EP0545920A1 - Systemes d'instruments de bord pour avions - Google Patents

Systemes d'instruments de bord pour avions

Info

Publication number
EP0545920A1
EP0545920A1 EP19900910842 EP90910842A EP0545920A1 EP 0545920 A1 EP0545920 A1 EP 0545920A1 EP 19900910842 EP19900910842 EP 19900910842 EP 90910842 A EP90910842 A EP 90910842A EP 0545920 A1 EP0545920 A1 EP 0545920A1
Authority
EP
European Patent Office
Prior art keywords
aircraft
symbol
display
angle
pitch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP19900910842
Other languages
German (de)
English (en)
Inventor
John Richard Hall
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
UK Secretary of State for Defence
Original Assignee
UK Secretary of State for Defence
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by UK Secretary of State for Defence filed Critical UK Secretary of State for Defence
Publication of EP0545920A1 publication Critical patent/EP0545920A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration

Definitions

  • This invention relates to aircraft instrumentation systems and particularly to aircraft instrumentation systems including head-up displays. It is now common for aircraft especially military fast jet aircraft to be fitted with head-up displays which provide analogue and/or digital indications of the attitude, flight path and other vital parameters of the aircraft's situation by projecting illuminated indicia on a semi-transparent screen through which the pilot may also see a view ahead.
  • head-up displays To show the flight path direction by the position of an aircraft symbol, to show bank angle and either pitch or climb/dive angle by a pitch ladder display, and to show various other parameters by peripheral indications.
  • a head-up display In order to provide the accuracy required for low-level flight and landing approach guidance a head-up display must show sensitive and accurate indications of actual flight path direction.
  • an aircraft makes a substantial manoeuvre, to climb, dive, bank, turn or roll the aircraft's pitch and its attitude relative to the direction of its flight path will change very rapidly. Comparatively large changes in the aircraft's attitude will be instigated by the pilot, to initiate the manoeuvre, and the flight path direction as seen in the head-up display may change substantially with vertical movements due to the incidence needed for manoeuvring and lateral movements due to sideslip when rolling.
  • the rapid motions of all indicia caused by these effects may drastically reduce the effectiveness of the display both for promoting the pilot's spatial awareness and for assisting any precise control or adjustment, and they can be very disconcerting and may tend to promote a state of disorientation in which the pilot may misinterpret his position. This can be highly dangerous.
  • Any discontinuity or sudden jump or apparent disappearance of a vital indication may cause the pilot to doubt the reliability of the instrumentation. It is therefore very important to avoid as far as possible any conditions which could cause sudden jumps in the position of any indicia. Such conditions may arise for instance when the aircraft pitches or rolls through a 90 degree pitch or bank angle, or where for any reason the drive signals controlling the display have to be switched from one drive law to another, or where the aircraft symbol reaches or leaves a limiting condition.
  • This invention relates to a new system for positioning the indicia including the aircraft symbol, the pitch ladder, peripheral scales and a special velocity vector symbol, so that they provide better indications for guidance and control generally without discontinuous or disconcerting movements.
  • a related patent application to be filed on the same day as this application discloses various special features of the preferred form of pitch ladder display.
  • peripheral scales are written at fixed positions relative to the field of view of the display.
  • the peripheral indications move with the aircraft symbol, but when this is done a scale or value may be moved off the edge of the field of view and its information lost, unless limits are applied, leading to discontinuity of information and conditions where the symbol shows only that the limit has been exceeded.
  • a further very important requirement is that when the pilot returns his attention to the display after having any distraction or task requiring him to look elsewhere or after any violent manoeuvre, the display will immediately and accurately show him all necessary information and present it in some way which avoids any possibilities of misinterpretation.
