• 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:
    - Set of flight management of an aircraft and method of monitoring instructions for guiding such an assembly. The flight management assembly (1) comprises two guide chains (2A, 2B) each provided with a flight management system (3A, 3B), each of said flight management systems (3A, 3B); ) performing at least one calculation of guidance instructions for the aircraft, the flight management assembly (1) also comprising at least one monitoring unit (4A, 4B) configured to carry out a monitoring of the guidance instructions calculated by the two flight management systems (3A, 3B) so as to be able to detect and identify a defective flight management system, the monitoring unit (4A, 4B) comprising a monitoring device (5) checking in particular whether the three conditions The following are fulfilled: a first derivative of extrapolated route deviations is positive, a second derivative of extrapolated route deviations is positive, and extrapolated positions of the aircraft are on the same side of an active segment of the flight plan followed. by the aircraft that the current position of the aircraft.
    公开号:FR3044758A1
    申请号:FR1562024
    申请日:2015-12-08
    公开日:2017-06-09
    发明作者:Sylvain Raynaud；Jean-Claude Mere；Simon Sellem
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    TECHNICAL AREA
    The present invention relates to a set of flight management of an aircraft, in particular of a transport aircraft, and a method for monitoring guidance instructions generated by such a flight management assembly.
    Although not exclusively, the present invention applies more particularly to an aircraft implementing RNP AR (Required Navigation Performance with Authorization Required) operations with required authorization. These RNP AR operations are based on RNAV ("aRea NAVigation") type surface navigation and RNP (Required Navigation Performance) required navigation performance operations. They have the particularity of requiring special authorization to be implemented on an aircraft.
    It is known that the RNP concept corresponds to a surface navigation, for which are added (on board the aircraft) monitoring and warning means that make it possible to ensure that the aircraft remains in a corridor, said RNP, around a reference trajectory. Outside this corridor is potentially relief or other aircraft. The performance required for a type of RNP operation is defined by an RNP value which represents the half-width (in nautical miles: NM) of the corridor around the reference path, in which the aircraft must remain 95% of the time at during the operation. A second corridor (around the reference path) of half width twice the RNP value is also defined. The probability of the aircraft leaving the second lane must be less than 10'7 per flight hour.
    The concept of RNP AR operations is even more restrictive. RNP AR procedures are, in fact, characterized by: - RNP values: • which are less than or equal to 0.3NM in approach, and which can go down to 0.1 NM; and • which are strictly less than 1 NM on departure and on a go-around, and which may also drop to 0.1 NM; - a final approach segment that can be curved; and - obstacles (mountains, traffic ...) that can be located at twice the RNP value compared to the reference trajectory, while for the usual RNP operations, an additional margin in relation to the obstacles is planned.
    The aviation authorities have set a Target Level of Safety (TLS) safety level of 10'7 per flight hour. In the case of RNP AR operations, as the RNP values can go down to 0.1 NM and the obstacles can be located at twice the RNP value of the reference trajectory, this objective translates into a probability that the aircraft sort of half-width D = 2.RNP corridor which must not exceed 10'7 per flight hour.
    The present invention applies to a set of flight management comprising two guide channels each provided with a flight management system of the FMS type ("Flight Management System" in English).
    STATE OF THE ART
    The equipment on board an aircraft and in particular the flight management set must make it possible to achieve the required level of safety, if the aircraft must implement operations with required navigation performance with the required authorization of RNP type AR. The objective is to have the ability to fly RNP AR procedures with RNP values up to 0.1 NM, and this without restriction (in normal situation and in case of failure) at departure, approach and go-around.
    However, for an aircraft to have the capacity to steal such RNP AR procedures, it is necessary in particular to be able to eliminate from the guide loop an erroneous source for calculating orders (or instructions) for guiding, in order to counteract its possible effects on the flight path of the aircraft.
    In order to be able to implement a type of operation RNP 0.1, the flight management assembly must make it possible to respect a "hazardous" type of severity in the event of loss or error of the guidance instructions. In addition, it is necessary that, in the event of detection of an erroneous calculation, in particular of a setpoint or guidance order (such as a roll control command), the aircraft can continue to be guided in automatic mode to be maintained in the RNP corridor.
    With a flight management set with two flight management systems, in case of disagreement between the two flight management systems, the set is not able to identify the one that is defective, and the aircraft can not therefore no longer be guided in automatic mode and is not able to implement such RNP operations.
    STATEMENT OF THE INVENTION
    The present invention aims to overcome this disadvantage. It relates to a method of monitoring at least one guidance set provided by a flight management set, said flight management set comprising two guide chains each provided with a flight management system, each of said systems flight management system being configured to calculate at least one guidance instruction for the aircraft.
