Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D43/00—Arrangements or adaptations of instruments
  • B64D43/02—Arrangements or adaptations of instruments for indicating aircraft speed or stalling conditions
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
  • G01D7/00—Indicating measured values
  • G01D7/02—Indicating value of two or more variables simultaneously
  • G01D7/08—Indicating value of two or more variables simultaneously using a common indicating element for two or more variables
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
  • G01D2207/00—Indexing scheme relating to details of indicating measuring values
  • G01D2207/10—Displays which are primarily used in aircraft or display aircraft-specific information

Definitions

• the present invention is directed to aircraft avionics systems, and more particularly to integrated angle of attack indicators.
• the display of angle of attack information is a separate physical unit or a
• a pilot is required to look away from an avionics display that they may be currently following, for example, an attitude display, to find the angle of attack indicator.
• the present invention provides an avionics system that displays a direction of control needed to preclude an aerodynamic stall.
• This angle of attack indication may be graduated such that as the stall point is approached, the angle of attack indication starts to appear, and as the stall becomes imminent, a higher level of urgency is provided.
• Such higher levels of urgency may include various levels of opacity, different colors, and different graphical indications.
• the changing opacity, color, and graphical indications may also be supplemented with changing aural indications.
• an aircraft avionic system for use in an equipped aircraft includes a controller and a display.
• the controller provides output data to the display.
• the display produces visual images on the display as defined by the output data.
• An angle of attack data source provides current angle of attack data for the equipped aircraft.
• the controller responsive to the angle of attack data, provides the output data to drive the display to depict a direction of control needed to preclude a stall.
• the display of direction of control needed is graduated based on a current level of stall imminence.
• the stall imminence is a function of the angle of attack of the equipped aircraft.
• the graduated display of direction of control needed may comprise a plurality of
• the level of opacity and color saturation are a function of stall imminence, such that the level of opacity and color saturation increases as the level of stall imminence increases.
• the level of stall imminence may increase with an increase in angle of attack of the equipped aircraft.
• the color selection may be a function of stall imminence, such that a first color indicates a normal flight condition, a second color indicates the equipped aircraft is in an approaching aerodynamic stall condition, a third color indicates the equipped aircraft is in a closer to aerodynamic stall condition, and a fourth color indicates a closest point to aerodynamic stall condition.
• a point approaching aerodynamic stall may occur when the angle of attack is above the first threshold.
• a point closer to aerodynamic stall may occur when the angle of attack is above the first threshold and above a second threshold.
• a point closest to aerodynamic stall may occur when the angle of attack is above the first and second thresholds and above a third threshold.
• the plurality of graphical indications may also include varying levels of flashing such that the graphical indication flashes on and off in a manner sufficient to attract the attention of the pilot. Similar to color selection, the rate of flashing of the graphical indications may be a function of stall imminence, with the rate of flashing increasing as the equipped aircraft approaches ever closer to aerodynamic stall conditions. The graphical indications may begin flashing when a particular aerodynamic stall condition is reached.
• the avionics system may also include graduated auditory indications of direction of control needed.
• the graduated auditory indications may be a function of stall imminence.
• a volume of the auditory indications may increase with an increase in angle of attack of the equipped aircraft.
• the equipped aircraft may be considered to be in normal flight when the angle of attack data indicates the angle of attack of the equipped vehicle is below the first threshold. During normal flight, the controller response to the angle of attack data may provide output data to drive the display to depict a graphical indication that indicates when the equipped aircraft is flown in a best lift/drag condition.
• direction of control needed to preclude a stall includes receiving angle of attack data from an angle of attack data source.
• the angle of attack data is compared to a plurality of thresholds. If the angle of attack is below a first threshold the aircraft is considered to be in normal flight conditions and optimal lift/drag evaluations maybe displayed in an attitude indication display. If the angle of attack is above the first threshold, but below a second threshold, the aircraft is considered to be in an approaching aerodynamic stall condition, and a direction of control needed will be graphically indicated in a first graphic displayed in the attitude indication display.
• the aircraft In another step of the method, if the angle of attack is above the first and second thresholds, but below a third threshold, the aircraft is considered to be in a closer to aerodynamic stall condition, and a direction of control needed will be graphically indicated in a second graphic displayed in the attitude indication display. If the angle of attack is above the first, second, and third thresholds, the aircraft is considered to be in a closest to aerodynamic stall condition, and a direction of control needed will be graphically indicated in a third graphic displayed in the attitude indication display.
• the graphics may be incremental, with the second graphic more opaque than the first graphic, and the third graphic more opaque than the second graphic.
• the direction of control needed graphics may include varying levels of at least one of opacity, color saturation, and color selection.
• the level of opacity and color saturation may be decided as a function of stall imminence, such that the level of opacity and color saturation increases as the level of stall imminence increases.
• the level of stall imminence may increase with an increase in angle of attack of the equipped aircraft.
• the color selection may also be a function of stall imminence, such that a first color indicates normal flight, a second color indicates the equipped aircraft is approaching aerodynamic stall, a third color indicates the equipped aircraft is closer to aerodynamic stall, and a fourth color indicates the equipped aircraft is at a closest point to aerodynamic stall.
• graduated auditory indications of the direction of control needed may also be used.
• the graduated auditory indications may also be a function of stall imminence.
• a volume of the auditory indications may increase with an increase in angle of attack of the equipped aircraft.