  • the displacement Y acs is subject to an overriding requirement that Y acs shall be limited to keep the aircraft symbol within the field of view of the display and the symbol shall be distinctively altered when its position is limited by this condition.
  • the function Q A is selected and calculated to remove most but not all of the unwanted motions of the display indicia which are due to the transient changes in angle of attack which are needed to cause a change of flight path. Its calculation involves a time constant which varies according to a relationship which is matched to the characteristics of the aircraft as hereinafter described. This makes the aircraft symbol move steadily in response to changes instigated by the pilot, and it moves smoothly to the position representing the climb/dive angle reached by the manoeuvre.
  • the system also has means for providing a comparatively small symbol to show the actual direction of the flight path. This symbol may be a diamond and it will be called the velocity vector or w diamond.
  • the displacements of the w diamond are unllimited and it may at times go outside the field of view of the display.
  • the system will also have means for providing and positioning a pitch ladder display to give the pilot clear indications of bank angle and climb-dive angle.
  • the pitch ladder is a pattern of bars, each drawn (subject to inaccuracies, resulting from the sensors and instrumentation) parallel to the actual horizon and forming a scale against which the position of the aircraft symbol indicates a measure of the climb or dive angle of the aircraft.
  • a central bar in the pattern represents zero climb/dive angle ie level flight, and it should overlay the actual horizon as seen through the display whenever the horizon comes within the field of view of the display. It follows that the pattern must be tilted, with respect to the display centreline, by minus the bank angle of the aircraft, and the pattern centre so placed that the aircraft symbol position gives the desired climb or dive angle measurement when read against the scale formed by the pitch bars.
  • the centre of the pitch ladder pattern may be off the field of view; only the portion of the pitch ladder pattern which falls within a prescribed window area of the display will actually be displayed.
  • f( ) represents the relationship between displacement from the centre of the pitch ladder pattern and the actual pitch. This is preferably a nonlinear relationship as detailed in the aforesaid copending application.
  • ⁇ f is a signal representing the angle of attack of the aircraft, suitably smoothed to reduce noise; ⁇ is the angle subtended by the aircraft upward velocity component in a plane orthogonal to the longitudinal fuselage datum direction; it will usually be negative, as explained later; and
  • ⁇ is the bank angle of the aircraft conventionally considered positive when it represents a clockwise rotation around the longitudinal datum.
  • the signal ⁇ f is derived from an aerodynamic sensor which is subject to turbulence and tends to provide a noisy signal , and it does not take into account any effects of winds .
  • the alternatives using ⁇ are preferred because ⁇ is available from inertial navigation equipment; it is a smooth and highly reliable signal, and it takes into account the effects of vertical and horizontal winds.
  • the functions (iv) and (v) are possible alternatives whose feasibility and consequences have not yet been fully studied.
  • the function (iv) makes Y A change linearly from ⁇ sec ⁇ 1 to ⁇ sec (180o - ⁇ 1 ) ; the discontinuity at these values may cause difficulties. If possible, ⁇ 1 should be chosen so that ⁇ sec ⁇ 1 will probably be slightly larger than the maximum displacement within the field of view of the head-up display.
  • the first form of function (v) shows its derivation and behaviour; where cos ⁇ has a small value it becomes approximately ⁇ Kc os ⁇ but where cos ⁇ is nearly one it becomes a good approximation to ⁇ sec ⁇ , It has the advantage of being a smooth and continuous function at all values of ⁇ .
  • the second form given is clearly preferable for computation.
  • the displacement shall be limited to keep the aircraft symbol within the field of view should be remembered.
  • the field of view may extend in elevation from about +5 to -15 degrees relative to the pilot's sight line along the longitudinal datum direction.
  • the aircraft symbol displacement Y acs may therefore be limited to a range from about +2 to -12 degrees.
  • the functions Q a , Q v and Q L depend on the pitch rate or attitude rate of the aircraft.
  • a Q function calculated from the body pitch rate of the aircraft measured with respect to reference axes in the aircraft; this variable is called q.