    According to the invention, the method comprises the following successive steps: a receiving step, implemented by a reception unit, consisting in receiving a guidance instruction to be monitored and at least one current position of the aircraft, the instruction guidance system to be monitored representing the guidance set calculated by one of said flight management systems; a first calculation step, carried out by a first calculation unit, consisting in calculating a plurality of so-called extrapolated positions of the aircraft, at least starting from said guidance instruction and from said current position of the aircraft; a second computation step, implemented by a calculation unit, consisting in calculating said extrapolated road deviations, corresponding to deviations of said extrapolated positions with respect to an active segment of a flight plan followed by the aircraft ; and an analysis step, carried out by an analysis unit, of analyzing the extrapolated route deviations to determine whether the guidance instruction is correct or incorrect, the analysis step comprising a main substep consisting of: • checking whether the following three conditions are met: - a first derivative of extrapolated route deviations is positive; a second derivative of the extrapolated route deviations is positive; and the extrapolated positions are on the same side of the active segment as the current position of the aircraft; and • to conclude that the guidance instruction is incorrect, if these three conditions are fulfilled simultaneously.
    Thus, the monitoring method is able to detect an incorrect guidance instruction (or order) and thus to identify a defective flight management system (namely that which has calculated this incorrect guidance instruction) in order to guide the flight control system. aircraft using a non-defective flight management system, which, as specified below, allows the aircraft to have the ability to fly RNP type operations as described above, and to overcome the aforementioned drawback.
    Advantageously, the analysis step comprises a first auxiliary sub-step consisting, during a transition between a first and a second successive active segment: to check if at least one of the following two conditions is fulfilled: • the derivative of a current roll angle and the derivative of a target roll angle are of the same sign, the target roll angle being the sum of a nominal roll angle and a lump-dependent correction term. road deviation, the nominal roll angle being a roll angle relative to a segment of the current flight plan; The target roll angle being different from the nominal roll angle, and the difference between the target roll angle and the nominal roll angle does not vary, the current rolling angle of the aircraft varies. ; and - to conclude that the guidance instruction is incorrect if one of these two conditions is fulfilled.
    In addition, advantageously, the analysis step comprises a second auxiliary sub-step consisting, during a transition between a first and a second successive active segment, of rectilinear type: to check if the following condition is fulfilled: The difference in road relative to the second segment extrapolated to an extrapolation time does not decrease, the extrapolation time corresponding to an estimated time until the transition; and - to conclude that the guidance instruction is incorrect if this condition is fulfilled.
    Furthermore, advantageously, the analysis step comprises a third auxiliary sub-step consisting, during a transition between a first and a second successive active segment, of rectilinear type: to check if the following condition is fulfilled; : a velocity vector of the aircraft is not orthogonal to a radius vector; - to conclude that the guidance instruction is incorrect if this condition is met.
    Furthermore, advantageously, the analysis step comprises a fourth auxiliary sub-step consisting, during a transition between a first and a second successive active segment, of rectilinear type: to check if the following condition is fulfilled: the aircraft does not fly inside a confinement zone depending on said first and second active segments; - to conclude that the guidance instruction is incorrect if this condition is met.
    Furthermore, advantageously, the analysis step comprises a fifth auxiliary sub-step consisting in: - checking whether the two following conditions are fulfilled: • conditions indicating that the guidance instruction is incorrect have been fulfilled at least during a predetermined number of successive treatments; and the extrapolated route deviation is greater than a predetermined value; and - to conclude that the guidance instruction is incorrect only if both conditions are fulfilled simultaneously.
    Furthermore, advantageously, the first calculation step (of extrapolated positions) consists in calculating an extrapolated position of the aircraft, using the following data: the parameter values of the aircraft, of which at least the current position, previously validated, illustrating the state of the aircraft; a rolling order representing the guidance setpoint to be monitored; the current value of at least one atmospheric parameter; and - a performance model of the aircraft.
    The present invention also relates to a device for monitoring at least one guidance set (or order) provided (or generated) by a flight management set as described above.
    According to the invention, said monitoring device comprises: - a reception unit configured to receive a guidance setpoint to be monitored and at least one current position of the aircraft, the guidance setpoint to be monitored representing the guidance set calculated by the one of said flight management systems; a first calculation unit configured to calculate a plurality of so-called extrapolated positions of the aircraft, at least starting from said guidance instruction and from said current position of the aircraft; a second calculation unit configured to calculate so-called extrapolated route deviations corresponding to deviations of said extrapolated positions with respect to an active segment of a flight plan followed by the aircraft; and an analysis unit configured to analyze extrapolated route deviations to determine whether the guidance instruction is correct or incorrect, the analysis unit comprising a main analysis module configured to: • check whether the three conditions following are fulfilled: - a first derivative of extrapolated route deviations is positive; a second derivative of the extrapolated route deviations is positive; and the extrapolated positions are on the same side of the active segment as the current position of the aircraft; and • conclude that the guidance instruction is incorrect if all three conditions are fulfilled simultaneously.
    Advantageously, the analysis unit comprises at least one auxiliary analysis module, and preferably a plurality of auxiliary analysis modules for implementing at least some of the aforementioned auxiliary analysis substeps.
