EP1570453B1 - 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 Download PDF

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Publication number
EP1570453B1
EP1570453B1 EP03796073A EP03796073A EP1570453B1 EP 1570453 B1 EP1570453 B1 EP 1570453B1 EP 03796073 A EP03796073 A EP 03796073A EP 03796073 A EP03796073 A EP 03796073A EP 1570453 B1 EP1570453 B1 EP 1570453B1
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EP
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Prior art keywords
protection
terrain
aircraft
trajectory
collision
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English (en)
French (fr)
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EP1570453A1 (de
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Hugues THALES Intellectual Property MEUNIER
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Thales SA
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Thales SA
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/04—Anti-collision systems
    • G08G5/045—Navigation or guidance aids, e.g. determination of anti-collision manoeuvers
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0073—Surveillance aids
    • G08G5/0086—Surveillance aids for monitoring terrain

Definitions

  • the present invention relates to the prevention of aeronautical accidents in which a manoeuverable aircraft 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 under the acronym CFIT derived from the English expression "Controlled Flight Into Terrain”.
  • 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 the speed vector of the aircraft given by a flight system.
  • embedded positioning typically: satellite positioning receiver and / or inertial unit.
  • the terrain and / or the obstacles on the ground are the subject of a topographic representation extracted from a terrain and / or obstacle database, on board the aircraft or on the ground but accessible from the aircraft by its means. radiocommunication.
  • the FLTA function determines the short-term predictable 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. aircraft and generate alarms of risk of collision with terrain and / or obstacles on the ground at each intrusion, in these protective volumes, relief and / or ground obstacles overflown, modeled from an extracted topographic representation field database and / or obstacles.
  • a volume of protection related to the aircraft is part of the space in which the aircraft is likely to evolve in a more or less near future. Its importance and shape depend on the delay sought between an alarm and the occurrence of a collision risk, and to a certain extent on the maneuverability of the aircraft at the moment considered, that is to say evolution of the aircraft that are related to its performance, the module and the direction of its air speed, and its flight attitude (flying in a straight line or corner, etc. ..). It is defined by its lower and front walls and possibly laterally.
  • the FLTA function uses at least two protective volumes directed forwardly along the predicted future trajectory and towards the underside of the aircraft.
  • a first protection volume the most remote 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 it can be taken into account when piloting the aircraft. It is given sufficiently in advance so that the crew can correct its trajectory and prepare to perform a possible avoidance maneuver. It consists for example, in a repetitive acoustic warning of the type: "Cautton Terrain" doubled or not a luminous signaling and accompanied or not of a specific symbology on a screen of visualization (yellow zone for example) of the cockpit.
  • 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 carry out an immediate avoidance maneuver, usually of the "pull-up" type.
  • This is for example a repetitive acoustic warning of the type: "Field Terrain, Pull up” which can be also doubled of a luminous signaling and accompanied or not of a specific symbology on a screen of visualization (red zone for example) of the cockpit .
  • another alarm may be issued (eg "Avoid Terrain").
  • the FLTA function is associated with a terrain collision warning device displaying on an on-board screen or screens an image representing in two dimensions an envelope of the terrain and / or obstacles overflown by highlighting the risks of collision. , with their relative importance, that are incurred by the various terrain and / or obstacles within range of the aircraft.
  • ground collision avoidance equipment if they make it possible to detect the risks of ground collision and to prevent them by an appropriate avoidance maneuver, do not however make it possible to know with precision the moment from which a maneuver of avoidance of terrain and / or ground obstacles appropriately initiated to deal with a risk of collision with the ground and / or obstacles on the ground, may be completed and from which resumption of a normal flight may be considered.
  • the pre-alarm or the alarm stops as soon as the short-term or very short-term risk of collision with the ground and / or ground obstacles that motivated it disappears, in particular because of the execution an appropriate avoidance maneuver sufficiently clearing the intended short-term flight path for the aircraft, terrain and / or overflighted ground obstructions, which may occur while the aircraft is climbing, without having yet reached the security altitude planned for the location.
