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  • 专利说明
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    • 专利摘要:
    This device (30) for monitoring the stabilization of the approach phase of an aircraft (10) to an airstrip (12) comprises: - means (36) for acquiring an instantaneous position (P ) of the aircraft (10), - means (37) for calculating an instantaneous distance (D; H) between the instantaneous position (P) of the aircraft and a characteristic point (Pc) of the runway. landing (12), means (38) for determining one or more quantities relative to the aircraft, when said instantaneous distance (D; H) lies between first (D1; H1) and second (D2; H2) predetermined distances, and - means (40) for generating an alert signal, when at least one of said magnitude or quantities is outside the boundary of a respective value domain. The or each boundary varies according to the instantaneous distance (D; H) between the instantaneous position (P) of the aircraft and the characteristic point (Pc) of the landing runway (12).
    公开号:FR3013882A1
    申请号:FR1302762
    申请日:2013-11-28
    公开日:2015-05-29
    发明作者:Hugues Meunier
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a device for monitoring the stabilization of the approach phase of the approach phase of an aircraft to an airstrip, method and associated computer program product. an aircraft to an airstrip. The device comprises means for acquiring an instantaneous position of the aircraft and means for calculating an instantaneous distance between the instantaneous position of the aircraft and a characteristic point of the landing runway. The device comprises means for determining one or more quantities relating to the aircraft, when said instantaneous distance is between first and second predetermined distances. The monitoring device also comprises means for generating an alert signal, when at least one of the one or more quantities is outside the boundary of a respective value domain. The invention also relates to a method of monitoring the stabilization of the approach phase of an aircraft to the runway, implemented by such a monitoring device. The invention also relates to a computer program product comprising software instructions which, when implemented by a computer, implements such a monitoring method.
    [0002] The approach phase of the airstrip is a particularly important phase in terms of safety, since the landing phase of the aircraft depends heavily on this phase of prior approach, and a relatively large percentage of accidents aircraft occurs during the landing phase, in particular runway exits. Some methods and devices have thus been envisaged to monitor the stabilization of this approach phase, and if necessary to generate an alert signal for the aircraft pilot (s), to limit incidents or accidents during the landing of the aircraft. For example, US 8,116,923 B2 discloses a monitoring device and a monitoring method of the aforementioned type. Such a monitoring device extracts from a database a predetermined approach slope towards the landing runway when the aircraft is in approach phase, and determines if a first difference between the position of the aircraft and the predetermined slope is greater than a first predetermined threshold. The monitoring device then determines, when the first deviation is greater than the first predetermined threshold, whether a second difference between the flight path angle of the aircraft and a predetermined angle of the approach slope is greater than a second threshold. predetermined. The monitoring device then generates, for the crew of the aircraft and in particular the pilot, an instability alert in the approach phase when the second deviation is greater than the second predetermined threshold. However, such a monitoring device only addresses a specific aspect of situations where the approach is not stabilized and generates a relatively large number of nuisance alerts, also called false alarms, which generally disturbs the flight crew. the aircraft. This is then likely to reduce the safety of the flight. The object of the invention is therefore to propose a device and a method for monitoring the approach phase of the aircraft characterizing the various situations of non-stabilization in approach while at the same time making it possible to reduce the number of untimely alerts in order to to best assist the crew of the aircraft to manage this approach phase, to ensure that the aircraft is at its best during its landing phase to minimize the risk of accidents to this moment and thus improve the safety of the flight. In fact, an approaching aircraft that is not stabilized at a height above the runway generally between 1000 feet and 400 feet has high risks of being in an incident or accident situation when landing. . It should be noted that the concept of stabilization does not currently have a definition recognized and approved by those skilled in the art, and that this invention seeks to remedy this by providing a definition of this concept of stabilization, beyond the technical solutions. in this invention conform to this definition. According to the definition considered at the level of this invention, an approach is considered stabilized if the variability of the one or more parameters to be controlled during an approach, such as parameters on the instantaneous position and situation of the aircraft vis-à- the approach position to be followed, the predicted position of the beginning of the landing or the end of it, decreases as the aircraft progresses towards the runway in the phase of 'approach. For this purpose, the subject of the invention is a device, of the abovementioned type, for monitoring the stabilization of the approach phase of an aircraft towards an airstrip, in which the or each boundary varies according to the instantaneous distance between the instantaneous position of the aircraft and the characteristic point of the runway. According to other advantageous aspects of the invention, the device for monitoring the stabilization of the approach phase of the aircraft performs said surveillance with regard to a current state of the aircraft vis-à-vis its trajectory approach according to its approach to the landing runway and comprises one or more of the following characteristics, taken separately or in any technically possible combination: the or each boundary satisfies a monotonic function, such as a decreasing function, when the instantaneous distance between the instantaneous position of the aircraft and said characteristic point decreases; the range of values associated with a corresponding quantity is a range of values having extreme limits and the difference between the extreme limits, which form the boundary of said range, decreases when the instantaneous distance between the instantaneous position of the aircraft and said characteristic point decreases; the range of values associated with a corresponding quantity is a range of values having extreme limits, and the median value of the extreme limits, which form the boundary of said range, decreases when the instantaneous distance between the instantaneous position of the aircraft and said characteristic point decreases; at least one determined quantity is an element selected from the group consisting of: a current speed of the aircraft, a current slope of the aircraft, a current attitude of the aircraft, a current heading of the aircraft, a road; of the aircraft, a lateral angular deviation of the aircraft relative to a predetermined axis of approach to the landing runway, a current vertical angular deflection of the aircraft with respect to a predetermined axis of approach towards the landing runway, a lateral deviation of the position of the aircraft relative to a predetermined axis of approach to the runway, and a vertical deviation of the position of the aircraft relative to a predetermined axis of approach to the runway; and the domain associated with the or each determined quantity is an interval of values having extreme limits forming the boundary of said domain.