    The present invention also relates to an aircraft, in particular a transport aircraft, which is provided with a monitoring device and / or a flight management assembly such as those 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 flight management assembly of an aircraft; - Figure 2 is a block diagram of a particular embodiment of a monitoring device according to the invention; FIG. 3 is a diagram showing an aircraft flying in an extrapolated trajectory, on which road deviations with respect to an active segment of a flight plan have been demonstrated; and FIGS. 4 and 5 are graphs illustrating a transition between two successive rectilinear segments of a flight plan, making it possible to explain the implementation of two different surveys.
    DETAILED DESCRIPTION
    FIG. 1 schematically shows a flight management assembly 1 of an aircraft, in particular a transport aircraft, which makes it possible to illustrate the invention.
    This flight management set 1 which is embedded on the aircraft, comprises two guide chains 2A and 2B each provided with a flight management system 3A and 3B of the FMS type ("Flight Management System" in English). ).
    The two flight management systems 3A and 3B ("FMS1" and "FMS2") are independent and are housed in different equipment ("hardware" in English).
    Each of said flight management systems 3A and 3B is configured to perform the calculations specified below, and in particular a calculation of guidance instructions for the aircraft.
    The guidance of the aircraft is performed according to data (including guidance instructions) provided by only one of said two guide chains 2A and 2B, said active guide chain.
    Said flight management set 1 also comprises at least one monitoring unit 4A, 4B ("MONITOR 1, 2" for "Monitoring" in English) configured to perform data monitoring generated by the flight management systems 3A. and 3B. The monitoring unit 4A, 4B is housed in hardware ("hardware" in English) different from the equipment hosting the two flight management systems 3A and 3B. The monitoring unit 4A, 4B is configured to monitor the guidance (or orders) calculated by the two flight management systems 3A and 3B so as to detect and identify, if necessary, a management system. defective flight, among the flight management systems 3A and 3B, as specified below.
    A defective flight management system is understood to mean a flight management system that calculates and transmits at least one guidance instruction that is erroneous (or incorrect).
    To do this, the monitoring unit 4A, 4B comprises a monitoring device 5 ("DEVICE" for "Monitoring Device" in English).
    According to the invention, said monitoring device 5 comprises, as represented in FIG. 2: a receiving unit 9 ("RECEPT" for "Receiving Unit" in English) configured to receive a guidance instruction to be monitored and less the current position of the aircraft, the guidance set to be monitored representing the guidance set calculated by one of said flight management systems 3A, 3B; a calculation unit 10 ("COMP 1" for "Computation Unit" in English) which is connected via a link 11 to the reception unit 9 and which is configured to calculate a plurality of positions P1 to P4 said extrapolated aircraft AC (Figure 3), at least from said guidance and said current position PO of the aircraft AC; a calculation unit 12 ("COMP 2" for "Computation Unit" in English) which is connected via a link 13 to the calculation unit 10 and which is configured to calculate road deviations E1 to E4 said extrapolated, corresponding to deviations of said extrapolated positions P1 to P4 relative to an active segment SA of a flight plan followed by the aircraft AC (Figure 3); and - an analysis unit 14 ("ANALYSIS" for "Analysis Unit" in English) which is connected via a link 15 to the computing unit 12 and which is configured to analyze deviations of route E1 to E4 extrapolated, to determine if the guidance setpoint is correct or incorrect.
    In a particular embodiment, several successive durations are considered for calculating the extrapolated positions P1 to P4.
    However, in a preferred embodiment, the extrapolation of the position being based on the setpoint alone (the position of the aircraft is extrapolated as if instantaneous rolling were going from the current roll to the setpoint value), the dynamics of the the aircraft does not intervene, and it is not necessary to extrapolate over several time horizons for a given instruction. In this preferred embodiment, it is sufficient to analyze the time evolution of the extrapolation of the position to a single time horizon. This time horizon is finely defined for optimal detection (and is preferably parameterizable).
    According to the invention, the analysis unit 14 comprises a main analysis module M1 configured: to check whether the following three conditions are met: a first derivative of the road deviations E1 to E4, is positive; • a second derivative of the road deviations E1 to E4 is positive; and the extrapolated positions P1 to P4 are on the same side of the active segment SA (which may be a straight segment or a curved (or curvilinear) segment) as the current position PO of the aircraft AC; and - to conclude that the guidance instruction is incorrect, if these three conditions are fulfilled simultaneously.
    Indeed, the extrapolated route deviations must increase (positive first derivative) to ensure the existence of a divergence. Similarly, the derivative of these extrapolated route deviations must increase (positive second derivative) to be sure that the flight management system is not correcting the divergence. In addition, if the third condition is not fulfilled, the course deviation will cancel, and the aircraft will converge to the active segment (or current).
    The monitoring device 5 of the monitoring unit 4A, 4B is thus able to isolate a defective flight management system in order to allow the crew to perform an RNP operation, with an acceptable response time.