  • the cartographic display of current ground-level collision avoidance equipment also does not clearly indicate when a risk of a ground collision is actually resolved unless it uses an altitude-related altitude as altitude reference altitude. instantaneous aircraft.
  • the present invention aims to overcome the aforementioned drawback by giving the crew a clear indication of the moment from which the ground conflict can be considered resolved and the avoidance maneuver can be completed, this by the means of appropriate, aural and / or visual announcements and / or by an appropriate visualization on one or more on-board screens giving a representation of the terrain and / or obstacles overflown.
  • the subject of the present invention is an equipment for collision avoidance on board an aircraft, comprising means for determining at least one virtual envelope of protection of evolution of the aircraft built around the trajectory of the aircraft predicted in the short term and delimiting a protection volume around the current position and trajectory of the aircraft, means for detecting intrusions, in the virtual envelope or envelopes of evolution protection, a representation of a field envelope and / or overflown ground obstacles stored in an on-board database or on the ground, and alarm means triggered by the intrusion detection means.
  • This field anti-collision equipment is remarkable in that, after detection of a risk of ground collision, its means of determination of virtual protection envelopes provide, in addition to the evolution protection virtual envelopes, at least one virtual protection envelope.
  • the fictitious trajectory of recovery of road is a horizontal trajectory.
  • the fictitious road recovery trajectory is a trajectory having a slope, a horizontal slope if the instantaneous trajectory of the aircraft is up or down, and a slope depending on the instantaneous trajectory of the aircraft if the aircraft is downhill.
  • the fictitious road recovery trajectory is a trajectory having for slope, a slope depending on the instantaneous trajectory of the aircraft.
  • the fictitious road recovery trajectory is a trajectory having for slope, a slope depending on the trajectory of the aircraft at the time of detection of the risk of ground collision.
  • the fictitious road recovery trajectory is a trajectory having a slope, a slope depending on the trajectory of the aircraft at the time of detection of the risk of terrain collision, if it was downhill, and a horizontal trajectory if it was in horizontal flight or uphill at the time of detection of the risk of ground collision.
  • the fictitious road recovery trajectory is a trajectory whose course is the instantaneous heading of the aircraft.
  • the fictitious road recovery trajectory is a trajectory having course and slope; those of the trajectory of the aircraft at the time of detection of the risk of ground collision.
  • the limits of the virtual envelope or envelopes of protection are defined by a so-called probe surface whose encounter with the representation of an envelope of the ground and / or obstacles on the ground extracted from the information of the database is assimilated to a intrusion of the ground and / or ground obstacles into the corresponding virtual protection envelope.
  • the horizontal projection of a virtual evolution protection envelope probe is adopted as the probe of an envelope. virtual route recovery protection.
  • the horizontal projection of a virtual protection envelope probe evolution is adopted as a probe of a virtual envelope of protection road recovery.
  • the projection along an inclined plane, which is a function of the instantaneous descent slope of the aircraft, of a virtual evolution protection envelope probe is adopted as a probe of a virtual envelope of protection of recovery of road.
  • the projection, according to a plane inclined according to the instantaneous descent slope of the aircraft, of a virtual envelope protector of evolution protection during a certain distance or time of flight then, according to the horizontal, is adopted as probe of a virtual envelope of protection of resumption of road.
  • the terrain anti-collision equipment when the terrain anti-collision equipment is provided with a display screen displaying a representation of the terrain layers and / or the risk of collision with the terrain and / or obstacles overflown, the projection, in two planes, adopted as a probe a virtual envelope of protection of recovery of road is carried out in a coherent way with that used on the screen for the representation of the layers of ground and / or the risks of collision with the ground and / or the obstacles overflown.
  • the projection at the horizontal of a virtual evolution protection envelope probe is adopted as a probe of a virtual envelope of protection of recovery of road.
  • an evolution protection virtual envelope probe is adopted as a probe of a virtual envelope of protection of recovery of road.
  • the protection virtual envelope determination means when the protection virtual envelope determination means generate two virtual evolution protection envelopes, the most distant, for a terrain collision pre-alarm and the closest one for a terrain collision alarm, the projection meeting horizontally the probes of the two virtual envelopes of evolution protection is adopted as a probe of a virtual envelope of protection of road recovery.