    [0003] According to other advantageous aspects of the invention, the device for monitoring the stabilization of the approach phase of the aircraft performs said monitoring with regard to a prediction of a landing zone of the landing of the aircraft. aircraft according to its approach to the landing runway, and comprises one or more of the following characteristics, taken separately or in any technically possible combination: at least one determined quantity is chosen from an estimated lateral impact position of the aircraft; ground by the aircraft and an estimated longitudinal position of ground impact by the aircraft, the estimated lateral impact position of the ground being determined in a direction perpendicular to a longitudinal axis of the runway and the estimated longitudinal position ground impact being determined in a direction parallel to the longitudinal axis of the runway; the domain associated with the or each determined quantity is an interval of values having extreme terminals forming the boundary of said domain; and a determined magnitude is an estimated position of impact of the ground by the aircraft, the boundary of a domain associated with said magnitude is in the form of an ellipse having a half-major axis and a half-minor axis, and the half-major axis and the half-minor axis of the ellipse decrease when the instantaneous distance between the instantaneous position of the aircraft and said characteristic point decreases. According to other advantageous aspects of the invention, the device for monitoring the stabilization of the approach phase of the aircraft performs said monitoring with regard to a prediction of a distance required to effect the landing of the aircraft. aircraft according to its approach to the landing runway, and includes one or more of the following characteristics, taken separately or in any technically feasible combination: - a determined quantity is a prediction of the landing distance of the next aircraft a longitudinal axis of the runway with respect to a reference point of said runway; and the domain associated with the or each determined quantity is an interval of values having extreme terminals forming the boundary or boundaries of said domain. The subject of the invention is also a method for monitoring the stabilization of the approach phase of an aircraft towards a landing runway, the method comprising the following steps: the acquisition of an instantaneous position of the aircraft aircraft, - the calculation of an instantaneous distance between the instantaneous position of the aircraft and a characteristic point of the landing runway, - the determination of one or more quantities relating to the aircraft, when the instantaneous distance is between predetermined first and second distances, - the generation of an alert signal, when at least one of said magnitude or quantities is outside the boundary of a respective value domain, wherein the each boundary varies according to the instantaneous distance between the instantaneous position of the aircraft and the characteristic point of the runway. According to another advantageous aspect of the invention, the method for monitoring the stabilization of the approach phase of the aircraft comprises the following characteristic: the or each boundary satisfies a monotonic function, such as a decreasing function, when the instantaneous distance between the instantaneous position of the aircraft and said characteristic point decreases. The invention also relates to a computer program product comprising software instructions which, when implemented by a computer, implements a monitoring method as defined above. These features and advantages of the invention will appear on reading the description which follows, given solely by way of nonlimiting example, and with reference to the appended drawings, in which: FIG. 1 is a diagrammatic representation of an aircraft during the approach phase to an airstrip, the aircraft comprising a device for monitoring the stabilization of its approach phase to an airstrip, the stabilization monitoring device including including means for acquiring avionic parameters, means for calculating an instantaneous distance between an instantaneous position of the aircraft and a characteristic point of the runway, means for determining one or more quantities relating to the aircraft, and means for generating an alert signal, when at least one of said magnitude or quantities is outside the boundary of a respective value domain; FIG. 2 is a more detailed representation of the monitoring device of FIG. 1; FIGS. 3 to 7 are schematic representations of the value domains for different quantities relating to the aircraft determined by the monitoring device of FIG. 1, and FIG. 8 is a flowchart of a monitoring method according to the invention.
    [0004] Conventionally in the present application, the expression "substantially equal to" will express a relationship of equality to plus or minus 10%. In the remainder of the description, 1 Ft (Feet) means 1 foot, equal to 0.3048 meters, 1 Nm (Nautical mile) means 1 nautical mile, equal to 1 852 meters, and 1 Kt (Knot English) will designate 1 node, equal to 1852 m / h, or 0.514 ms-1.
    [0005] In FIG. 1, an aircraft 10 is in the approach phase to an airstrip 12, and is able to move along a final approach axis 16 towards the landing runway 12. The aircraft 10 presents, relative to the terrestrial reference, a current position P, also called instantaneous position, as well as a current speed V, also called instantaneous speed.
    [0006] According to the embodiment of the invention, the aircraft 10 comprises all or part of the following systems to provide the parameters specific to the aircraft necessary for the implementation of the invention: a flight management system 20 the aircraft, also called FMS (English Flight Management System), a satellite positioning system 21, such as a GPS system (English Global Positioning System); an inertial reference system 23, also known as the IRS system (of the English Inertial Reference System); an ILS 24 (English Instrument Landing System) landing aid system or an MLS 25 (Microwave Landing System) landing aid system; an active runway departure prevention system 26, also known as the Runway Overrun Prevention System (ROPS) system; a radio altimeter 27, also denoted RA; a first database 28 containing data relating to the different tracks relating to certain airports of one or more regions; and a second database 29 containing data relating to the main landing performance of the aircraft 10. According to the invention, the aircraft 10 also comprises a device 30 for monitoring the stabilization of its approach phase. the runway 12. The landing runway 12 is substantially flat, and defines a reference horizontal plane A. The final approach axis 16 has an angle a with respect to the reference plane A of the runway. landing. The value of the angle a is, for example, equal to 3 degrees, and is advantageously provided by a database containing information on the runways of the airports. The different avionics systems, namely the FMS 20, GPS 21, IRS 23, ILS 24, MLS 25, ROPS 26 and RA 27 systems, are known per se and are capable of providing various avionic parameters to the stabilization monitoring device 30 .