    In a particular embodiment, the monitoring unit 4A, 4B is configured: to calculate the difference between a guidance setpoint calculated by one of said flight management systems 3A and 3B and a corresponding guide setpoint calculated by the other of said flight management systems 3A and 3B, and for comparing this difference to a predetermined margin; and if said difference is greater than said margin, to carry out a consistency check by analyzing the evolutions of the extrapolations of the position of the aircraft, deduced from the respective guidance instructions, so as to be able to detect an incoherent guide setpoint (c). that is to say, erroneous) and thus detect as defective the flight management system having calculated this incoherent guide setpoint.
    In a preferred embodiment, shown in Figure 1, the flight management assembly 1 comprises two monitoring units 4A and 4B which are configured to perform the same monitoring, and each of which is provided with a monitoring device 5 This makes it possible, in case of failure of one of these monitoring units 4A and 4B in RNP operation, to still be able to detect, if necessary, a defective flight management system 3A or 3B, and thus to ensure the integrity required for this type of RNP operation.
    Furthermore, the flight management assembly 1 comprises switching means configured for, in the event of detection by the monitoring unit 4A, 4B of a defective flight management system (for example the flight management system 3A) and if the active guide chain is that comprising this defective flight management system (the guide chain 2A in this example), generate a switch consisting in making the other one of said two guide chains 2A and 2B active (to know the guide chain 2B in this example).
    Furthermore, in a preferred embodiment, the analysis unit 14 of the monitoring device 5 comprises an auxiliary analysis module M2 configured to: - make it possible to check whether at least one of the two following conditions (when a TF-TF transition between first and second successive straight segments) is satisfied: c1) the derivative of a current roll angle (i.e. the effective roll angle, current time, of the aircraft) and the derivative of a target roll angle (generated by a flight management system) are of the same sign, the target roll angle being the sum of a nominal roll angle and a correction term depending on the deviation of the road, the nominal roll angle being a roll angle relative to a considered segment of the current flight plan; c2) the target roll angle is different from the nominal roll angle, and the difference between the target roll angle and the nominal roll angle does not vary, the roll angle current of the aircraft varies; and - conclude that the guidance instruction is incorrect, if one of these two conditions is fulfilled.
    The two analysis modules M1 and M2 are permanently active during the implementation of the monitoring carried out by the monitoring device 5.
    The auxiliary analysis module M2 aims to avoid false alarms during roll anticipation distance, type RAD (for "Roll Anticipation Distance" in English). As the nominal roll angle changes directly from one flight plan segment to the next segment and as the aircraft dynamics (roll rate generally around 3 ° / s) limits the ability to follow the flight path. Nominal roll angle, each turn must be anticipated to follow the trajectory in the best way.
    Due to the maximum permissible roll rate for the aircraft, it is not possible to instantly obtain the new roll command at each segment sequencing. During the RAD distance, the aircraft has not yet sequenced the current segment, but the nominal roll angle is that of the next segment.
    For this reason, flying at the RAD distance, the course deviation will necessarily increase and additional checks must be made, based on the fact that, during the RAD distance, the target roll angle of the flight management system diverges from the current segment (to anticipate convergence to the next segment), but as the track error and the TAE ("Angle Error Error") increase Target roll tends to bring the aircraft back onto the path and thus the derivative of the target roll angle of the flight management system is, under normal conditions, the opposite of the derivative of the current roll angle.
    A failure is thus detected if the derivatives of the target roll angle and the current roll angle are of the same sign (condition c1 above), or if the target roll angle is constant and different from the angle of nominal roll, the derivative of the current roll angle is not zero (condition c2 above).
    It should be noted that, if the target roll angle differs from the nominal roll angle (track deviation to be absorbed) and the difference between the two values (the target roll angle and the nominal roll angle) , proportional to the road deviation to be absorbed, does not vary, while the current roll angle of the aircraft varies, the command is frozen.
    The condition c2 is necessary to detect the particular case of a frozen error control at the output of the flight management system 3A, 3B, which condition c1 does not detect.
    Furthermore, in the usual way, when the existence of two consecutive rectilinear segments TF1 and TF2 is detected, as represented in FIG. 4, the flight management system recalculates a curved transition segment TR ("curvilinear") to avoid an overflight of the waypoint WPT ("waypoint") at the junction of these two straight segments TF1 and TF2.
    The transition is recalculated based on the current state of the aircraft (ground speed, position) and course change. The change of course is the angle between the direction of the two straight segments TF1 and TF2, namely π-a with the angle between the two rectilinear segments TF1 and TF2.
    For such TF-TF transitions (such as TF1-TF2 in FIG. 4), the reference segment used by the monitoring device 5 (namely the TF1 segment of the consolidated flight plan) is different from the reference segment of the trajectory recalculated by the flight management system (the TR segment).