  • 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 one 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 ground collision, probes of the two virtual envelope evolution protection is adopted as a probe of a virtual envelope of protection of recovery of course.
  • the indication signaling the possibility of terminating an avoidance maneuver is momentarily given in aural and / or visual form.
  • the terrain collision avoidance equipment generates an indication of the maintenance of the avoidance maneuver in aural and / or visual form, at the disappearance of a ground alert and this until no risk collision is detected by the virtual recovery protection virtual envelope.
  • the vertical distance under the aircraft to which is placed the virtual envelope of protection of recovery of road is taken equal to that used for one of the virtual envelopes of protection of evolution.
  • 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 the risk of collision with the terrain and / or the obstacles overflown, the vertical distance under the aircraft to which is placed a virtual envelope of protection of resumption of course is taken coherent with that used on the screen for the representation of the layers of ground and / or risks of collision with the ground and / or the obstacles overflown.
  • FIG. 1 shows a terrain anticollision equipment 1 in its functional environment on board an aircraft.
  • the terrain anti-collision 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 equally well well being on the ground and accessible from the aircraft by radio transmission.
  • the computer 2 may be a calculator specific to terrain collision avoidance equipment or a computer shared with other tasks such as flight management or autopilot.
  • the anti-collision field it receives 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 velocity 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 contour 7 representation of the terrain overflown with false colors and / or different textures and / or symbols materializing the magnitude of the collision risk corresponding to each slice of terrain.
  • a protection volume linked to the aircraft delimits a part of the space in which the aircraft must be able to evolve in a more or less near future without risk of ground collision. Its importance and shape depend on the delay sought between an alarm and the occurrence of a collision risk, and to a certain extent on the maneuverability of the aircraft at the moment considered, that is to say evolution capabilities of the aircraft that are related to its performance, the amplitude and direction of its airspeed, and its attitude of flight (flight in a straight line or corner, etc.). It is defined by a virtual envelope without physical reality, of which only the lower and frontal and possibly lateral parts are considered.
  • the lower and frontal parts of a protective volume are usually assimilated to a band, of horizontal transverse axis, following with a certain vertical offset depending on the minimum overflight margin for the situation considered, the trajectory that would be followed by the aircraft in the event that his crew comes to be warned of a risk of ground collision and would make him adopt, after a normal reaction time with a margin of safety more or less long, a course of avoidance in climb, with a slope close to the maximum of its possibilities of the moment.
  • This band widens to take into account the increasing uncertainty about the aircraft's predictable position as the forecasting time increases and opens on the side in case of turn according to the rate of turn.
  • an aircraft A moves downhill at a time t1 and in a direction D above a vertical profile terrain R.
  • This aircraft A is provided with a terrain anti-collision equipment which works two volumes of evolution protection: a remote protection volume used for pre-alarms so for the detection of short-term ground collision risks and corresponding to a first probe C, and a close protection volume used for alarms therefore for the detection of a very short-term ground collision risk and corresponding to a second probe W.
  • the two probes C and W used for pre-alarms and alarms model top-down reliefs initiated at times t1 + Tpa and t1 + Ta and requiring a time of implementation Tm.
  • the detection of the risks of short-term ground collision implies to provide the avoidance maneuver from above at the end of a time greater than the detection of the risks of ground collision in the very short term, which results in a shift of the probe C compared 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. For him, however, to preserve the same safety of detection his probe C is also shifted downwards compared to the probe W.
  • the collision avoidance equipment of the aircraft A detects a penetration of the ground through its probe C at time t1 and consequently generates a pre-alarm for the risk of a ground collision. .
  • This pre-alarm alerts the crew of the aircraft A risk that makes him run his descent path.
  • the collision avoidance equipment of the aircraft A generates a terrain collision risk alarm because the closest protective envelope adopted EW meets a surface MTCD covering the relief R and corresponding to a minimum safety margin selected to take into account inaccuracies in the map 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 start without delay an avoidance trajectory TE consisting of a climb to a safe altitude above the high points of the terrain overflown.