    [0007] The avionic parameters comprise in particular: the instantaneous position P of the aircraft 10, supplied by the FMS 20 and / or GPS 21 systems; the instantaneous speed V of the aircraft 10, supplied by the FMS 20 and / or GPS 21 and / or IRS 23 systems; the instantaneous slope FPA of the aircraft 10 (of the English Flight Path Angle), also called current slope, and provided by the FMS 20 and / or GPS 21 systems; the instantaneous attitude of the aircraft 10 (Attitude), also known as the current attitude, and provided by the FMS 20 and / or IRS 23 systems; an instantaneous heading of the aircraft 10, also called current heading, and provided by the FMS 20 and / or GPS 21 and / or IRS 23 systems; an instantaneous route of the aircraft 10, also called current route, and provided by the FMS 20 and / or GPS 21 and / or IRS 23 systems; a lateral angular deflection A of the aircraft (Localizer deviation) relative to the predetermined axis of approach towards the landing runway 12, provided by the ILS 24 and / or MLS 25 systems; a current vertical angular deflection of the aircraft 10 (of the English glide deviation) with respect to the predetermined axis of approach towards the landing runway 12, provided by the ILS 24 and / or MLS 25 systems; a lateral deviation of the position of the aircraft 10 with respect to the predetermined axis of approach towards the landing runway, provided by the FMS 20 and / or GPS 21 systems; a vertical deviation of the position of the aircraft 10 with respect to the predetermined axis of approach towards the landing runway, provided by the FMS 20 and / or GPS 21 systems; a prediction of the landing distance DA of the aircraft along a longitudinal axis X of the landing runway 12 with respect to a reference point Pr of said runway, this prediction being provided by the ROPS system 26 from data from the second database 29; and a radio altitude provided by the radio altimeter RA 27. The stabilization monitoring device 30 comprises at least one processing unit 32, formed for example by a processor 34 and a memory 35 associated with the processor 34.
    [0008] The memory 35 is able to store software 36 for acquiring at least one avionic parameter, including the instantaneous position P of the aircraft, software 37 for calculating an instantaneous distance D between the instantaneous position P of the aircraft. aircraft and a characteristic point Pc of the landing runway, and a software 38 for determining one or more quantities relating to the aircraft 10, when the instantaneous distance D calculated is between first D1 and second D2 predetermined distances . By size relative to the aircraft is meant any quantity associated with the aircraft making it possible to monitor the stabilization of the approach phase of the aircraft 10 towards the runway 12. The or each quantity relative to the aircraft is for example any of the avionic parameters as defined above, with the exception of the instantaneous position P and the radio altitude, and provided by the FMS 20, GPS 21, IRS 23, ILS 24, MLS 25, ROPS 26 and RA 27.
    [0009] By determination of the relative quantity is meant the acquisition of this quantity from one of the systems FMS 20, GPS 21, IRS 23, ILS 24, MLS 25, ROPS 26 and RA 27, when said quantity is directly supplied. by one of said systems 20, 21, 23, 24, 25, 26 and 27, or the calculation of this quantity when it is not directly supplied by one of said systems 20, 21, 23, 24, 25, 26 and 27. The memory 35 is able to store information relating to the landing runway 12, coming from the first database 28, such as the position of the characteristic point Pc of the landing runway, the position the reference point Pr of said track, these positions being identical and being determined in a terrestrial reference system. In addition, the memory 35 is capable of storing a software 39 for determining the landing runway in a predictive manner, as described in the document FR 2 783 912 A1. The memory 35 is able to store a software 40 for generating the landing track. an alert signal, when at least one of said one or more quantities is outside the boundary of a respective value domain. The fact that at least one of said magnitudes is outside the boundary of the value domain associated with it characterizes an unstabilized approach situation of the aircraft 10, and the alert is also called an alert. non-stabilized approach.
    [0010] In a variant, the acquisition means 36, the calculation means 37, the determination means 38, the predictive determination means of the track 39 and the generation means 40 are implemented in the form of programmable logic components, or in the form of programmable logic components. dedicated integrated circuits. The alert generated by the generation software 40 comprises an audible signal and / or a visual signal in order to draw the attention of the crew of the aircraft 10, in particular the pilot (s), and to warn the crew of the unstabilized approach situation of the aircraft 10, so that it performs the necessary corrective actions. The quantity or quantities determined by the determination software 38 are preferably magnitudes relating to the instantaneous position, or to an instantaneous trajectory or to a predicted trajectory or to the predicted landing distance of the aircraft 10. As a for example, a first determined quantity is the current speed V of the aircraft. A second determined magnitude is a current slope FPA of the aircraft (English Flight Path Angle), that is to say the angle of the trajectory followed by the aircraft 10 with a horizontal plane.
