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    • 专利摘要:
    This aircraft piloting aid system comprises at least one primary chain (13) and at least one secondary chain (15), each chain (13, 15) comprising a plurality of interconnected electronic modules, the primary chains (13) ) and secondary (15) differing from each other by at least one electronic module, each chain (13, 15) being configured to at least restore steering assistance information and for the implementation of the least one avionics function belonging to the group comprising: - automatic piloting, - flight plan management and trajectory development, - alert generation in case of aircraft malfunction or in the event of detection of at least one risk on the aircraft. trajectory, the primary channel (13) being configured to operate in a nominal mode for rendering information for driving assistance, and the secondary chain (15) being configured to operate in a degraded mode in which the mode information are partially returned.
    公开号:FR3061344A1
    申请号:FR1601854
    申请日:2016-12-23
    公开日:2018-06-29
    发明作者:Christian Cantaloube
    申请人:Thales SA；
    IPC主号:
    专利说明:

    Holder (s):
    THALES Public limited company.
    Agent (s): simplified.
    CABINET LAVOIX Joint-stock company ® AIRCRAFT PILOT ASSISTANCE SYSTEM.
    @) This aircraft piloting assistance system comprises at least one primary chain (13) and at least one secondary chain (15), each chain (13,15) comprising a plurality of interconnected electronic modules, the primary chains (13) and secondary (15) differing from each other by at least one electronic module, each chain (13, 15) being configured to at least restore information of assistance to piloting and for the implementation of '' at least one avionics function belonging to the group comprising:
    - automatic piloting,
    - flight plan management and trajectory development,
    generation of an alert in the event of an aircraft malfunction or in the event of the detection of at least one risk on the trajectory, the primary chain (13) being configured to operate according to a nominal mode for restoring assistance information when driving, and the secondary chain (15) being configured to operate in a degraded mode in which the information of the nominal mode is partially restored.

    Aircraft pilot assistance system
    The present invention relates to the field of avionics systems on board aircraft, in particular piloting aid systems comprising at least one chain for at least restoring piloting aid information.
    For piloting and controlling an aircraft, it is essential for the crew to know certain flight parameters of the aircraft.
    An aircraft pilot assistance system chain implements avionics functions. An avionics function is, for example, the calculation of flight parameters as a function of measurement signals supplied by sensors, the development of actuator control signals of the aircraft as a function of flight parameters and / or trajectory instructions , recording flight parameters for maintenance, displaying flight parameters on a display, for example in the cockpit of an aircraft, etc.
    The flight parameters of an aircraft include in particular the parameters relating to air (or air references), the parameters relating to earth (or inertial references) and are restored by one or more assistance system chain (s). piloting.
    The parameters relating to the air include, for example, the calibrated air speed (or CAS from the English Calibrated Air Speed), the true air speed (or TAS from the English True Air Speed), the Mach number, the vertical speed, angle of incidence (AOA), skid angle, static pressure, air temperature.
    Land-related parameters include, for example, attitude angles (roll, pitch), heading, angular velocities and angular accelerations of roll, pitch and yaw, acceleration and speed relative to the ground.
    Different types of aircraft pilot assistance systems are known, comprising at least two pilot aid chains.
    A first chain generally implements two sets of technologically identical piloting assistance equipment dedicated respectively to the pilot and the co-pilot. Although thus presenting a redundancy to faults, these two chains are respectively formed from the same types of electronic components, and a defect in design or production of one of the types of electronic components can induce their complete loss.
    The second piloting aid chain called secondary chain (or emergency chain) is intended to be used in the event of failure of the primary piloting aid chain (s) such as the primary chain (s) , described above, and respectively dedicated to piloting in nominal mode.
    Such a backup chain includes an integrated electronic standby instrument (or IESI from the English Integrated Electronic Standby Instrument). Such an emergency electronic instrument is connected to pressure measurement probes, comprises or is connected to a set of accelerometers and gyrometers, and includes a computer for calculating a set of anemobarometric and inertial parameters from the measurements delivered by the probes and sensors. This electronic emergency instrument is also connected to (or incorporates) a display to restore the set of anemobarometric and inertial parameters obtained. The emergency heading is provided by an autonomous emergency compass or a terrestrial magnetic field sensor connected to the IESI.
    Nevertheless, the set of parameters obtained by this electronic standby instrument conventionally comprises a number of flight parameters lower than that of the sets of flight parameters calculated by the primary chain or chains used in nominal mode. The size of the display associated with this electronic emergency instrument is also reduced, equal to plus or minus 10% near a size of three inches by three inches.
    Thus, in a situation of failure of the primary chain, the current secondary chain implements a limited number of avionic functions and the restitution of the set of vital flight parameters to piloting is uncomfortable for a crew otherwise under stress in front of a such failure of the primary chain.
