• 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:
    This electronic monitoring device (30) is configured to monitor at least one radionavigation signal during the approach phase of an airstrip (12), each radionavigation signal being derived from an onboard reception chain (32). on board an aircraft (10). The device (30) comprises a calculation module (34) for calculating an angular value of displacement in a reference plane, a comparison module (36) for comparing the displacement angular value with the corresponding radionavigation signal, and a module warning device (38) for generating an alert signal based on the comparison between the angular displacement value and the corresponding radionavigation signal. The calculation module is configured to calculate the angular value of displacement as a function of a magnitude relative to the aircraft among a road and a slope, according to the monitored radionavigation signal, coming from a separate avionics equipment (18, 20). of the reception chain.
    公开号:FR3061794A1
    申请号:FR1700011
    申请日:2017-01-06
    公开日:2018-07-13
    发明作者:Jean Pierre Arethens
    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 ® ELECTRONIC DEVICE FOR MONITORING AT LEAST ONE RADIONAVIGATION SIGNAL IN THE APPROACH PHASE OF A LANDING TRACK, MONITORING METHOD AND COMPUTER PROGRAM.
    FR 3,061,794 - A1
    @) This electronic monitoring device (30) is configured to monitor at least one radio navigation signal in the approach phase to a landing runway (12), each radio navigation signal coming from a reception chain (32 ) on board an aircraft (10).
    The device (30) comprises a calculation module (34) for calculating an angular value of displacement in a reference plane, a comparison module (36) for comparing the angular value of displacement with the corresponding radio navigation signal, and a module alert (38) for generating an alert signal based on the comparison between the angular displacement value and the corresponding radio navigation signal.
    The calculation module is configured to calculate the angular displacement value as a function of a quantity relating to the aircraft among a route and a slope, according to the monitored radio navigation signal, coming from a separate avionics equipment (18, 20). of the reception chain.

    Electronic device for monitoring at least one radio navigation signal when approaching a runway, monitoring method and associated computer program
    The present invention relates to an electronic device for monitoring at least one radionavigation signal in the approach phase to a landing runway, each radionavigation signal coming from a reception chain on board an aircraft.
    The monitoring device comprises a calculation module configured to calculate an angular value of displacement in a reference plane; a comparison module configured to compare the calculated angular value of displacement with the corresponding radio navigation signal; and an alert module configured to generate an alert signal based on the result of the comparison between the calculated angular displacement value and the corresponding radio navigation signal.
    The invention also relates to a method for monitoring at least one radio navigation signal during the approach to the runway.
    The invention also relates to a computer program comprising software instructions which, when executed by a computer, implement such a monitoring method.
    The invention relates to the field of surveillance of an aircraft during its approach phase to a landing strip, in particular the monitoring of radio navigation signals for autopilot with high safety level, required for operations approach and landing in reduced visibility condition, for example in category IIIB according to annex 10 of ICAO volume 1. These autopilot systems also use speed measurement information provided by 1RS (Inertial Reference System) equipment.
    The radio navigation signals monitored are for example ILS signals (from the English Instrument Landing System), MLS signals (from the English Microwave Landing System), or GLS signals (from the English GBAS Landing System, c ' i.e. Ground-Based Augmentation System Landing System).
    Document US 8,630,756 B2 discloses an electronic monitoring device of the aforementioned type. This device for monitoring ILS signals comprises a calculation module configured to calculate an angular value of movement of the aircraft in a reference plane, on the basis of position information of a beacon on the ground capable of transmitting the ILS signal and aircraft position information from a GPS receiver on board the aircraft.
    This ILS signal monitoring device further comprises a module for comparing the angular displacement value calculated from the position of the beacon, with the corresponding radio navigation signal, and an alert module for generating an alert signal. depending on the result of said comparison.
    However, such a monitoring device requires to know precisely the position of the beacon on the ground capable of transmitting the ILS signal through a coupling with a navigation information database, as well as a sufficiently precise position of the aircraft supplied by the GPS receiver,
    The object of the invention is then to propose an electronic monitoring device which is easier to implement, and does not use either the position of the aircraft provided by the GPS receiver, or the position of the ground beacon.
    To this end, the subject of the invention is an electronic monitoring device of the aforementioned type, in which the calculation module is configured to calculate the angular value of displacement as a function of a quantity relating to the aircraft among a route and a slope, according to the monitored radio navigation signal, said quantity relating to the aircraft coming from avionics equipment separate from the reception chain.
    According to other advantageous aspects of the invention, the electronic monitoring device comprises one or more of the following characteristics, taken in isolation or in any technically possible combination:
    - the calculation module is configured to calculate the angular displacement value independently of position information of a ground beacon capable of transmitting the radio navigation signal;
    the monitored radio navigation signal is a LOC signal, and the calculation module is then configured to calculate an angular value of lateral displacement in a horizontal plane as a function of a route of the aircraft;
    - the radionavigation signal monitored is a GLIDE signal, and the calculation module is then configured to calculate an angular value of vertical displacement in a vertical plane as a function of a slope of the aircraft;
    - the angular displacement value is expressed in DDM, and the calculation module is configured to calculate a linear deviation from a variable depending on the radio navigation signal monitored and the magnitude among the route and the slope, then to convert l 'linear deviation in the angular value of displacement expressed in DDM;
    the calculation module is configured to filter successive values of the monitored radio navigation signal, and the variable depending on the monitored radio navigation signal is an average value resulting from said filtering of the values of the monitored radio navigation signal;
    the device further comprises a second comparison module configured to compare the average value resulting from said filtering of the values of the monitored radio navigation signal, with a quantity predicted towards the axis of the runway, from a planned route and a slope predicted according to the monitored radio navigation signal, said predicted quantity coming from a database on board the aircraft and providing the theoretical values of the quantities monitored; and
    - the calculation module is configured to calculate the linear deviation as a function further of an integration of an aircraft speed projected in the reference plane.
    The subject of the invention is also a method of monitoring at least one radio navigation signal in the approach phase to a landing strip, each radio navigation signal coming from a reception chain on board a aircraft, the method being implemented by an electronic monitoring device, and comprising:
    - the calculation of an angular displacement value in a reference plane,
    - comparison of the calculated angular displacement value with the corresponding radio navigation signal, and
    the generation of an alert signal as a function of the result of the comparison between the calculated angular value of displacement and the corresponding radio navigation signal, the calculation of the angular value of displacement being carried out as a function of a quantity relative to l 'aircraft among a route and a slope, according to the monitored radio navigation signal, said quantity relating to the aircraft being obtained from avionics equipment separate from the reception chain.