    Thus, if the aircraft AC is outside the TF1 segment or in the curve TR segment, calculated by the flight management system, the monitoring device 5 would detect a divergence from the trajectory with the previous conditions. Whenever the aircraft flies in the area between the segment TR, recalculated by the flight management system, and the part TF-TF of the flight plan (zone Z1 of figure 4), a normal situation of control, to separate the aircraft from the flight plan to converge to the TR segment, would be detected as erroneous. The analysis unit 14 comprises various auxiliary analysis modules M3, M4 and M5 making it possible to carry out monitoring to avoid such false alarms.
    Different monitoring operations are possible taking into account: a) conditions based on the detection of a turn anticipation distance TAD ("Turn Anticipation Distance" in English), performed by analyzing the variation of the deviation of instant route, and implemented by auxiliary analysis modules M3 and M4 specified below; or b) a containment zone based on the size of the segments (with a fixed value, which is easy to find from a navigation database), implemented by the auxiliary analysis module M5. This monitoring implemented by the auxiliary analysis module M5 is less precise than the two monitors implemented by the auxiliary analysis modules M3 and M4, but it is sufficient, robust and independent of the flight management systems.
    The analyzes and monitoring implemented for the auxiliary analysis modules M3 and M4 are based on a potential TAD turn anticipation distance, and are very sensitive to small variations in this zone.
    To do this, in a first time-based embodiment, the analysis unit 14 comprises the auxiliary analysis module M4 which is configured for, during a transition between a first active segment TF1 and a second segment active TF2, which are successive and rectilinear: - check if the following condition is fulfilled: the extrapolated road deviation with respect to the TF2 segment until the transition between the two segments TF1 and TF2 at an extrapolation time Tex does not decrease not, said extrapolation time Tex corresponding to an estimated time until the transition between the two segments TF1 and TF2; and - conclude that the guidance setpoint is incorrect, if this condition is met (ie if the extrapolated route deviation does not decrease as it should).
    This monitoring thus consists in testing the variations of the road deviation from the instant of extrapolation time Tex.
    In addition, a second embodiment is based on the center of rotation Ω (FIG. 4), which is determined from the estimated turn anticipation distance TAD by analyzing the variation of the instantaneous course deviation.
    In this second embodiment, the analysis unit 14 comprises an auxiliary analysis module M5 configured for, during a transition between a first active segment TF1 and a second active segment TF2, which are successive, and rectilinear: - Check if the following condition is fulfilled: the velocity vector of the aircraft is not orthogonal to the radius vector (passing through the center Ω of the segment TR having an arc of circle, and the position of the aircraft); - conclude that the guideline is incorrect, if this condition is met (the speed vector of the aircraft is not orthogonal to the radius vector).
    In this second embodiment, the beginning of the analysis is the same as that of the first embodiment, but from the estimated distance TAD, an estimated center Ω of the theoretical curve transition (TR) is calculated, and uses a scalar product to detect a problem.
    Furthermore, the analysis unit 14 comprises an auxiliary analysis module M5 configured for, during a transition between two successive active segments TF1 and TF2 of rectilinear type: - check if the following condition is fulfilled: aircraft does not fly inside a containment zone Z2 (shown hatched in Figure 5) dependent on said active segments TF1 and TF2. Active segments TF1 and TF2 are defined by line segments, respectively, between waypoints W1 and WPT and between waypoints WPT and W2. The confinement zone Z2 is a triangle presenting as vertices, respectively, the passage points W1, WPT and W2; and - conclude that the guidance instruction is incorrect if the above condition is fulfilled.
    The points of passage W1 and W2 are defined according to the configuration of the flight plan.
    Moreover, in a particular embodiment, the analysis unit 14 comprises an auxiliary analysis module M6 configured to: - check whether the following two conditions are met: • conditions indicating that the guidance setpoint is incorrect, have been fulfilled at least during a predetermined number of successive treatments; and the extrapolated route deviation is greater than a predetermined value; and - conclude that the guidance instruction is incorrect only if both conditions are fulfilled simultaneously.
    The monitoring device 5, as described above, implements the following successive steps ET1 to ET3: a computation step ET1 for calculating from the guidance setpoint to be monitored, a plurality of positions P1, P2, P3 and P4 said extrapolated aircraft AC, as shown in Figure 3, for durations given from the current time; a step ET2 for calculating the so-called extrapolated E1, E2, E3, E4 road deviations, respectively corresponding to deviations of the extrapolated positions P1, P2, P3, P4 of the aircraft AC, which form an extrapolated trajectory TE (of which the direction of flight is shown by an arrow F in Figure 3) with respect to an active segment SA of the flight plan (Figure 3); and an ET3 step for analyzing extrapolated differences in the roadways E1 to E4, in order to determine whether they are diverging or converging (with respect to the active segment SA), in order to be able to determine whether the guidance setpoint is correct or not, the system flight management 3A, 3B calculating in principle a guidance set to converge the aircraft to the active segment SA.