    [0011] A third determined quantity is a current attitude of the aircraft, that is to say the angle of the longitudinal axis of the aircraft 10 with the horizontal plane. A fourth determined quantity is a current heading of the aircraft, that is to say the angle of the longitudinal axis of the aircraft 10 with the North.
    [0012] A fifth determined magnitude is a current route of the aircraft, i.e. the angle of the flight path followed by the aircraft 10 with the North. A sixth determined magnitude is a current angular lateral deviation (Localization deviation) of the aircraft 10 with respect to a predetermined or calculated axis of approach to the landing runway 12, such as the final axis of the aircraft. Approach 16. The current angular side deviation is provided by radio means, such as ILS 24 or MLS 25, or calculated from position P of aircraft 10, from the direction of the runway centreline 12 and the approach slope of the aircraft 10 predetermined by the flight management system 20. A seventh determined quantity is a current angular vertical deflection (of the English Gilde deviation) of the aircraft 10 with respect to a predetermined or calculated axis of approach to the runway 12, such as the final approach axis 16. The current angular vertical deflection is provided by a radio means, such as ILS 24 or MLS 25, or calculated well from the position P of the aircraft 10, the direction of the runway axis 12 and the approach slope of the aircraft 10 predetermined by the flight management system 20. An eighth determined magnitude is a lateral deviation of the position of the aircraft 10 (of the English X track error - lateral) with respect to a predetermined or calculated axis of approach to the landing 12, such as the final approach axis 16. A ninth determined magnitude is a vertical deviation of the position of the aircraft 10 (of the English X track error - vertical) with respect to a predetermined or calculated approach axis towards the landing 12, such as the final approach axis 16 A tenth magnitude, which is provided by a ROPS system 26 or calculated by the stabilization monitor 30, is a prediction of the landing distance DA that will be used by the aircraft 10 along a longitudinal axis X. of the runway 12 with respect to a reference point Pr of the said track 12, such as the beginning of said track 12, as shown in FIG. 7. An eleventh magnitude is a prediction of a point of intersection of the current trajectory with the horizontal plane A containing the track, this magnitude being provided by a prediction device of said intersection point, this intersection point being sometimes called "point of impact". This prediction device is known per se, it being for example integrated into a ground collision warning system, also called TAWS system (English Terrain Awareness Warning System). As a variant, the eleventh magnitude is calculated by the stabilization monitoring device 30. This estimated ground impact position is in other words a prediction of the position of the point of impact of the current trajectory extrapolated according to the instantaneous values of the parameters. aircraft, (mainly airplane position, speed, airplane route, radio altitude and roll) with the reference plane A of the landing runway 12. A twelfth and a thirteenth magnitude are respectively an estimated lateral impact position on the ground by the aircraft 10 and an estimated longitudinal impact position on the ground by the aircraft 10, the estimated lateral impact position on the ground being determined in a direction perpendicular to the longitudinal axis X of the runway 12 and the estimated longitudinal position ground impact being determined in a direction parallel to the longitudinal axis X of the track 12. In other words, the twelfth and thirteenth quantities correspond to lie to the projections of the eleventh magnitude in directions respectively perpendicular and parallel to the longitudinal axis X of the track 12.
    [0013] The position of the aircraft 10 taken into account to determine the distance D is, for example, the projection of the current position P in the reference plane A of the landing runway, and the distance D is then determined in said plane. reference point A with respect to the predetermined characteristic point Pc of the track 12, the characteristic point Pc being defined at the level of the first database 28. It is for example a threshold of track or advantageously of the point nominal approach to landing in the approach or landing phase, usually 300 m after the runway threshold. The first D1 and second D2 predetermined distances are determined in the same frame with respect to the same predetermined characteristic point Pc. The first distance D1 is for example between 7.5 Nm and 15.5 Nm, preferably substantially equal to 9.5 Nm. The second distance D2 is for example between 1.25 Nm and 3.5 Nm, preferably substantially equal to 1.5 Nm. In other words, the monitored part of the approach is between the first and second distances D1 and D2 with respect to the characteristic point Pc of the track 12 towards which the aircraft is heading.
    [0014] Alternatively, the invention considers instead of the distances D, D1, D2, the instantaneous height H of the aircraft 10 relative to the landing runway 12 and the first H1 and second H2 predetermined heights relative to the runway. 12. The instantaneous height H, the first and second predetermined heights H1, H2 are determined in the same reference as distances D, D1, D2 and the same predetermined characteristic point Pc, the horizontal distances D, D1, O2 being determined in the reference plane A, while the heights H, H1, H2 are _defined distances according to a vertical diffltion perpendicular to the reference plane A. The first height H1 is for example between 2500 Ft and 5000 Ft, preferably substantially equal to 3000 Ft. The second height H2 is for example between 400 Ft and 1200 Ft, preferably substantially equal to 500 Ft. Those skilled in the art will note that the values rs of the first and second heights H1, H2 correspond to the values of the first and second distances D1, D2 with the standard value of the angle a equal to 3 degrees, between the final fixing axis 16 and the reference plane A of the airstrip.
    [0015] According to the invention, each domain boundary associated with a quantity determined by the determination software 38 varies as a function of the distance D between the position of the aircraft 10 and the characteristic point Pc of the landing runway. In other words, each domain boundary is not a fixed boundary calculated in a predetermined manner.