    The invention also relates to a computer program comprising software instructions which, when executed by a computer, implement a method as defined above.
    These characteristics and advantages of the invention will appear more clearly on reading the description which follows, given solely by way of nonlimiting example, and made with reference to the appended drawings, in which:
    - Figure 1 is a schematic representation of an aircraft during the approach phase to a runway, the aircraft comprising several avionics systems and an electronic device for monitoring at least one radionavigation signal;
    - Figure 2 is a more detailed representation of the monitoring device of Figure 1;
    - Figure 3 is a schematic representation of a lateral movement of the aircraft in a horizontal plane;
    - Figure 4 is a schematic representation of a vertical movement of the aircraft in a vertical plane;
    - Figure 5 is a flowchart of a monitoring method according to the invention, in the case of the calculation of an angular value of lateral displacement in the horizontal plane;
    - Figure 6 is a view similar to that of Figure 5, in the case of the calculation of an angular value of vertical displacement in the vertical plane;
    - Figure 7 is a schematic representation of a redundant architecture of the state of the art, comprising several avionics systems;
    - Figure 8 is a schematic representation of a redundant architecture according to the invention, comprising several avionics systems and the monitoring device of Figure 1, according to a first configuration; and
    - Figure 9 is a view similar to that of Figure 8, according to a second configuration.
    Conventionally, in the present application, the expression “substantially equal to” will express an equality relationship at plus or minus 10%, more preferably still an equality relationship at plus or minus 5%.
    In the following description, 1 Ft (from the English Feef) will denote 1 foot, equal to 0.3048 meters, 1 Nm (from the English Nautical mile) will denote 1 nautical mile, equal to 1 852 meters, and 1 Kt (from English Knot) will designate 1 knot, equal to 1852 m / h, or 0.514 ms' 1 .
    In FIG. 1, an aircraft 10 is in the approach phase towards a landing runway 12, and is capable of moving along a predetermined axis 14 of approach towards the landing runway 12.
    The aircraft 10 is preferably an airplane. As a variant, the aircraft 10 is a helicopter, or even a drone piloted remotely by a pilot.
    The aircraft 10 has, with respect to the terrestrial reference system, a current position P, also called instant position, as well as a current speed V, also called instant speed.
    The aircraft 10 comprises all or part of the following systems for supplying the parameters specific to the aircraft:
    - an aircraft flight management system 16, also called FMS (from the English Flight Management System),
    a satellite positioning system 18, also called GNSS (from the English Global Navigation Satellite System), such as a GPS system (from the English Global Positioning System);
    - an inertial reference system 20, also called 1RS system (from the English Inertial Peference System), which may or may not be coupled to the GPS system;
    - a landing aid system ILS 22 (from the English Instrument Landing System)
    - an MLS 24 landing aid system (from the Microwave Landing System);
    - a landing aid system G LS 26 (from the English GBAS Landing System where GBAS stands for Ground-Based Augmentation System);
    - a system for measuring the height of the aircraft relative to the ground, of the RADALT 27 radio altimeter type;
    - a radio positioning system 28, also called VOR system (from VHF Omnidirectional Range), operating with VHF frequencies; and
    - a database 29 containing in particular data relating to the various runways relating to certain airports in one or more regions.
    Those skilled in the art will observe that the aircraft 10 comprises, in certain configurations, several copies of some of the aforementioned systems for reasons of redundancy, as will be described in more detail with reference to FIGS. 8 and 9.
    According to the invention, the aircraft 10 also comprises an electronic device 30 for monitoring at least one radio navigation signal in the approach phase to the runway 12, each radio navigation signal coming from a reception chain 32 on board the aircraft 10.
    The landing runway 12 is substantially flat, and defines a horizontal reference plane A. The landing runway 12 comprises a characteristic point Pc, with respect to which is determined in particular the distance between the aircraft 10 and the landing runway
    12.
    The predetermined approach axis 14 has an angle a with respect to the reference plane A of the runway. The value of the angle a is, for example, equal to 3 degrees, and is for example contained in the database 29 containing information on the runways of the airports.
    The various avionics systems, namely the FMS 16, GNSS 18.1RS 20, ILS 22, MLS 24, GLS 26 and VOR 28 systems, are known per se and are capable of supplying various avionics parameters to the monitoring device 30.
    The avionics parameters include in particular:
    - the distance of the aircraft 10 to the runway threshold Pc, provided by the FMS 16 and / or GNSS 18 systems;
    the instantaneous speed V of the aircraft 10, provided by the GNSS 18 and / or 1RS 20 systems, in particular the instantaneous ground speed denoted GSpeed;
    - the instantaneous FPA slope of the aircraft 10 (from the English Flight Path Angle), also called the current slope, and provided by the 1RS 20 and / or GNSS 18 systems;
    an instantaneous height H of the aircraft 10, also called the current height above the runway, and provided by the RADALT 27 and / or FMS 16 and / or GNSS 18 systems;
    an instantaneous route of the aircraft 10, also called the current route, and provided by the GNSS 18 and / or 1RS 20 systems;
    - a current lateral angular deviation of the aircraft 10, or LOC signal (from the English Localization deviation) relative to the predetermined axis 14 of approach to the runway 12, provided by the ILS systems 22 and / or MLS 24 and / or GLS 26; and
    - a current vertical angular deviation of the aircraft 10, or GLIDE signal (from the English Glide deviation) relative to the predetermined axis 14 of approach to the runway 12, provided by the ILS systems 22 and / or MLS 24 and / or GLS 26.
    The electronic device 30 for monitoring at least one radio navigation signal comprises a calculation module 34 configured to calculate an angular value of displacement in a reference plane, a first comparison module 36 configured to compare the angular value of displacement calculated with the corresponding radionavigation signal, and an alert module 38 configured to generate an alert signal as a function of the result of the comparison between the calculated angular value of displacement and the corresponding radionavigation signal.
    In optional addition, the calculation module 34 is further configured to filter successive values of a monitored radio navigation signal.
    According to this optional complement, the monitoring device 30 also comprises a second comparison module 40 configured to compare the average value resulting from said filtering of the values of the monitored radio navigation signal, with a magnitude predicted towards the axis of the runway, among a planned route and a planned slope according to the monitored radio navigation signal. The second comparison module 40 is also configured to compare the measured sensitivity of the measured variations with respect to the expected sensitivity according to the monitored radio navigation signal. Said predicted quantities come from the database 29 on board the aircraft 10 and providing the theoretical values of the quantities monitored.