    There is thus obtained a method (implemented by the flight management assembly 1) for monitoring the guidance instructions at the output of a flight management system 3A, 3B, which is fast, simple, inexpensive and effective.
    The steps ET1 to ET3 of said monitoring method are specified below. The step ET1 consists in calculating an extrapolated position of the aircraft, for example in 1.2, ..., 10 seconds, using the following data: the current values of parameters (position, speed, .. .) of the aircraft illustrating the current state of the aircraft. These values must be validated by a position monitoring (comparison of data from three sources to check whether the source used is correct or not); a roll order (or roll order) representing the guidance instruction whose validity is to be evaluated; - the current values of atmospheric parameters (wind, altitude, temperature, ...); and a usual model of aircraft performance.
    In this step ET1, the monitoring, implemented by the monitoring unit 4A, 4B, considers that the aircraft is flying for a predefined period of time with a roll angle equal to the roll order provided by the control system. flight considered. The ET2 step consists of calculating the road deviations E1 to E4 of the extrapolated positions, with respect to the validated active segment SA of the flight plan.
    In addition, step ET3 performs an analysis of the extrapolated deviation values. The evolution of extrapolated deviation values is analyzed to determine if they diverge or converge to detect and identify a defective flight management system. To do this, the various analyzes mentioned above, implemented by the analysis modules M1 to M6, can be performed. The flight management assembly 1 is therefore based on an architecture with two flight management systems 3A and 3B, which implements monitoring, in particular, the calculation of orders (or instructions) guidance. The monitoring guidance guidance generated by a flight management system 3A, 3B is based on an extrapolation of the position of the aircraft.
    Furthermore, in a particular embodiment, each of the flight management systems 3A and 3B is configured to also perform, in addition to the development of guidance instructions to enslave the position of the aircraft on the trajectory, the calculations following: - a calculation of the position of the aircraft; a calculation of the trajectory of the aircraft; and a calculation of the difference between the position and the trajectory of the aircraft.
    Moreover, in a particular embodiment, each of the monitoring units 4A and 4B can be configured to perform, in addition to the monitoring of the orders (or instructions) for guidance, also the following monitoring calculations made by the management systems of flight 3A and 3B: - monitoring of a calculation of a position of the aircraft; a monitoring of an extraction of an RNP procedure from a navigation database of the NDB (Navigation Data Base) type, the RNP procedure being stored in the navigation database of the system flight management, and loading the procedure into a flight plan; and - a monitoring of a trajectory calculation.
    As represented in FIG. 1, each guide chain 2A, 2B comprises a set 6A, 6B of usual sensors for determining (measuring, calculating, ...) data ("DATA 1,2"), namely the values parameters related to the state (position, speed, ...) of the aircraft and its environment (temperature, ...). These values are provided via a link MA, MB of the set 6A, 6B to the corresponding flight management system 3A, 3B ("corresponding" meaning that part of the same guide chain 2A, 2B).
    Each flight management system 3A, 3B calculates a position of the aircraft on the basis of values received from the corresponding sensor assembly 6A, 6B. In the particular embodiment shown in FIG. 1, the flight management assembly 1 also comprises an auxiliary unit 7 ("AUX" for "Auxiliary Unit" in English) which calculates a third position on the basis of received values. sets 6A and 6B via, respectively, I2A and I2B links. This auxiliary unit 7 may in particular serve as a third data source for comparison and voting in the monitoring unit 4A, 4B. This auxiliary unit 7 performs only the calculations and operations indicated and does not correspond to a (third) flight management system. The monitoring unit 4A receives information from the flight management system 3A, the flight management system 3B and the auxiliary unit 7, respectively via links I4A, I5B and I6A, and can provide information to the flight control system. 3A corresponding flight management via an I7A link. Similarly, the monitoring unit 4B receives information from the flight management system 3A, the flight management system 3B and the auxiliary unit 7, respectively via links I5A, I4B, and I6B, and can provide information to the corresponding flight management system 3B via an I7B link.
    The monitoring of the position calculation is implemented in the monitoring unit 4A, 4B (or in the flight management system 2A, 2B) by comparison and vote positions provided by the two flight management systems 4A and 4B with the position provided by the auxiliary unit 7. Furthermore, each of the flight management systems 3A and 3B calculates the guidance (or orders) guidance based on the validated position and validated active segment of the flight plan. and sends it to the monitoring unit 4A, 4B which monitors the evolution of the extrapolation of the position of the aircraft, derived from these guidance instructions, and invalidates the calculation in case of detection of anomaly by positioning a monitoring status to invalid.
