EP1570453A1 - Einrichtung zur vermeidung von boden-kollisionen von flugzeugen mit rückkehr zur normalen flugbahn - Google Patents

Einrichtung zur vermeidung von boden-kollisionen von flugzeugen mit rückkehr zur normalen flugbahn

Info

Publication number
EP1570453A1
EP1570453A1 EP03796073A EP03796073A EP1570453A1 EP 1570453 A1 EP1570453 A1 EP 1570453A1 EP 03796073 A EP03796073 A EP 03796073A EP 03796073 A EP03796073 A EP 03796073A EP 1570453 A1 EP1570453 A1 EP 1570453A1
Authority
EP
European Patent Office
Prior art keywords
terrain
virtual
aircraft
protection
trajectory
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.)
Granted
Application number
EP03796073A
Other languages
English (en)
French (fr)
Other versions
EP1570453B1 (de
Inventor
Hugues THALES Intellectual Property MEUNIER
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.)
Thales SA
Original Assignee
Thales SA
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 Thales SA filed Critical Thales SA
Publication of EP1570453A1 publication Critical patent/EP1570453A1/de
Application granted granted Critical
Publication of EP1570453B1 publication Critical patent/EP1570453B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/80—Anti-collision systems
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/70—Arrangements for monitoring traffic-related situations or conditions
    • G08G5/74—Arrangements for monitoring traffic-related situations or conditions for monitoring terrain