    In the example of FIG. 1, the monitoring device 30 comprises an information processing unit 42 formed for example of a memory 44 associated with a processor 46.
    The reception chain 32 comprises at least one system from the aforementioned landing aid systems, namely the ILS landing aid system 22, the MLS landing aid system 24 and the system GLS 26 landing aid.
    In the example of FIG. 1, the calculation module 34, the first comparison module 36, the alert module 38, as well as an optional complement the second comparison module 40, are each produced in the form of a software executable by processor 46. The memory 44 of the monitoring device 30 is then able to store calculation software configured to calculate an angular value of displacement in the reference plane, a first comparison software configured to compare the angular value of displacement calculated with the corresponding radionavigation signal, and alert software configured to generate the alert signal according to the result of the comparison between the angular value of displacement calculated and the corresponding radionavigation signal, as well as optional complement second comparison software configured to compare the average value resulting from said filtering of the signal values of monitored radio navigation, with a predicted magnitude towards the center line of the runway, from a planned route and a planned slope according to the monitored radio navigation signal. The processor 46 of the information processing unit 42 is then able to execute the calculation software, the first comparison software, the alert software, as well as the optional second comparison software.
    In a variant not shown, the calculation module 34, the first comparison module 36, the alert module 38, as well as an optional complement the second comparison module 40, are each produced in the form of a programmable logic component, such as an FPGA (from the English Field Programmable Gate Array), or even in the form of a dedicated integrated circuit, such as an ASIC (from the English Application Specifies Integrated Circuit).
    According to the invention, the calculation module 34 is configured to calculate the angular value of displacement as a function of a quantity relating to the aircraft among a route and a slope, according to the monitored radio navigation signal, said quantity relating to the aircraft coming from avionics equipment separate from the reception chain 32, such as the GNSS 18 or 1RS 20 system.
    The calculation module 34 is then configured to calculate the angular displacement value independently of position information of a ground beacon capable of transmitting the radio navigation signal, such as a LOC beacon capable of transmitting a LOC signal or a GLIDE beacon capable of transmitting a GLIDE signal.
    When the monitored radio navigation signal is a LOC signal, the calculation module 34 is configured to calculate, as a function of the instantaneous route of the aircraft 10, a lateral angular displacement Δ, also called the lateral displacement angular value, and on the other from an average direction of approach to the runway in a horizontal plane, the average direction also being calculated by the calculation module 34, as shown in FIG. 3.
    When the monitored radio navigation signal is a GLIDE signal, the calculation module 34 is configured to calculate, as a function of the instantaneous slope FPA of the aircraft 10, an angular value of vertical displacement, on either side of a slope average descent to the runway in a vertical plane, the average descent slope also being calculated by the calculation module 34 ,, as shown in FIG. 4.
    In addition, the angular displacement value calculated is preferably expressed in DDM, and the calculation module 34 is configured to calculate a linear deviation from a variable depending on the radio navigation signal monitored and the magnitude among the route and the slope, then to convert the linear deviation into the angular value of displacement expressed in DDM. The variable depending on the monitored radio navigation signal is, for example, an average value resulting from said filtering of the values of the monitored radio navigation signal.
    According to this complement, the calculation module 34 is, for example, configured to calculate the linear deviation further depending on an integration of the instantaneous speed V of the aircraft 10 projected on the mean approach direction or the slope average descent in the corresponding reference plane.
    The operation of the electronic monitoring device 30, and in particular of the calculation module 34, will now be described in more detail with reference to FIGS. 5 and 6, representing a flow diagram of the monitoring method according to the invention, in the case of monitoring the LOC signal with calculation of the angular value of lateral displacement in the horizontal plane (FIG. 5), and respectively a flowchart of the monitoring method according to the invention, in the case of monitoring the GLIDE signal with calculation of the value angular vertical displacement in the vertical plane (Figure 6).
    In the case of monitoring the LOC signal, during an initial step 100, the calculation module 34 begins by detecting whether the aircraft 10 is aligned or not relative to the axis of runway 12 in the reference plane corresponding, that is to say in the horizontal plane in the case of the LOC signal.
    To carry out this detection of a horizontal alignment of the aircraft 10, that is to say of an alignment of the aircraft 10 in the horizontal plane, the calculation module 34 determines for example whether the values successively received from the signal LOC do not vary beyond a predefined threshold for a predefined period. By way of example, the calculation module 34 verifies that the variations are less than 0.01 DDM among the values successively received from the LOC signal for a duration at least equal to 10 seconds.
    When the variations of the received LOC signal do not exceed the predefined threshold during the predefined duration, the calculation module 34 concludes that it has detected a horizontal alignment of the aircraft 10, and proceeds to the next step 110.
    Otherwise, the calculation module 34 determines that the aircraft 10 is not aligned in the horizontal plane, and does not go to the next step 110. The calculation module 34 then remains in this initial step 100 until 'in time for horizontal alignment to be detected.
    During the next step 110, the calculation module 34 performs a filtering of the successive values of the signal allowing the monitoring of the radionavigation signal considered, in this case the LOC signal, in order to identify the approach direction of the aircraft 10. In other words, the calculation module 34 then identifies by filtering the direction of the LOC signal from the instantaneous route of the aircraft 10, supplied for example by the GNSS 18 or 1RS 20 systems.
    The filtering performed by the calculation module 34 is for example a low-pass filtering with a time constant greater than or equal to 30 seconds.
    The filtering performed is for example implemented via a sliding average on the values successively received from the current route from the moment the LOC signal is stabilized. The filtering implemented by the calculation module 34 then checks for example the following equations:
    TrackRWY N = ((N-1) TrackRWY N + Track (T)) / N
    TrackRWY (T) = TrackRWY N (D (2) where N is an integer index whose value is incremented by one with each new value of the LOC signal;
    TrackRWY N represents the index value N of the average route provided by the 1RS and / or GNSS system, defining the average direction of approach to the runway, supposed to be for example the axis of runway 12;
    Track (T) represents the instantaneous route of aircraft 10 at time T; and
    TrackRWY (T) represents the thus filtered value of the LOC signal at time T.
    In optional addition, the filtering step 110 to identify the approach direction of the aircraft 10 is implemented as long as the instantaneous altitude H of the aircraft 10, supplied for example by the GNSS 18 or 1RS 20 systems , is greater than a predefined threshold value, this threshold value being for example less than or equal to 300 Ft.
