• 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 invention is concerned with the prevention of the risks of collision of an aircraft with the terrain, in particular to provide protection against these risks during the final approach phase to the runway threshold. The invention effectively combines two complementary risk assessments. A first risk consists in determining, based on a trajectory information of an avoidance maneuver of the aircraft from a current position of the aircraft, whether the trajectory of the avoidance maneuver penetrates a volume protection according to a terrain overflown. A second risk is to determine whether a trajectory of the aircraft extrapolated from the current position of the aircraft cuts the ground before the runway threshold. An alert will only be generated if both determinations are positive.
    公开号:FR3044298A1
    申请号:FR1561436
    申请日:2015-11-26
    公开日:2017-06-02
    发明作者:Jerome Journade；Logan Jones；Remi Morin；Thomas Lagaillarde
    申请人:Airbus；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION
    The present invention relates to the aeronautical field and more specifically the landing aid for an aircraft in the approach phase of an airstrip. The invention falls within the more general framework of the prevention of aeronautical accidents in which an aircraft remains maneuverable crashes on the ground.
    BACKGROUND OF THE INVENTION
    This type of accident is known in the technical literature under the acronym CFIT derived from the English expression "Controlled Flight Into Terrain".
    While in the past it was a significant proportion of air disasters, most CFIT accidents are now avoided by ground crew maneuvers conducted by crews with alerts and alarms. of on-board systems for the automatic signaling of collision risks with the terrain, known as TAWS (Acronym derived from the English expression "Terrain Awareness & Alerting Systems"), which includes the EGPWS system (acronym the English expression "Enhanced Ground Proximity Warning System") and the GCAS system (acronym derived from the English expression "Ground Collision Avoidance System"). Generally, these systems compare the current position of the aircraft to an on-board database, modeling a protection volume according to the terrain overflown. The crew is warned if there is a risk of collision so that pilots can change the trajectory of the aircraft.
    During an approach before landing, the aircraft is close to the terrain overflown. Thus, in order to avoid any alert that is not compatible with such an approach phase, the TAWS systems are desensitized at the beginning of the approach (approximately under 10,000 feet) by a hardening of the alert activation conditions, then are totally inhibited during the final approach (for example over the last 15 nautical miles before the runway). That is, no more alerts are issued.
    Improvements to the TAWS systems have been proposed to extend the protection closer to the runway.
    For example, the landing tunnel system ("Landing Tunnel" in English terminology) described in document FR 2 893 146 defines a flight zone in which the alerts are inhibited. This zone, in the form of a tunnel around a standardized approach path, is extended by vertical safety margins of variable size in order to provide several levels of alerts, up to a so-called limit point at which a maneuver of avoidance must be initiated immediately.
    The document FR 2 978 282 describes, for its part, a method for filtering alerts originating from an on-board collision detection system with the terrain. The method is based on the angle of approach of the aircraft and on a nominal approach angle predefined according to a nominal approach procedure to calculate a factor representative of the relative distance of the aircraft with a nominal trajectory approach.
    In practice, any known TAWS system, even upgraded to extend protection closer to the runway, will be disabled at least 0.25 nautical miles before the runway threshold.
    There is therefore a need for more efficient TAWS systems, especially in that they remain operational throughout the final approach.
    SUMMARY OF THE INVENTION
    The present invention therefore aims to overcome the problems mentioned above.
    To do this, the invention provides an onboard method of assisting the landing of an aircraft in approach phase of an airstrip, the method comprising the following steps: calculating at least one trajectory information d an avoidance maneuver of the aircraft from a current position of the aircraft; extrapolate a trajectory of the aircraft from the current position of the aircraft; determining, from the calculated trajectory information, whether the trajectory of the avoidance maneuver penetrates a protection volume according to a terrain overflown; determine whether the extrapolated trajectory of the aircraft intersects the ground before a threshold of the runway; and generate an alert to the aircraft crew only if both determinations are positive.
    The present invention improves the protection against the risk of collision with the ground until the passage of the runway threshold.
    This is achieved by the inventive combination of two complementary risk assessments, one on the feasibility of a safe avoidance maneuver, and the other on an impact just before the runway threshold. As a result, the generation of alerts is still possible during the final approach, while avoiding generating nuisance alerts where current TAWS systems are inhibited.
    More specifically, where the evaluation of the first risk of avoidance maneuver should be classically inhibited because of the proximity of the landing field, its combination with the second risk on the impact before the threshold of the runway makes it possible to keep active the first risk assessment, throughout the final approach phase to the touch, especially in the last 0.250 nautical mile. The effectiveness of the invention lies in the right balance between the two assessed risks. For example, the evaluation of the second risk on the impact before the runway threshold is not sufficient in itself to allow the detection of a risk of collision. Indeed, the lack of convergence towards the runway threshold is not critical as long as there is a margin of safety, which the evaluation of the first risk determines. The approach according to the present invention does not call into question current TAWS systems, but only aims to overcome their desensitization in the final phase of approach.