    One of the aims of the invention is to propose an improved system for piloting assistance making it possible to facilitate piloting by the crew even in the event of failure of the primary chain.
    To this end, the subject of the invention is an aircraft piloting assistance system, comprising at least one primary chain and at least one secondary chain, each chain comprising a plurality of interconnected electronic modules, the primary and secondary chains differing between '' one from the other by at least one electronic module, each chain being configured to at least restore pilot assistance information and for the implementation of at least one avionics function belonging to the group comprising:
    automatic piloting, management of the flight plan and development of trajectory, generation of alert in the event of an aircraft malfunction or in the event of detection of at least one risk on the trajectory, the primary chain being configured to operate in a mode nominal rendering of pilot assistance information, and the secondary chain being configured to operate in a degraded mode in which the nominal mode information is partially restored.
    By "risk" is meant the danger of an aircraft collision due to excessive approach to the ground or an obstacle, or linked to traffic conditions during the flight, or linked to a weather phenomenon.
    According to particular embodiments, the piloting aid system includes one or more of the following optional characteristics:
    the primary chain and the secondary chain are each associated with separate criticality levels (DAL), the secondary chain being associated with a criticality level (DAL) more demanding than the criticality level (DAL) associated with the primary chain, the secondary chain is configured for:
    - be activated in the event of a malfunction of the primary chain, or
    - operate in parallel with the primary chain, the screen size (s) of display (s) of the primary chain is equal to or greater than the screen size (s) of display (s) of the secondary chain , the screen diagonal of the secondary chain being greater than or equal to six inches, in each chain, at least one screen of the electronic module is touch-sensitive and / or is configured to be connected to a pointing device, the system of pilot aid further comprises a tertiary chain configured to operate according to a mode of enrichment of restitution of pilot aid information comprising at least one additional pilot aid information and distinct from the pilot aid information nominal or degraded mode, the primary, secondary and tertiary chains differing two by two by at least one electronic module, at least two distinct chains are configured to be connected by a li aison of secure communication, one of the at least two chains configured to be connected by a secure communication link comprises an electronic module configured to execute an instruction received from the other chain, the secondary chain further comprises an electronic module for entering piloting instructions, at least one chain can be reconfigured in the event of another chain malfunction.
    The invention and its advantages will be better understood on reading the description which follows, given solely by way of nonlimiting example, and made with reference to the appended drawings, in which:
    FIG. 1 is a schematic view of a piloting aid system comprising a primary chain, a secondary chain and a tertiary piloting aid chain, FIG. 2 is a schematic view of the primary chain of FIG. 1, Figure 3 is a schematic view detailing the general structure of a primary, secondary or tertiary chain computer of Figure 1, Figure 4 is a schematic view of the secondary chain of Figure 1, Figure 5 is a schematic view of the tertiary chain of FIG. 1, FIGS. 6 to 10 are schematic views of different arrangements of display screens of the piloting assistance system of FIG. 1 in a cockpit of the aircraft.
    The on-board piloting aid system 11 according to the embodiment of FIG. 1 comprises three electronic piloting aid chains, a primary chain 13, a secondary chain 15, an optional tertiary chain 17 (shown in dotted lines), each configured to at least return pilot assistance information to an aircraft crew.
    Each chain 13, 15, 17 is associated with a specific operating mode.
    The primary chain 13 is configured to operate according to a nominal mode for rendering pilot assistance information. In other words, by default the primary chain is used as the main title.
    The secondary chain 15 is configured to operate according to a degraded mode of restitution of pilot assistance information. According to this degraded restitution mode, the information of the nominal mode is partially restored. In other words, according to this mode of partial restitution of the information of piloting assistance, in comparison with the nominal mode of restitution, there is less information of piloting aid restored, and / or the information of piloting aid returned are less accurate. In addition, the secondary chain 15 is configured to be activated in the event of a malfunction of the primary chain 13 or to operate in parallel with the primary chain 13, as a complement or for cross-checking.
    The primary 13 and secondary 15 chains are therefore configured to provide them with an overlap of avionic functions making it possible to compensate for the possible failure of one or the other.
    When the secondary chain 15 operates in parallel with the primary chain 13, it is configured to execute permanently and independently of the operation (good or bad) of the primary chain 13 the same avionic functions.
    The tertiary chain 17 is optional and configured to operate according to a mode of enrichment of restitution of pilot assistance information. According to this mode of enrichment of restitution, at least one additional aid to piloting information and distinct from the aid to piloting information of the nominal mode or of the degraded mode is restored.
    In other words, each chain is configured to determine, according to its own operating mode, flight parameters and broadcast them, in real time, to on-board electronic output modules, using the flight parameters to ensure avionics functions for piloting and / or controlling the aircraft.
    Furthermore, according to the invention each chain can be activated / deactivated manually by a member of the crew and / or automatically in the event of a failure of one of the primary 13, secondary 15 or tertiary 17 chains during operation.