    The calculation module 34 then calculates, during a step 120, an angular value of displacement in the corresponding reference plane, in this case an angular deviation of course in the horizontal plane.
    The angular deviation of the route is preferably expressed in DDM, and the calculation module 34 then calculates a linear deviation from the route from a variable depending on the monitored radio navigation signal and the route, then converts the linear deviation from route at the angular deviation of the route expressed in DDM. In the example described, the variable depending on the radio navigation signal monitored is the average value resulting from said filtering of the values of the current route, carried out in the previous step 120.
    In optional addition, the step of calculating deviation 120 is implemented from the moment when the instantaneous altitude H of the aircraft 10, provided for example by the GNSS systems 18 or 1RS 20, is less than a value predefined threshold, this threshold value preferably having the same value as the above-mentioned altitude threshold value, and being for example less than or equal to 300 Ft.
    For the calculation of the linear route deviation, the calculation module 34 calculates for example a lateral displacement of the aircraft 10 on the horizontal axis relative to the axis of the runway 12 by integrating the ground speed of l aircraft 10 projected laterally with the deviation from the route, this from the moment when the approach direction of runway 12 by the aircraft 10 was identified during the previous step.
    The calculation of the lateral displacement of the aircraft 10, implemented by the calculation module 34, then checks for example the following equation:
    Ecart_track (T) = Track (T) - TrackRWY (T) (3) where Track (T) represents the instantaneous route of aircraft 10 at time T;
    TrackRWY (T) represents the filtered value of the LOC signal at time T, obtained during the previous step 110; and
    Deviation_track (T) represents the lateral deviation of aircraft 10 at time T.
    The integration of the ground speed of the aircraft 10 projected laterally with the course deviation in the horizontal plane then checks for example the following equations:
    Depl_Lat (T) = GSpeed (T) * sin (Ecart_track (T)) * Tech
    Cumul_deplJat (T) = Cumul_depl_lat (T) + Dep_Lat (T) (4) (5) where GSpeed (T) represents the instantaneous ground speed of aircraft 10, provided for example by GNSS 18 or 1RS 20 systems;
    Deviation_track (T) represents the lateral deviation of the aircraft 10 calculated using equation (3);
    Tech represents a sampling period; and
    Cumul_deplJat (T) represents the lateral displacement of the aircraft 10, thus calculated by integration of the ground speed of the aircraft 10.
    During step 120, the lateral displacement of the aircraft 10, or calculated linear lateral course deviation, is then converted, by the calculation module 34, into angular course deviation expressed in DDM.
    This angular conversion of the lateral displacement of the aircraft 10 into horizontal DDM is for example carried out on the basis of a measurement of the distance of the aircraft to the threshold of runway 12, increased by simulated position value (s) of a LOC tag, and of a reference value of a scale factor making it possible to pass from an angular value to a DDM value for a LOC signal deviation, this reference value being for example contained in the base data 29.
    The angular conversion of the lateral displacement of the aircraft 10 into horizontal DDM then checks for example the following equations:
    LOC_IRS_Deg (T) = Atan (CumuLdepl_lat (T) / (Dist (T) + LocDist))
    LocAmp = Atan (THLoc / 2 / LocDist)
    LOC_IRS_ddm (T) = LOCJRS_Deg (T) * 0.155 / LocAmp (6) (7) (8) where Cumul_depl_lat (T) represents the lateral displacement of aircraft 10, previously calculated using equation (5) ;
    Dist (T) represents the distance from the aircraft to the threshold of runway 12;
    LocDist represents a simulated position value of a LOC tag, this predefined value being for example contained in the database 29;
    LOCJRS_Deg (T) represents the road angular deviation at time T;
    LocAmp is a scaling factor to go from an angular value to a DDM value for a LOC signal deviation; and
    LOCJRS_ddm (T) represents the angular deviation of the route expressed in DDM at time T.
    During the next step 130, the comparison module 36 then compares the angular displacement value calculated by the calculation module 34, such as the angular deviation of the route expressed in DDM LOC_IRS_ddm (T), with the corresponding radio navigation signal , such as the LOC signal expressed in DDM at time T, denoted LOC (T), from the reception chain 32. This then makes it possible to detect a possible measurement error in the reception chain 32 of the LOC signal.
    The alert module 38 then generates, during step 140, an alert signal as a function of the result of the comparison between the angular displacement value calculated LOC_IRS_ddm (T) and the corresponding radio navigation signal LOC (T), which was carried out during the previous step 130 by the comparison module 36. More specifically, the alert module 38 generates an alert signal in the event of detection of a measurement error in the reception chain 32.
    The alert signal is, for example, generated from the moment when the absolute value of the difference between the calculated angular value of displacement LOC_IRS_ddm (T) and the corresponding radio navigation signal LOC (T) is greater than a predefined threshold for at least a predefined minimum duration, this predefined minimum duration being for example substantially equal to two seconds.
    In optional addition, the second comparison module 40 compares the average value resulting from the filtering of the values of the current route, carried out during step 110, with a planned route towards the axis of the runway 12. This allows then to further detect a possible timing anomaly of the LOC signal, emitted by the LOC beacon placed on the ground near the runway 12. The planned route towards the axis of the runway 12 is for example contained in the database 29 on board the aircraft 10.
    Also optional, the second comparison module 40 compares the sensitivity difference resulting from the observation of the difference, during their evolution, between the signals LOC (T) and LOC_IRS_ddm (T) calculated during the step 120. This then makes it possible, moreover, to detect a possible anomaly in the sensitivity of the LOC signal, emitted by the LOC beacon disposed on the ground, near the runway 12.
    In the case of monitoring the GLIDE signal, represented with the flow diagram of FIG. 6, during an initial step 200, the calculation module 34 begins by detecting whether the aircraft 10 is aligned or not relative to the axis of track 12 in the corresponding reference plane, that is to say in the vertical plane in the case of the GLIDE signal.
    To carry out this detection of a vertical alignment of the aircraft 10, that is to say of an alignment of the aircraft 10 in the vertical plane, the calculation module 34 determines for example whether the values successively received from the GLIDE signal do not vary au3061794 beyond a predefined threshold for a predefined duration. By way of example, the calculation module 34 verifies that the variations are less than 0.01 DDM among the values successively received from the GLIDE signal for a duration greater than or equal to 20 seconds.
    When the variations of the received GLIDE signal do not exceed the predefined threshold during the predefined duration, the calculation module 34 concludes that it has detected a vertical alignment of the aircraft 10, and proceeds to the next step 210.