    Correlatively, the invention also relates to an onboard system on board an aircraft, for assisting the landing of an aircraft in the approach phase of an airstrip, the system comprising: least trajectory information of an aircraft avoidance maneuver from a current position of the aircraft; a trajectory predictor for extrapolating a trajectory of the aircraft from the current position of the aircraft; a processor configured to determine, from the calculated trajectory information, whether the trajectory of the avoidance maneuver penetrates a protection volume according to a terrain overflown; and to determine whether the extrapolated trajectory of the aircraft intersects the ground before a threshold of the runway; and an alert generator configured to generate an alert to the aircraft crew only if both determinations are positive.
    The landing aid system has advantages similar to those of the method according to the invention. Other features of the method and of the landing aid system according to different embodiments are described in the dependent claims, and repeated below in process terms, applicable in the same way using means. appropriate techniques.
    According to embodiments, the trajectory information includes a maximum altitude loss of the aircraft from the current position of the aircraft, during the avoidance maneuver and a distance traveled on the ground by the aircraft between the position of the aircraft and a point of maximum altitude loss. These elements define a displacement vector whose end must therefore not penetrate the protection volume, otherwise it will validate one of the two conditions necessary to remission of an alert. Preferably, only these two pieces of information are taken into account, making it possible to manipulate little information in the evaluation of the first risk.
    According to other embodiments, calculating the path information of the avoidance maneuver comprises the following steps: calculating a course of the avoidance maneuver; and determining, as said trajectory information, a low point of lower altitude in said calculated trajectory. This is a local minimum on a continuous curve, especially in that it is the point of the curve where the sign of the vertical speed of the aircraft is reversed (passage of a descent trajectory to a recovery path under the overshoot action).
    The low point thus obtained is similar to the end of the vector mentioned above. Thus, this approach can be used to determine (deduce) the maximum altitude loss and the distance traveled on the ground, from the vector formed by the current position of the aircraft and the determined low point.
    According to a particular embodiment, it is determined that the trajectory of the avoidance maneuver penetrates the protection volume when the low point is inside the protection volume. This determination is thus inexpensive in treatment, which is particularly suitable for embedded processing.
    According to other embodiments, the calculation of the avoidance maneuvering trajectory is a function of the aircraft's go-around capability, according to a performance model stored in an on-board memory. In other words, the avoidance maneuver takes on the character of a pure "Pull-Up" vertical avoidance maneuver, generally consisting of a full gas lift preceded by a flattening of the wings if the aircraft was cornering. The evaluation can thus be conducted in the aircraft itself.
    According to other embodiments, the avoidance maneuvering trajectory and the extrapolated trajectory are obtained from the current position of the aircraft and according to current values of avionics parameters determined by on-board sensors. This provides real-time risk assessments, and therefore better accuracy in the final landing approach.
    According to other embodiments, the trajectory of the aircraft is extrapolated using the current position, speed and acceleration of the aircraft. Since such information is available in real time without complex calculations, this approach makes it possible to obtain, at low treatment costs, real-time accuracy during the final approach to landing.
    According to other embodiments, determining whether the extrapolated trajectory of the aircraft intersects the ground before the threshold of the landing runway comprises a step of determining whether the extrapolated trajectory of the aircraft passes under a predetermined altitude at the vertical threshold of the runway or if the extrapolated trajectory of the aircraft passes, at the altitude of the threshold of the runway, before a position prior to that of the runway threshold along a longitudinal axis of the runway .
    These two formulations make it possible to determine efficiently, and without complex calculations, whether the aircraft is at risk of impact before the target runway threshold.
    According to particular characteristics, the predetermined altitude or the anterior position is the altitude of the runway threshold or the position of the runway threshold along the longitudinal axis, respectively. As a variant, the predetermined altitude or the anterior position is equal to the altitude of the runway threshold or of the position of the runway threshold along the longitudinal axis, respectively, increased by a margin. This safety margin makes it possible to adjust the sensitivity of the help system according to the invention.
    All or part of the methods according to the invention can be implemented by computer, combining software and hardware. The invention can thus be stored in the form of a computer program product comprising instructions adapted to the implementation of each of the steps of the method when said program is executed by a microprocessor. The invention also relates to an aircraft comprising at least one landing aid system as defined above. It is thus adapted to implement the aforementioned landing aid method.
