CN115180163A

CN115180163A - Speed protection method and device for aircraft

Info

Publication number: CN115180163A
Application number: CN202210993432.1A
Authority: CN
Inventors: 王军; 陈甜甜; 李先学; 牛晓英
Original assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Current assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Priority date: 2022-08-18
Filing date: 2022-08-18
Publication date: 2022-10-14

Abstract

A speed protection method and apparatus for an aircraft is disclosed. The method can comprise the following steps: determining the flight speed of the aircraft; detecting whether the aircraft is operated by using an artificial throttle in the air; in response to detecting that the aircraft uses an artificial throttle operation, determining a thrust generated by the artificial throttle operation; determining a target thrust corresponding to the flying speed; and providing an indication of the target thrust if the thrust generated by the manual throttle operation is below the target thrust. A speed protection device for an aircraft is also provided.

Description

Speed protection method and device for aircraft

Technical Field

The invention relates to the field of aircrafts, in particular to a speed protection method and device for an aircraft.

Background

The aircraft has different requirements on the flying speed in different stages of the air flight so as to achieve the required lift force. If the lift force of the aircraft is insufficient due to the fact that the flying speed is too low, buffeting and shaking as well as the structure vibration of the aircraft are easily caused, and even a flying accident is likely to be caused.

In the case of an auto throttle, the fly-pipe system will automatically adjust the throttle thrust to ensure that the desired airspeed is achieved. However, for various reasons, such as auto-throttle failure, etc., an aircraft may disconnect the auto-throttle and switch to manual throttle operation. If the pilot is unaware that the autothrottle in the autopilot system is closed, manual throttle operation may not be available in a timely manner, resulting in an accident.

When the aircraft uses the manual thrust in the air, if the throttle thrust used by flight crew is too large or too small to reach the required state, the aircraft can enter a dangerous speed. In addition, under the condition that manual thrust is obtained through manual throttle operation, speed parameters needing to be paid attention to by a pilot in real time are more, under the condition that only traditional engine speed prompt exists, an accelerator needs to be set through manual calculation and reasoning, and aircrews easily ignore the problems of low navigational speed and the like, so that the risk of flight accidents is caused.

Accordingly, there is a need in the art for an improved speed protection method and apparatus for an aircraft.

Disclosure of Invention

The invention aims at effectively improving the identification ability and situational awareness of flight crew by providing the indication of the target thrust when the aircraft is disconnected by using the manual throttle or the automatic throttle in the air, reducing or avoiding human errors and ensuring the flight safety of the aircraft.

In one embodiment of the present invention, a method for speed protection of an aircraft is provided, comprising:

determining a flight speed of the aircraft;

detecting whether the aircraft is operated by using an artificial throttle in the air;

in response to detecting that the aircraft uses an artificial throttle operation, determining a thrust generated by the artificial throttle operation; determining a target thrust corresponding to the flying speed; and

providing an indication of the target thrust if the thrust generated by the manual throttle operation is below the target thrust.

In one aspect, providing an indication of the target thrust comprises: determining a speed interval in which the flying speed is positioned; and providing an indication of the target thrust in an indication mode corresponding to the speed interval.

In an aspect, the speed interval comprises one or more of:

specific minimum selectable velocity V _LS Interval is higher by at least a first threshold amount;

minimum selectable velocity V _LS An interval;

protecting a speed interval; or

At least a second threshold amount below the guard speed interval.

In one aspect, the speed protection method for an aircraft further comprises: and if the flying speed is lower than the protection speed interval by at least a third threshold value, executing automatic re-flying under the condition of detecting the interception of the glide-slope.

In one aspect, providing an indication of the target thrust comprises: increasing a level of indication of the target thrust as the airspeed decreases; or decreasing the level of indication of the target thrust as the airspeed increases.

In one aspect, providing an indication of the target thrust comprises: providing an indication of the target thrust if the thrust generated by the artificial throttle operation is lower than the target thrust by at least a fourth threshold amount.

In an aspect, the indication of the target thrust comprises an audio indication, a visual indication, or a combination thereof.