    Otherwise, the calculation module 34 determines that the aircraft 10 is not aligned in the vertical plane, and does not go to the next step 210. The calculation module 34 then remains in this initial step 200 until 'in time that a vertical alignment is detected.
    During the next step 210, the calculation module 34 performs a filtering of the successive values of the monitoring signal of the radio navigation signal considered, in this case the GLIDE signal, in order to identify the approach slope of the aircraft 10. In other words, the calculation module 34 then identifies by filtering the slope of the GLIDE signal from the instantaneous slope FPA (T) of the aircraft 10, supplied for example by the GNSS 18 or 1RS 20 systems.
    The filtering performed by the calculation module 34 is for example a low-pass filtering with a time constant substantially equal to 30 seconds.
    The filtering performed is for example implemented via a sliding average over the values successively received from the current slope from the moment the GLIDE signal is stabilized. The filtering implemented by the calculation module 34 then checks for example the following equations:
    FPARWYn = ((N-1) FPARWY n + FPA (T)) / N
    FPARWY (T) = FPARWYn (9) (10) where N is an integer index whose value is incremented by one with each new value of the GLIDE signal;
    FPARWY n represents the index value N of the average slope signal;
    FPA (T) represents the instantaneous slope of aircraft 10 at time T; and
    FPARWY (T) represents the thus filtered value of the average slope signal at time T.
    In optional addition, the filtering step 210 to identify the approach slope of the aircraft 10 is implemented as long as the instantaneous altitude H of the aircraft 10, supplied for example by the GNSS 18 or RADALT 27 systems , is greater than a predefined threshold value, this threshold value being for example less than or equal to 300 Ft.
    The calculation module 34 then calculates, during a step 220, an angular value of displacement relative to the average slope of descent in the corresponding reference plane, in this case an angular difference in slope in the vertical plane.
    The angular slope deviation is preferably expressed in DDM, and the calculation module 34 then calculates a linear slope deviation from a variable depending on the radio navigation signal monitored and the current slope, then converts the linear deviation slope in angular deviation of slope expressed in DDM. In the example described, the variable depending on the monitored radio navigation signal is the average value resulting from said filtering of the values of the current slope signal, carried out during the previous step 220.
    In optional addition, the step of calculating deviation 220 is implemented from the moment when the instantaneous altitude H of the aircraft 10, supplied for example by the GNSS systems 18 or 1RS 20, is less than a value predefined threshold, this threshold value preferably having the same value as the above-mentioned altitude threshold value, and being for example less than or equal to 300 Ft.
    For the calculation of the linear slope deviation, the calculation module 34 calculates for example a vertical displacement of the aircraft 10 on the vertical axis, transverse with respect to the descent axis towards the runway 12, by integration of the ground speed of the aircraft 10 projected vertically with the slope deviation, this from the moment when the approach slope of runway 12 by the aircraft 10 was identified during the previous step.
    The calculation of the vertical displacement of the aircraft 10, implemented by the calculation module 34, then checks for example the following equation:
    Deviation_FPA (T) = FPA (T) - FPARWY (T) (11) where FPA (T) represents the instantaneous slope of the aircraft 10 at time T;
    FPARWY (T) represents the filtered value of the GLIDE signal at time T, obtained during the previous step 210; and
    Deviation_FPA (T) represents a vertical deviation of the aircraft 10 at time T.
    The integration of the ground speed of the aircraft 10 projected vertically with the slope deviation in the vertical plane then verifies for example the following equations:
    DepLVert (T) = GSpeed (T) * sin (FPA (T)) * sin (Ecart_FPA (T)) * Tech (12)
    Cumul_depl_vert (T) = Cumul_depl_vert (T) + Dep_vert (T) (13) where GSpeed (T) represents the instantaneous ground speed of aircraft 10, supplied for example by GNSS 18 or 1RS 20 systems;
    Deviation_FPA (T) represents the vertical deviation of the aircraft 10 calculated using equation (11);
    Tech represents a sampling period; and
    Cumul_depl_vert (T) represents the vertical displacement of the aircraft 10, thus calculated by integration of the ground speed of the aircraft 10.
    During step 220, the vertical displacement of the aircraft 10, or linear difference in calculated vertical slope, is then converted, by the calculation module 34, into angular difference in slope expressed in DDM.
    This angular conversion of the vertical displacement of the aircraft 10 into vertical DDM is for example carried out on the basis of a measurement of the distance of the aircraft to the threshold of runway 12, increased by simulated position value (s) a GLIDE tag, and a reference value of a scale factor allowing to pass from an angular value to a DDM value for a GLIDE signal deviation, this reference value being for example contained in the base data 29.
    The angular conversion of the vertical displacement of the aircraft 10 into vertical DDM then checks for example the following equations:
    GS_IRS_Deg (T) = Atan (CumuLdepl_vert (T) / (Dist (T) + GSDist)) (14)
    GSAmp = 0.75 * FPAREF
    GS_IRS_ddm (T) = GSJRS_Deg (T) * 0.175 / GSAmp (15) (16) where Cumul_depLvert (T) represents the vertical displacement of aircraft 10, previously calculated using equation (5);
    Dist (T) represents the distance from the aircraft to the threshold of runway 12;
    GSDist represents a simulated value of position of a GLIDE tag, this predefined value being for example contained in the database 29;
    GS_IRS_Deg (T) represents the angular deviation of slope at time T;
    GSAmp is a scaling factor to go from an angular value to a DDM value for a GLIDE signal deviation; and
    GS_IRS_ddm (T) represents the angular deviation of slope expressed in DDM at the moment
    T.
    During the next step 230, the comparison module 36 then compares the angular value of displacement calculated by the calculation module 34, such as the angular difference in slope expressed in DDM GS_IRS_ddm (T), with the corresponding radio navigation signal , such as the GLIDE signal expressed in DDM at time T, denoted GS (T), from the reception chain 32, in order to detect a possible measurement error in the reception chain 32 of the GLIDE signal.
    The alert module 38 then generates, during step 240, an alert signal as a function of the result of the comparison between the angular displacement value calculated GS_IRS_ddm (T) and the corresponding radio navigation signal GS (T), comparison which was carried out during the previous step 230 by the comparison module 36. More specifically, the alert module 38 generates an alert signal in the event of detection of a measurement error in the reception chain 32 .
    The alert signal is, for example, generated when the absolute value of the difference between the calculated angular displacement value GSJRS_ddm (T) and the corresponding radio navigation signal GS (T) is greater than a predefined threshold for at least a predefined minimum duration, this predefined minimum duration being for example substantially equal to two seconds.