Definitions

  • the present invention relates to the prevention of aviation accidents in which an aircraft which remains maneuverable crashes on the ground.
  • This type of accident which represents a significant percentage of civil aviation disasters of the past, is known in the technical literature by the acronym CFIT taken from the Anglo-Saxon expression "Controlled Flight Into Terrain”.
  • GPWS ground Proximity Warning System
  • TAWS ground proximity warning equipment
  • FLTA (acronym from the Anglo-Saxon expression “predictive Forward-Looking Terrain collision Awareness and alerting) or GCAS (acronym from the Anglo-Saxon expression:” Ground Collision Avoidance system ")
  • This FLTA function consists in providing the crew with pre-alerts and alerts whenever the foreseeable short-term trajectory of the aircraft encounters terrain and / or an obstacle on the ground so that an avoidance maneuver is engaged.
  • the foreseeable short-term trajectory of the aircraft is provided by the navigation equipment of the aircraft from a measurement, in three dimensions, of the instantaneous position and of the speed vector of the aircraft given by a system of on-board positioning, typically: satellite positioning receiver and or inertial unit.
  • the relief and or the obstacles on the ground are the subject of a topographic representation extracted from a terrain and / or obstacles database, on board the aircraft or on the ground but accessible from the aircraft by its means of radiocommunication.
  • the FLTA function determines the foreseeable short-term trajectory of the aircraft from information provided by the navigation equipment of the aircraft, to delimit one or more protection volumes around the current position and trajectory of the aircraft and generate risk alarms for collision with terrain and / or obstacles on the ground at each intrusion, in these protection volumes, relief and / or obstacles on the ground overflown, modeled from an extracted topographic representation of the terrain and / or obstacles database.
  • a protection volume linked to the aircraft is a part of the space in which the aircraft is likely to evolve in the more or less near future.
  • the FLTA function calls on at least two protection volumes directed forwards according to the predicted future trajectory and towards the bottom of the aircraft.
  • a first protection volume the furthest from the aircraft, is used to generate a pre-alarm while a second protection volume closer to the aircraft is used to generate an alarm.
  • the purpose of the pre-alarm is to make the crew aware of a short-term risk of collision with the terrain and / or ground obstacles so that they can take this into account when piloting the aircraft. It is given sufficiently in advance so that the crew can correct its trajectory and prepare to carry out a possible avoidance maneuver.
  • the alarm warns the crew of a very short-term risk of collision with the terrain and or ground obstacles by strongly advising them to perform an immediate avoidance maneuver, generally of the “pull-up” type. It is for example a repetitive audible warning of the type: "Terrain Terrain, Pull up” which can also be doubled by a light signaling and accompanied or not by a specific symbology on a display screen (red zone for example) of the cockpit . When a “Pull-up” type maneuver is not considered feasible by the system, another alarm can be issued (for example “Avoid Terrain”).
  • the FLTA function is associated with a terrain collision risk display device displaying on one or more screens installed on board an image representing in two dimensions an envelope of the terrain and / or obstacles overflown, highlighting the risks of collision. , with their relative importance, caused by the different terrain and / or obstacles within range of the aircraft.
  • ground collision avoidance equipment if it makes it possible to detect the risks of ground collision and to prevent them by an appropriate avoidance maneuver, does not however make it possible to know with precision the moment from which a maneuver avoidance terrain and / or ground obstacles suitably initiated to deal with a risk of collision with the terrain and / or ground obstacles, may be completed and from which the resumption of normal flight may be considered.
  • the pre-alarm or the alarm stops as soon as I risk in the short term or very short term of collision with the ground and / or with obstacles on the ground having motivated it disappears in particular due to the execution an appropriate avoidance maneuver which sufficiently deviates the short-term planned trajectory for the aircraft, from the terrain and / or obstacles overflown on the ground, which may occur while the aircraft is uphill, without having yet reached the planned safety altitude for the location in question.
  • the cartographic display of current ground collision avoidance equipment does not give any clear information on the moment when a risk of ground collision is effectively resolved unless it uses an altitude linked to altitude as the reference altitude for display altitude instantaneous of the aircraft.
  • the crew of an aircraft waited to be clearly above the safety altitude set for the area overflown to end a maneuver to avoid terrain and / or obstacles on the ground, which contributes to extending flight time.
  • the object of the present invention is to overcome the aforementioned drawback by giving the crew a clear indication of the moment from which the terrain conflict can be considered to be resolved and the avoidance maneuver can be completed, this by the means of appropriate announcements, aural and / or visual and / or by an appropriate visualization on one or more on-board screen giving a representation of the terrain and / or obstacles overflown.
  • the present invention relates to terrain collision avoidance equipment on board an aircraft, comprising means for determining at least one virtual envelope for protecting the evolution of the aircraft built around the trajectory of the predicted aircraft at short term and delimiting a volume of protection around the current position and trajectory of the aircraft, means for detecting intrusions, in the said virtual evolution protection envelope (s), of a representation of an envelope of the terrain and / or overflown obstacles stored in an on-board database or on the ground, and alarm means triggered by the intrusion detection means.