    To do this, a chain, for example the primary chain 13, is composed of a plurality of electronic modules, interconnected within the primary chain by wired or wireless communication links 18, and divided into three sets, namely a set 19 of primary sensors, a set 21 of primary computers and a set 23 of output modules comprising displays or primary actuators or transmitters.
    The secondary chain 15 is also composed of a set 25 of secondary sensors, a set 27 of secondary computers and a set 29 of output modules comprising displays or actuators or secondary transmitters.
    Among the functions performed in parallel by the electronic modules of the primary chain 13 and of the secondary chain 15, there is necessarily according to the invention the display of flight parameters in the cockpit for the attention of pilots and at least one avionics function belonging to the group comprising:
    automatic piloting configured to control the engines and the control surfaces of the aircraft (keeping a set trajectory, generally simple) management of the flight plan (programming and monitoring of a complex trajectory from takeoff to landing) generation of alert in case of aircraft malfunction or in the event of detection of at least one risk on the trajectory.
    By “risk”, we mean a danger of collision of the aircraft linked to the excessive approach of the ground or an obstacle, or linked to the traffic conditions during the flight, or also linked to a weather phenomenon near the aircraft. .
    Such a risk is evaluated by means of a quantity representative of the risk run by the aircraft, such a quantity being for example:
    - the position of a potential intersection of the trajectory of the aircraft and the ground determined by a dedicated avionics function of TAWS type (from the English Terrain Awareness and Warning System),
    - the position of a potential collision with another aircraft determined by a dedicated avionics function of TCAS type (from the Traffic Alert and Collision Avoidance System),
    - a meteorological alert level determined by a weather monitoring module, the weather monitoring module being carried on board the aircraft.
    Thus, compared to the conventional emergency chain, the secondary chain 15 is enriched and capable of providing additional "advanced" avionics functions compared to the simple restitution of a set of vital flight parameters such as attitude, altitude, heading and speed ...
    However, in order to avoid any catastrophic defect during piloting of an aircraft, the primary 13 and secondary 15 chains are designed so that they differ from each other by at least one electronic module, for example by a processor. calculation or by a display.
    In other words, to implement an identical action (for example display), two electronic modules of the same type (for example two displays), present at least a difference in hardware and / or software design (for example the technology d screen or feed) between the primary chain 13 and the secondary chain 15.
    In addition, similarly, the tertiary chain 17 is also composed of a set 31 of tertiary input data receivers, a set 33 of tertiary computers and a set 35 of output modules comprising tertiary displays or actuators or transmitters , the primary 13, secondary 15 and tertiary 17 chains differing two by two by at least one type of electronic module.
    Thus, the secondary chain 15 is suitable for implementing one or more additional avionics function (s) compared to the current emergency chain, which makes it possible to increase the comfort and safety of the crew. in the event of a general fault in the primary chain, the secondary chain being technologically distinct from the primary chain.
    In other words, compared to the current backup chain, the secondary chain 15 according to the invention is configured to allow less degradation of the rendering of pilot assistance information.
    In addition, the primary 13, secondary 15 and tertiary 17 chains are respectively associated with criticality levels (i.e. integrity) (DAL for English Development Assurance Level) different from one chain to another. In particular, the secondary chain 15 is, for example, associated with the maximum criticality level (DAL A) making it possible to guarantee maximum operational reliability. The primary chain 13 is associated with a less demanding level of criticality than that of the secondary chain 15 while retaining an impact on acceptable flight safety (DAL B or C). Finally, the optional tertiary chain 19 is associated with a level of criticality (DAL D or E), less demanding than that of the primary chain, and without effect on flight safety.
    In addition, in the on-board piloting aid system 11 of FIG. 1, the primary chain 13 is configured to be connected via one or more secure communication links 37 to the secondary chain 15 or to the tertiary chain 17 .
    Optionally, the secondary chain 15 is also configured to communicate via a secure communication link 37 (not shown) with the tertiary chain 17.
    To do this, each primary 13, secondary 15, and tertiary 17 chain respectively comprises one or more electronic transmitting / receiving module (s) dedicated to the exchange of secure data, via the secure communications links 37, with a other chain.
    Such secure communication 37 from one chain to another ensures continuity of operation between chains (passing of adjustment parameters or context for example) while avoiding calling into question the integrity of a chain by data from another less demanding criticality level chain.
    The secure communication 37 between two chains of the piloting aid system of FIG. 1 is for example used for:
    loading into the primary chain 13 of a flight plan developed and optimized in the tertiary chain 17, memorization and resumption of execution in the secondary chain 15 of a flight plan initially executed by the primary chain 13 when the primary chain 13 becomes faulty, the supply of data available in the primary chain 13 or secondary 15 to the tertiary chain 17 to feed its enrichment and / or optimization treatments.
