unit (4) for receiving an energy target comprising an altitude target and a speed target, a calculation unit (5) for calculating a target target energy state; of energy, a calculation unit (5) for calculating an energy difference between a final energy state at a final position and the target energy state, a calculation unit (5) for calculating a dissipation distance allowing the aircraft to dissipate this difference in energy, a calculation unit (5) for calculating a limit position located upstream of the final position, along a future flight path of the aircraft, of said dissipation distance, said limit position being the furthest downstream position where the aircraft can dissipate the energy difference from the aircraft to the end position, and an information transmitting unit (7) for transmitting at least the limit position at least one system me user (9, 10).
    公开号:FR3043473A1
    申请号:FR1560601
    申请日:2015-11-05
    公开日:2017-05-12
    发明作者:Andrea Giovannini
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    TECHNICAL AREA
    The present invention relates to a method and a device for assisting the piloting of an aircraft, in particular a transport aircraft, for managing the energy of the aircraft, during an approach phase, in view of a landing on an airstrip of an airport, said approach to reach a so-called final position to which the aircraft must have a final energy state.
    STATE OF THE ART
    Despite significant advances in cockpit automation, proper management of aircraft energy during the final stages of a flight is always a difficult task.
    A flight management and guidance system (FMGS) is capable of flying the aircraft along a predefined trajectory - including clean energy management -. with minimal pilot intervention.
    Although potentially very effective, this solution is not the most frequently used in real operations. In fact, air traffic control often requires aircraft approaching an airport to follow radar guidance well in advance of a final approach point until authorized to complete the final approach.
    Radar guidance provides more flexibility for air traffic control to handle unexpected situations that may, for example, be caused by unstable weather or the risk of conflict with other traffic.
    In addition, once the aircraft has abandoned a pre-planned trajectory for radar guidance, no complete trajectory (from the aircraft to the runway) is defined. Thus, the FMGS system can not calculate guidance and command orders.
    In such a situation, the most convenient way for the crew to fly the aircraft is based on the use of the AP autopilot system (including a "autopilot" or "autopoussée" AT if available).
    This system allows the crew to define altitude, heading and speed targets directly via the AP / AT man / machine interface. Regarding how to reach an altitude target, this is done normally, either by entering a vertical speed or slope target, or by asking the FMGS system to regulate the thrust (at a constant air speed) in order to raise or get off the aircraft. Once the targets have been entered, the AP / AT system calculates the control commands that are intended for the appropriate subsystems (eg engines, control surfaces, ...) in order to reach and track these targets.
    However, the AP / AT system does not assist the crew in managing the total energy state of the aircraft except for the workload reduction derived from the automated tracking of target vector components. From a flight mechanics point of view, the clearance or "clearance" given by the air traffic control at the end of each negotiating loop with the crew can be considered as a new target state of total energy of the aircraft. In particular, the speed authorization represents a target state of kinetic energy, while the altitude authorization represents a target state of potential energy. Course authorizations have no direct effect on the total energy target, but they define a lateral path and thus the total distance that will be flown by the aircraft before reaching the threshold of the runway.
    To solve this problem, a number of solutions have been proposed, and in some cases implemented on avionics systems to provide the crew with energy management assistance in radar guidance operations.
    These solutions include graphic symbols, generally displayed on the navigation display ND ("Navigation Display" in English) which provides the crew with visual indications for a better evaluation of the state of energy.
    However, the crew must still manage the energy of the aircraft. It still has the complete task of monitoring the aircraft's energy status and modifying, if necessary, the manner in which the aircraft flies towards the prescribed targets (ie by acting on the airbrakes or changing the vertical speed value programmed in the autopilot window).
    STATEMENT OF THE INVENTION
    The present invention aims to overcome this disadvantage. It relates to a method of assisting the piloting of an aircraft during an approach phase with a view to landing, and more specifically a method of assisting the management of energy in approach, said approach making it possible to to reach a so-called final position to which the aircraft must have a final energy state, said method being intended to assist the pilot (s) of the aircraft in the management of energy.