    [0016] According to the variant above, each domain boundary associated with a quantity determined by the determination software 38 varies as a function of the height H between the position P of the aircraft and the characteristic point Pc of the track. Each boundary preferably satisfies a monotonic function, i.e., an increasing function or a decreasing function, when said distance D or said height H decreases. Each boundary preferably verifies a decreasing function when said distance D or said height H decreases. The range of values associated with a corresponding quantity is for example a range of values having extreme limits, as represented in the example of FIGS. 3, 4, 5 and 7. The boundary of the domain is then formed by extreme terminals of the range of values, such as lower and upper bounds of the range of values. The variation of the domain boundary then corresponds, for example, to a variation of the distance between said extreme terminals, when the distance D or the height H enters, the position of the aircraft 10 and said characteristic point Pc decreases. Preferably, this gap between said extreme terminals decreases when said distance D or said height H decreases. In addition or alternatively, the variation of the boundary of the domain when it is in the form of a range of values corresponds to a variation of the median value of the extreme limits when the distance D or the height H between the position of the 10 and the characteristic point Pc of the track decreases. Preferably, the median value of the extreme limits decreases when said distance D or said height H decreases.
    [0017] When the quantity determined by the determination software 38 is a quantity among the first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, tenth, twelfth and thirteenth quantities as defined above, the value domain associated with said determined quantity is in the form of a range of values having extreme limits. In the exemplary embodiment of FIG. 3, the determined quantity is the first quantity, namely the current speed V of the aircraft. The range of values associated with the first determined quantity V is defined by a maximum speed Vmax (function of D or advantageously of H) and a minimum speed Vmin (function of D or advantageously of H), the alert then being suitable for being generated by the generation software 40 when the current speed V is greater than the maximum speed Vmax or lower than the minimum speed Vmin. In the embodiment of FIG. 3, the variation of the value domain associated with the first variable V as a function of the distance D results in a linear decrease in the maximum speed Vmax, and also in the minimum speed Vmin, when said distance D decreases. In this example, there is both a decrease in the difference between the lower and upper limits Vmin, Vmax of the range of values for the current speed V and a decrease in the median value of said lower and upper terminals Vmin, Vmax when said distance D decreases. The maximum speed Vmax is for example substantially equal to 250 Kt for the first distance D1 and substantially equal to 160 Kt for the second distance D2, while varying linearly as a function of the distance D between the first and second distances D1, D2. The minimum speed Vmin is for example substantially equal to 150 Kt for the first distance D1 and substantially equal to 120 Kt for the second distance D2, while varying linearly as a function of the distance D between the distances D1, D2. In the embodiment of FIG. 4, the determined quantity and the second determined quantity, namely the current slope FPA of the aircraft. The domain of values associated with the second determined quantity FPA is then defined by a maximum slope FPAmax and a minimum slope FPAmin, the alert being able to be generated by the generation software 40 when the current slope FPA is greater than the maximum slope. FPAmax or lower than the minimum slope FPAmin. In the embodiment of FIG. 4, the variation of the range of values associated with the second magnitude FPA as a function of the distance D is reflected, in a manner similar to the example of FIG. 3, by a linear decrease in the maximum slope FPAmax, and also the minimum slope FPAmin, when said distance D decreases. In this example, there is both a decrease in the difference between the lower and upper limits FPAmin, FPAmax of the range of values for the current slope FPA and a decrease in the median value of said lower and upper bounds FPAmin, FPAmax when said distance D decreases. The maximum slope FPAmax is for example equal to 3 ° for the first distance D1 and 2.9 ° for the second distance D2, while varying linearly as a function of the distance D between the first and second distances D1, D2. The minimum slope FPAmin is for example equal to 2.6 ° for the first distance D1 and 2.7 ° for the second distance D2, while varying linearly as a function of the distance D between the distances D1, D2. In the example of the third determined magnitude, namely the attitude of the aircraft 10, the maximum attitude is for example equal to 5.5 ° for the first distance D1 and 5 ° for the second distance D2, and varies linearly as a function of the distance D between the first and second distances D1, D2. The minimum attitude is for example equal to 2.6 ° for the first distance D1 and 2.7 ° for the second distance D2, and varies linearly as a function of the distance D between the first and second distances D1, D2. In the example of the fourth determined quantity, namely the current heading of the aircraft 10, the maximum heading on the left is for example substantially equal to 15 ° for the first distance D1 and substantially equal to 5 ° for the second distance D2 , and varies linearly as a function of the distance D between these first and second distances D1, D2. The maximum heading to the right is for example substantially equal to 15 ° for the first distance D1 and substantially equal to 5 ° for the second distance D2, and varies linearly as a function of the distance D between the first and second distances D1, D2. In the example of the determined fifth magnitude, namely the current route of the aircraft 10, the maximum route on the left is for example substantially equal to 15 ° for the first distance D1 and substantially equal to 5 ° for the second distance D2 , and varies linearly as a function of the distance D between these first and second distances D1, D2. The maximum road on the right is for example substantially equal to 15 ° for the first distance D1 and substantially equal to 5 ° for the second distance D2, and varies linearly as a function of the distance D between the first and second distances D1, D2. In the embodiment of FIG. 5, where the aircraft 10 and the landing runway 12 are represented in a view from above, the determined quantity is the sixth variable, namely the current angular lateral deflection L of the aircraft with respect to an approach axis towards the landing runway 12, such as the final approach axis 16. The range of values associated with the sixth determined variable A is defined by a maximum left horizontal deviation Lw and a horizontal deflection at the maximum right Ae, the alert then being able to be generated by the generation software 40 when the current angular lateral deviation A is greater to the left than the maximum left horizontal deviation Aw or greater to the right at the left horizontal deviation to the maximum right Ae. Those skilled in the art will note that the current lateral deviation is also measurable as a distance difference, and the associated range of values is also in the form of an interval whose gap between the terminals decreases as the distance D decreases. between the first and second distances D1, D2. In the exemplary embodiment of FIG. 5, the variation of the range of values associated with the sixth magnitude A as a function of the distance D results in a linear decrease in the maximum left deviation Aw, and also in the deviation to the right. maximum Ae, when said distance D decreases. In this example, a decrease in the difference between the extreme limits Aw, Ae of the range of values for the current angular lateral deviation A and a decrease in the median value of said extreme limits Aw, Ae, when said distance D decreases.