In one aspect, the indication of the target thrust force comprises displaying the indication of the target thrust force on an instrument panel in conjunction with a thrust force generated by a manual throttle operation.

In one aspect, the speed protection method for an aircraft further comprises: canceling the indication of the target thrust in response to detecting a switch of the aircraft from manual throttle operation to auto throttle.

In one embodiment of the present invention, there is provided a speed protection device for an aircraft, comprising:

a flight status detection module configured to determine a flight speed of the aircraft;

an operational mode detection module configured to detect whether the aircraft is operating in the air using an artificial throttle;

a thrust determination module configured to determine a thrust generated by the artificial throttle operation and determine a target thrust corresponding to the airspeed in response to detecting that the aircraft uses an artificial throttle operation; and

an indication module configured to provide an indication of the target thrust if a thrust generated by a manual throttle operation is below the target thrust.

In an aspect, the indication module is further configured to: determining a speed interval in which the flying speed is positioned; and providing an indication of the target thrust in an indication mode corresponding to the speed interval.

In an aspect, the speed interval comprises one or more of:

than minimum selectable speed V _LS Interval is higher by at least a first threshold amount;

minimum selectable velocity V _LS An interval;

protecting a speed interval; or

At least a second threshold amount below the guard speed interval.

In one aspect, the speed protection device for an aircraft further comprises: a missed approach module configured to perform an automatic missed approach if the airspeed is less than a protection speed interval by at least a third threshold amount if a glideslope intercept is detected.

In an aspect, the indication module is further configured to: increasing a level of indication of the target thrust as the airspeed decreases; or decreasing the level of indication of the target thrust as the airspeed increases.

In an aspect, the indication module is further configured to: providing an indication of the target thrust if the thrust generated by the manual throttle operation is lower than the target thrust by at least a fourth threshold amount.

In an aspect, the indication module is further configured to: displaying an indication of the target thrust on an instrument panel in combination with a thrust generated by a manual throttle operation.

In one embodiment of the invention, there is provided an aircraft comprising a speed protection device as defined in any one of the above.

Drawings

FIG. 1 is a flow diagram of a method for speed protection of an aircraft according to one embodiment of the invention.

FIG. 2 is a graphical illustration of throttle horsepower versus airspeed in accordance with one embodiment of the present invention.

Fig. 3 is a schematic illustration of an indication of a target thrust in accordance with an embodiment of the present invention.

FIG. 4 is a logic block diagram providing an indication of a target thrust in terms of speed intervals according to one embodiment of the present invention.

FIG. 5 is a block diagram of a speed protection device for an aircraft, according to one embodiment of the invention.

Detailed Description

The present invention will be further described with reference to the following specific examples and drawings, but the scope of the present invention should not be limited thereto.

FIG. 1 is a flow diagram of a method 100 for speed protection of an aircraft, according to one embodiment of the invention. The method may be performed by a Flight Management System (FMS), a computer, a processor, or the like.

At step 102, the airspeed of the aircraft may be determined. The aircraft may have a corresponding device (e.g., an airspeed sensor) to detect the flight speed (e.g., airspeed) of the aircraft.

At step 104, it may be detected whether the aircraft is operating in the air using an artificial throttle. When an aircraft is flying in the air, including during takeoff phases, approach phases, smooth flight phases, etc., the aircraft may disconnect the auto throttle and switch to manual throttle operation for various reasons, such as auto throttle failure, etc. The pilot can also select either auto throttle or manual throttle operation by switching throttle modes. Accordingly, it may be detected whether the aircraft is operated in the air using an artificial throttle.

At step 106, in response to detecting that the aircraft uses an artificial throttle operation, a thrust generated by the artificial throttle operation is determined. The thrust generated by manual throttle operation may be determined by detecting the stroke by which the throttle pedal and/or the thrust handle is operated. By changing the position of the thrust handle, the thrust of the engine can be set. In manual mode, a Flight Management System (FMS) or full authority digital control system (FADEC) may calculate engine thrust based on the respective accelerator pedal and/or thrust handle positions, atmospheric data, and application of engine bleed air.