    BRIEF DESCRIPTION OF THE FIGURES Other features and advantages of the invention will become apparent in the following description, illustrated by the accompanying drawings, in which: FIG. 1 schematically illustrates an onboard system on board an aircraft landing aid for an aircraft in approach phase of an airstrip, according to embodiments of the invention; FIG. 2 illustrates, in a simplified manner, an example of a protection volume implemented in the system of FIG. 1; Figure 3 schematically illustrates a standard avoidance maneuvering path; FIGS. 4a to 4c illustrate the evaluation of a first risk of collision with the ground according to one embodiment of the invention, during an approach phase of an aircraft, at three different times; and FIGS. 5a to 5c illustrate the evaluation of a second risk of collision with the ground according to one embodiment of the invention, during an approach phase of an aircraft, at three different times.
    DETAILED DESCRIPTION OF THE INVENTION
    The method according to the invention makes it possible to protect an aircraft against the risks of collision with the ground up to the passage of the threshold of landing runway, by generating alerts according to new criteria.
    In embodiments, the generation of alerts includes the filtering of alerts from a collision detection system with the terrain on board the aircraft in approach phase of the runway.
    In approach phase of the runway, the aircraft positioned in P = (X, Y, Z), with Z its altitude, flies according to a velocity vector V (three-dimensional) and an acceleration A (three-dimensional). This information can be determined in real time using onboard avionics sensors or flight instruments, and are then denoted P (t), X (t), Y (t), Z (t), V ( t) and A (t).
    The runway has a runway threshold S (Xs, Ys, Zs) and is oriented along a longitudinal axis generally expressed at an angle to the geographical north. The invention makes it possible, by proposing a combination of two complementary conditions, to avoid an abnormal fall of an aircraft in the case of a CFIT. A trajectory information of an aircraft avoidance maneuver from a current position of the aircraft is firstly calculated to determine whether the path of the avoidance maneuver enters a protective volume of the aircraft. a terrain overflown. This first condition makes it possible to evaluate the risk of collision with the ground with regard to the ability of the aircraft to perform a risk-free evasive maneuver, generally a so-called "Pull-Up" vertical avoidance maneuver consisting of a climb. full throttle. On the other hand, a trajectory of the aircraft is extrapolated from the current position of the aircraft. This is a short-term projection of the current trajectory of the aircraft. Then, it is determined whether this trajectory projection intersects the ground before the threshold S of the airstrip. This second condition reflects the risk of collision with the ground (CFIT), given the absence of convergence of the trajectory of the aircraft with the runway threshold.
    These conditions are preferably evaluated in real time from current values of avionics parameters determined by sensors on board or delivered by the flight instruments.
    The combination according to the invention is based on simultaneously taking into account these two risk assessment conditions, which makes it possible both to reduce untimely alerts in the approach phase and to continue monitoring, and therefore the protection of the aircraft, throughout the approach phase including the final approach to the runway threshold.
    As a result, an alert to the crew of the aircraft is generated only if both determinations are positive. An alert is advantageously generated in real time when the two conditions mentioned above are also evaluated in real time. By way of example, a real-time (or near real-life) condition may be based on an update frequency of the order of 1 Hz to 10 Hz, for example 2, 4, 6 or 8 Hz.
    Such an alert gives the crew time to react and correct the flight path of the aircraft if necessary
    FIG. 1 schematically illustrates an on-board system 1 on board an aircraft, a landing aid for the aircraft in the approach phase of an airstrip, according to embodiments of FIG. invention.
    This diagram presents various functional modules 11-17 for an implementation of the invention. Each functional module implements one or more steps of the method according to embodiments of the invention. The arrows in the figure show the time dependencies between the process steps.
    The functional modules rely on data provided in real time by onboard sensors and / or data stored in the aircraft memory (in one or more databases not shown). By way of examples, dynamic data determined by sensors on board or delivered by the flight instruments may include, in a non-exhaustive manner, the position P (t) = (X (t), Y (t), Z (t) )) of the aircraft, its speed V (t), its acceleration A (t), an air density deduced from a barometric altitude and an outside temperature, a wind speed, a power of the aircraft engines, a configuration state of the aircraft (including its mass, its aerodynamic configuration, its center of gravity).
    Predefined data stored in the aircraft database may include airport information, in particular concerning the landing runways, one or more models modeling a protection volume from field information, one or more models modeling a trajectory of the aircraft in case of thrust of the gases, one or more models modeling short-term projections of aircraft trajectories, and margin or threshold parameters for adjusting the sensitivity of the system.
    Information on the intended airstrip may include the position of its threshold, its longitudinal axis, and surrounding terrain information (for example, a 3D digital cartography of the surrounding area showing the reliefs of the region overflown during the approach phase) .