    [0018] In the example of the determined sixth magnitude, namely the current angular lateral deviation, the maximum deviations left Aw and right Ae are for example equal to 2 dots for the first distance D1 and 1 dot for the second distance D2, and vary each linearly according to the distance D between the first and second distances D1, D2.
    [0019] In the example of the seventh determined quantity, namely the current angular vertical deflection, the maximum deviations at the top and at the bottom are for example equal to 2 dots for the first distance D1 and 1 dot for the second distance D2, and vary each linearly as a function of the distance D between the first and second distances D1, D2. Those skilled in the art will note that the current vertical deviation is, analogously, measurable as a distance difference, and the associated range of values is also in the form of an interval, the gap between the terminals decreases when the distance D decreases between the first and second distances D1, D2. In the example of the eighth determined quantity, namely the lateral deviation of the position of the aircraft, the maximum lateral deviation is for example substantially equal to 2 Nm for the first distance D1 and substantially equal to 0.5 Nm for the second distance D2, and varies linearly as a function of the distance D between the first and second distances D1, D2. The minimum lateral deviation is, for example, substantially equal to 0.5 Nm for the first distance D1 and substantially equal to 0.1 Nm for the second distance D2, while varying linearly as a function of the distance D between the first and second distances. D1, D2.
    [0020] In the example of the ninth determined magnitude, namely the vertical deviation of the position of the aircraft, the upper limit of the interval for this ninth magnitude is for example substantially equal to 2500 Ft for the first distance D1 and substantially equal to 500 Ft for the second half-life D2, and varies linearly as a function of the distance D between the first and second distances D1, D2. The lower bound of the interval for this ninth magnitude is for example substantially equal to 1000 Ft for the first distance D1 and substantially equal Ji 200 Ft for the second distance D2, while varying linearly as a function of the distance D belly first and second distances D1, D2.
    [0021] In the exemplary embodiment of FIG. 6, the determined quantity is the eleventh magnitude, namely the estimated ground impact position Plest by the aircraft 10, also called the prediction of the position of the point of impact of the trajectory. extrapolated current with the reference plane A of the landing runway 12. The range of values associated with the eleventh determined magnitude is then an area with a border F in the form of an ellipse having a half-major axis and a half small axis, the alert being then able to be generated by the generation software 40 when the estimated position of impact Plest is outside the area with the border F in the form of an ellipse. In the exemplary embodiment of FIG. 6, the variation of the value domain associated with the eleventh magnitude Piest results in a decrease, preferably a linear decrease, in the values of the half-major axis and the half-minor axis of the ellipse when said distance D decreases. The maximum terminal of the interval associated with the half-major axis of the ellipse is for example substantially equal to 1000 m for the first distance D1 and substantially equal to 300 m for the second distance D2, and varies linearly with the distance D between these first and second distances D1, D2. The minimum terminal of the interval associated with the half-major axis is for example substantially equal to 500 m for the first distance D1 and substantially equal to 10 m for the second distance D2, while varying linearly as a function of the distance D between these first and second distances D1, D2.
    [0022] The maximum terminal of the interval associated with the half-minor axis of the ellipse is for example substantially equal to 2.5 Nm for the first distance D1 and substantially equal to 0.5 Nm for the second distance D2, and varies linearly in function of the distance D between these first and second distances D1, D2. The minimum terminal of the interval associated with the half-minor axis is for example substantially equal to 1 Nm for the first distance D1 and substantially equal to 0.1 Nm for the second distance D2, while varying linearly as a function of the distance D between these first and second distances D1, D1 In the example of the twelfth determined magnitude, namely the estimated lateral position of impact of the ground by the aircraft, the maximum terminal of the interval associated with this twelfth magnitude is for example substantially equal to 2.5 Nm for the first distance D1 and substantially equal to 0.5 Nm for the second distance D2, and varies linearly as a function of the distance D between these first and second distances D1, D2. The minimum terminal of the interval associated with this twelfth magnitude is for example substantially equal to 1 Nm for the first distance D1 and substantially equal to 0.1 Nm for the second distance D2, while varying linearly as a function of the distance D between these first and second distances D1, D2. In the example of the thirteenth determined magnitude, namely the estimated longitudinal position of impact of the ground by the aircraft, the maximum terminal of the interval associated with this thirteenth magnitude is for example substantially equal to 1000 m for the first distance D1 and substantially equal to 300 m for the second distance D2, and varies linearly as a function of the distance D between these first and second distances D1, D2. The minimum bound of the interval associated with this thirteenth magnitude is for example substantially equal to 500 m for the first distance D1 and substantially equal to 10 m for the second distance D2, while varying linearly as a function of the distance D between these first and second distances D1, D2. In the embodiment of FIG. 7, the determined quantity is the tenth quantity, namely the prediction of the landing distance DA of the aircraft 10 along the longitudinal axis X of the landing strip 12 relative to at the reference point Pr of said track 12, such as the beginning of said track 12. The range of values associated with the tenth determined quantity DA is defined by the difference between a landing distance -maximum DAmax and a distance of DAmin minimum landing determined following a set of prediction