    In addition, optionally, to increase the availability of an avionics function without degrading its integrity, optional communications links 38 (in dotted lines) make it possible to connect:
    sensors from one chain to computers from another chain, preferably from the most honest to the least honest, and computers from a chain to electronic output modules (including displays or actuators) from another chain, preferably from least honest to most honest,
    Alternatively, a data supply link, not shown, from a less integrated electronic module of one chain to a more integrated electronic module of another chain is implemented provided that the degradation obtained remains below a predetermined threshold.
    An example of configuration of the primary chain 13 is detailed in FIG. 2.
    The primary chain 13 is configured to implement, according to the nominal operating mode, a maximum number of avionic functions with respect to the secondary chain 15 and to the tertiary chain 17.
    To do this, the set 19 of primary sensors of the primary chain 13 comprises in particular two identical subsets 39 of redundant sensors, two identical subsets 41 of computers, two identical subsets 63 of displays or actuators to ensure the availability of avionics functions (for example for pilot and co-pilot), processing power and proper intrinsic functioning of the primary chain 13.
    According to other embodiments, the number of redundancies of the various elements is greater than two to provide the level of functionality and performance required which would be unattainable with the technology available in a single physical entity.
    Each subset 39 of primary sensors comprises, for example:
    flight parameter sensors relating to air such as anemobarometric units for determining angles, altitude and speed, flight parameter sensors relating to earth such as an inertial unit, for example of the gyrolaser type , environment sensors (terrain, weather, traffic) delivering situation images, radio navigation sensors, DME type (from the English Distance Measuring
    Equipment), radio receivers: VHF, Transponder of the control stations available to the pilot (button, keyboard), optionally physically connected to the displays.
    The set of primary sensors 19 is connected to the set of primary computers 21.
    According to the example of FIG. 2, the set of primary computers 21 comprises two identical primary computers 41 for respectively processing the flight parameters supplied by the two sub-assemblies of primary sensors 39.
    The general structure of a primary computer 41 is shown in Figure 3.
    In FIG. 3, such a primary computer 41 generally comprises an electronic reception module 43 configured to receive the data supplied by the set of primary sensors 19 and the data or instructions supplied by the other secondary 15 or tertiary 17 chains. via secure communications links 37.
    Optionally, the electronic module 43 for receiving data or instructions supplied by the other secondary 15 or tertiary chains 17 via secure communications links 37 includes a tool for checking the integrity (consistency, plausibility, safety) of the data received from other secondary 15 or tertiary 17 chains.
    The electronic reception module 43 supplies the data received to a processing processor 45 CPU (from the English Central Processing Unit) configured to operate calculations from this data and / or execute instructions received from other secondary chains 15 or tertiary 17. The processing processor 45 of a primary computer 41 is a high performance processor, for example a Freescale® MPC 8610 or Freescale® processor of the P20 series, single or multi-core computing (Freescale® P2010, Freescale® P2020 , Freescale® P2040 etc.).
    The processing processor 45 communicates with a memory 47 dedicated to it comprising, for example, a volatile memory RAM (from the English Random Access Memorÿ) and a non-volatile memory ROM (from the English Read Only Memory), each by example of 1 GB, associated with a mass memory of 16 GB to 256 GB for example.
    The processing processor 45 is also connected to a graphics processor 49 GPU (from the English Graphies Processing Unit). The graphics processor 49 is connected to a dedicated graphics memory 51 and, via a graphics / video data transmission module 53, to a display of the primary set 23 of electronic output modules shown in FIG. 1. The GPU is also able to process graphic / video inputs received via the electronic reception module 43.
    Furthermore, the processing processor 45 is also connected to a secure electronic transmission module, configured to supply data delivered by the processing processor 45 to the other downstream equipment (for example from the primary set of electronic output modules 23 ) and to secondary 15 or tertiary chains via secure communications links 37.
    To supply all of the electronic modules it contains electrically, the computer 41 includes a low voltage power supply 59.
    In addition, a primary computer 41 optionally includes (as shown in dotted lines) an internal electronic module 61 for local monitoring of the elementary correct functioning of at least one component of the primary computer 41.
    Indeed, according to the invention, the primary chain 13 is associated with a level of criticality less demanding than the level of criticality of the secondary chain 15, which makes it possible to limit the number of electronic modules dedicated to monitoring the processing implemented. work by primary computers 41.
    Thus, compared to conventional primary chains comprising at least one monitoring channel, the primary chain is "lightened" by offsetting this criticality on the secondary chain.
    Furthermore, if electrical flight controls are used, modules for calculating these electric flight controls (not shown) are, optionally, physically integrated into the primary avionics computers 41.
    Within the primary chain 13 shown in FIG. 2, the set of primary computers 21 is configured to transmit the data to be returned to the crew via the primary set of electronic output modules 23.