    Conventional models for modeling a protection volume from field information can be used, such as those mentioned in the document FR 2 893 146 mentioned above. As a variant, the protection volumes for each landing runway can be directly stored in the on-board database, such as cartographic representations of the terrain overflown during the approach phase. Several protection volumes can be defined for a given airstrip according to several safety margins considered. This conventionally makes it possible to adjust the sensitivity of the system according to the invention, and in particular to obtain several levels of alerts.
    Models modeling a trajectory of the aircraft in the event of a thrust of the gases, that is to say in the case of a standard vertical avoidance maneuver, take into account the instantaneous possibilities of climb of the aircraft, on the basis of determined parameters. in real time. As an illustration, the parameters used in these models may include the weight of the aircraft and / or its inertia and / or speed when engaging the maneuver, and / or its configuration of the moment: loss of an engine , position of the flaps, nozzles, de-icing systems, aerodynamic brakes, rate of turn, roll, roll speed, etc ... For simplicity, the treatments, an abacus of predefined trajectories can be provided in memory, making it possible to select one of the trajectories according to the instantaneous parameters.
    Models modeling short-term projections of an aircraft trajectory can simply rely on a limited development, for example order 2, using the instantaneous position, speed and acceleration of the aircraft.
    The margin or threshold parameters may include values that make it possible to define different levels of safety margin for the generation of protection volumes linked to the terrain overflown and / or to introduce variable reaction times (for example of the pilot). These parameters may also include threshold values for the risk assessment, including the second aforementioned risk (eg a margin of tolerance in the assessment of an altitude or position offset from the runway threshold from which the risk is lifted).
    To simplify the explanations, reference is made hereinafter to the displacement of the aircraft in the vertical plane passing through the longitudinal axis of the runway. Indeed, the approach phase, at least final, of the aircraft is traditionally performed in this plane, because the aircraft is aligned with the longitudinal axis of the runway.
    It is therefore possible to define the track threshold as the origin of the track mark considered. Thus, X (t) (X> 0 before the threshold; X <0 after the threshold) is the horizontal position of the aircraft (or aircraft ground distance with the runway threshold) and Z (t) is the altitude or height of the aircraft. In this reference, the approach phase of the aircraft is in the quadrant {X> 0 and Z> 0}.
    Three-dimensional considerations do not modify the teachings of the invention, and only require more complex calculations of trajectories, within the scope of those skilled in the art.
    The module 11 makes it possible to define or generate a protection volume or "envelope" depending on the terrain overflown during the approach phase of the runway.
    The "no go zone" (NGZ) is by definition an area in which it is dangerous for the aircraft to fly. It can be defined in several ways in order to adjust the sensitivity of the device, but relies on a cartography relief overflown in approach phase of the runway.
    In one embodiment, the volume "obstacle free zone" (OFZ) defines the International Civil Aviation Organization (ICAO) is used as protective volume within the meaning of the invention. Indeed, ICAO (taken over by the FAA and EASA) defines the approach path of a terrain, an area in which there must be no obstacle other than those related to navigation equipment. airport. Preferably, a safety margin, whose value can be stored in memory, is taken on this definition, which reduces the authorized area.
    FIG. 2 illustrates, in a simplified manner, such a zone 22 provided with a safety margin 21 proportional to the height of the OFZ 20 since the altitude of the threshold S of track. The dotted line represents a nominal approach path 23 at 3 ° providing a touch around 300 meters after the runway threshold.
    In this example, the protection volume 22 consists only of a set of heights of the volume as a function of the distance to the threshold S track. Such a protection volume 22 can therefore be directly coded and stored in an embedded database to avoid unnecessary calculations.
    Of course, this example is not limiting and more complex protection volumes, for example those illustrated in document FR 2 893 146 or document US 2003/206120, may be provided.
    To build the protection volume 22, the module 11 retrieves, from the onboard database, the position of the runway threshold and its orientation. To do this, he must know the airstrip in question, which can be done according to three alternative mechanisms: either the pilot himself informs the planned airstrip (eg FMS, for "Flight Management System") , or the system automatically determines the most likely landing runway given the position and trajectory of the aircraft, a coupling of these two mechanisms is expected. It should be noted that the second mechanism has the advantage of offering permanent protection even in the event of a late change of runway. In addition, it does not require any action of the pilot, which can be useful in case of difficulty of flight.
    Once the landing runway is known, the module 11 can generate or recover, in the on-board database, the protection volume 22. The landing aid according to the invention is then activated with the other modules described. now.
    The module 12 is, in one embodiment, a calculator of at least one trajectory information of an avoidance maneuver of the aircraft from a current position of the aircraft.