successive, the alert then being able to be generated by the generation software 40 when the estimated landing distance DA is greater than the maximum landing distance DAmax or lower than the minimum landing distance DAmin. In the embodiment of FIG. 7, the variation of the value domain associated with the tenth magnitude DA as a function of the distance D results in a decrease, preferably a linear decrease, in the difference between the maximum distance d landing DAmax and the minimum landing distance DAmin determined following a set of successive prediction over a predetermined period of time of a few seconds (for example from a fraction of a second to a minute, typically 10 seconds), when said distance D between the position of the aircraft 10 and said characteristic point Pc decreases. There is a decrease in the difference between the lower and upper limits DAmin, DAmax of the range of values for the estimated landing distance DA and / or advantageously a decrease in the median value of said lower and upper limits DAmin, DAmax, when said distance D between the position of the aircraft 10 and said characteristic point Pc decreases. The difference between the maximum landing distance DAmax and the minimum landing distance DAmin is for example between 300 m and 500 m for the first distance D1 'and between 30 m and 50 m for the second distance D2, this difference varying linearly as a function of the distance D between the first and second distances D1, D2., thus characterizing a reduction in the variability of the predicted landing distance, and de facto a stabilization of the prediction of the distance necessary for landing . The operation of the invention will now be described with the aid of FIG. 8 representing a flowchart of the method of monitoring the stabilization of the aircraft during the approach according to the invention. During a step 100, the instantaneous position P of the aircraft is acquired by the monitoring device 30 by means of its acquisition software 36. The instantaneous position P is provided by the FMS 20 and / or GPS systems. 21. The instantaneous distance D between the instantaneous position P acquired during step 100 and the characteristic point Pc of the landing runway is then calculated in step 110 by the calculation software 37 included in the device. The characteristic point Pc of the landing runway is, for example, predetermined and stored in the memory 35 of the monitoring device. As a variant, the landing runway 12 and the associated characteristic point Pc are determined in a predictive manner using the determination software 39. In step 120, when the distance D between the position of the aircraft 10 and the characteristic point Pc lies between the first and the second predetermined distances D1, D2, the monitoring device 30 determines, with the aid of its determination software 38, one or more quantities relating to the aircraft 10, such as the one of the seven quantities defined previously. The monitoring device 30 then analyzes, in a step 130, whether at least one of the determined one or more quantities of step 120 is outside the boundary of the value domain associated with the corresponding quantity. If necessary, if at least one of the determined quantities is detected outside the range of values associated with it, the generation software 40 then generates the warning signal in order to warn the crew of the situation. unstable approach of the aircraft 10, so that it performs the necessary corrective actions. After step 130, the method returns to step 100 to acquire a new instantaneous position P of the aircraft 10, and repeat steps 110 to 130, in order to determine the value of the one or more quantities for the new instantaneous position. the aircraft and, if necessary, generate the warning signal. Those skilled in the art will observe that the boundary of the domain of values associated with each quantity taken into account is recalculated at each repetition of step 130, since this boundary varies as a function of the instantaneous distance D between the instantaneous position P of the aircraft and the characteristic point Pc of the landing runway 12. One skilled in the art will of course understand that several of the thirteen magnitudes defined above can be taken into account in parallel to improve the efficiency of the monitoring device 30 detecting at best an unstabilized approach of the aircraft 10.
    [0023] Thus, the stabilization monitoring device 30 and the stabilization monitoring method according to the invention make it possible to progressively reduce the uncertainty around the determined magnitude or quantities as the distance D between the position of the 10 and the characteristic point Pc of the landing gear decreases, that is to say as the aircraft 10 approaches the runway 12, while with the device of monitoring of the state of the art this uncertainty is fixed and does not vary, this being a function of the values of the predetermined thresholds. The monitoring device 30 and the monitoring method according to the invention make it possible to reduce the number of unwanted alerts in order to best assist the crew of the aircraft to manage this approach phase, and thus to improve the safety of the aircraft. flight.
    权利要求:
    Claims (12)
    [0001]
    CLAIMS1.- Device (30) for monitoring the stabilization of the approach phase of an aircraft (10) to an airstrip (12), the device (30) comprising: - means (36) for acquisition of an instantaneous position (P) of the aircraft (10), - means (37) for calculating an instantaneous distance (D; H) between the instantaneous position (P) of the aircraft and a characteristic point (Pc) of the landing runway (12), - means (38) for determining one or more quantities (V, FPA, A, DA) relating to the aircraft, when said instantaneous distance (D; H) is between first (D1; H1) and second (D2; H2) predetermined distances, - means (40) for generating an alert signal, when at least one of said one or more magnitudes (V , FPA, A, DA) is outside the boundary of a respective domain of values, characterized in that the or each boundary varies as a function of the instantaneous distance (D; H) between the instantaneous osition (P) of the aircraft and the characteristic point (Pc) of the landing runway (12).
    [0002]
    2.- Device (30) according to claim 1, wherein the or each boundary satisfies a monotonic function, such as a decreasing function, when the instantaneous distance (D; H) between the instantaneous position (P) of the aircraft and said characteristic point (Pc) decreases.