    According to the invention, said method comprises: - a reception step of receiving an energy target comprising an altitude target and a speed target, preferably corresponding to data provided by the air traffic control in the context of an authorization or "clearance" ("clearance" in English); a first calculation step of calculating a target energy state relative to said energy target; a second calculation step of calculating an energy difference between the final energy state and the target energy state; a third calculation step of calculating a dissipation distance enabling the aircraft to dissipate said difference in energy; a fourth calculation step consisting in calculating a limit position located upstream of said final position, of said dissipation distance, along a future flight path of the aircraft, said limit position being the furthest downstream position; where the aircraft can dissipate said energy difference from the aircraft to said final position; and - an information transmission step of transmitting at least said limit position to at least one user system.
    Advantageously, the energy state represents a total energy. Usually, the total energy represents the total mechanical energy of the aircraft determined by the sum of a potential energy directly proportional to the altitude of the aircraft and a kinetic energy proportional to the square of the speed of the aircraft. the aircraft.
    Thus, thanks to the invention, the method automatically determines and automatically provides at least one user system (particularly to an autopilot system) a position corresponding to the most downstream position where the aircraft can dissipate the difference of energy between the final energy state and the target energy state to said final position. The method thus makes it possible to automatically choose the most appropriate and safest way (with respect to energy management) to achieve energy targets. More particularly, this method can be applied to authorizations (or clearances) of altitude and speed, as part of a descent phase and radar guided approach (where the total energy of the aircraft decreases during time).
    This provides effective assistance to the pilot in energy management during the approach and overcomes the aforementioned drawback.
    Advantageously, the fourth calculation step comprises a substep of estimation of the future flight path.
    In addition, in a particular embodiment, the fourth calculation step comprises a step of calculating an auxiliary position which is located upstream of the limit position of a predetermined distance margin and a step of calculating the distance between a current position of the aircraft and said auxiliary position, and the method comprises a guide step of guiding the aircraft so that it has the target energy state at most at said auxiliary position.
    Advantageously, the method comprises an updating step of updating the final energy state at the end position. Preferably, the updating step consists in updating the final energy state according to at least one of the following parameters: a landing mass; - an altitude at an airport intended for landing; - wind at the airport an auxiliary parameter affecting the final energy state.
    In addition, in a particular embodiment, the reception step consists of realizing: a manual entry of the energy target; and / or - an automatic entry of the energy target.
    Furthermore, advantageously: the first calculation step consists in calculating the target energy state from the altitude target, the speed target, the current values of the flight parameters of the aircraft and the models predetermined; and / or the third calculation step takes account of at least one auxiliary criterion for calculating the dissipation distance.
    The present invention also relates to a device for assisting the piloting of an aircraft, in particular a transport aircraft, during an approach phase (for landing on a landing strip of a airport), said approach to reach a so-called final position to which the aircraft must have a final energy state.
    According to the invention, said device comprises: - a reception unit configured to receive an energy target comprising an altitude target and a speed target; a first computing unit configured to calculate a target energy state relative to said energy target; a second calculation unit configured to calculate an energy difference between the final energy state and the target energy state; a third calculation unit configured to calculate a dissipation distance enabling the aircraft to dissipate said energy difference; a fourth calculation unit configured to calculate a limit position located upstream from said final position, along a future flight path of the aircraft, of said dissipation distance, said limit position being the furthest downstream position; where the aircraft can dissipate said energy difference from the aircraft to said final position; and an information transmission unit configured to transmit at least said limit position to at least one user system.
    In a particular embodiment, said device comprises at least one of the following user systems: an automatic piloting system which receives at least said limit position to guide the aircraft; and - a display unit for displaying at least said limit position.
    Furthermore, advantageously, said device also comprises: an interface enabling an operator to enter data and at least the energy target; and / or - an information transmission system for automatically entering data into said device and at least the energy target.