At step 108, a target thrust corresponding to the airspeed may be determined.

According to flight safety regulations, there may be a target thrust requirement corresponding to the flight speed. The relationship between the airspeed and the target thrust may be expressed by a function, table, curve, or the like, and may be stored in memory. Based on the detected current flying speed and the related flying conditions, a target thrust corresponding to the flying speed may be obtained.

By way of example and not limitation, when an aircraft turns off an auto throttle in the air and manipulates a flight speed using an artificial throttle, a horsepower required for safe flight (i.e., a target thrust) may be calculated based on collected atmospheric data, a flight state, and the like in a case where the FMS is operating normally. By way of example and not limitation, the FMS or FADEC may calculate or determine the horsepower requirements of the aircraft based on the aircraft's current flight speed, flight path (ascent, descent, or level flight), and aircraft altitude, atmospheric data, etc.

At step 110, it may be determined whether the thrust generated by the manual throttle operation is below a target thrust. In one embodiment, it may be determined whether the thrust generated by the artificial throttle operation is lower than the target thrust by at least a threshold amount.

If the thrust generated by the manual throttle operation is not less than the target thrust, normal operation may proceed at step 112. For example, various flight parameters may be displayed on the instrument panel in a conventional manner, such as the thrust generated by a manual throttle operation indicated by a pointer on the engine N1 or EPR display instrument.

If the thrust generated by the manual throttle operation is below the target thrust (or at least a threshold amount below the target thrust), then at step 114, an indication of the target thrust is provided. The indication of the target thrust includes an audio indication, a visual indication, a combination thereof, or the like. In one embodiment, the indication of the target thrust includes displaying an indication of the target thrust on the instrument panel in combination with the thrust generated by the manual throttle operation, such as adding a desired horsepower cue line on the engine N1 or EPR display instrument. In another embodiment, the indication of the target thrust includes displaying the target thrust (and optionally a current thrust generated by the manual throttle operation) on a display.

In another embodiment, an indication of the target thrust may also be provided if the artificial throttle thrust is not below (e.g., equal to or above) the target thrust. For example, an indication of a target thrust may be displayed on the instrument panel in conjunction with the thrust generated by the manual throttle operation, where the target thrust may be equal to or lower than the actual thrust.

In one embodiment, providing an indication of a target thrust may include: the method includes determining a speed interval in which the airspeed lies, and providing an indication of the target thrust in an indication pattern corresponding to the speed interval. By way of example and not limitation, as speed decreases, the level of indication of target thrust (e.g., alert level) may be increased; or the level of indication of the target thrust may be decreased as the speed increases.

When the aircraft is manually turned off or the automatic throttle is automatically turned off in the air and the manual throttle is used for operation, a required horsepower prompt line can be presented in the display information of the engine instrument, and meanwhile, a prompt sound can be optionally presented. As the flight speed decreases, the required throttle horsepower warning line may change linearity and color to increase the warning effect. Under the manual throttle, if the automatic throttle off switch is pressed again to switch to the automatic throttle, the required horsepower prompt line may disappear.

Providing an indication of the target thrust may prompt the pilot to perform a corresponding throttle action. For example, if the pilot is unaware that the autothrottle in the autopilot system is closed and thus does not provide a manual throttle operation, the indication of the target thrust may alert the pilot to the manual throttle operation. Under the condition that the pilot operates the manual accelerator, if the thrust generated by the manual accelerator operation is insufficient, the instruction of the target thrust can provide clear operation instructions for the pilot, so that the problem that the flight speed is too low is avoided being ignored by crew members, and the risk of flight accidents is reduced.

FIG. 2 is a graphical illustration of throttle horsepower versus airspeed in accordance with an embodiment of the present invention. In fig. 2, the abscissa indicates the flying speed V, and the ordinate indicates the throttle horsepower P (i.e., throttle thrust). Furthermore, the abscissa is marked with boundary values corresponding to different speed ranges, for example V _{Protection of} 、V _LS 、V _{Approach to} 、V _{Maximum of} . The meaning of these speeds can be defined as follows.