    This can be done in two stages, one consisting of calculating in real time the go-around path (avoidance maneuver) of the aircraft according to the current parameters sent by the sensors 10 and the avionics of the aircraft. aircraft, and the other of determining the trajectory information relevant for the evaluation of the first risk, from this calculated trajectory.
    As will be apparent from the following description, an example of relevant trajectory information is the lowest altitude low point in said calculated trajectory, i.e., the point of the trajectory where the sign of the vertical velocity the aircraft reverses (in other words, during the transition from a descent trajectory to a recovery path under the identifiable go-around by a positive climb gradient).
    This low point of lower altitude thus makes it possible to define a vector with the current position of the aircraft, this vector having a vertical component corresponding to the maximum loss of altitude of the aircraft from the current position of the aircraft, while the avoidance maneuver and a horizontal component corresponding to the distance traveled on the ground by the aircraft between the current position of the aircraft and the point of maximum altitude loss.
    FIG. 3 schematically illustrates a standard avoidance maneuvering trajectory 3, with a lowermost low point 30 defining the maximum altitude loss ΔΖ (ΔΖ expressed in negative form) and the distance traveled ΔΧ so that the vertical speed of the aircraft becomes positive again and the aircraft regains height with respect to the ground. As can be seen in the figure, the standard avoidance maneuver includes a portion of the trajectory going from the current position P of the aircraft to a rounding preceding the actual ascent of the aircraft necessary for the recovery of the aircraft. the aircraft, then to the taking of an incidence adapted to a slope of climb equal to or close to a maximum possible due to the passage of the engines to a maximum regime of thrust.
    The calculation of the standard avoidance maneuvering trajectory can be done in two stages.
    First, the aircraft's go-around capability is determined or calculated based on an airplane performance model stored in the on-board database. The use of a model makes it possible to estimate at best the real capabilities of the aircraft and thus to minimize the margins to be taken. This model retranscribes the reaction of the aircraft to the go-around procedure.
    The model can involve current parameters, in a greater or lesser number, all or part of which may include: the position P (t) = (X (t), Y (t), Z (t)) of the aircraft, its speed V (t), its acceleration A (t), an air density deduced from a barometric altitude and an outside temperature, a wind speed, a power of the engine (s) of the aircraft , a configuration state of the aircraft (including its mass, its aerodynamic configuration, its center of gravity), etc. Of course, any other parameter significantly influencing ΔΖ and ΔΧ may be used, it being understood that the importance of certain parameters in the determination of ΔΖ and ΔΧ may vary from one type of aircraft to another.
    Then, an aircraft go-around path is calculated based on this go-around capability. Thus, the calculation of the avoidance maneuvering trajectory is a function of the aircraft's go-around capability, according to a performance model stored in an on-board memory. It is this trajectory that is used to determine the first mentioned risk (determination by module 14 described below).
    The calculation of the avoidance maneuvering trajectory can also take into account delay parameters, for example an exit time of an alert (representative of the time required for the on-board system to restore an alert to the crew since the moment where the risk is detected) and / or a reaction time of the pilot to react to the alert and initiate the go-around procedure. These two delays are illustrated by references 31 and 32 respectively.
    More or less complex aircraft performance models are already known. Standard avoidance maneuvering paths are for example shown in the aforementioned document FR 2 893 146.
    The values ΔΖ and ΔΧ are thus obtained for each instant 't' current of the approach phase.
    As a variant, ΔΖ and ΔΧ may be chosen constant according to a conservative model for the entire flight range protected by the landing aid function according to the invention. This solution has the advantage of being simple and inexpensive.
    Returning to FIG. 1, the module 13 can be a trajectory predictor for extrapolating a trajectory of the aircraft from the current position of the aircraft, which operates in parallel with the computer 12.
    Indeed, the invention relies on the knowledge of a short-term trajectory (for example over 10 to 20 seconds) of the aircraft, to evaluate the second risk indicated above. This trajectory is said to be short term because it assumes that no pilot action will be taken, which is not valid in the longer term especially during an approach phase where steering adjustments are generally made. It is therefore a "normal" trajectory of the aircraft given its current configuration, without avoidance maneuver.
    Any estimator or trajectory predictor that meets this need can be used. Preferably, it can be implemented in the form of code instructions in an onboard computer. The estimation of the short-term trajectory is preferably based on the current position, speed and acceleration of the aircraft, available via GPS and / or 1RS and / or Barometric devices. These parameters delivered by these devices can be used raw or filtered (over several instants) in order to reduce the instability of the result due to measurement noise (notably for acceleration). The estimation of the short-term trajectory is intended to evaluate, for example, the height of the aircraft at the passage (and thus at the vertical) of the threshold of the runway S, that is to say to evaluate Z (t) when X (t ) = 0.