    In particular, according to a nominal mode, the primary chain 13 is capable of processing and restoring, via the electronic output modules 23, piloting assistance information such as flight parameters, air / ground communication information, navigation and flight path information, abnormal and emergency alerts and procedures.
    According to FIG. 2, to ensure redundancy of avionic implementation, the primary 23 assembly of electronic output modules comprises two primary subsets 63 of identical electronic output modules.
    Each primary set 23 of electronic output modules comprises for example:
    displays whose number varies, for example, from one to four, and whose screen diagonal is preferably between fourteen and twenty inches. Such primary displays use, for example, AMLCD display technologies, include a tactile designation device, for example of capacitive technology, and / or are connected to a pointing device, ie the cursor control device is a rolling ball (of English trackball), a touchpad (from the English touchpad), or even a mouse, and / or optionally, basic displays (LEDs) on control stations, and / or optionally, actuators (stick actuators or joystick at the exit of the autopilot), and / or optionally, transmitters configured to transmit by data links to downstream systems such as electric flight controls (not shown).
    radio transmitters.
    The avionics functions performed by this primary chain 13 are:
    autopilot, to maintain attitude, altitude, speed, slope, heading, route, and also to follow an ILS approach slope (from the English Instrument Landing System) or GLS (from the English Global Positioning Landing System (category 1 precision approach for example) flight plan management and development of a complex trajectory with predictions and flight optimization in time or fuel for example, for example an RNP trajectory (from English Required Navigation Performance) of low to medium accuracy class (no more severe than 0.3 nm for example). Such a management module is also suitable for using a trajectory provided via secure communications links 37, by another chain, for example the tertiary chain 17, and display of flight parameters and of the aircraft engines, generation of an alert in the event of an aircraft malfunction or in the event of detection of at least one risk on the route. ectory, management of audio communications and air-ground data links via air / ground communication modules associated with primary chain 13 (not shown), environmental monitoring (weather, traffic, obstacles), navigation aid on airport, adjustment of the electronic output modules 63, for example, by using adjustment means directly integrated into each electronic output modules 63.
    An example of configuration of the secondary chain 15 is detailed in FIG. 4. The secondary chain 15 is, according to the invention, dissimilar in terms of technological design with respect to the primary chain 13. Such dissimilarity is, for example, implemented at one or more levels of the secondary chain 15, namely at the level of the set 25 of secondary sensors, at the level of the set 27 of secondary computers and at the level of the secondary set 29 of electronic output modules .
    The secondary chain 15 is configured to implement a moderately degraded mode of operation in which the information of the nominal mode of the primary chain 13 is partially restored.
    In other words, the secondary chain 15 is capable of implementing the essential functions not only in terms of restoring vital flight parameters to piloting but also in terms of minimum piloting comfort with one or more advanced avionics functions belonging to the group including automatic piloting, flight plan management, alert generation in the event of aircraft malfunction or in the event of detection of at least one risk on the trajectory.
    Furthermore, the secondary chain 15 is associated with the maximum criticality level (DAL A) making it possible to guarantee maximum operational reliability. To do this, the secondary chain 15 comprises at least one COM control channel and one MON monitoring channel.
    The MON monitoring channel is configured to monitor the COM control channel to ensure the highest level of integrity.
    The MON monitoring channel performs the same processing as the COM control channel, using the same inputs, and compares the output result with that of the COM control channel. In the event of a discrepancy, an alert is generated and the outputs are, for example, inhibited. In another alternative embodiment, the MON channel acquires the results of the COM channel, performs the inverse function and compares the result with its own acquisition of the same inputs.
    The offset of the monitoring channel from the primary chain 13 to the secondary chain 15 makes it possible to lighten the primary chain 13 whose level of criticality (DAL) is less demanding than that of the secondary chain 15, and the level of complexity is higher compared to the secondary chain 15.
    According to the example of FIG. 4, the secondary chain 15 comprises two duplicated COM control channels and two duplicated MON monitoring channels to ensure the availability of the avionics functions implemented.
    As an alternative (not shown), to guarantee maximum availability and safety, instead of two redundant pairs of control and monitoring channels, three control channels and a voting device are used.
    The set 25 of secondary sensors of the secondary chain 15 includes, for example, several identical subsets 65 of redundant sensors to ensure availability and integrity control.
    Each secondary set of sensors 25 includes for example:
    sensors for flight parameters relating to air such as anemobarometric units for determining altitude, air speed, sensors for parameters relating to land such as a heading and attitude unit, for example based on MEMS type inertial sensors (from Micro-ElectroMechanical Systems), radio navigation sensors, VOR type (from Vertical Omnidirectional Range) or ILS (from Instrument Landing System), and / or a radio altimeter, a module for aircraft mapping, for example GNSS ("Global Navigation Satellite System").
    control stations available to the pilot (button, keyboard), optionally physically connected to the displays.