    As shown in FIG. 1, each of the two guide chains 2A and 2B of the flight management assembly 1 comprises a guidance computer 8A, 8B ("FG 1, 2" for "Flight Guidance" in English) linked by an I8A, I8B link to the flight management system 3A, 3B. One of said guidance calculators 8A, 8B, namely the guidance computer of the active guide chain, pilot servocontrols customary control surfaces of the aircraft to guide the aircraft in accordance with the guidance instructions. The selection logic (depending on the monitoring status) between the guidance computer 8A and the guidance computer 8B, for controlling the servocontrols and guiding the aircraft, is implemented at these guidance computers 8A and 8B. usual way. The flight management assembly 1, as described above, therefore has an architecture based on two flight management systems 3A and 3B and monitoring (implemented in particular by the monitoring units 4A and 4B), including a monitoring guidance guidance, to be able to implement RNP 0.1 type operations.
    This architecture allows: - to avoid having to install a third flight management system (to serve as a third source of voting), which would be expensive and complicated; - to obtain a fast response time; - to identify if necessary a defective flight management system (in case of calculation of erroneous guidance instructions) to invalidate the defective flight management system and to continue the operation on the remaining flight management system not down, and if possible resynchronize the defective flight management system on the non-faulty flight management system; to avoid the calculation of a flight path by the monitoring device (which should be validated by an algorithm beforehand), by comparing the extrapolated position of the aircraft with the validated flight plan, and not not with the flight path; and to avoid false alerts (or alarms), in particular during transitions, by implementing the above-mentioned checks (carried out by the analysis modules M1 to M6).
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    A method of monitoring at least one guidance set provided by a flight management set, said flight management set (1) comprising two guide chains (2A, 2B) each provided with a flight management system. flight management (3A, 3B), each of said flight management systems (3A, 3B) being configured to calculate at least one guidance instruction for the aircraft (AC), characterized in that it comprises the following successive steps a reception step, implemented by a reception unit (9), comprising receiving a guidance instruction to be monitored and at least the current position of the aircraft (AC), the guidance instruction to be monitored representing the guidance set calculated by one of said flight management systems (3A, 3B); a first calculation step, implemented by a first calculation unit (10), consisting in calculating a plurality of positions (P1 to P4) said extrapolated from the aircraft (AC), at least from said guidance setpoint and said current position of the aircraft (AC); a second calculation step, implemented by a second calculation unit (12), consisting in calculating said extrapolated route deviations (E1 to E4) corresponding to deviations of said extrapolated positions (P1 to P4) with respect to an active segment of a flight plan followed by the aircraft; and an analysis step, carried out by an analysis unit (14), consisting in analyzing the extrapolated route deviations (E1 to E4) to determine whether the guidance instruction is correct or incorrect, the step d analysis comprising a main substep consisting of: • checking whether the following three conditions are fulfilled: - a first derivative of the extrapolated route deviations (E1 to E4) is positive; a derivative seconded by extrapolated road deviations (E1 to E4) is positive; and - the extrapolated positions (P1 to P4) are on the same side of the active segment (SA) as the current position (PO) of the aircraft (AC); and • to conclude that the guidance instruction is incorrect, if these three conditions are fulfilled simultaneously.
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that the analysis step comprises a first auxiliary sub-step consisting, during a transition between a first and a second successive active segments: - to check if at least the one of the following two conditions is satisfied: • the derivative of a current roll angle and the derivative of a target roll angle are of the same sign, the target roll angle being the sum of a nominal roll angle and a corrective term depending on the routed deviation, the nominal roll angle being a roll angle relative to a segment of the current flight plan; The target roll angle being different from the nominal roll angle, and the difference between the target roll angle and the nominal roll angle does not vary, the current roll angle of the aircraft ( AC) varies; and - to conclude that the guidance instruction is incorrect if one of these two conditions is fulfilled.
    [3" id="c-fr-0003]
    3. Method according to one of claims 1 and 2, characterized in that the analysis step comprises a second auxiliary sub-step consisting, during a transition between a first and a second successive active segments (TF1, TF2 ), of rectilinear type: - to check if the following condition is fulfilled: the road deviation with respect to the second segment extrapolated to an extrapolation time does not decrease, the extrapolation time corresponding to an estimated time to the transition ; and - to conclude that the guidance instruction is incorrect if this condition is fulfilled.
    [4" id="c-fr-0004]
    4. Method according to one of claims 1 to 3, characterized in that the analysis step comprises a third auxiliary sub-step consisting, during a transition between a first and a second successive active segments (TF1 and TF2 ), of rectilinear type: - to check if the following condition is fulfilled: a velocity vector of the aircraft (AC) is not orthogonal to a ray vector; - to conclude that the guidance instruction is incorrect if this condition is met.
    [5" id="c-fr-0005]
    5. Method according to any one of the preceding claims, characterized in that the analysis step comprises a fourth auxiliary sub-step consisting, during a transition between a first and a second successive active segments (TF1, TF2). , of rectilinear type: - to check if the following condition is fulfilled: the aircraft AC does not fly inside a confinement zone (Z2) depending on said first and second active segments (TF 1, TF2); - to conclude that the guidance instruction is incorrect if this condition is met.