    The present invention also relates to an aircraft, in particular a transport aircraft, which is provided with a device such as that described 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. More particularly: FIG. 1 is the block diagram of a particular embodiment of a device according to the invention; FIG. 2 schematically shows an estimated flight trajectory of the aircraft, on which the main positions for the management of the energy have been indicated; FIG. 3 is the block diagram of a data processing unit of the device of FIG. 1; FIG. 4 is the block diagram of successive steps implemented by said device.
    DETAILED DESCRIPTION
    The device 1 shown diagrammatically in FIG. 1 and making it possible to illustrate the invention is intended to assist in the piloting of an aircraft AC (FIG. 2), in particular a transport aircraft, when approaching a runway. landing 2 of an airport, for landing on that runway 2.
    This device 1 is intended to assist in the management of energy and more particularly to the dissipation of energy to enable the aircraft AC to reach a so-called final position Pf, to which it must have a final energy state ETf . This final position Pf preferably corresponds to a height, for example 50 feet (about 15 meters), close to the landing runway 2.
    According to the invention, said device 1 which is embarked on the aircraft, comprises, as represented in FIG. 1, a central unit 3 comprising: a reception unit 4 ("RECEPT" for "Reception Unit" in English) ) configured to receive an energy target comprising an altitude target and a velocity target; a data processing unit 5 ("PROC" for "data processing unit" in English) connected via a link 6 to the reception unit 4 and intended to process data to generate at least a limit position specified below; and - an information transmission unit 7 ("TRANSMIT" for "Transmission Unit" in English) which is connected via a link 8 to the data processing unit 5 and which is configured to transmit at least said limit position to at least one user system 9, 10 via a link 11, 12.
    According to the invention, the data processing unit 5 comprises, as represented in FIG. 3: - a calculation unit 14 ("COMP1" for "First Computation Unit" in English) connected via the link 6 to the reception unit 4 and configured to calculate a target energy state ETtgt relative to said energy target. In the context of the invention, an energy state represents a total energy; a calculation unit 15 ("COMP2" for "Second Computation Unit" in English) connected via a link 16 to the computing unit 14 and configured to calculate an energy difference AE between the state final energy ETf and target energy state ETtgt; a calculation unit 17 ("COMP3" for "Third Computation Unit" in English) connected via a link 18 to the computing unit 15 and configured to calculate a dissipation distance DAE allowing the aircraft to dissipate the energy corresponding to said energy difference AE; and - a calculation unit 19 ("COMP4" for "Fourth Computation Unit" in English) connected via a link 20 to the calculation unit 17 and configured to calculate a limit position Pec located upstream of said final position Pf, along a future flight path TV of the aircraft AC, said dissipation distance DAE, as shown in Figure 2.
    In the context of the invention, the terms "upstream" and "downstream" are defined with respect to the direction of flight of the aircraft AC, which is illustrated by an arrow F in FIG.
    The limit position Pec is therefore the most downstream position where the aircraft AC can dissipate said difference in energy DAE to said final position Pf.
    In addition, in a particular embodiment, said device 1 comprises, as represented in FIG. 1, the following user systems: an automatic control system 9 ("AP" for "Automatic Pilot" in English) which receives at least said limit position via the link 11 and which uses it to guide the aircraft; and a display unit 10 ("DU" for "Display Unit" in English) for displaying at least said limit position (received via link 11) on at least one screen of the cockpit of the aircraft.
    Moreover, said device 1 also comprises an interface 21 ("INTERFACE" in English) allowing an operator to enter data in the central unit 3 and at least the energy target, via a link 22. These data are provided by air traffic control in the context of clearance. In an alternative embodiment, the display unit 10 is part of this interface 21.
    Furthermore, in a particular embodiment, the device 1 comprises a data transmission system 23 ("TRANSMIT" for "Data Transmission Unit" in English) for automatically entering data in the central unit 3 and at least the energy target, via a data transmission link 24.
    These data are notably provided by air traffic control in the context of a clearance. They can also be provided, alternatively, by embedded systems.