  • Figure 3 shows the situation of the aircraft A at a later time t2 while it starts a recovery to eliminate the risk of ground collision reported by the alarm of his equipment collision avoidance field.
  • Sensors C and W took the new upward direction of the aircraft A and recovered because the aircraft A is close to the maximum of its climbing possibilities. They no longer meet the MTCD surface covering the terrain R so that the terrain collision avoidance equipment of the aircraft A has stopped the ground collision alarm.
  • the stop of the alarm (aural and luminous if necessary) informs the crew of the good efficiency of the avoidance maneuver by the current top but does not inform it on the possibility or not to resume the trajectory of descent that he followed before the advent of the terrain collision alarm.
  • the proposed terrain collision avoidance equipment provides at least a third volume of so-called road recovery protection, based on the instantaneous position of the aircraft A, here in t2, and on a fictitious displacement forecast going into the direction of the resumption of the trajectory followed at the time of the detection of the risk with the field (pre-alert or alert).
  • the recovery protection volume is based on a fictitious displacement prediction taking the instantaneous heading of the aircraft A and its initial descent slope, and corresponds to the probe L. This probe L meets the surface MTCD covering the terrain R signifying that the top-down avoidance maneuver in progress must be continued before the risk of ground collision can be considered as resolved.
  • the terrain anticollision equipment emits, for the attention of the crew, a finding of resolution the risk of ground collision, meaning the possibility of resuming the route initially followed.
  • This observation can take the form of either stopping an aural and / or luminous instruction to continue the avoidance maneuver (such as "continue climb") that has been initiated since the alarm was stopped, or the momentary generation of a set of aural and / or luminous possible end of the avoidance maneuver.
  • FIG. 4 shows the situation of the aircraft A at a later instant t3 while continuing its top-down avoidance maneuver to eliminate the risk of a terrain collision signaled by the alarm of its terrain anti-collision equipment.
  • Probes C and W remain upwardly facing without encountering the terrain R so that the terrain collision avoidance equipment of the aircraft A does not emit a pre-alarm or an alarm.
  • the equipment of anticollision ground emits, for the attention of the crew, a statement of resolution of the risk of collision on ground, meaning the possibility to resume the route initially followed.
  • this observation can take the form either of the stop of an aural and / or luminous instruction of continuation of the avoidance maneuver (such as "continue climb") which was initiated since the stop of the alarm or of the momentary generation of an aural and / or luminous set-point of possible end of the avoidance maneuver.
  • the feeler (s) associated with road return protection volumes may be determined by the terrain collision avoidance equipment independently of the touch probes associated with or derived from the evolution protection volumes.
  • FIG. 5 gives an example, in which the feeler L associated with a road recovery protection volume is taken equal to the projection, on the horizontal plane, of the probe W associated with the evolution protection volume dedicated to the risk alarms. terrain collision.
  • One variant consists in adopting for the feeler L associated with the road recovery protection volume, not the projection, on the horizontal plane, of the probe W associated with the evolution protection volume dedicated to the terrain collision risk alarms but the meeting of projections, on the horizontal plane, probes W and C associated with the evolution protection volumes dedicated to the pre-alarms and alarms of risks of collision on ground.
  • FIG. 6 gives another example particularly adapted to the case where an aircraft A is either instantaneously during descent during the resolution of a risk of collision with the terrain (a priori being rectified towards a mounted trajectory) , or downhill at the time of detection of a risk of ground collision.
  • the feeler L associated with a reversal protection volume is equal to the projection, on the plane of descent of the aircraft A, of the probe W associated with the evolution protection volume dedicated to the alarms of risk of terrain collision.
  • One variant consists in adopting for the feeler L associated with the recovery volume of road recovery, not the projection, on the plane of descent of the aircraft A, the probe W associated with the evolution protection volume dedicated to the alarms of risk of terrain collision but the meeting projections, on the plane of descent of the aircraft A, probes W and C associated with the evolution protection volumes dedicated to pre-alarms and alarms of terrain collision risk.