    The set of secondary sensors 25 is connected to the set of secondary computers 27.
    The set of secondary computers 27 includes two identical COM control computers and two identical MON monitoring computers. In other words, a secondary COM control computer is paired with a secondary monitoring computer MON in particular by means of a pairing communication link 67. Furthermore, the two identical COM control computers communicate via a redundancy communication link 69, and the two identical MON monitoring computers also communicate via a redundancy communication link 69.
    The general structure of a secondary control computer COM or of a secondary monitoring computer MON is identical to that of the computer of FIG. 3 described in relation to the primary chain 13, with the difference that the electronic modules (components of calculation , memory, power supply, etc.), composing a secondary computer 41 are technologically distinct (in hardware design and / or in design software language) from electronic modules 43, 45, 47, 49, 51, 53, 55, and 59 composing a primary computer 41.
    A secondary computer 27 comprises an electronic reception module configured to receive the data supplied by the redundant secondary sensor sets 65 and the data or instructions supplied by the other primary 13 or tertiary chains 17 via the secure communications links 37. Optionally, a such an electronic module for receiving data from other channels includes an integrity control device.
    Compared to the processing processor 45 of a primary computer 41, the processing processor of a secondary computer 27 is a processor of lower performance, of low to medium power, for example, of the Texas® TMS 370/570 family or Motorola® PowerQuick2Pro.
    If electric flight controls are used, modules for calculating these electric flight controls (not shown) are, optionally, physically integrated into the secondary avionics computers 27.
    Furthermore, the processing processor of a secondary computer 27 (of COM control or MON monitoring) is also connected to a secure electronic transmission module, configured to supply data delivered by the secondary processing processor to the other primary chains. 13 or tertiary 17 via secure communications links 37.
    Within the secondary chain 15 shown in FIG. 4, the set of secondary computers 27 is configured to transmit the data to be restored to the crew via the secondary set 29 of electronic output modules.
    In particular, according to a degraded mode of the overall piloting aid system according to the invention, the secondary chain 15 is capable of processing and partially restoring, via the electronic output modules 29, piloting aid information delivered according to the nominal mode via the primary chain 13. This is the pilot assistance information essential for flight safety, such as flight parameters, air / ground communication information, navigation and flight path information , alerts, for example, a stall alert, abnormal and emergency procedures.
    As the primary 13 and secondary 15 chains are technologically dissimilar, whether from a hardware or software point of view, all of the piloting assistance information is calculated and rendered differently from one chain to another.
    According to FIG. 4, to ensure a redundancy of avionic implementation, the secondary 29 set of electronic output modules comprises for example several secondary sub-assemblies 71 of identical electronic output modules.
    Each secondary set 29 of electronic output modules comprises: displays, the number of which varies, for example, from one to four, the screen diagonal of which is preferably between nine and twelve inches, or at least greater than or equal to six inches, and whose technology is distinct from those implemented in the primary chain 13. Such secondary displays use, for example, OLED or LCD display technologies, and optionally include an infrared tactile designation device, and are optionally connected to, or incorporate a pointing device, ie the cursor control device with buttons associated with four directions, and / or optionally actuators (of sticks or joysticks for the automatic pilot function), and / or optionally, transmission devices, via data links to other systems, ie electric flight controls
    The avionics functions performed by the secondary chain 15 are:
    autopilot to maintain altitude, speed, slope, course, route, or even to follow a precision approach slope of categories 1, 2, or 3 with ILS guidance (from the English Instrument Landing System) , GBAS (from the English Ground Based Augmentation Systems), SBAS (from the English Satellite Based Augmentation Systems), the secondary autopilot with an interface for the entry of a number of piloting instructions, by the crew , less than the number of specific instructions to be entered in the primary chain 13. Such a secondary electronic input module is notably configured to allow a crew to modify a setpoint (received by the link 37) coming from another chain primary 13 or tertiary 17, flight management and tracking of a complex trajectory, composed of straight and semi-circular segments, with time predictions and low to medium precision fuel consumption (e.g. mple of the order of 1 minute to 5 minutes in time of arrival, where the primary chain 13 or tertiary 17 will give, for example, respectively less than one minute / ten seconds), and / or else determination of the nearest diversion airports in instantaneous distance, and selected on the essential criteria of viability and security. The combination of such automatic piloting and such flight management makes it possible, for example, to follow an RNP trajectory (from the English Required Navigation Performance) below the accuracy class 0.3nm, or even 0.1 nm, display of flight parameters and aircraft engines, generation of alert in the event of aircraft malfunction or in the event of detection of at least one risk on the trajectory management of air-ground communications, either via all or part of the air / ground communication modules associated with the primary chain 13, or via air / ground communication modules dedicated to the secondary chain 15.
    adjustment of the secondary output electronic modules 71, for example, by using adjustment modules directly integrated in each electronic output modules 71. In the event of a malfunction of the primary chain 13, the secondary chain 15 can be reconfigured to activate / deactivate the modules which constitutes it in order to select only the electronic modules necessary for piloting in this emergency situation.