    The device 1 furthermore comprises a set of information sources ("DATA" for "Data Generation Unit" in English) which comprise conventional systems and / or sensors for determining, in particular for measuring or estimating, the usual flight conditions of the aircraft. These are supplied to the central unit 3 via a link 26. More specifically, the assembly 25 can determine at least the following common flight conditions: the height of the aircraft relative to the ground; - the speed of the aircraft; and the aerodynamic configuration (positions of the beaks and flaps in particular) of the aircraft. The central unit 3, as described above, implements the following set of steps E1 to E6, as represented in FIG. 4: E1 / a reception step implemented by the reception unit 4 and receiving an energy target comprising an altitude target and a velocity target; E2 / a first calculation step implemented by the calculation unit 14 and consisting in calculating a target energy state ETtgt relating to said energy target; E3 / a second calculation step implemented by the calculation unit 15 and consisting in calculating an energy difference AE between the final energy state ETf of the aircraft and the target energy state ETtgt of the aircraft { AE = ETf-ETtgt); E4 / a third calculation step implemented by the calculation unit 17 and consisting in calculating a dissipation distance DAE allowing the aircraft to dissipate said energy difference AE; E5 / a fourth calculation step implemented by the calculation unit 19 and consisting in calculating a limit position Pec located upstream of said final position Pf (along a future flight path TV of the aircraft) of said dissipation distance DAE, as shown in FIG. 2, said limit position Pf being the most downstream position where the aircraft AC (which is at a current position PAC) can dissipate said energy difference AE up to said final position Pf; and E6 / an information transmission step implemented by the transmission unit 7 and consisting in transmitting at least said limit position Pec to at least one of the user systems 9 and 10, and in particular to the automatic piloting system 9.
    The operations implemented by some of the means of the device 1 are described in greater detail below. The computing unit 14 calculates the target energy state in the usual way, starting from the altitude target, from the target speed, current values of flight parameters of the aircraft (received in particular from the assembly 25) and predetermined models (preferably integrated).
    Moreover, the calculation unit 17 can use a usual calculation method for calculating the energy dissipation distance, for example a method such as that described in US Pat. No. 8,346,412 or No. 2,885,439.
    In addition, in a particular embodiment, the calculation unit 17 takes into account at least one auxiliary criterion for calculating the dissipation distance. In particular, if sufficient margins exist with respect to the energy target, an auxiliary criterion, such as for example the minimum fuel, can be introduced into the energy management strategy.
    Moreover, in a particular embodiment, the computing unit 19 (or a user system 9, 10 which receives the limit position Pec) comprises an integrated computing element which calculates an auxiliary position Pecm. This auxiliary position Pecm is situated upstream of the limit position Pec of a predetermined distance margin Dm, as represented in FIG. 2. The calculation unit 19 (or the user system 9, 10) also comprises a computing element integrated calculator which calculates the distance Davm between the current position PAC of the aircraft AC and said limit position Pec. As shown in FIG. 2, Dm + Davm = Dav, Dav being the distance between the current position PAC of the aircraft AC and the limit position Pec. All these distances are calculated along the TV flight path.
    The automatic piloting system 9 may be configured to guide the aircraft so that it has the target energy state ETtgt at said auxiliary position Pecm, to be sure that this condition is satisfied at the limit position Pec. The autopilot system 9 may, in particular, implement the method described in US Pat. No. 8,948,937 or in patent application FR-2978587.
    Furthermore, the device 1 also comprises an updating unit 27 ("UPD" for "Updating Unit" in English) which is, for example, integrated in the data processing unit 5, as represented in FIG. 3, and which is configured to update the final energy state ETf.