    The short-term trajectory of an airplane can be extrapolated with limited development. The limited order of development has an impact on the accuracy and stability of the forecast. In one embodiment, a second order limited expansion is used as follows, knowing that the current time is t0: Z (t) = Z (to) + t * Vz (to) + 1/2 * t2 * Az (to), where Vz (t0) and Az (t0) are the vertical components of velocity (negative on a descent) and acceleration (usually positive because deceleration on the descending axis of the altitudes Z) of the aircraft at t0.
    Similarly, X (t) = X (t0) + t * Vx (t0) + 1/2 * t2 * Ax (t0).
    Such a limited development has the advantage of being simple, and therefore easily used by embedded computers. The evaluation of the two risks according to the invention can be carried out by a processor executing in parallel the code instructions of the modules 14 and 15. The evaluation of the first risk consists for the module 14 to be determined, based on the information of calculated trajectory, typically ΔΖ and ΔΧ, if the trajectory 3 of the avoidance maneuver penetrates the protection volume 22. The first risk thus represents the risk that the aircraft enters the forbidden zone NGZ 22 since it seeks to compare in real-time flight path of the aircraft to this prohibited area.
    This evaluation can simply consist in checking whether the low point 30 is inside the protection volume, in other words to check if, for the current position P (t) = (X (t), Z (t) ) of the aircraft, the estimated point (X (t) + AX; Z (t) + AZ) enters the protection volume 22 (being reminded that ΔΖ is negative and ΔΧ is positive on approach).
    If this is the case, the trajectory of the avoidance maneuver penetrates the protection volume, that is to say that the go-around performance of the aircraft no longer makes it possible to ensure the avoidance of the zone. prohibited NGZ 22. The first risk (that is, the first condition) is set to "true".
    Figures 4a to 4c illustrate the evaluation of this first risk during an approach phase of an aircraft, in three different times. Only the last figure illustrates a low point 30 (X (t) + AX; Z (t) + AZ) entered in the protection zone 22. The first risk is therefore detected only for this FIG. 4c. The evaluation of the second risk consists for the module 15 in determining whether the extrapolated trajectory of the aircraft cuts the ground before a threshold of the runway.
    This can be done either by determining whether the extrapolated trajectory of the aircraft passes under a predetermined altitude Zrisque above the threshold S of the airstrip, that is to say if tseuii where the aircraft passes to the vertical of the threshold SX (tseUii) = 0, we have Z (tSeuii) <Zrisque; or by determining whether the extrapolated trajectory of the aircraft passes, at the altitude (Z = 0) of the threshold of the runway, before a XriSque position prior to that Xs of the runway threshold along a longitudinal axis of the runway that is, if at tseUii where the aircraft passes at the altitude of the threshold SZ (tseuii) = 0, we have X (tseUii)> Xrisque Notably, the predetermined altitude or the previous position is the track threshold altitude (ie ZriSque = 0) or the track threshold position along the longitudinal axis (ie XriSque = 0), respectively. Alternatively, margins may be set to adjust the sensitivity of the system. These margins are representative of a safety height of the aircraft above the runway threshold.
    The second risk represents the risk that the aircraft impacts the ground before the runway threshold S.
    Taking again the example of the development of order 2 above: Z (t) = Z (to) + t * Vz (t0) + 1/2 * t2 * Az (to), and X (t) = X (t0) + t * Vx (to) + 1/2 * t2 * Ax (to), we assume that the horizontal acceleration is negligible and we note tseUii the moment when the aircraft crosses the threshold of the runway, X ( tseUii) = 0.
    We thus have tseUii = Vx (to) / X (t0).
    Thus, Z (tsei) = Z (to) + Vx (to) / X (t0) * Vz (t0) + 1/2 * (Vx (t0) / X (t0)) 2 * Az (t0).
    This value can therefore be calculated without difficulty by an onboard computer.
    The second risk (that is, the second condition) appears ("true" risk) if Z (tseuii) <^ risk-
    Figures 5a to 5c illustrate the evaluation of this second risk during an approach phase of an aircraft, at three different times. Figures 5a and 5b show an extrapolated trajectory 50 of the aircraft which passes above the threshold of track S, respectively to 50 feet and 20 feet. In contrast, in FIG. 5c, the altitude Z (tseUii) of the aircraft at the vertical of the runway threshold is below said threshold S of approximately 30 feet. The second risk is therefore detected only for this figure 5c.