  • FIG. 7 gives another example particularly adapted to the case where an aircraft A is instantaneously during descent during the resolution of a risk of collision with the terrain (a priori being in course of recovery towards an uphill trajectory) in which the feeler L associated with a road recovery protection volume is taken equal to the projection, on the descent plane of the aircraft A, for a predetermined duration (or a distance) (for example of the order of 30 seconds ), then on a horizontal plane, the probe W associated with the evolution protection volume dedicated to the 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 visualization screen (s) of the cockpit used for this terrain anti-collision system, 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 ground layers.

Claims (22)

  1. Einrichtung (1) zur Verhinderung von Geländekollisionen, die sich an Bord eines Luftfahrzeugs (A) befindet, mit Mitteln zur Bestimmung mindestens einer evolutiven virtuellen Schutzhülle (W, C), die um die kurzfristig vorhergesagte Flugbahn des Luftfahrzeugs konstruiert ist und einen Schutzraum um die laufende Position und die laufende Flugbahn des Luftfahrzeugs begrenzt, mit Mitteln zur Erfassung des Eindringens einer Darstellung einer Hülle (MTCD) des überflogenen Geländes und/oder der überflogenen Bodenhindernisse, die in einer an Bord oder am Boden befindlichen Datenbank (3) gespeichert sind, in die evolutive(n) virtuelle(n) Schutzhülle(n) (W, C), und mit Alarmeinrichtungen (5), die von den Mitteln zur Erfassung des Eindringens ausgelöst werden,
    dadurch gekennzeichnet, dass nach der Erfassung einer Bodenkollisionsgefahr ihre Mittel zur Bestimmung virtueller Schutzhüllen zusätzlich zu der oder den evolutiven virtuellen Schutzhülle(n) (W, C) mindestens eine virtuelle Schutzhülle der Rückkehr zum Flugkurs (L) bestimmen, die um eine fiktive Flugbahn der Rückkehr zum Flugkurs herum konstruiert ist,
    dass ihre Mittel zur Erfassung des Eindringens das Eindringen des Geländes und/oder der Bodenhindernisse (R) sowohl in die evolutive(n) virtuelle(n) Schutzhülle(n) (W, C) als auch in die virtuelle(n) Schutzhülle(n) der Rückkehr zum Flugkurs (L) erfassen, und
    dass ihre Alarmeinrichtungen eine Anzeige erzeugen, die die Möglichkeit des Beendens eines Ausweichmanövers signalisiert, sobald die Mittel zur Erfassung des Eindringens kein Eindringen des Geländes und/oder der Bodenhindernisse (R) in die virtuelle(n) Schutzhülle(n) der Rückkehr zum Flugkurs (L) mehr feststellen.
  2. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die fiktive Flugbahn der Rückkehr zum Flugkurs eine horizontale Flugbahn ist.
  3. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die fiktive Flugbahn der Rückkehr zum Flugkurs eine Flugbahn ist, die als Neigung eine horizontale Neigung hat, wenn die augenblickliche Flugbahn des Luftfahrzeugs ansteigt oder horizontal ist, und eine Neigung abhängig von der augenblicklichen Flugbahn des Luftfahrzeugs hat, wenn das Luftfahrzeug im Sinkflug ist.
  4. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die fiktive Flugbahn der Rückkehr zum Flugkurs eine Flugbahn ist, die als Neigung eine Neigung hat, die von der augenblicklichen Flugbahn des Luftfahrzeugs abhängt.
  5. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die fiktive Flugbahn der Rückkehr zum Flugkurs eine Flugbahn ist, die als Neigung eine Neigung hat, die von der Flugbahn des Luftfahrzeugs zum Zeitpunkt der Erfassung der Geländekollisionsgefahr abhängt.
  6. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die fiktive Flugbahn der Rückkehr zum Flugkurs eine Flugbahn ist, die als Neigung eine von der Flugbahn des Luftfahrzeugs zum Zeitpunkt der Erfassung der Geländekollisionsgefahr abhängige Neigung hat, wenn dieses im Sinkflug ist, und eine horizontale Flugbahn ist, wenn das Luftfahrzeug zum Zeitpunkt der Erfassung der Geländekollisionsgefahr im horizontalen Flug oder Steigflug ist.