    In a preferred embodiment, the updating unit 27 updates the final energy state according to at least one or more of the following parameters, if the value of at least one of one of these parameters: - the mass of the aircraft on landing; - the altitude of the airport intended for landing; - wind at the airport at least one auxiliary parameter affecting the final energy state. The information processing unit 5 also comprises, as represented in FIG. 3, an estimation unit 28 ("ESTIM" for "Trajectory Estimation Unit") configured to estimate the future TV flight trajectory, used by the calculation unit 19 of the aircraft. Preferably, the estimation unit 28 uses data relating to other aircraft to estimate the future flight trajectory TV, this future flight trajectory TV then depending on the constraints of the air traffic to avoid risks of collision. This estimation unit 28 is, for example, integrated in the calculation unit 19. The estimation unit 28 can implement a usual method for estimating the future flight trajectory of the aircraft, in particular that described in US Pat. No. 8,825,366 or FR-2968441. More particularly, the estimation unit 28 can implement the following method, consisting automatically, using a database relating to obstacles and a vertical reference profile, taking into account an objective set by an operator and indicating at least one target point: A / to determine at least a first flight path section from a current point, performing the following successive operations: a) generating at least one straight segment of predetermined length starting at the current point; b) perform a validation test of each line segment thus generated, a validation test using the database and the vertical reference profile; c) evaluate each generated and validated line segment, giving it a score that is representative of its capacity to fulfill the set objective; and d) record, as a flight path section that illustrates a virtual trajectory, each line segment, with the rating assigned to it; and B / implementing iterative processing (or an iterative loop), comprising the following successive operations: a) among all the virtual trajectories recorded, take into account the virtual trajectory presenting the best rating with respect to the fixed objective; b) determining possible course changes from the downstream end of this virtual trajectory; c) for each of the possible course changes, generating a trajectory section beginning at said downstream end and comprising at least one of the following elements: an arc of a circle and a line segment, for which a validation test is carried out; d) for each path section generated and validated in step c), forming a new flight path section consisting of the virtual trajectory taken into account in step a), followed by said trajectory section; (e) evaluate each new section of trajectory thus formed, giving it a score which is representative of its capacity to fulfill the objective set; and f) record each new flight path section that illustrates a virtual trajectory, with the rating assigned to it.
    The preceding sequence of steps B / a) to B / f) is repeated until the downstream end of the virtual trajectory having the best score at the end of a repetition (of said steps a to f) corresponds to said target point, this virtual trajectory then representing the estimated future flight trajectory.
    The device 1, as described above, makes it possible in particular to automatically determine and automatically provide at least one user system (particularly to an autopilot system) a position corresponding to the most downstream position where the aircraft can dissipate the energy difference (between the target energy state and the final energy state) to the end position. The device 1 thus makes it possible to automatically choose the most appropriate and safest way (with respect to the energy management) to reach energy targets.
    More particularly, although not exclusively, the device 1 can be applied to authorizations (or clearances) of altitude and speed, as part of a descent phase and radar guided approach (where the total energy of the aircraft decreases over time).
    On the other hand, if a longitudinal deceleration function is available and there is authority to automatically control the air brakes and engine thrust, this capability can be used to achieve the required target speed, while further reducing the workload. of the crew. By way of illustration, the operation of the device 1, as described above, may present, in the context of an approach phase for a landing, the following steps, in a particular example: central unit 3 continuously calculates the instantaneous total energy of the aircraft; the central unit 3 calculates the total nominal energy of the aircraft at the threshold of the runway. This total energy is updated, if necessary, by the updating unit 27, as a function of the predicted landing mass, the selection of the nozzles and flaps, the airport temperature, altitude at the airport, wind at the airport, and any other parameters that may significantly affect this calculation; - when a new air traffic control clearance is received and accepted by the crew, a crew member enters the corresponding speed and altitude targets in the device 1 via the interface 21. These targets are used as the basis for calculate the total energy target (or target energy state); the calculation unit 15 calculates the energy difference AE; the calculation unit 17 calculates the dissipation distance DAE required to dissipate the energy AE; according to the heading and the position of the aircraft relative to the runway, the calculation unit 19 calculates a predicted future trajectory, which brings the aircraft into an aligned position along the final approach axis to a predefined altitude; the calculation unit 19 projects the distance upstream along the flight trajectory TV beginning at the threshold Pf of the track 2. The limit point Pec at the end of this distance represents the last authorized position where the target energy can be reached; the transmission unit 7 transmits the available distance from the current position of the aircraft along the trajectory to the automatic piloting system 9; and the autopilot system 9 uses this information to calculate the guiding orders and to apply them in order to allow the aircraft to reach the required targets.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    1. A method of assisting the piloting of an aircraft, during an approach phase for a landing, said approach to reach a so-called final position (Pf) to which the aircraft (AC) must present a so-called final energy state, characterized in that said method comprises: - a receiving step of receiving an energy target comprising an altitude target and a velocity target; a first calculation step of calculating a target energy state relative to said energy target; a second calculation step of calculating an energy difference between the final energy state and the target energy state; a third calculation step of calculating a dissipation distance (DAE) enabling the aircraft (AC) to dissipate said energy difference; a fourth calculation step consisting in calculating a limit position (Pec) located upstream from said final position (Pf), said dissipation distance (DAE), along a future flight path (TV) of the aircraft (AC), said limit position (Pec) being the most downstream position where the aircraft (AC) can dissipate said difference in energy from the aircraft (AC) to said final position (Pf); and - an information transmission step of transmitting at least said limit position (Pec) to at least one user system (9, 10).