V _LS : the lowest selectable speed, which may represent one speed interval. V _LS There will be a threshold limit, but it is safe within the threshold;

V _{approach to} : finally, the approach speed is increased;

V _{maximum of} : a maximum allowable speed;

V _{protection of} : the protection speed at an angle of attack α, which may represent a range of speeds.

The curve 201 indicates the throttle thrust P to be generated in the case of automatic throttle _{Ying You} . Under automatic throttle conditions, the FADEC can use the N1 target (A/THR target) to calculate the thrust suitable for the engine, namely, the limit inference value P of the engine is determined according to the position of a thrust handle, the air-bleed shape and the data input by FMS performance _{Ying You} 。

The curve 202 indicates the throttle thrust P to be generated in the case of a full throttle _{Can be used} 。

Curve 210 indicates the throttle thrust P generated in the case of an artificial throttle _{At present} 。

Curve 220 indicates the target throttle thrust P in the case of an artificial throttle _{Need to make} 。

It can be seen from fig. 2 that there is some loss of throttle thrust as speed increases when the throttle pedal travel is constant, as shown by

curves

202, 210.

According to one embodiment of the invention, the thrust P generated when the manual throttle is operated is _{At present} Below target thrust P _{Need for} (or at least a threshold amount below the target thrust), a thrust P to the target may be provided _{Need for} Is indicated. With varying speed, target thrust P _{Need to make} Will vary accordingly. Thrust P generated when operating with manual throttle on instrument panel _{At present} Combined display of target thrust P _{Need for} Can easily identify the current thrust P _{At present} With target thrust P _{Need to make} So that the manual throttle operation can be properly performed.

Diagram (a) in fig. 3 shows a display of a speed dashboard, wherein different speed intervals are marked, for example V _LS Above, V _LS 、V _{Protection of} 、V _{Protection of} The following, etc., and also displays the current speed (e.g., 135). It should be understood that the specific values of the speeds, speed intervals shown are by way of example only and are not limiting.

Diagram (b 1) in fig. 3 shows the engine gauge with the current speed (e.g., 28.0) shown in arabic numerals, the actual size (or position) of the current throttle shown in a circle scale and a pointer 301, the pointer 301 representing the current throttle thrust.

As described above, the thrust force 301 generated when the manual throttle operation is lower than the target thrust force P _{Need to make} (or at least a threshold amount below the target thrust force), an indication of the target thrust force may be provided (302, i.e., a desired horsepower prompt line). As shown in diagram (b 1) of fig. 3, when an indication 302 of the target thrust is displayed in conjunction with the thrust 301 generated by the manual throttle operation, the flight crew can easily recognize the difference between the current thrust 301 and the target thrust 302, so that the manual throttle operation can be appropriately performed.

If the throttle thrust is raised by the manual throttle operation accordingly, and the current thrust 301 may reach the target thrust 302 (or differ from the target thrust by less than a threshold amount), the target thrust 302 may no longer be displayed, as shown in diagram (b 2) of fig. 3.

FIG. 4 is a logic block diagram providing an indication of a target thrust in terms of speed intervals according to one embodiment of the present invention. As described above, different speed intervals may correspond to different indication modes (or alert levels). For example, as the speed decreases, the level of indication of the target thrust is raised; or decreasing the level of indication of the target thrust as the speed increases.

At block 401, it may be detected that the aircraft is in flight using a manned flight mode (e.g., auto throttle is turned off and manual throttle operation is switched).

At block 402, if the thrust generated by the artificial throttle operation is below the target thrust, an indication of the target thrust is provided in a default mode (e.g., a first level indication mode). For example, an audio prompt may be generated and/or a line of desired horsepower prompts displayed on the engine gauge (e.g., a dashed white line using a default mode).

At block 403, it is determined whether the flight crew identified a manual thrust deficit and handled accordingly, such as manually throttling up to a target thrust at block 404 (e.g., such that the current throttle thrust reaches a desired horsepower cue line), then the aircraft is determined to be in a safe flight condition at block 480.