  • This field collision avoidance equipment is remarkable in that, after detection of a risk of ground collision, its means of determining virtual protection envelopes provide, in addition to the virtual evolution protection envelopes, at least one virtual protection envelope resumption of route, built around a fictitious trajectory of resumption of route, in that its intrusion detection means detect intrusions from the ground and / or ground obstacles both into the virtual envelope or envelopes of protection of '' and in the virtual envelope (s) of resumption of route recovery and in that its alarm means generate an indication signaling the possibility of ending an avoidance maneuver as soon as the intrusion detection means note no more intrusion of the terrain and / or obstacles on the ground into the virtual envelope (s) of road recovery protection.
  • the fictitious trajectory of resumption of route is a horizontal trajectory.
  • the fictitious route recovery trajectory is a trajectory having a slope, a horizontal slope if the instantaneous trajectory of the aircraft is uphill or level, and a slope as a function of the instantaneous trajectory of the aircraft if the aircraft is going downhill.
  • the fictitious route recovery trajectory is a trajectory having a slope, a slope depending on the instantaneous trajectory of the aircraft.
  • the fictitious trajectory for resuming the route is a trajectory having a slope, a slope depending on the trajectory of the aircraft at the time of the detection of the risk of terrain collision.
  • the fictitious route recovery trajectory is a trajectory having a slope, a slope which is a function of the trajectory of the aircraft at the time of detection of the risk of terrain collision, if the latter was descending, and a horizontal trajectory if it was in horizontal flight or uphill when the risk of terrain collision was detected,
  • the fictitious trajectory of resumption of route is a trajectory having for heading, the instantaneous heading of the aircraft,
  • the fictitious trajectory of resumption of route is a trajectory having for heading and slope, those of the trajectory of the aircraft at the time of the detection of the risk of terrain collision.
  • the limits of the virtual protection envelope or envelopes are defined by a so-called feeler surface, the encounter with which represents a terrain envelope and or obstacles on the ground extracted from information in the database is assimilated to an intrusion. terrain and / or obstacles on the ground in the corresponding virtual protection envelope.
  • the horizontal projection of a probe of virtual envelope of protection of evolution is adopted as probe of an envelope resumption of road recovery protection.
  • the horizontal projection of a probe for a virtual protection envelope is adopted as the probe for a virtual protection envelope. resumption of road.
  • the projection according to an inclined plane as a function of the instantaneous descent slope of the aircraft of a probe of virtual envelope of protection of evolution is adopted as probe d '' a road trip protection virtual envelope.
  • the terrain collision avoidance equipment when the terrain collision avoidance equipment is provided with a display screen displaying a representation of the terrain layers and / or of the risks of collision with the terrain and / or the obstacles overflown, the projection, in two planes, adopted as a probe a virtual road recovery protection envelope is produced in a manner consistent with that used on the screen for the representation of the layers of terrain and / or risks of collision with the terrain and / or the obstacles overflown.
  • the projection at the horizontal of a probe for a virtual evolution protection envelope is adopted as a probe for a virtual envelope for protection of road recovery.
  • a virtual envelope protection sensor for evolution is adopted as a sensor for a virtual road protection protection envelope.
  • the means for determining the virtual protection envelope when the means for determining the virtual protection envelope generate two virtual evolution protection envelopes, the most distant for a terrain collision pre-alarm and the closest for a terrain collision alarm, the projection meeting horizontally the feelers of the two virtual envelopes for protection of progress are adopted as the feelers of a virtual envelope for protection of resumption of the journey.
  • the means for determining the virtual protection envelope when the means for determining the virtual protection envelope generate two virtual evolution protection envelopes, the most distant for a terrain collision pre-alarm and the closest for a terrain collision alarm, the meeting of projections according to an inclined plane having the descent slope of the aircraft at the time of detection of the risk of terrain collision, of the probes of the two virtual evolution protection envelopes is adopted as the probe of a virtual resumption of route recovery envelope.
  • the indication signaling the possibility of ending an avoidance maneuver is momentarily given in an oral and / or visual form.
  • the terrain a ⁇ ticollision equipment generates an indication of maintenance of the avoidance maneuver in an oral and / or visual form, on the disappearance of a terrain alert and this until no risk collision is not detected by the virtual resumption of route protection envelope.
  • the vertical distance under the aircraft at which the virtual resume protection envelope is placed is taken equal to that used for one of the virtual evolution protection envelopes.
  • the vertical distance under the aircraft at which is placed a virtual resumption of route protection envelope is taken consistent with that used on the screen for the representation of the layers of terrain and / or risks of collision with the terrain and / or the obstacles overflown.