    An example of configuration of the tertiary chain 17 is detailed in FIG. 5.
    The tertiary chain 17 is configured to implement, according to the enrichment mode, complex avionics functions to contribute to the efficiency of the mission and the crew, without any effect on flight safety.
    Each set 31 of input data receivers of the tertiary chain 17 includes one or more devices or ports for receiving data transmitted by the primary 13 or secondary 15 chains via the secure communication links 37, transmitted via data centers located on the ground and accessible via the ground / on-board communication modules or entered, via a crew input interface. In other words, apart from tertiary reception devices, the tertiary chain 17 does not necessarily have sensors dedicated to the avionics functions that it implements.
    The set 31 of input data receivers of the tertiary chain 17 includes, for example, several identical subsets 73 of redundant input data receivers / ports to ensure availability.
    The set of tertiary input data receivers 31 is connected to the set of tertiary computers 33.
    According to the example of FIG. 5, the set of tertiary computers 33 includes two identical computers 75 for respectively processing the flight parameters provided by the two sub-sets of tertiary sensors 73. This redundancy is linked to the greater or lesser need in operational terms and not to a need for security in the tertiary functions.
    The general structure of a tertiary computer 75 is identical to that of the computer of FIG. 3 described in relation to the primary chain 13, with the general exclusion of the module 61 of local monitoring of elementary good functioning. The electronic modules (computation components, memory, power supply, etc.) making up a tertiary computer 75 are technologically distinct (in hardware design and / or in design software language) from the electronic modules making up a primary computer 41 or a secondary computer 27 .
    In particular, the tertiary chain 17 having no impact on flight safety, a tertiary computer comprises for example consumer electronic components without guarantee of integrity but allowing to benefit from the latest computer advances.
    According to the invention, a tertiary computer 75 includes an electronic module for secure transmission, configured to supply data to the other primary 13 or secondary 15 chains via secure communications links 37.
    Within the tertiary chain 17 shown in FIG. 5, the set of tertiary computers 33 is configured to transmit the data to be restored to the crew via the tertiary set 35 of electronic output modules. In particular, the connection between the channels makes it possible to use the primary and secondary displays to restore tertiary information and in some implementations (not shown), there are no dedicated tertiary displays installed.
    According to FIG. 5, to ensure redundancy of avionic implementation, the tertiary set 35 of electronic output modules or displays comprises two tertiary sub-assemblies 77 of identical electronic output modules corresponding to dedicated displays, to the displays of the primary chains 13 and secondary 15, or to electronic air / ground communication modules.
    In particular, depending on the enrichment mode, the tertiary chain 17 is suitable for: displaying non-critical piloting aid information (in terms of effect on flight safety): documentation, flight and operations planning, electronic mail, administrative forms, surveillance cameras, ...
    to implement avionics functions for optimizing piloting comfort:
    o help in planning or re-planning the flight and the mission by displaying an orderly proposal for possible diversion airports with multiple criteria taken into account, o search for optimization in time, fuel, passenger service in displaying a fine estimate of consumption and time along the flight (for example within a few seconds) or by proposing routes and flight profiles improving a combination of these two criteria, time and consumption, or even other options. assistance with maintenance, etc.
    Figures 6 to 10 are schematic views of different arrangements of display screens of the piloting assistance system of Figure 1 in a cockpit of the aircraft, the screens 79 of maximum size being associated with the primary chain 13 , the screens 81 of smaller size with a diagonal greater than or equal to six inches are associated with the secondary chain 15.
    The screens of primary or secondary displays are for example "head down" corresponding to conventional screens installed in the cockpit in direct view; semitransparent fixed in the cockpit ("head up"), or on the pilot's head or helmet ("worn") and making it possible to simultaneously view synthetic images and the scene in direct view outside the aircraft by example. Other embodiments of the pilot assistance system are conceivable.
    In particular, the piloting aid system of Figure 1 is a non-limiting example of embodiment. Variants of assembly of a chain based on a grouping, in the same physical equipment or in different distinct physical equipment, of sensor (s) and / or calculator (s) and / or display (s) are for example implemented works as an alternative. The GPU electronic module 49 with its graphic memory 51 of the primary computer is, for example, physically integrated in a display instead of being integrated in the primary computer 41.
    Furthermore, according to another variant, the distribution of the avionic functions implemented respectively by the primary chain 13 and by the secondary chain 15 are different from the embodiment described in relation to FIGS. 1 to 5. For example, the electronic module of primary autopilot is capable of implementing the maximum landing capacities, in particular without visibility, while the secondary chain autopilot is more limited and only capable of implementing landing capacities in intermediate visibility.