  • a Q function derived from the pitch angle ⁇ of the aircraft measured with respect to the earth For near-level flight close to the ground it is necessary to use a Q function derived from the pitch angle ⁇ of the aircraft measured with respect to the earth.
  • Q1 which is derived from ⁇
  • Q2 which is derived from q.
  • ⁇ is a time constant matched to the aircraft's characteristics as hereinafter described; ⁇ o is a much shorter fixed time constant which may be o.04 seconds; S is the Laplace transform operator, and
  • G gain will be not greater than 1.0 and preferably about 0.7.
  • the function Q2 is most effective in reducing unwanted display movement especially when high bank angles and rolling or pulling manoeuvres are used, but it will tend to give inaccurate horizon correlation in such manoeuvres, which could be dangerous in flight close to the ground.
  • the function Q1 maintains better horizon correlation but is less effective in inhibiting unwanted display movements at high bank angles.
  • a third function Q3 may be derived from Q1 and Q2. This is equal to Q1 when -10 ⁇ ⁇ ⁇ 10o and equal to Q2 when
  • Q A , Q V and Q L are selected according to the type of aircraft and its flight situation as follows:
  • a A Q2 is preferred.
  • Q A must be either Q3 or Q1; automatic switching means should be arranged to prevent Q2 being used when the undercarriage is down.
  • Q A may be either Q2 or Q3.
  • Q v must never be made Q2 when
  • the time constant should, as far as possible, be made equal to the time constant of the heave mode response of the aircraft. For this reason it should vary as
  • V T is the airspeed and ⁇ is the relative air density ratio.
  • a and B are constants to be determined by experiment as hereinafter described.
  • ⁇ may be limited to 0.2 ⁇ 6 seconds.
  • Figure 1 is an isometric sketch illustrating the geometry of an aircraft's flight path and definitions of terms used in the description
  • Figure 2 is an orthogonal view of lines in the plane of the head-up display
  • Figures 3a and 3b are graphs showing parameters of a flight plotted against time
  • Figure 4 is a sketch showing the pilot's sight-line to the display in a side view
  • Figure 5 is a block diagram indicating the equipment used in an embodiment of the invention.
  • FIGS. 6a and 6b show preferred forms for the aircraft symbol
  • Figure 7 shows the preferred form and arrangement of peripheral indications on the display.
  • Figure 1 shows a line OH representing the longitudinal fuselage datum or fore-and-aft direction of an aircraft in flight, the projection of this line on a horizontal plane is called the heading and is shown as a line ON.
  • the projection of the flight path OP on the horizontal plane is called the track, OT, and the angle between heading ON and track OT, in the horizontal plane, will be called ⁇ .
  • the angle, in a vertical plane, between the flight path OP and the track OT is the climb-or-dive angle ⁇ and it will usually be significantly less than ⁇ .
  • Inertial navigation equipment in the aircraft will be arranged to measure the aircraft's velocity components in three orthogonal directions and to provide signals representing their relative magnitudes.
  • H, F, P, T, N, E are points in a plane orthogonal to the longitudinal fuselage datum direction.
  • V x is the velocity component along the datum direction OH.
  • V y is the velocity component in the direction of a horizontal line with respect to earth.
  • V z is the velocity component in the direction of the intersection of the heading plane (OHEN, a vertical plane with respect to earth) with the plane HFPTNE. Being orthogonal to OH the plane is tilted at angle ⁇ to the vertical.
  • the inertial navigation equipment will provide signals representing either the ratio of velocity or alternatively the related angle
  • the indicia of the head-up display are formed as images in a plane orthogonal to the longitudinal fuselage datum. If in any case this is not precisely true, the consequences can be considered if necessary as a modification to the following presentation. Without loss of generality we can take the plane containing H, F, P, T, N, E as the display plane, take the point 0 as the average pilot's eye position, and take the distance OH as a unit distance.
  • Figure 2 shows lines in the head-up display plane looking along the direction of the aircraft's longitudinal datum OH which therefore appears in Figure 2 as a point H.
  • the heading plane (vertical with respect to earth) is seen edge-on as the line HEN and the horizon is seen as a horizontal line through NT.