  7. Einrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die fiktive Flugbahn der Rückkehr zum Flugkurs eine Flugbahn ist, die als Kurs den augenblicklichen Kurs des Luftfahrzeugs (A) hat.
  8. Einrichtung nach einem der Ansprüche 1 bis 6,
    dadurch gekennzeichnet, dass die fiktive Flugbahn der Rückkehr zum Flugkurs eine Flugbahn ist, die als Kurs und Neigung diejenigen der Flugbahn des Luftfahrzeugs (A) zum Zeitpunkt der Erfassung der Geländekollisionsgefahr hat.
  9. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Grenzen der virtuellen Schutzhülle(n) von einer Fühler genannten Fläche (W, C, L) definiert werden, deren Auftreffen auf die Darstellung einer Hülle des Geländes und/oder der Bodenhindernisse (R), die aus den Informationen der Datenbank (3) entnommen wird, einem Eindringen des Geländes und/oder der Bodenhindernisse (R) in die entsprechende virtuelle Schutzhülle gleichgesetzt wird.
  10. Einrichtung nach Anspruch 9, dadurch gekennzeichnet, dass unabhängig von der augenblicklichen Fluglage des Luftfahrzeugs (A) (Steigflug, horizontaler Flug oder Sinkflug) die Projektion eines Fühlers (W oder C) einer evolutiven virtuellen Schutzhülle auf die Horizontale als Fühler (L) einer virtuellen Schutzhülle der Rückkehr zum Flugkurs genommen wird.
  11. Einrichtung nach Anspruch 9, dadurch gekennzeichnet, dass, wenn die augenblickliche Fluglage des Luftfahrzeugs (A) ein Steigflug oder ein horizontaler Flug ist, die Projektion eines Fühlers (W oder C) einer evolutiven virtuellen Schutzhülle auf die Horizontale als Fühler (L) einer virtuellen Schutzhülle der Rückkehr zum Flugkurs genommen wird.
  12. Einrichtung nach Anspruch 9, dadurch gekennzeichnet, dass, wenn die augenblickliche Fluglage des Luftfahrzeugs (A) ein Sinkflug ist, die Projektion eines Fühlers (W oder C) einer evolutiven virtuellen Schutzhülle gemäß einer geneigten Ebene abhängig vom augenblicklichen Sinkwinkel des Luftfahrzeugs als Fühler (L) einer virtuellen Schutzhülle der Rückkehr zum Flugkurs genommen wird.
  13. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass, wenn die augenblickliche Fluglage des Luftfahrzeugs (A) ein Sinkflug ist, die Projektion eines Fühlers (W oder C) einer evolutiven virtuellen Schutzhülle gemäß einer geneigten Ebene abhängig vom augenblicklichen Sinkwinkel des Luftfahrzeugs während einer gewissen Strecke oder Flugzeit und dann auf die Horizontale als Fühler (L) einer virtuellen Schutzhülle der Rückkehr zum Flugkurs genommen wird.
  14. Einrichtung nach Anspruch 13, dadurch gekennzeichnet, dass, wenn die eine Geländekollision verhindernde Einrichtung mit einem Anzeigebildschirm versehen ist, der eine Darstellung der Geländeschichten und/oder einer Kollisionsgefahr mit dem Gelände und/oder den überflogenen Hindernissen anzeigt, die Projektion gemäß zwei Ebenen, die als Fühler (L) einer virtuellen Schutzhülle der Rückkehr zum Flugkurs verwendet wird, kohärent mit derjenigen durchgeführt wird, die auf dem Bildschirm zur Darstellung der Geländeschichten und/oder der Kollisionsgefahr mit dem Gelände und/oder den überflogenen Hindernissen verwendet wird.
  15. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass, wenn das Luftfahrzeug (A) zum Zeitpunkt der Erfassung einer Geländekollisionsgefahr im Steigflug oder im horizontalen Flug ist, die Projektion eines Fühlers (W, C) einer evolutiven virtuellen Schutzhülle auf die Horizontale als Fühler (L) einer virtuellen Schutzhülle der Rückkehr zum Flugkurs genommen wird.