If it is determined at block 403 that the artificial thrust deficit is not correspondingly addressed, then the flight interval in which the current flight speed is located is determined. If the current flying speed ratio V _LS The speed is high by at least a threshold amount (e.g., above 5 nautical miles high), then at block 405, with a secondThe stage indication mode provides an indication of the target thrust. For example, the second level indication mode may use a yellow dashed line to provide a desired horsepower prompt line and optionally provide an audible alert.

At block 406, it may be determined whether the flight crew identified a lack of artificial thrust and handled accordingly, such as manually throttling up to the target thrust at block 407, then the aircraft is determined to be in a safe flight state at block 480.

If it is determined at block 406 that the artificial thrust deficit has not been handled accordingly and the current airspeed is reduced to be equal to V _LS (i.e., at V) _LS Interval), then at block 408, an indication of the target thrust is provided in a third level indication mode. For example, the third level indication mode may use a red dashed line to provide a desired horsepower prompt line, and optionally an audible alert.

At block 409, it may be determined whether the flight crew identified a lack of artificial thrust and handled accordingly, such as manually throttling up to the target thrust at block 410, then the aircraft is determined to be in a safe flight state at block 480.

If it is determined at block 409 that the artificial thrust deficit has not been handled accordingly and the current airspeed is reduced to the protection speed V _{Protection of} (i.e., at V) _{Protection of} Interval), then at block 411, an indication of the target thrust is provided in a fourth order indication mode. For example, the fourth level indication mode may use a solid red line to provide a line of desired horsepower alerts, and optionally audio alerts.

At block 412, it may be determined whether the flight crew identified an artificial thrust deficit and handled accordingly, such as manually throttling up to the target thrust at block 413, then the aircraft is determined to be in a safe flight state at block 480.

If it is determined at block 412 that the artificial thrust deficit has not been correspondingly addressed and the current airspeed is reduced to the protection speed V _{Protection of} At least a threshold amount (e.g., than V) of _{Protection of} Above 5 nautical miles low), then at block 414, an indication of the target thrust is provided in a fifth stage indication mode. For example, the fifth level indicating mode may use a red solid line (e.g., a thick solid line) to provide a desired horsepower prompt line,and provides the highest level audible alert.

If the flight crew does a corresponding action, such as manually throttling up to the target thrust at block 415, then the aircraft is determined to be in a safe flight state at block 480.

At block 416, if the airspeed is at least a threshold amount below the protection speed interval, an automatic missed approach may be performed to increase airspeed to a safe flight condition in the event of a GS (lower runway) intercept.

Fig. 4 shows that the indication level of the target thrust is raised as the speed is gradually decreased, for example, the importance level or the warning level is gradually raised from the first-stage indication mode to the fifth-stage indication mode. The target thrust is indicated in different colors or shapes merely as an example and not a limitation. Those skilled in the art can set corresponding indication modes for different indication levels according to requirements, and such schemes are within the scope of the invention.

In one embodiment, blocks 402-403 are optional. Thus, after detecting that the aircraft is in flight using the artificial flight mode in block 401, it may proceed to the interval in which the speed is determined and blocks 405-416 are performed accordingly.

In one embodiment, blocks 405, 408, 411, or 414 may be performed accordingly based on the interval in which the speed is located, without performing these blocks sequentially. For example, after detecting that the aircraft is in air using the artificial flight mode at block 401, it may proceed to an interval in which the speed is determined and perform one of

blocks

405, 408, 411, 414 accordingly.

According to an embodiment of the invention, the linear and color change of the required horsepower prompt line and the audible prompt are displayed along with the change of the gradually reduced flying speed, and the horsepower can be automatically increased to the required thrust for protection even when certain conditions are met, so that the flying safety is ensured. The method greatly reduces the workload of the flight unit, enhances the situational awareness of the flight unit and improves the flight safety.

Fig. 5 is a block diagram of a speed protection device 500 for an aircraft, according to one embodiment of the invention. The speed protection device may be or be integrated into a Flight Management System (FMS), computer, processor, or the like.

In one embodiment, speed protection device 500 may include, among other things, a flight status detection module 502, an operational mode detection module 504, a thrust determination module 506, an indication module 508, and an optional missed approach module 510.