  • FIG. 1 is a block diagram of terrain collision avoidance equipment on board an aircraft with a view to securing its piloting
  • FIGS. 2 to 4 are views, essentially in the vertical plane, showing different phases of a terrain avoidance carried out by an aircraft under the control of terrain collision avoidance equipment according to the invention.
  • FIGS. 5, 6 and 7 are diagrams illustrating possible choices of virtual envelope feeler for resumption of road protection.
  • FIG. 1 shows an anti-collision equipment in the field 1 in its functional environment on board an aircraft.
  • the terrain collision avoidance equipment essentially consists of a computer 2 associated with a cartographic database 3.
  • the cartographic database represented 3 is on board the aircraft but it could just as easily well being on the ground and accessible from the aircraft by radio transmission.
  • the computer 2 can be a computer specific to terrain collision avoidance equipment or a computer shared with other tasks such as flight management or automatic pilot. With regard to terrain collision avoidance, it receives from the navigation equipment 4 of the aircraft the main flight parameters including the position of the aircraft in latitude, longitude and altitude and the direction and amplitude of its speed vector.
  • the terrain collision avoidance equipment 1 can display on a screen 6 of the cockpit, a map of the terrain overflown highlighting the threatening terrain areas.
  • This map generally in two dimensions, consists of a representation by level 7 curves of the terrain overflown with false colors and / or different textures and / or symbols materializing the extent of the risk of collision corresponding to each segment of terrain.
  • a protection volume linked to the aircraft delimits part of the space in which the aircraft must be able to operate in the more or less near future without risk of terrain collision.
  • the lower and front parts of a protection volume are usually assimilated to a strip, of horizontal transverse axis, following, with a certain vertical offset depending on the minimum overflight margin for the situation considered, the trajectory which would be followed by l aircraft in the event of its crew being warned of a risk of terrain collision and causing them to adopt, after a normal reaction time with a more or less long safety margin, an avoidance trajectory uphill, with a slope close to the maximum of its possibilities at the moment.
  • This band widens to take into account the growing uncertainty about the foreseeable position of the aircraft as the forecast period increases and opens on the side in case of turn based on the turn rate.
  • an aircraft A is moving downhill at an instant t1 and in a direction D, over a terrain with vertical profile R.
  • This aircraft A is provided with terrain collision avoidance equipment which implements two evolutionary protection volumes: a remote protection volume used for pre-alarms therefore for the detection of short-term terrain collision risks and corresponding to a first probe C, and a close protection volume used for alarms therefore for the detection of terrain collision risk in the very short term and corresponding to a second probe W, the two probes C and W used for the pre-alarms and the alarms model avoidances of the relief from the top started at times t1 + Tpa and t1 + Ta and requiring an implementation time Tm.
  • the detection of short-term terrain collision risks involves planning the avoidance maneuver from above after a delay greater than the detection of the risk of terrain collision in the very short term, which results in an offset of the probe C relative to the probe W according to the predicted future trajectory. As it is based on a longer term forecast of the position of the aircraft, it is less reliable. To keep it nevertheless the same detection reliability, its probe C is also shifted downward relative to the probe W,
  • the anti-collision equipment of the aircraft A detects penetration of the terrain through its feeler C at the instant t1 and consequently generates a terrain collision risk pre-alarm .
  • This pre-alarm alerts the crew of aircraft A of the risk posed by their descent trajectory.
  • the terrain collision avoidance equipment of aircraft A generates a terrain collision risk alarm because the closest protective envelope adopted EW encounters an MTCD surface covering relief R and corresponding to a minimum safety margin retained to take into account the inaccuracies of the cartographic database 3 and / or the vertical position of the aircraft provided by the on-board sensors, and a minimum overflight height to ensure safety.
  • This terrain collision alarm leads the crew of the aircraft to stop the descent and immediately initiate an avoidance trajectory TE consisting of an ascent to a safety altitude above the high points of the terrain overflown.
  • FIG. 3 shows the situation of the aircraft A at a later instant t2 as it begins to climb to eliminate the risk of terrain collision signaled by the alarm of its terrain collision avoidance equipment.
  • Probes C and W took the new climb direction of aircraft A and straightened since aircraft A is close to the maximum of its climb possibilities. They no longer encountered the MTCD surface covering terrain R so that the terrain collision avoidance equipment of aircraft A caused the terrain collision alarm to stop.
  • the stopping of the alarm (aural and luminous if necessary) informs the crew of the good effectiveness of the avoidance maneuver from above but does not inform them of the possibility or not of resuming the descent trajectory that he followed before the advent of the terrain collision alarm.
  • the proposed terrain collision avoidance equipment provides for at least a third protection volume known as “road recovery”, based on the instantaneous position of the aircraft A, here in t2, and on a fictitious displacement forecast going into the direction of resumption of the trajectory followed at the time of the detection of the risk with the terrain (pre-alert or alert),