  • the aircraft may have a bank angle ⁇ which is a rotation or roll about the longitudinal datum. Consequently, the centre of the head-up display, which would be vertical in level unbanked flight, is tilted at an angle ⁇ to the vertical plane OHEN as indicated by the line HC.
  • Displacements of positions in the head-up display will naturally be specified with regard to the aircraft equipment by rectangular coordinates X and Y where X indicates displacement transverse from the line HC, positive to the right, and Y indicates displacement from H parallel to HC, positive upwards.
  • the actual direction of flight is the resultant of a number of factors, several of which cannot be directly measured by instrumentation in the aircraft.
  • the angle of attack which is the attitude of the aircraft relative to its direction of travel through the mass of air in which it is flying may reasonably be represented by a vector oe extending from H towards C.
  • the effects of sideslip are represented by a vector ⁇ transverse to the line HC.
  • the effects of crosswinds and any vertical drift of the air mass are represented by vectors ⁇ w and ⁇ w respectively. Obviously all these vectors are variable and will not always have the relative values shown in the Figure.
  • an aircraft symbol would be generated around the point P.
  • the desired alignment may be substantially achieved by placing the aircraft symbol at a position given by any of the alternative expressions for Y A given in the introduction.
  • HE and EP will be equal to ⁇ and ⁇ respectively, the terms in
  • the displacement of the aircraft symbol Y acs is limited to ensure that it remains within the field of view.
  • a typical display unit may have a field of view extending from about +5o to -15o and on such a display the aircraft symbol displacement could be llimited to the range from +2o to -12o.
  • Figure 6a shows the conventional form for the aircraft symbol in normal or unlimited condition
  • figure 6b shows a form for the symbol showing a fin 60 to indicate that it is in a limited condition.
  • the position of the aircraft symbol does not show the climb/dive angle, but the position of the pitch ladder relative to the aircraft symbol does continue to show the climb/dive angle accurately in steady near-level flight.
  • the addition of the Q term makes the relative position of the pitch ladder show the trend of the climb/dive angle towards the result of the manoeuvre.
  • the w diamond is unlimited, while it remains within the field of view it also provides a useful and accurate indication of the flight path, and it retains horizon correlation.
  • Figure 3a is a graph plotting the altitude of an aircraft against time
  • Figure 3b is a graph plotting the pitch and climb-dive angles of aircraft on similar flight paths to that shown in Figure 3a.
  • Figure 3b is a graph showing the variations of ⁇ and in this manoeuvre.
  • a conventional head-up display if the aircraft symbol is positioned to show climb-dive angle with horizon correlation, the considerable increase in the angle of attack moves the symbol well down the display and possibly off the field, or to a limiting position where it is not very helpful to the pilot. Because the head-up display is fixed in the aircraft, its datum point inevitably follows the pitch angle variation, and the downward displacement of the aircraft symbol follows the difference between the ⁇ curve and the ⁇ curve.
  • the Q term is applied to compensate for and considerably reduce this effect. It makes the aircraft symbol position follow the curve ⁇ + Q A .
  • Figure 4 is a sketch of lines in the plane containing the head-up display centreline HC and the pilot's eye position 0. As shown the position of the aircraft symbol A is determined by the displacement Y (negative and acting downwards) offset by the term Q. The position of the w diamond is similarly modified.
  • the gain G is set to 1.0 and the time constant in the calculation of Q is matched to the characteristics of the aircraft the curve ⁇ + Q A should closely follow the shape of the ⁇ curve.
  • the gain G it has been found better to set the gain G at about 0.7 so as to attenuate but not eliminate the effects of the incidence changes which control the manoeuvre.With this setting the aircraft symbol makes a more gradual movement which the pilot can use as a very helpful guide to achieving the new desired condition.
  • the pitch ladder is a pattern of bars which are always parallel to the horizon. They form a scale of climb-or-dive angles which has a linear one-to-one relationship with the actual climb-or-dive angle ⁇ for angles close to zero, for instance within the range from +5° to -5°, but with an increasingly compressed relationship as the angle moves towards the limits of +90° and -90°. These limits are indicated by distinctive symbols rather than bars.