The flight status detection module 502 may be configured to determine the flight speed of the aircraft. For example, the flight status detection module 502 may receive information related to flight speed from a Flight Management System (FMS) or an airspeed sensor.

The operating mode detection module 504 may be configured to detect whether the aircraft is operating in the air using an artificial throttle.

The thrust determination module 506 may be configured to determine a thrust generated by the artificial throttle operation in response to detecting that the aircraft uses the artificial throttle operation. Further, the thrust determination module 506 may also determine a target thrust corresponding to the airspeed.

The indication module 508 may be configured to provide an indication of the target thrust if the thrust generated by the manual throttle operation is below the target thrust. The indication of the target thrust includes an audio indication, a visual indication, or a combination thereof. For example, the indication module 508 may display an indication of the target thrust on the instrument panel in conjunction with the thrust generated by the manual throttle operation. In one example, the indication module 508 may provide an indication of the target thrust if the thrust generated by the manual throttle operation is lower than the target thrust by at least a fourth threshold amount. In one embodiment, the indication module 508 may be further configured to determine a speed interval in which the airspeed is located, and provide an indication of the target thrust in an indication mode corresponding to the speed interval. For example, the speed interval includes one or more of: specific minimum selectable velocity V _LS Interval is higher by at least a first threshold amount; minimum selectable velocity V _LS An interval; protecting a speed interval; at least a second threshold amount below the guard speed interval. In one embodiment, the indication module 508 may be configured to: increasing the level of indication of target thrust as the airspeed decreases; or decreasing the level of indication of the target thrust as the flying speed increases.

The missed approach module 510 may be configured to perform an automatic missed approach if the airspeed is less than the guard interval by at least a third threshold amount, if a glidepath intercept is detected.

While fig. 5 shows separate modules, it should be understood that some or all of these modules may be implemented in combination as a single module, or a single module may be split into multiple modules. The speed guard 500 may also include other modules or components not shown in fig. 5, such as a processor, memory, etc.

The invention provides an aircraft driving protection method and device, which are used for obtaining an aircraft speed and an artificial throttle thrust value, obtaining a target thrust value under artificial thrust according to the current condition of an aircraft, comparing the obtained artificial throttle thrust value with the target thrust value, assisting a flight crew to operate through prompting, avoiding the aircraft from stalling due to too small artificial thrust, and effectively protecting the speed of the aircraft.

The various steps and modules of the methods and apparatus described above may be implemented in hardware, software, or a combination thereof. If implemented in hardware, the various illustrative steps, modules, and circuits described in connection with the disclosure may be implemented or performed with a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), or other programmable logic component, hardware component, or any combination thereof. A general purpose processor may be a processor, microprocessor, controller, microcontroller, or state machine, among others. If implemented in software, the various illustrative steps, modules, etc. described in connection with the disclosure may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. A software module implementing various operations of the present disclosure may reside in a storage medium such as RAM, flash memory, ROM, EPROM, EEPROM, registers, hard disk, a removable disk, a CD-ROM, cloud storage, and the like. A storage medium may be coupled to the processor such that the processor can read information from, and write information to, the storage medium, and execute corresponding program modules to perform the steps of the present disclosure. Furthermore, software-based embodiments may be uploaded, downloaded, or accessed remotely through suitable communication means. Such suitable communication means include, for example, the internet, the world wide web, an intranet, software applications, cable (including fiber optic cable), magnetic communication, electromagnetic communication (including RF, microwave, and infrared communication), electronic communication, or other such communication means.

The numerical values given in the embodiments are only examples and do not limit the scope of the present invention. The thresholds used in the various embodiments may be the same or different, and may be selected as appropriate depending on the particular implementation. In addition, other components or steps not recited in the claims or specification of the invention may be present as a whole. Moreover, the singular reference of a component does not exclude the plural reference of such components.

It is also noted that the embodiments may be described as a process which is depicted as a flowchart, a flow diagram, a structure diagram, or a block diagram. Although a flowchart may describe the operations as a sequential process, many of the operations can be performed in parallel or concurrently. In addition, the order of the operations may be rearranged.