    Once the two risks have been evaluated separately, their assessments are combined by the Alert Condition Verification Module. The purpose of this step is to trigger an alert to the crew only if both risks are true (ie "true"), ie if both of the following conditions are met: gas enters the forbidden zone NGZ 22; and the estimated height of the aircraft at the crossing of the runway threshold is less than the Zrisque safety height.
    The first condition indicates whether the aircraft is away from the protection volume, that is to say if there is a safety margin in the flight path of the aircraft. This condition is however encountered during all landings because the aircraft approaching the ground, it is necessarily close to the protection volume in the final phase of approach. This is also why current TAWS systems are inhibited in the final phase of approach, and that the present invention provides to combine it with a second condition.
    The second condition is not sufficient, on its own, to indicate a risk of collision. Indeed, a convergent trajectory towards the ground is not dangerous as long as safety margins are kept vis-à-vis the ground or obstacles, what the first condition indicates.
    The combination of the two conditions or risks thus makes it possible to ensure the real imminent risk of collision with the ground. This combination ensures the issuance of an alert when the go-around performance becomes insufficient when approaching a danger zone vis-à-vis the ground and when nothing is done the aircraft will hit the ground before the runway threshold. This ensures the safety of the aircraft during the approach phase before landing, without generating an inadvertent alert.
    Thus, when both conditions are fulfilled, an alarm triggering event is transmitted to module 17 which generates an alert message to the crew.
    This generation can consist of producing an alert message or letting an alert message from onboard systems for automatic signaling of collision risks with the field. In the latter case, the system according to the invention officiates as a filter messages from embedded systems, to remove unwanted messages and inappropriate to the current situation.
    In the first case, dedicated and specific alerts to the combination of risks according to the invention may be proposed. In both cases, it is also possible to resume existing TAWS alerts. In a combination of these two possibilities, dedicated and specific alerts can be provided in addition to those of the TAWS system, by modifying the inhibition of the TAWS system in order to take advantage of the existing alerts during the final approach phase.
    Two types of alert can be provided: on the one hand, a visual alert. In this case, a link is used between the computer that hosts the help process according to the invention and a visual message generator (PFD, dedicated lamp, ...); and on the other hand, an audible or oral alert. In this case, a link is used between the computer that hosts the help process according to the invention and an audio message generator (flight warning, direct link between the computer and a speaker, ...).
    Similarly, several warning levels can be provided, for example based on different safety margins to form different protection volumes, on different margins defining different predetermined Zrisque altitudes and / or XriSque prior positions used to evaluate the second risk.
    For example, two warning levels can be proposed: one serving as the first warning for the crew. At this stage, the risk of collision with the ground is not imminent because the margins used are important, which allows to trigger the preventive alert several seconds before the risk becomes imminent. The procedure associated with this alert consists in correcting the trajectory (generally approaching the nominal trajectory 23) in order to find a situation without risk. However, if no course correction is initiated by the pilot, the risk will increase to switch to the second alert level; the other serving as a warning of imminent risk. This alert relies on the algorithms described above with minimal margins, but sufficient to avoid the collision if an action, usually avoidance maneuver (interruption of approach and maximum surrender of gas), is immediately taken by the pilot.
    The foregoing examples are only embodiments of the invention which is not limited thereto.
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    An onboard method of assisting the landing of an aircraft in the approach phase of an airstrip, the method comprising the following steps: calculating (12) at least one flight path information (30). an avoidance maneuver (3) of the aircraft from a current position (P) of the aircraft; extrapolating (13) a trajectory (50) of the aircraft from the current position (P) of the aircraft; determining (14), from the calculated trajectory information, whether the path of the avoidance maneuver enters a protection volume (22) according to a terrain overflown; determining (15) whether the extrapolated trajectory of the aircraft intersects the ground before a threshold (S) of the runway; and generating (16, 17) an alert to the crew of the aircraft only if both determinations are positive.
    [2" id="c-fr-0002]
    The method of claim 1, wherein the trajectory information comprises a maximum altitude loss (ΔΖ) of the aircraft from the current position of the aircraft during the avoidance maneuver and a distance traveled (ΔΧ ) on the ground by the aircraft between the current position of the aircraft and a point (30) of maximum altitude loss.
    [3" id="c-fr-0003]
    The method of claim 1 or 2, wherein calculating the path information of the avoidance maneuver comprises the steps of: calculating a path (3) of the avoidance maneuver; and determining, as said trajectory information, a low point (30) of lower altitude in said calculated trajectory.
    [4" id="c-fr-0004]
    The method of claim 3, wherein it is determined that the path of the avoidance maneuver penetrates the protection volume when the low point is within the protection volume.