  • the volume of protection for resumption of route is based on a fictitious displacement forecast resuming the course snapshot of aircraft A and its initial descent slope, and corresponds to probe L.
  • This probe L meets the surface MTCD covering the terrain R signifying that the avoidance maneuver from above being carried out must be continued before the risk of terrain collision can be considered as resolved.
  • the terrain anti-collision equipment emits, for the attention of the crew, a report of resolution the risk of terrain collision, meaning the possibility of resuming the route initially followed.
  • This observation can take the form either of the stopping of an aural and / or light instruction to continue the avoidance maneuver (such as "continue climb") which was initiated since the stopping of the alarm, or of the momentary generation of an oral and / or light setpoint possible end of the avoidance maneuver
  • FIG. 4 shows the situation of the aircraft A at a later instant t3 while it continues its avoidance maneuver from above initiated to eliminate the risk of terrain collision signaled by the alarm of its terrain anti-collision equipment.
  • the probes C and W remain oriented uphill without encountering the terrain R so that the terrain collision avoidance equipment of the aircraft A does not issue a pre-alarm or an alarm.
  • this observation may take the form of either the stopping of an aural and / or light instruction to continue the avoidance maneuver (such as "continue climb") which was initiated since the alarm was stopped , either of the momentary generation of an oral and / or light setpoint possible end of the avoidance maneuver.
  • the sensor (s) associated with road recovery protection volumes can be determined by the terrain collision avoidance equipment independently of the sensors associated with the volumes of protection of evolution or resulting from it.
  • FIG. 5 gives an example, in which the probe L associated with a volume of protection for resumption of the route is taken equal to the projection, on the horizontal plane, of the probe W associated with the volume of protection of evolution dedicated to the risk alarms terrain collision.
  • a variant consists in adopting for the probe L associated with the volume of protection for resumption of the route, not the projection, on the horizontal plane, of the probe W associated with the volume of protection of evolution dedicated to the alarms for the risk of terrain collision but the meeting of the projections, on the horizontal plane, of the W and C probes associated with the evolution protection volumes dedicated to pre-alarms and terrain collision risk alarms.
  • the probe L associated with a volume of protection of resumption of course is taken equal to the projection, on the plane of descent of the aircraft A, probe W associated with the evolution protection volume dedicated to terrain collision risk alarms.
  • a variant consists in adopting for the probe L associated with the volume of protection of resumption of route, not the projection, on the descent plane of the aircraft A, of the probe W associated with the volume of protection of evolution dedicated to the alarms of risk of terrain collision, but the combination of projections, on the plane of descent of aircraft A, of probes W and C associated with the evolution protection volumes dedicated to the pre-alarms and terrain collision risk alarms.
  • FIG. 7 gives another example particularly suitable for the case where an aircraft A is instantaneously in the course of a descent during the resolution of a risk of collision with the terrain (a priori in the process of recovery towards an uphill trajectory) in which the probe L associated with a volume of protection for resumption of route is taken equal to the projection, on the plane of descent of the aircraft A, for a predetermined duration (or a distance) (for example of the order of 30 seconds ), then on a horizontal plane, of the probe W associated with the evolution protection volume dedicated to terrain collision risk alarms.
  • this projection is defined in a manner consistent with that used for the representation of the terrain and / or risk layers with the terrain and / or the obstacles on the cockpit display screen or screens used for this terrain anticollision system, in in particular by taking for the predetermined duration a duration for example of the order of 30 seconds fixed or adjustable according to criteria specific to the display of the terrain layers.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
EP03796073A 2002-12-13 2003-12-02 Einrichtung zur vermeidung von boden-kollisionen von flugzeugen mit rückkehr zur normalen flugbahn Expired - Lifetime EP1570453B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0215841 2002-12-13
FR0215841A FR2848661B1 (fr) 2002-12-13 2002-12-13 Equipement anticollision terrain embarque a bord d'aeronef avec aide au retour en vol normal
PCT/EP2003/050921 WO2004055752A1 (fr) 2002-12-13 2003-12-02 Equipement anticollision terrain embarque a bord d'aeronef avec aide au retour en vol normal

Publications (2)

Publication Number Publication Date
EP1570453A1 true EP1570453A1 (de) 2005-09-07
EP1570453B1 EP1570453B1 (de) 2006-04-19

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EP03796073A Expired - Lifetime EP1570453B1 (de) 2002-12-13 2003-12-02 Einrichtung zur vermeidung von boden-kollisionen von flugzeugen mit rückkehr zur normalen flugbahn

Country Status (7)

Country Link
US (1) US7321813B2 (de)
EP (1) EP1570453B1 (de)
CA (1) CA2509698A1 (de)
DE (1) DE60304739T2 (de)
ES (1) ES2263063T3 (de)
FR (1) FR2848661B1 (de)
WO (1) WO2004055752A1 (de)

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Also Published As

Publication number Publication date
EP1570453B1 (de) 2006-04-19
ES2263063T3 (es) 2006-12-01
CA2509698A1 (fr) 2004-07-01
DE60304739D1 (de) 2006-05-24
FR2848661A1 (fr) 2004-06-18
WO2004055752A1 (fr) 2004-07-01
US20060052912A1 (en) 2006-03-09
FR2848661B1 (fr) 2005-03-04
US7321813B2 (en) 2008-01-22
DE60304739T2 (de) 2007-04-12

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