    In optional addition, the second comparison module 40 compares the average value resulting from the filtering of the values of the GLIDE signal, carried out during step 210, with a slope planned towards the axis of the runway 12. This then allows to further detect a possible timing anomaly of the GLIDE signal, emitted by the GLIDE beacon placed on the ground near the runway 12. The slope planned towards the axis of the runway 12 is for example contained in the database 29 on board the aircraft 10.
    Also optional, the second comparison module 40 compares the difference in sensitivity resulting from the observation of the difference, during their evolution, between the signals GLIDE (T) and GLIDEJRS_ddm (T) calculated during the step 120. This then makes it possible, moreover, to detect a possible anomaly in the sensitivity of the GLIDE signal, emitted by the GLIDE beacon disposed on the ground, near the runway 12.
    The monitoring device 30 according to the invention thus takes advantage of the fact that the final approach to the landing runway 12 by the aircraft 10 takes place at approximately constant speed of the aircraft 10. Under these conditions, the measurement errors provided by a 1RS inertial navigation or GNSS satellite positioning system remain more or less constant during the limited approach time.
    During this approach phase, the 1RS inertial navigation or GNSS satellite positioning system then makes it possible to precisely observe the direction and the slope of descent followed by the aircraft 10, possibly with a bias.
    The monitoring device 30 according to the invention then uses the variations around the average direction followed by the aircraft 10, and respectively the variations around the average slope, to monitor the corresponding received radio navigation signal, namely the LOC signal, and respectively the GLIDE signal, and detect possible measurement errors on the single chains which provide the horizontal LOC and vertical GLIDE radionavigation signals.
    In optional addition, when the second comparison module 40 compares the direction observations and the average guidance slope, as well as the evolutions around the observed values, with the theoretical values expected for an approach guided by the ILS, MLS or GLS system considered towards a given landing strip 12, the monitoring device 30 according to the invention also makes it possible to verify that the input signal monitoring device 30 according to the invention conforms to the corresponding expected signal, that is to say say what it should be. The monitoring device 30 then allows the use of an ILS, MLS and / or GLS guidance signal under more stringent conditions than those for which it is qualified, in particular to authorize the descent of the aircraft 10 to to lower minima when used in combination with SVGS (Synthesis Vision Guidance System) type systems.
    Also, the monitoring device 30 according to the invention makes it possible to monitor the radio navigation signals received during the approach phase of the landing runway, such as the LOC and / or GLIDE signals received, and to detect a measurement error in a corresponding reception chain if necessary, and to reduce the material redundancies required in the architectures allowing the implementation of the most restrictive approach and landing operations.
    The monitoring device 30 according to the invention then also makes it possible to reduce to two simple chains ILS, MLS or GLS 32 the need for redundancy to support the requirements linked to a capacity to be able to continue to operate with a sufficient level of integrity after detection of a fault on one of the redundant chains. In the event of failure of one of the two simple ILS, MLS or GLS 32 chains, the corresponding monitoring device 30 then makes it possible to identify the faulty ILS, MLS or GLS 32 chain, and to monitor the ILS chain, MLS or GLS 32 remaining operational. The monitoring device (s) 30 according to the invention then make it possible to consolidate the ILS, MLS and / or GLS parameters capable of being implemented in different components of the architecture.
    The electronic device 30 for monitoring at least one radio navigation signal in the approach phase therefore makes it possible to simplify the hardware complexity of the architecture solutions implemented to satisfy the integrity and continuity requirements required for landings in good condition. of most restrictive visibility, as will be explained below with reference to FIGS. 7 to 9, where FIG. 7 is a schematic representation of a redundant architecture of the state of the art, while FIGS. 8 and 9 are schematic representations of redundant architectures according to the invention, according to a first configuration and respectively a second configuration.
    To guarantee the level of integrity and continuity required to support landing and taxiing operations in the most reduced visibility condition, a condition known as category IIIB, a simple material guide chain is not enough, and it is therefore necessary to have a redundancy of certain avionic systems. The requirement dimensioning the design of systems to support landing and taxiing is the capacity to be able to continue to operate with a sufficient level of integrity after detection of a failure on one of the redundant chains, these systems are then called type OPERATIONAL FAIL.
    An aircraft 10 allowing a landing in category IIIB condition then generally implements, for the supply of guidance information ILS, MLS and / or GLS, a hardware architecture of dual COM / MON type through doublets of multimode reception equipment. , also called MMR (Multi-Mode Rece / ve / j) equipment, whose internal architecture is redundant.
    FIG. 7 illustrates a state-of-the-art avionics architecture using MMR assemblies making it possible to support approach and landing operations up to category IIIB conditions.
    This figure shows mainly the MMR assemblies, but also the 1RS and AFCS 56 autopilot systems (from the English Aircraft Flight Control System) which are necessary in the construction of an FAIL OPERATIONAL type autopilot system, required for support approach and landing operations in very low visibility conditions (category IIIB).
    The architecture is dual COM / MON vis-à-vis the MMR assembly for the supply of LOC and GLIDE deviations in ILS or GLS, and vis-à-vis the AFCS 56 automatic pilot system for the calculation of orders for control surfaces and engine controls, with the use of AND logic gates 52, and AND logic gates, then an OR logic gate 54, or OR logic gate. The architecture is triplex vis-à-vis the supply of inertial information used by the AFCS 56 automatic piloting system for the stabilization of the aircraft 10. The MMR assembly also includes in addition a VDB 50 system for the transmission of VHF data.
    A person skilled in the art will observe that the function of the MMR assembly is not limited to providing the ILS or GLS information during the approach phase of the runway 12. In fact, the supply of the ILS information requires the implementation of VHF radio reception modules, and when they are not used in ILS mode, these VHF radio reception modules can be used to provide VOR measurements for conventional navigation, or datalink data used by the GLS system 26. The provision of GLS information requires the implementation of GNSS 18 system (s).