    [5" id="c-fr-0005]
    5. Method according to one of claims 1 to 4, wherein the calculation of the avoidance maneuvering trajectory is a function of the surrender capacity of the aircraft, according to a performance model stored in an on-board memory.
    [6" id="c-fr-0006]
    6. Method according to one of claims 1 to 5, wherein the avoidance maneuvering trajectory and the extrapolated trajectory are obtained from the current position of the aircraft and according to current values of avionics parameters determined by embedded sensors.
    [7" id="c-fr-0007]
    7. Method according to one of claims 1 to 6, wherein the trajectory of the aircraft is extrapolated using the current position, speed and acceleration of the aircraft.
    [8" id="c-fr-0008]
    The method according to one of claims 1 to 7, wherein determining whether the extrapolated trajectory of the aircraft intersects the ground before the threshold of the runway comprises a step of determining whether the extrapolated trajectory (50) of the aircraft passes under a predetermined altitude (Zrisque) above the threshold (S) of the airstrip or if the extrapolated trajectory (50) of the aircraft passes, at the altitude (Zs) of the threshold of the landing strip, before an earlier position (Xrisque) than that (Xs) of the runway threshold along a longitudinal axis of the runway.
    [9" id="c-fr-0009]
    The method of claim 8, wherein the predetermined altitude or the anterior position is the threshold of the runway threshold or the position of the runway threshold along the longitudinal axis, respectively.
    [10" id="c-fr-0010]
    The method of claim 8, wherein the predetermined altitude or the anterior position is equal to the altitude of the runway threshold or the position of the runway threshold along the longitudinal axis, respectively, increased by a margin.
    [11" id="c-fr-0011]
    11. System (1) on board an aircraft, an aid for landing an aircraft in the approach phase of an airstrip, the system comprising: a computer (12) least information (30) of trajectory of an avoidance maneuver (3) of the aircraft from a current position (P) of the aircraft; a trajectory predictor (13) for extrapolating a trajectory (50) of the aircraft from the current position of the aircraft; a processor (14, 15) configured to determine, from the calculated trajectory information, whether the path of the avoidance maneuver enters a protection volume (22) according to a terrain overflown; and to determine whether the extrapolated trajectory of the aircraft intersects the ground before a threshold (S) of the runway; and an alert generator (16, 17) configured to generate an alert to the aircraft crew only if both determinations are positive.
    [12" id="c-fr-0012]
    Aircraft comprising at least one landing aid system (1) according to claim 11.
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    同族专利:
    公开号 | 公开日
    CN108352123A|2018-07-31|
    FR3044298B1|2018-01-12|
    WO2017089438A1|2017-06-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP0565399A1|1992-04-07|1993-10-13|Dassault Electronique|Method and device for collision avoidance of aircraft on the ground|
    FR2893146A1|2005-11-10|2007-05-11|Thales Sa|TERRAIN AVOIDANCE SYSTEM FOR AIRCRAFT AIRCRAFT|
    FR2898425A1|2006-03-08|2007-09-14|Thales Sa|Terrain awareness and alertness system for aircraft, has determination unit comparing tilting amplitude with margin, and triggering unit triggering message generator generating emission of message from end of conflict with ground|
    FR2915610A1|2007-04-24|2008-10-31|Thales Sa|Air-ship i.e. airbus aircraft, approach path calculating method for airport, involves calculating landing segment preparing gas delivering potential, where air-ship is enslaved in thrust and speed on final approach and landing segments|EP3476744A1|2017-10-30|2019-05-01|Airbus Operations S.A.S.|Aid system for an aircraft in the approach phase towards a landing strip|
    CN110400061B|2019-07-05|2020-10-02|中国民航科学技术研究院|Flight safety comprehensive evaluation method and device, controller and storage medium|
    CN110838247B|2019-10-12|2022-02-22|中国商用飞机有限责任公司|Early warning method and system for preventing airplane ground collision|
    法律状态:
    2016-11-18| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-02| PLSC| Search report ready|Effective date: 20170602 |
    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 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1561436A|FR3044298B1|2015-11-26|2015-11-26|METHOD AND SYSTEM FOR ASSISTING LANDING OF AN AIRCRAFT IN APPROACH PHASE|
    FR1561436|2015-11-26|FR1561436A| FR3044298B1|2015-11-26|2015-11-26|METHOD AND SYSTEM FOR ASSISTING LANDING OF AN AIRCRAFT IN APPROACH PHASE|
    CN201680065942.5A| CN108352123A|2015-11-26|2016-11-24|Embedded methods for landing in approach phase assisting in flying device and system|
    PCT/EP2016/078623| WO2017089438A1|2015-11-26|2016-11-24|Embedded method and system for aiding landing of an aircraft in the approach phase|
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