The disclosed methods, apparatus, and systems should not be limited in any way. Rather, the present disclosure encompasses all novel and nonobvious features and aspects of the various disclosed embodiments, alone and in various combinations and subcombinations with one another. The disclosed methods, apparatus, and systems are not limited to any specific aspect or feature or combination thereof, nor do any of the disclosed embodiments require that any one or more specific advantages be present or that a particular or all technical problem be solved.

The present invention is not limited to the above-mentioned embodiments, which are only illustrative and not restrictive, and those skilled in the art can make many modifications without departing from the spirit and scope of the invention as defined in the appended claims.

Claims

1. A method of speed protection for an aircraft, comprising:

determining a flight speed of the aircraft;

in response to detecting that the aircraft uses an artificial throttle operation, determining a thrust generated by the artificial throttle operation;

determining a target thrust corresponding to the flying speed; and

2. The speed protection method for an aircraft according to claim 1, wherein providing an indication of the target thrust comprises:

determining a speed interval in which the flying speed is located; and

providing an indication of the target thrust in an indication pattern corresponding to the speed interval.

3. A speed protection method for an aircraft according to claim 2, characterized in that said speed interval comprises one or more of the following:

minimum selectable velocity V _LS An interval;

a protection speed interval; or

At least a second threshold amount below the guard speed interval.

4. The speed protection method for an aircraft according to claim 1, characterized in that it further comprises:

and if the flying speed is lower than the protection speed interval by at least a third threshold value, executing automatic re-flying under the condition of detecting the interception of the glide-slope.

5. The speed protection method for an aircraft according to claim 1, wherein providing an indication of the target thrust comprises:

increasing a level of indication of the target thrust as the airspeed decreases; or

Decreasing a level of indication of the target thrust as the airspeed increases.

6. The speed protection method for an aircraft according to claim 1, wherein providing an indication of the target thrust comprises:

providing an indication of the target thrust if the thrust generated by the manual throttle operation is lower than the target thrust by at least a fourth threshold amount.

7. A speed protection method for an aircraft according to claim 1, characterized in that:

the indication of the target thrust force comprises an audio indication, a visual indication, or a combination thereof.

8. A speed protection method for an aircraft according to claim 1, characterized in that:

the indication of the target thrust force comprises displaying the indication of the target thrust force on an instrument panel in conjunction with a thrust force generated by manual throttle operation.

9. The speed protection method for an aircraft according to claim 1, further comprising:

canceling the indication of the target thrust in response to detecting a switch of the aircraft from manual throttle operation to auto throttle.

10. A speed protection device for an aircraft, comprising:

an indication module configured to provide an indication of the target thrust if a thrust generated by an artificial throttle operation is below the target thrust.

11. The speed protection device for an aircraft according to claim 10, wherein the indication module is further configured to:

determining a speed interval in which the flying speed is located; and

12. A speed protection device for an aircraft according to claim 11, characterised in that the speed interval comprises one or more of:

minimum selectable velocity V _LS An interval;

protecting a speed interval; or

At least a second threshold amount below the guard speed interval.

13. A speed protection device for an aircraft according to claim 10, further comprising:

a missed approach module configured to perform an automatic missed approach if the airspeed is less than a guard interval by at least a third threshold amount if a glidepath intercept is detected.

14. The speed protection device for an aircraft according to claim 10, wherein the indication module is further configured to:

15. The speed protection device for an aircraft according to claim 10, wherein the indication module is further configured to:

providing an indication of the target thrust if the thrust generated by the artificial throttle operation is lower than the target thrust by at least a fourth threshold amount.

16. A speed protection device for an aircraft according to claim 10, characterized in that:

the indication of the target thrust comprises an audio indication, a visual indication, or a combination thereof.

17. The speed protection device for an aircraft according to claim 10, wherein the indication module is further configured to:

displaying an indication of the target thrust on an instrument panel in conjunction with a thrust generated by manual throttle operation.

18. An aircraft, characterized in that it comprises:

a speed protection device according to any one of claims 10 to 17.