    FIG. 8 illustrates an avionics architecture according to the invention, according to a first configuration with a simplified MMR assembly. Instead of duplicating in the MMR assembly, the ILS and GPS processing chains, the monitoring device 30 according to the invention is simply duplicated on each of the simple ILS and GLS chains, for example in the form of a monitoring algorithm executed by an information processing unit 42 of an existing electronic device or even in the form of a dedicated electronic device. The monitoring device 30 associated with the single chain ILS carries out, using route, slope and distance to the threshold threshold inertial input data, monitoring of the single chain GLS in GLS approach mode. Conversely, the monitoring device 30 associated with the single chain GLS realizes, using route, slope and distance to the threshold threshold inertial input data, monitoring of the single chain ILS in ILS approach mode. Compared to an MMR set of the state of the art which comprises an ILS double chain and a GLS double chain, the gain is then two computers in the MMR simplified set according to the invention. The associated advantages are then a simplification of the design and a significant reduction in the cost with equivalent functionality. It is also possible to use the simplified MMR set within avionics architectures intended for aircraft which do not need FAIL OPERATIONAL type capacity.
    FIG. 9 illustrates an avionics architecture according to the invention, according to a second configuration, using separate simple chains ILS and GPS, providing ILS and GLS guidance deviations, for which the capacity of the FAIL OPERATIONAL type is added by implementing devices for monitoring 30 according to the invention, for monitoring the ILS or GLS signals received, in particular for the various AFCS 56 automatic piloting systems, which must necessarily provide a capacity of the FAIL OPERATIONAL type. The associated advantage is then notably to offer an alternative architecture to the MMR assembly, by reusing GPS 18 or ILS 22 systems which are also used in aircraft architectures which are not aimed at FAIL OPERATIONAL type capacity.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Electronic device (30) for monitoring at least one radionavigation signal (LOC, GLIDE) during the approach phase of a landing runway (12), each radionavigation signal (LOC, GLIDE) being derived from '' a reception chain (32) on board an aircraft (10), the device (30) comprising:
    a calculation module (34) configured to calculate an angular value of displacement in a reference plane,
    a comparison module (36) configured to compare the angular displacement value calculated with the corresponding radio navigation signal, and
    - an alert module (38) configured to generate an alert signal as a function of the result of the comparison between the calculated angular displacement value and the corresponding radio navigation signal, characterized in that the calculation module (34) is configured to calculate the angular value of displacement as a function of a quantity relating to the aircraft (10) among a route and a slope, according to the radio navigation signal monitored, said quantity relating to the aircraft (10) being derived from avionics equipment (18, 20) distinct from the reception chain (32).
    [2" id="c-fr-0002]
    2. Device (30) according to claim 1, in which the calculation module (34) is configured to calculate the angular displacement value independently of position information of a beacon on the ground capable of transmitting the radio navigation signal.
    [3" id="c-fr-0003]
    3. Device (30) according to claim 1 or 2, wherein the radio navigation signal monitored is a LOC signal, and the calculation module (34) is then configured to calculate an angular value of lateral displacement in a horizontal plane as a function of an aircraft route (10).
    [4" id="c-fr-0004]
    4. Device (30) according to claim 1 or 2, in which the radio navigation signal monitored is a GLIDE signal, and the calculation module (34) is then configured to calculate an angular value of vertical displacement in a vertical plane as a function a slope of the aircraft (10).
    [5" id="c-fr-0005]
    5. Device (30) according to any one of the preceding claims, in which the angular displacement value is expressed in DDM, and the calculation module (34) is configured to calculate a linear deviation from a variable depending on the monitored radionavigation signal and the magnitude among the route and the slope, then to convert the linear deviation into the angular value of displacement expressed in DDM.
    [6" id="c-fr-0006]
    6. Device (30) according to claim 5, in which the calculation module (34) is configured to perform a filtering of successive values of the monitored radio navigation signal, and the variable dependent on the monitored radio navigation signal is an average value resulting from said filtering of the values of the monitored radio navigation signal.
    [7" id="c-fr-0007]
    7. Device (30) according to claim 6, wherein the device (30) further comprises a second comparison module (40) configured to compare the average value resulting from said filtering of the values of the monitored radio navigation signal, with an expected magnitude towards the axis of the runway, from a planned route and a planned slope according to the monitored radio navigation signal, said predicted quantity being taken from a database on board the aircraft (10) and providing the theoretical values of the quantities monitored.
    [8" id="c-fr-0008]
    8. Device (30) according to any one of claims 5 to 7, in which the calculation module (34) is configured to calculate the linear deviation as a function further of an integration of a speed of the aircraft (10) projected in the reference plane.
    [9" id="c-fr-0009]
    9. Method for monitoring at least one radionavigation signal (LOC, GLIDE) during the approach phase of a landing runway (12), each radionavigation signal (LOC, GLIDE) coming from a chain of reception (32) on board an aircraft (10), the method being implemented by an electronic monitoring device (30), and comprising:
    - the calculation (100, 110, 120; 200, 210, 220) of an angular value of displacement in a reference plane,
    - comparing (130; 230) the angular displacement value calculated with the corresponding radio navigation signal, and
    - generating (140; 240) a warning signal as a function of the result of the comparison between the calculated angular displacement value and the corresponding radio navigation signal, characterized in that the calculation (100, 110, 120; 200 , 210, 220) of the angular value of displacement is carried out as a function of a quantity relating to the aircraft (10) among a route and a slope, according to the radio navigation signal monitored, said quantity relating to the aircraft (10 ) coming from an avionics equipment (18, 20) distinct from the reception chain (32).
    5
    [0010]
    10. Computer program comprising software instructions which, when executed by a computer, implement a method according to the preceding claim.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3346282A1|2018-07-11|Electronic monitoring device for monitoring at least one radionavigation signal during an approach phase to a landing runway, related monitoring method and computer program
    EP2648017B1|2014-09-24|On-board system for piloting an aircraft, based on a GNSS system, with redundant, dissimilar architecture for high level of integrity
    US8494693B2|2013-07-23|Vertical required navigation performance containment with radio altitude
    FR2916530A1|2008-11-28|METHOD AND DEVICE FOR MONITORING POSITION INDICATION OF AN AIRCRAFT
    EP1989510B1|2010-06-02|Hybrid positioning method and device
    US9593962B2|2017-03-14|Systems and methods for attitude fault detection based on integrated GNSS/inertial hybrid filter residuals
    AU2016247099B2|2020-09-10|Using radar derived location data in a GPS landing system
    EP2490042B1|2017-06-14|Method and system for determining navigation parameters of an aircraft
    FR2936079A1|2010-03-19|METHOD FOR MONITORING THE LANDING PHASE OF AN AIRCRAFT
    FR3013882A1|2015-05-29|DEVICE FOR MONITORING THE STABILIZATION OF THE APPROACH PHASE FROM AN AIRCRAFT TO A LANDING TRAIL, METHOD AND COMPUTER PROGRAM PRODUCT THEREOF
    FR2892503A1|2007-04-27|METHOD FOR AIDING THE SETTING OF THE BAROMETRIC ALTITUDE OF AN AIRCRAFT
    EP2449409B1|2013-04-17|Method for determining the position of a mobile body at a given instant and for monitoring the integrity of the position of said mobile body
    FR2989174A1|2013-10-11|DEVICE FOR DETERMINING LOCATION INFORMATION AND INERTIAL PRIMARY REFERENCES FOR AN AIRCRAFT
    FR3054357A1|2018-01-26|METHOD AND DEVICE FOR DETERMINING THE POSITION OF AN AIRCRAFT DURING AN APPROACH FOR LANDING
    FR3008818A1|2015-01-23|DEVICE AND METHOD FOR PREDICTING THE PRECISION, THE INTEGRITY AND AVAILABILITY OF THE POSITION OF AN AIRCRAFT ALONG A TRACK.