    [0003]
    3.- Device (30) according to claim 1 or 2, wherein the range of values associated with a corresponding quantity is a range of values having extreme limits (Vmax, Vmin, FPAmax, FPA min, De, Aw, DAmax, DAmin) and the difference between the extreme limits, which form the boundary of said domain, decreases when the instantaneous distance (D; H) between the instantaneous position (P) of the aircraft and said characteristic point (Pc) decreases.
    [0004]
    4.- Device (30) according to any preceding claim, wherein the range of values associated with a corresponding magnitude (V, FPA, A, DA) is a range of values having extreme terminals (Vmax, Vmin, FPAmax, FPA min, De, Aw, DAmax, DAmin), and the median value of the extreme limits, which form the boundary of said domain, decreases when the instantaneous distance (D; H) between the instantaneous position (P) of the aircraft and said characteristic point (Pc) decreases.
    [0005]
    5.- Device (30) according to any one of the preceding claims, wherein at least one determined quantity is a member selected from the group consisting of: a current speed (V) of the aircraft, a current slope (FPA) of the aircraft, a current attitude of the aircraft, a current heading of the aircraft, a current course of the aircraft, a lateral angular deflection (A) of the aircraft with respect to a predetermined axis of approach to the aircraft, the runway, a current vertical angular deflection of the aircraft relative to a predetermined axis of approach to the runway, a lateral deviation of the position of the aircraft relative to a predetermined axis of approach to the airstrip, and a vertical deviation of the position of the aircraft from a predetermined axis of approach to the runway.
    [0006]
    6.- Device (30) according to any one of the preceding claims, wherein a determined quantity is a prediction of the landing distance (DA) of the aircraft (10) along a longitudinal axis (X) of the track landing (12) relative to a reference point (Pr) of said track.
    [0007]
    7.- Device (30) according to any one of the preceding claims, wherein at least one determined quantity is selected from an estimated lateral position of impact of the ground by the aircraft (10) and an estimated longitudinal position of impact from the ground by the aircraft (10), the estimated lateral impact position of the ground being determined in a direction perpendicular to a longitudinal axis (X) of the landing runway (12) and the estimated longitudinal impact position of the ground being determined in a direction parallel to the longitudinal axis (X) of the track (12).
    [0008]
    8.- Device (30) according to any one of claims 5 to 7, wherein the domain associated with the or each determined quantity (V, FPA, A, DA) is a range of values having extreme limits ( Vmax, Vmin, FPAmax, FPA min, Ae, Aw, DAmax, DAmin) forming the boundary of said domain.
    [0009]
    9.- Device (30) according to any one of the preceding claims, wherein a determined magnitude is an estimated position of ground impact (Plest) by the aircraft, the boundary (F) of a domain associated with said magnitude is in the form of an ellipse having a half-major axis and a half-minor axis, and the half-major axis and the half-minor axis of the ellipse decrease when the instantaneous distance (D; H) between the position instantaneous (P) of the aircraft and said characteristic point (Pc) decreases.
    [0010]
    10.- Method for monitoring the stabilization of the approach phase of an aircraft (10) to an airstrip (12), the method comprising the following steps: - acquisition (100) of a position instantaneous (P) of the aircraft (10), - the calculation (110) of an instantaneous distance (D; H) between the instantaneous position (P) of the aircraft and a characteristic point (Pc) of the landing (12), - determining (120) one or more quantities (V, FPA, A, DA) relating to the aircraft, when said instantaneous distance (D; H) lies between first (D1) H1) and second (D2; H2) predetermined distances, - the generation (130) of an alert signal, when at least one of said one or more quantities (V, FPA, A, DA) is outside the boundary of a respective domain of values, characterized in that the or each boundary varies as a function of the instantaneous distance (D; H) between the instantaneous position (P) of the aircraft and the e characteristic point (Pc) of the runway (12).
    [0011]
    11. The method of claim 10, wherein the or each boundary satisfies a monotonic function, such as a decreasing function, when the instantaneous distance (D; H) between the instantaneous position (P) of the aircraft and said point. characteristic (Pc) decreases.
    [0012]
    12. A computer program product comprising software instructions which, when implemented by a computer, implement the method of claim 10 or 11.25
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    法律状态:
    2015-11-30| PLFP| Fee payment|Year of fee payment: 3 |
    2016-11-30| PLFP| Fee payment|Year of fee payment: 4 |
    2017-11-30| PLFP| Fee payment|Year of fee payment: 5 |
    2019-11-29| PLFP| Fee payment|Year of fee payment: 7 |
    2020-11-30| PLFP| Fee payment|Year of fee payment: 8 |
    2021-11-30| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1302762A|FR3013882B1|2013-11-28|2013-11-28|DEVICE FOR MONITORING THE STABILIZATION OF THE APPROACH PHASE FROM AN AIRCRAFT TO A LANDING TRAIL, METHOD AND COMPUTER PROGRAM PRODUCT THEREOF|FR1302762A| FR3013882B1|2013-11-28|2013-11-28|DEVICE FOR MONITORING THE STABILIZATION OF THE APPROACH PHASE FROM AN AIRCRAFT TO A LANDING TRAIL, METHOD AND COMPUTER PROGRAM PRODUCT THEREOF|
    US14/554,175| US9469414B2|2013-11-28|2014-11-26|Device for monitoring the stabilisation of the approach phase of an aircraft to a landing runway, associated method and computer program|
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