  16. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass, wenn das Luftfahrzeug (A) zum Zeitpunkt der Erfassung einer Geländekollisionsgefahr im Sinkflug ist, die Projektion eines Fühlers (W, C) einer evolutiven virtuellen Schutzhülle gemäß einer geneigten Ebene, die dem Sinkwinkel des Luftfahrzeugs (A) zum Zeitpunkt der Erfassung der Geländekollisionsgefahr entspricht, als Fühler (L) einer virtuellen Schutzhülle der Rückkehr zum Flugkurs genommen wird.
  17. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass, wenn die Mittel zur Bestimmung einer virtuellen Schutzhülle zwei evolutive virtuelle Schutzhüllen erzeugen, die weiter entfernte (C) für einen Geländekollisionsvoralarm und die näher liegende (W) für einen Geländekollisionsalarm, die Vereinigung der Projektionen der Fühler (W, C) der beiden evolutiven virtuellen Schutzhüllen auf die Horizontale als Fühler (L) einer virtuellen Schutzhülle der Rückkehr zum Flugkurs genommen wird.
  18. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass, wenn die Mittel zur Bestimmung einer virtuellen Schutzhülle zwei evolutive virtuelle Schutzhüllen erzeugen, die weiter entfernte (C) für einen Geländekollisionsvoralarm und die näher liegende (W) für einen Geländekollisionsalarm, die Vereinigung der Projektionen der Fühler (W, C) der beiden evolutiven virtuellen Schutzhüllen gemäß einer geneigten Ebene, die dem Sinkwinkel des Luftfahrzeugs (A) zum Zeitpunkt der Erfassung einer Geländekollisionsgefahr entspricht, als Fühler (L) einer virtuellen Schutzhülle der Rückkehr zum Flugkurs genommen wird.
  19. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Anzeige, die die Möglichkeit der Beendigung eines Ausweichmanövers signalisiert, momentan in akustischer und/oder visueller Form angegeben wird.
  20. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass sie eine Anzeige der Aufrechterhaltung des Ausweichmanövers in akustischer und/oder visueller Form beim Verschwinden eines Geländealarms erzeugt, und dies, bis von der virtuellen Schutzhülle der Rückkehr zum Flugkurs (L) keine Kollisionsgefahr mehr erfasst wird.
  21. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass der senkrechte Abstand unter dem Luftfahrzeug, in dem sich eine virtuelle Schutzhülle der Rückkehr zum Flugkurs befindet, gleich demjenigen genommen wird, der für eine der evolutiven virtuellen Schutzhüllen verwendet wird.
  22. Einrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass, wenn die Einrichtung zur Verhinderung von Geländekollisionen mit einem Anzeigebildschirm versehen ist, der eine Darstellung der Geländeschichten und/oder der Kollisionsgefahr mit dem Gelände und/oder den überflogenen Hindernissen anzeigt, der senkrechte Abstand unter dem Luftfahrzeug, in dem sich eine virtuelle Schutzhülle der Rückkehr zum Flugkurs befindet, als kohärent mit demjenigen genommen wird, der auf dem Bildschirm für die Darstellung der Geländeschichten und/oder der Kollisionsgefahr mit dem Gelände und/oder den überflogenen Hindernissen verwendet wird.
EP03796073A 2002-12-13 2003-12-02 Einrichtung zur vermeidung von boden-kollisionen von flugzeugen mit rückkehr zur normalen flugbahn Expired - Lifetime EP1570453B1 (de)

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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

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CA (1) CA2509698A1 (de)
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FR (1) FR2848661B1 (de)
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Also Published As

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ES2263063T3 (es) 2006-12-01
WO2004055752A1 (fr) 2004-07-01
FR2848661A1 (fr) 2004-06-18
US7321813B2 (en) 2008-01-22
DE60304739D1 (de) 2006-05-24
EP1570453A1 (de) 2005-09-07
CA2509698A1 (fr) 2004-07-01
US20060052912A1 (en) 2006-03-09
FR2848661B1 (fr) 2005-03-04
DE60304739T2 (de) 2007-04-12

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