    The optimized distribution according to the invention, with or without duplication, of the different avionic functions on three primary 13, secondary 15 or tertiary 17 chains for piloting assistance dissimilar materially and / or software, and each associated with distinct levels of criticality a reduction in the primary chain to the benefit:
    - a secondary chain of maximum criticality level suitable for implementing one or more monitoring channels, and
    - a tertiary chain for avionics search optimization functions without effect on flight safety.
    The cost of designing the primary chain 13 is reduced by limiting its level of criticality on the one hand, and by shifting complexity to the tertiary sector on the other.
    The secondary chain according to the invention is, compared to the current emergency chains, more complete and suitable for implementing avionic piloting and / or automatic navigation functions with larger screens, allowing ease of handling. and easy learning by the crew of the degraded mode, with a better level of service rendered.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Aircraft piloting assistance system, comprising at least one primary chain (13) and at least one secondary chain (15), each chain (13, 15) comprising a plurality of interconnected electronic modules, the primary chains ( 13) and secondary (15) differing from each other by at least one electronic module, each chain (13, 15) being configured to at least restore information of assistance to piloting and for the implementation of at least one avionics function belonging to the group comprising:
    automatic piloting, management of the flight plan and development of trajectory, generation of alert in the event of malfunction of the aircraft or in the event of detection of at least one risk on the trajectory, the primary chain (13) being configured to operate according to a nominal mode of restoring piloting assistance information, and the secondary chain (15) being configured to operate in a degraded mode in which the information of the nominal mode is partially restored.
    [2" id="c-fr-0002]
    2. A steering aid system according to claim 1, in which the primary chain (13) and the secondary chain (15) are each associated with distinct criticality levels (DAL), the secondary chain (15) being associated with a level of criticality (DAL) more demanding than the level of criticality (DAL) associated with the primary chain (13).
    [3" id="c-fr-0003]
    3. Pilot assistance system according to any one of the preceding claims, in which the secondary chain (15) is configured for:
    - be activated in the event of a malfunction of the primary chain (13), or
    - operate in parallel with the primary chain (13).
    [4" id="c-fr-0004]
    4. Piloting assistance system according to claim 1, in which the size (79) of screen (s) of display (s) of the primary chain (13) is equal to or greater than the size (81) screen (s) of display (s) of the secondary chain (15), the diagonal screen (s) of the secondary chain (15) being greater than or equal to six inches.
    [5" id="c-fr-0005]
    5. Pilot assistance system according to any one of the preceding claims, in which, in each chain (13, 15), at least one screen of the electronic module is touch-sensitive and / or is configured to be connected to a device for pointing.
    [6" id="c-fr-0006]
    6. Piloting assistance system according to claim 1, further comprising a tertiary chain (17) configured to operate according to a mode of enrichment of restitution of piloting aid information comprising at least one information of additional and separate piloting aid from piloting aid information in nominal or degraded mode, the primary (13), secondary (15) and tertiary (17) chains differing two by two by at least one electronic module.
    [7" id="c-fr-0007]
    7. Pilot assistance system according to claim 6, in which at least two distinct chains (13, 15, 17) are configured to be connected by a secure communication link (37).
    [8" id="c-fr-0008]
    8. A pilot assistance system according to claim 7, in which one of the at least two chains (13, 15, 17) configured to be connected by a secure communication link (37) comprises an electronic module configured to execute a setpoint. received from the other channel.
    [9" id="c-fr-0009]
    9. A pilot assistance system according to claim 8, in which the secondary chain (15) further comprises an electronic module for entering flight instructions.
    [10" id="c-fr-0010]
    10. Pilot assistance system according to claim 1, in which at least one chain (13, 15, 17) is reconfigurable in the event of malfunction of another chain (13, 15, 17).
    1/4 11>
    2/4
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    同族专利:
    公开号 | 公开日
    US20180180444A1|2018-06-28|
    FR3061344B1|2021-01-01|
    US10473485B2|2019-11-12|
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    法律状态:
    2018-01-02| PLFP| Fee payment|Year of fee payment: 2 |
    2018-06-29| PLSC| Publication of the preliminary search report|Effective date: 20180629 |
    2019-12-30| PLFP| Fee payment|Year of fee payment: 4 |
    2020-12-28| PLFP| Fee payment|Year of fee payment: 5 |
    2021-12-30| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1601854|2016-12-23|
    FR1601854A|FR3061344B1|2016-12-23|2016-12-23|AIRCRAFT PILOT ASSISTANCE SYSTEM|FR1601854A| FR3061344B1|2016-12-23|2016-12-23|AIRCRAFT PILOT ASSISTANCE SYSTEM|
    US15/852,356| US10473485B2|2016-12-23|2017-12-22|Aircraft pilot assistance system|
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