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that the fourth calculation step comprises a substep of estimation of the future flight path (TV).
    [3" id="c-fr-0003]
    3. Method according to one of claims 1 and 2, characterized in that the fourth calculation step comprises a step of calculating an auxiliary position (Pecm) which is located upstream of the limit position (Pec) of a predetermined distance margin (Dm) and a step of calculating the distance (Davm) between a current position (PAC) of the aircraft (AC) and said auxiliary position (Pecm), and in that the method comprises a step of guiding the aircraft (AC) so that it has the target energy state at most at said auxiliary position (Pecm).
    [4" id="c-fr-0004]
    4. Method according to any one of claims 1 to 3, characterized in that it comprises an updating step of updating the final energy state.
    [5" id="c-fr-0005]
    5. Method according to claim 4, characterized in that the updating step consists in updating the final energy state according to at least one of the following parameters: a landing mass; - an altitude at an airport intended for landing; - wind at the airport an auxiliary parameter affecting the final energy state.
    [6" id="c-fr-0006]
    6. Method according to any one of the preceding claims, characterized in that the energy state represents a total energy.
    [7" id="c-fr-0007]
    7. Method according to any one of the preceding claims, characterized in that the receiving step consists of making a manual entry of the energy target.
    [8" id="c-fr-0008]
    8. Method according to any one of the preceding claims, characterized in that the receiving step consists of making an automatic input of the energy target.
    [9" id="c-fr-0009]
    9. Method according to any one of the preceding claims, characterized in that the third calculation step takes account of at least one auxiliary criterion for calculating the dissipation distance.
    [10" id="c-fr-0010]
    10. Method according to any one of the preceding claims, characterized in that the first calculation step consists in calculating the target energy state from the altitude target, the speed target, current values of flight of the aircraft (AC) and predetermined models.
    [11" id="c-fr-0011]
    11. Device for assisting the piloting of an aircraft, during an approach phase for a landing, said approach making it possible to reach a so-called final position (Pf) at which the aircraft (AC) must present a final energy state, characterized in that it comprises: - a reception unit (4) configured to receive an energy target comprising an altitude target and a speed target; - a first computing unit (14) configured to calculate a target energy state relative to said energy target; a second calculation unit (15) configured to calculate an energy difference between the final energy state and the target energy state; a third computing unit (17) configured to calculate a dissipation distance (DAE) enabling the aircraft (AC) to dissipate said energy difference; a fourth computing unit (19) configured to calculate a limit position (Pec) located upstream of said final position (Pf), said dissipation distance (DAE), along a future flight path (TV) of the aircraft (AC), said limit position (Pec) being the most downstream position where the aircraft (AC) can dissipate said difference in energy from the aircraft (AC) to said final position (Pf). ); and - an information transmission unit (7) configured to transmit at least said limit position (Pec) to at least one user system (9, 10).
    [12" id="c-fr-0012]
    12. Device according to claim 11, characterized in that it comprises at least one of the following user systems: an automatic steering system (9) which receives at least said limit position (Pec) to guide the aircraft ( AC); and - a display unit (10) for displaying at least said limit position (Pec).