    US10247573B1|2019-04-02|Guidance system and method for low visibility takeoff
    FR2944888A1|2010-10-29|NAVIGATION ASSISTING METHOD FOR DETERMINING THE TRACK OF AN AIRCRAFT
    FR3016449A1|2015-07-17|AIRCRAFT AIRCRAFT GUIDING METHOD, COMPUTER PROGRAM, AND DEVICE THEREOF
    EP3267156B1|2019-08-21|Calculation device and method for predicting estimated navigation performance
    FR3053780A1|2018-01-12|APPARATUS AND METHOD FOR CALCULATING NAVIGATION PERFORMANCE PREDICTION
    FR2916060A1|2008-11-14|METHOD AND DEVICE FOR MONITORING A HORIZONTAL POSITION OF AN AIRCRAFT ON THE GROUND
    EP3353573B1|2020-03-18|Railway positioning method and system
    FR3044811A1|2017-06-09|METHOD AND DEVICE FOR ESTIMATING A SIDE SPEED AND A LATERAL POSITION OF AN AIRCRAFT DURING AN AIRCRAFT RUNNING PHASE.
    EP3770626A1|2021-01-27|Method for validating at least one predetermined position data item stored within a database of an aircraft, associated computer program and device
    US11035962B2|2021-06-15|Supplemental system for a satellite based approach during low visibility conditions
    同族专利:
    公开号 | 公开日
    CN108279006A|2018-07-13|
    FR3061794B1|2019-05-24|
    EP3346282A1|2018-07-11|
    US10580313B2|2020-03-03|
    US20180197422A1|2018-07-12|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP1589351A1|2004-04-22|2005-10-26|Airbus France|Method and apparatus for landing aids of an aircraft on a runway|
    US8630756B2|2011-04-12|2014-01-14|The Boeing Company|Airplane position assurance monitor|
    EP2927704A1|2014-03-27|2015-10-07|Honeywell International Inc.|Independent instrument landing system monitor|FR3095641A1|2019-05-02|2020-11-06|Thales|device for testing an avionics function, aircraft, associated method and computer program|GB1253895A|1969-05-09|1971-11-17|Secr Defence|Improvements in or relating to aircraft landing radio guidance receivers|
    WO2002016870A2|2000-08-18|2002-02-28|Honeywell International Inc.|Glideslope monitor for aircraft|
    FR2854463B1|2003-04-29|2005-07-08|Airbus France|METHOD AND DEVICE FOR SWITCHING ON A RADIO FREQUENCY LANDING SYSTEM OF AN AIRCRAFT|
    FR2989163B1|2012-04-06|2014-04-11|Thales Sa|AN AIRCRAFT AIRCRAFT BASED AIRCRAFT BASED ON A GNSS SYSTEM WITH A REBOUNDING AND DISSIMILAR ARCHITECTURE FOR A HIGH INTEGRITY LEVEL|
    FR2989174B1|2012-04-06|2016-12-09|Thales Sa|DEVICE FOR DETERMINING LOCATION INFORMATION AND INERTIAL PRIMARY REFERENCES FOR AN AIRCRAFT|
    US9098999B2|2013-09-13|2015-08-04|The Boeing Company|Systems and methods for assuring the accuracy of a synthetic runway presentation|
    US9715013B2|2013-11-27|2017-07-25|New Bedford Panoramex Corp.|Integratable ILS interlock system|US10922985B2|2018-05-03|2021-02-16|Honeywell International Inc.|Systems and methods for dynamic implementation of increased glide slope angles in approach procedures|
    CN109269527A|2018-09-12|2019-01-25|中国民用航空中南地区空中交通管理局|Instrument-landing-system spacing wave mass analysis method and system based on airborne DAR data|
    CN110488864B|2019-08-15|2021-12-03|中国商用飞机有限责任公司|Method and system for modifying a LOC signal in a flight control system of an aircraft|
    FR3111693A1|2020-06-19|2021-12-24|Airbus Operations|Method and system for determining an aircraft position error.|
    法律状态:
    2018-01-31| PLFP| Fee payment|Year of fee payment: 2 |
    2018-07-13| PLSC| Publication of the preliminary search report|Effective date: 20180713 |
    2020-01-30| PLFP| Fee payment|Year of fee payment: 4 |
    2021-01-28| PLFP| Fee payment|Year of fee payment: 5 |
    2022-01-31| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1700011|2017-01-06|
    FR1700011A|FR3061794B1|2017-01-06|2017-01-06|ELECTRONIC DEVICE FOR MONITORING AT LEAST ONE RADIONAVIGATION SIGNAL IN THE APPROACH PHASE OF A LANDING TRACK, MONITORING METHOD AND COMPUTER PROGRAM THEREOF|FR1700011A| FR3061794B1|2017-01-06|2017-01-06|ELECTRONIC DEVICE FOR MONITORING AT LEAST ONE RADIONAVIGATION SIGNAL IN THE APPROACH PHASE OF A LANDING TRACK, MONITORING METHOD AND COMPUTER PROGRAM THEREOF|
    US15/863,739| US10580313B2|2017-01-06|2018-01-05|Electronic monitoring device for monitoring at least one radionavigation signal during an approach phase to a landing runway, related monitoring method and computer program|
    EP18150398.8A| EP3346282A1|2017-01-06|2018-01-05|Electronic monitoring device for monitoring at least one radionavigation signal during an approach phase to a landing runway, related monitoring method and computer program|
    CN201810014749.XA| CN108279006A|2017-01-06|2018-01-08|Electronic monitoring equipment, related monitoring method and computer program|
    [返回顶部]