  • the pitch ladder pattern will be so positioned that if the aircraft symbol is read as a pointer against the scale formed by the bars of the pitch ladder it will indicate ⁇ + Q L cos ⁇ where ⁇ is the current climb-or-dive angle.
  • the angle of the bars, and the angle of the axis of symmetry of the pattern will provide the pilot with very clear indications of the bank angle.
  • FIG. 5 is a block diagram showing diagrammatically the equipment of an aircraft instrumentation system. It comprises a data processor 51 having inputs 52 connected to receive signals from various standard sensors (not shown). Outputs from the data processor 51 control a head-up display unit 53. Also provided are means 54 for setting parameters to be used in calculations within the data processor 51.
  • Step 2 Increase the flight path angle by about 5 and note the relative movement of the aircraft symbol with respect to the cross. As the cross is effectively fixed with respect to the aircraft it will be following the variations of pitch angle (curve ⁇ in Figure 3b) but below it, starting coincident with ⁇ 1 .
  • the aircraft symbol may be temporarily depressed below the cross - in this case increase ⁇ A. If in any case the aircraft symbol rises temporarily above the cross ok should be decreased. Note values of ⁇ A, V T and ⁇ when it appears that a reasonable match has been achieved.
  • Step 3 Repeat step 2 for various flight conditions (particularly various initial flight angles). It will not be possible to achieve a perfect match in all cases but the aim is to achieve a compromise which is reasonably well matched over a range of flight angles, keeping V T and constant as far as possible. After several iterations reduce G to 0.7, check the effects by further tests and select the ⁇ A which appears best for this value of the product V ⁇ which must be noted as (V ⁇ ) 1 .
  • Step 4 Now put the aircraft into steady flight in a nearminimum normal speed and repeat steps 1-3 to get a selected value ⁇ A 2 suitable for use when V T ⁇ has the new value
  • a and B may then be fixed for all identical aircraft. However if the system is fitted in an aircraft whose mass may vary considerably between unloaded and fully-loaded conditions it may be desirable to provide means for selecting values of A and B appropriate to the load condition of the aircraft. Similarly if the aircraft's wing area or left-curveslope coefficient may be varied significantly, appropriate changes should be made preferably by interlocked switching so that they are always made when the aircraft configuration is changed. In some such cases, a different equation for ⁇ might be useful to achieve better matching, and details of the optimising method would be correspondingly altered.
  • the system may also provide indications of airspeed V T , heading (compass angle), track direction, altitude, vertical speed, angle of attack, engine revolutions per minute and Mach number by peripheral indications in a fixed format which is moved with the aircraft symbol, so that they always appear in a constant position with respect to the aircraft symbol.
  • Figure 7 shows the preferred form for the peripheral indications.
  • the aircraft symbol is seen in the centre.
  • the engine rpm indication in this example indicating 85.5% of a prescribed rpm rating.
  • the line anddots above the rpm indication constitute a scale against which the angle of attack ⁇ is shown by an arrowhead, and a vertical line which extends from the zero mark to the arrow position.
  • the digital indication in this example 0.78, shows Mach number.
  • Airspeed (in this case 500 knots) is shown by a counter-pointer system in which a radial pointer moves round within a circle of dots making one revolution per 100 knots. The small triangle outside the circle can be positioned to indicate any desired speed.
  • the digits at the top are part of a moving-tape indication of heading (compass angle).
  • the vertical line on the centre of the format acts as a pointer against which the moving-tape display shows the heading, in this case 160 from North.
  • the tape scale is compressed by a factor of 5 to 1; that is to say the distance representing 10 degrees on the scale subtends an angle of 2 degrees at the pilot's eye position.
  • the arrowhead under the scale points to the compass bearing of the track.
  • Altitude is shown by a counter-pointer display at the top right corner.
  • the pointer makes one revolution per 1000 feet, and the triangle outside the circle of dots is a marker which can be positioned at any desired position around the circle.
  • the data processor 51 will be a highly reliable computer programmed to carry out the following actions in a repeating cycle:

Abstract

Système d'instruments de bord pour avion, comprenant un collimateur de pilotage qui affiche sur un écran les indications modifiées de la trajectoire de vol et d'autres paramètres, des modifications très importantes étant effectuées pour obtenir un affichage qui est utile pour toutes les manoeuvres même dans le cas d'un avion à réaction très rapide. Les modifications apportées réduisent les mouvements transitoires des signaux du collimateur de navigation qui sont dus à l'incidence accrue nécessaire pour provoquer des changements de la trajectoire de vol. Une modification fournit un symbole d'avion contraint à rester sur une ligne médiane verticale du collimateur de pilotage, avec un déplacement qui dépend de l'angle d'inclinaison latérale pour préserver autant que possible la concordance avec l'horizon. Un symbole comparativement petit (diamant vv) dont le déplacement n'est pas limité, indique la direction de la trajectoire de vol et une échelle de tangage indique l'angle de montée-piqué modifié lorsqu'on les lit par rapport au symbole d'avion. Les positions du symbole d'avion du diamant vv, et de l'échelle de tangage sont toutes modifiées par des fonctions Q dérivées de l'assiette longitudinale ou du tangage du fuselage pour pallier l'effet des variations transitoires du tangage lors des manoeuvres relatives à la trajectoire de vol. Les fonctions Q sont calculées par des algorithmes incluant une constante de temps variable tau qui correspond approximativement à la constante de temps de la réponse du mode de tangage de l'avion, qui est fonction de la masse, de la vitesse de l'air, de la surface des ailes, et du coefficient de la pente de la courbe-sustentation. Une approximation linéaire est utilisée, avec une optimisation expérimentale, pour en déduire une expression appropriée pour tau. Des graduations périphériques représentant l'assiette et d'autres paramètres optionnels sont placées dans une relation fixe par rapport à la position variable du symbole d'avion.
EP19900910842 1990-07-19 1990-07-19 Systemes d'instruments de bord pour avions Withdrawn EP0545920A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/GB1990/001106 WO1992001905A1 (fr) 1990-07-19 1990-07-19 Systemes d'instruments de bord pour avions

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EP0545920A1 true EP0545920A1 (fr) 1993-06-16

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EP19900910842 Withdrawn EP0545920A1 (fr) 1990-07-19 1990-07-19 Systemes d'instruments de bord pour avions

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EP (1) EP0545920A1 (fr)
JP (1) JPH05509153A (fr)
WO (1) WO1992001905A1 (fr)

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US5831065A (en) * 1994-04-04 1998-11-03 Lynx Therapeutics, Inc. Kits for DNA sequencing by stepwise ligation and cleavage
US6266610B1 (en) * 1998-12-31 2001-07-24 Honeywell International Inc. Multi-dimensional route optimizer
DE10102938B4 (de) * 2001-01-23 2007-10-11 Eurocopter Deutschland Gmbh Nicklage-Symbolik

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US4057782A (en) * 1976-04-05 1977-11-08 Sundstrand Data Control, Inc. Low altitude head up display for aircraft
US4305057A (en) * 1979-07-19 1981-12-08 Mcdonnell Douglas Corporation Concave quadratic aircraft attitude reference display system
FR2569840B1 (fr) * 1984-08-31 1986-09-05 Schnerb Pierre Dispositif destine a representer sur l'ecran d'un tube de television les deplacements d'un mobile, en vue notamment de faciliter le pilotage des vehicules, en particulier des vehicules aeriens
EP0366164A3 (fr) * 1988-10-24 1991-06-26 The Boeing Company Procédé et dispositif d'indication de l'angle de trajectoire d'un aéronef sur un appareil de visualisation de l'altitude

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JPH05509153A (ja) 1993-12-16
WO1992001905A1 (fr) 1992-02-06

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