    [13" id="c-fr-0013]
    13. Device according to one of claims 11 and 12, characterized in that it comprises an interface (21) allowing an operator to enter data into said device (1) and at least the energy target.
    [14" id="c-fr-0014]
    14. Device according to one of claims 11 to 13, characterized in that it comprises an information transmission system (25) for automatically entering data and at least the energy target.
    [15" id="c-fr-0015]
    15. Aircraft, characterized in that it comprises a device (1) such as that specified in any one of claims 11 to 14.
    类似技术:
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    同族专利:
    公开号 | 公开日
    US20170132941A1|2017-05-11|
    US10332408B2|2019-06-25|
    CN106681355B|2021-07-30|
    CN106681355A|2017-05-17|
    FR3043473B1|2017-11-24|
    引用文献:
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    US20040075586A1|2002-10-15|2004-04-22|Glover John H.|Approach monitoring and advisory system and method|
    US7075457B1|2004-09-22|2006-07-11|The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration |Energy index for aircraft maneuvers|FR3106221A1|2020-01-14|2021-07-16|Airbus Operations|Method and system for assisting in the management of the energy of an aircraft over a minimum ground distance during an approach phase.|FR2885439B1|2005-05-09|2010-11-19|Airbus France|METHOD AND DEVICE FOR AIDING THE CONTROL OF AN AIRCRAFT DURING AN APPROACH PHASE FOR LANDING|
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    FR2968441B1|2010-12-07|2012-12-28|Airbus Operations Sas|METHOD AND DEVICE FOR BUILDING AN OPTIMAL FLIGHT TRACK FOR AIRCRAFT FOLLOWING|
    EP2482269B1|2011-01-28|2017-03-22|The Boeing Company|Providing data for predicting aircraft trajectory|
    FR2978586B1|2011-07-27|2013-07-26|Eurocopter France|STEERING ASSISTING METHOD, STEERING ASSISTING DEVICE, AND AIRCRAFT|
    FR2978587B1|2011-07-29|2016-03-11|Airbus Operations Sas|METHOD AND DEVICE FOR OPTIMIZED ENERGY MANAGEMENT OF AN AIRCRAFT|
    FR2984275B1|2011-12-19|2014-09-05|Airbus Operations Sas|SYSTEM FOR CONTROLLING THE ENERGY OF A VEHICLE WITH A SINGLE INTERFACE|
    FR2990527B1|2012-05-09|2014-05-23|Airbus Operations Sas|METHOD AND DEVICE FOR AIDING THE FLIGHT MANAGEMENT OF AN AIRCRAFT DURING A LANDING PHASE.|CN108646785B|2018-06-22|2020-12-29|西安飞机工业（集团）有限责任公司|Flight guidance system of airplane and improvement method|
    CN111308454B|2019-10-09|2022-02-11|中国人民解放军63921部队|Method for improving spacecraft ranging data precision by using speed measurement data|
    CN111077903B|2019-12-12|2021-11-16|南京航空航天大学|High-fault-tolerance skyhook recovery method based on window decision|
    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 |
    2018-11-23| PLFP| Fee payment|Year of fee payment: 4 |
    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
    FR1560601A|FR3043473B1|2015-11-05|2015-11-05|METHOD AND DEVICE FOR AIDING THE CONTROL OF AN AIRCRAFT FOR ENERGY MANAGEMENT DURING AN APPROACH PHASE.|FR1560601A| FR3043473B1|2015-11-05|2015-11-05|METHOD AND DEVICE FOR AIDING THE CONTROL OF AN AIRCRAFT FOR ENERGY MANAGEMENT DURING AN APPROACH PHASE.|
    US15/333,538| US10332408B2|2015-11-05|2016-10-25|Method and device for assisting the piloting of an aircraft for energy management during an approach phase|
    CN201611272756.7A| CN106681355B|2015-11-05|2016-10-28|Method and device for assisting an aircraft in its approach phase to manage energy|
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