    [6" id="c-fr-0006]
    6. Method according to any one of the preceding claims, characterized in that the analysis step comprises a fifth auxiliary sub-step consisting in: - checking whether the two following conditions are met: • conditions indicating that the instruction incorrect guidance have been fulfilled at least during a predetermined number of successive processes; and the extrapolated route deviation is greater than a predetermined value; and - to conclude that the guidance instruction is incorrect only if both conditions are fulfilled simultaneously.
    [7" id="c-fr-0007]
    7. Method according to any one of the preceding claims, characterized in that the first calculation step consists in calculating an extrapolated position (P1 to P4) of the aircraft (AC), with the aid of the following data: aircraft parameter values (AC), of which at least the current position, previously validated, illustrating a state of the aircraft (AC); a rolling order representing the guidance setpoint to be monitored; the current value of at least one atmospheric parameter; and - an aircraft performance model (AC).
    [8" id="c-fr-0008]
    8. Device for monitoring at least one guidance set provided by a flight management assembly, said flight management assembly (1) comprising two guide chains (2A, 2B) each provided with a flight management system. flight management (3A, 3B), each of said flight management systems (3A, 3B) being configured to calculate at least one guidance instruction for the aircraft (AC), characterized in that it comprises: - a unit receiver (9) configured to receive a guidance setpoint to be monitored and at least the current position of the aircraft (AC), the guidance setpoint to be monitored representing the guidance setpoint calculated by one of said flight management systems (3A, 3B); a first calculation unit (10) configured to calculate a plurality of positions (P1 to P4) said extrapolated from the aircraft (AC), at least from said guidance setpoint and from said current position of the aircraft (AC); ); a second calculation unit configured to calculate said extrapolated route deviations (E1 to E4) corresponding to deviations of said extrapolated positions (P1 to P4) with respect to an active segment of a flight plan followed by the aircraft; and - an analysis unit (14) configured to analyze extrapolated route deviations (E1-E4) to determine whether the guidance instruction is correct or incorrect, the analysis unit (14) comprising a module of main analysis (M1) configured to: • check whether the following three conditions are fulfilled: - a first derivative of the extrapolated route deviations (E1 to E4) is positive; a second derivative of the extrapolated route deviations (E1 to E4) is positive; and - the extrapolated positions (P1 to P4) are on the same side of the active segment (SA) as the current position (PO) of the aircraft (AC); and • conclude that the guidance instruction is incorrect if all three conditions are fulfilled simultaneously.
    [9" id="c-fr-0009]
    9. Device according to claim 8, characterized in that the analysis unit (14) comprises at least one auxiliary analysis module (M2 to M6).
    [10" id="c-fr-0010]
    10. An aircraft flight management assembly, said flight management assembly (1) comprising two guide chains (2A, 2B) each provided with a flight management system (3A, 3B), each said flight management systems (3A, 3B) being configured to perform at least one calculation of guidance instructions for the aircraft (AC), said flight management set (1) also comprising at least one monitoring unit (4A , 4B) configured to perform data monitoring generated by the flight management systems (3A, 3B), characterized in that the monitoring unit (4A, 4B) comprises a monitoring device (5) according to one of claims 8 and 9.
    [11" id="c-fr-0011]
    11. Aircraft, characterized in that it comprises a monitoring device (5) according to one of claims 8 and 9.
    [12" id="c-fr-0012]
    Aircraft, characterized in that it comprises a flight management assembly (1) according to claim 10.
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    FR2983598A1|2011-12-06|2013-06-07|Airbus Operations Sas|Method for automatic monitoring of flight management assembly of transport aircraft, involves comparing deviations between current position and flight trajectory and control guidance commands on trajectory to deduce incoherence of data|
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    法律状态:
    2016-12-22| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-09| PLSC| Publication of the preliminary search report|Effective date: 20170609 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-12-19| PLFP| Fee payment|Year of fee payment: 4 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 5 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 6 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1562024A|FR3044758B1|2015-12-08|2015-12-08|AIRCRAFT FLIGHT MANAGEMENT ASSEMBLY AND METHOD OF MONITORING GUIDING INSTRUCTIONS OF SUCH AN ASSEMBLY.|
    FR1562024|2015-12-08|FR1562024A| FR3044758B1|2015-12-08|2015-12-08|AIRCRAFT FLIGHT MANAGEMENT ASSEMBLY AND METHOD OF MONITORING GUIDING INSTRUCTIONS OF SUCH AN ASSEMBLY.|
    CN201680070199.2A| CN108474667B|2015-12-08|2016-11-24|The monitoring method of the guidance instruction of the flight management component and this component of aircraft|
    US15/781,932| US10261510B2|2015-12-08|2016-11-24|Assembly for the flight management of an aircraft and method for monitoring guidance instructions for such an assembly|
    PCT/EP2016/078645| WO2017097595A1|2015-12-08|2016-11-24|Assembly for the flight management of an aircraft and method for monitoring guidance instructions for such an assembly|
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