• FIG. 1 is a block diagram illustrating an avionics system for an equipped aircraft in
• FIG. 2 is a graphical illustration of an attitude display in a normal flight display
• FIG. 3 is a graphical illustration of the attitude display of FIG. 2 in an approaching
• FIG. 4 is a graphical illustration of the attitude display of FIG. 2 in a closer to
• FIG. 5 is a graphical illustration of the attitude display of FIG. 2 in a closest to
• FIG. 6 is a graphical illustration of the attitude display of FIG. 2 in a best lift/drag
• FIG. 7 is a flow diagram of a method for graduating a display of direction of control needed to preclude a stall in accordance with an embodiment of the present disclosure.
• exemplary embodiments may be used to intuitively, and in a
• exemplary embodiments provide an avionics system that displays a direction of flight control needed to preclude an aerodynamic stall.
• This flight control guidance indication may be graduated such that as a stall point is approached, direction of control indications start to appear, and as the aerodynamic stall becomes imminent, a higher level of urgency is provided.
• Such higher levels of urgency may be indicated with various levels of opacity, different colors, and different graphical selections.
• the changing opacity, colors, and graphical selections may also be
• an aerodynamic stall point or critical angle of attack is that point where the angle of attack is high enough an airplane's wing may lose lift and stall. Once a particular aircraft's stall point is determined, various points approaching the stall point may also be identified. These points may also be determined over a range of aircraft conditions (airspeed, flap position, etc.). Therefore, as discussed herein, with known stall points and additional angle of attack values that are identified as approaching the stall point, a current angle of attack value may be evaluated.
• Angle of attack data sources may include any known or anticipated angle of attack data source. Examples include angle of attack transducers or vanes, and angle of attack sensors. Regardless of the source, angle of attack data may comprise merely an angle value.
• the angle of attack data received from the angle of attack data source 102 is compared to a plurality of thresholds that are set as a function of current flight information data 104. Examples include airspeed and flap position. Setting the thresholds as a function of current flight information of the equipped aircraft allows for changing aerodynamic stall conditions as flight conditions change.
• the received angle of attack data is compared to threshold levels by the controller 106 and resultant angle of attack or direction of control guidance indications with respect to the equipped aircraft's proximity to aerodynamic stall conditions are displayed on a display 108.
• control guidance may include an indication that the aircraft's pitch needs to be lowered to lower the current angle of attack, with the type of indication graduated, as discussed herein.
• the display 108 is an attitude display, such as illustrated in Figure 2. While any number of graduated levels of imminent aerodynamic stall indication may be used, in an aspect of the present invention, four graduated levels of aerodynamic stall immanency are used.
• FIG. 4 when the controller 106 determines that the current angle of attack data value is above the first threshold value and a second threshold value, but below a third threshold value, a "closer to aerodynamic stall" condition exists, and a corresponding direction of control indicator 302b, illustrated in Figure 4, is displayed.
• the depicted direction of control 302b for the closer to aerodynamic stall condition is a more intrusive indication to pitch the aircraft down than the direction of control 302a depicted in Figure 3.
• the direction of control 302b depicted in Figure 4 may comprise a different color, a different color saturation, and/or a background pattern, from the direction of control 302a depicted in Figure 3. While changing colors, color saturations, and background patterns, as discussed herein, may be used, other graphical depictions may also be used. For example, different geometrical shapes may be used.
• FIG. 5 when the controller 106 determines that the current angle of attack data value is above the first, second, and third threshold values, a "closest to aerodynamic stall" condition exists, and a corresponding direction of control indicator 302c, illustrated in Figure 5, is displayed.
• the depicted direction of control 302c for the closest to aerodynamic stall condition is a much more visually intrusive indication to pitch the aircraft down than the previous indicator depictions 302b, 302a.
• the direction of control indicator 302c may also comprise a different color, a different color saturation, or a different background pattern as compared to the lower level direction of control indicators 302b, 302a.
• a lift/drag ratio indicator 302d may be displayed when the controller 106 determines that a current determined lift/drag ratio during normal flight conditions is at an optimal level.
• auditory indicators may also be used. Examples include simple buzzers or bells, with varying volumes and degrees of attention catching qualities. The above-mentioned auditory indicators may also include verbal guidance and/or warning announcements.
• FIG. 7 is a flow diagram illustrating the steps to a method for graduating a display of direction of control needed to preclude an aerodynamic stall.
• angle of attack data is received from an angle of attack source.
• the angle of attack data may come from any angle of attack data source.
• the received angle of attack data is compared to threshold values.
• the threshold values are set as a function of the equipped aircraft's current flight conditions and related flight data.
• step 706 of Figure 7 if the angle of attack value is above a third threshold value, the equipped aircraft is considered to be in a "closest to aerodynamic stall" condition.
• the process flow will continue to step 708 of Figure 7, and an aircraft condition will be set to "closest to aerodynamic stall.”
• a corresponding direction of control e.g., pitch control
• the third threshold value is greater than either of a second threshold value and a first threshold value.
• step 710 of Figure 7 if the angle of attack value is above the first and second threshold values and below the third threshold value, the equipped aircraft is considered to be in a "closer to aerodynamic stall" condition.
• the process flow will continue to step 712 of Figure 7, and an aircraft condition will be set to "closer to aerodynamic stall.”
• a corresponding direction of control e.g., pitch control
• a second graphic 302b displayed in the display 108.
• step 714 of Figure 7 if the angle of attack value is above the first threshold and below the second threshold, the equipped aircraft is considered to be in an "approaching aerodynamic stall" condition.
• the process flow will continue to step 716 of Figure 7, and an aircraft condition will be set to "approaching aerodynamic stall.”
• a corresponding direction of control e.g., pitch control
• a corresponding aerodynamic stall will be graphically indicated in a first graphic 302a displayed in the display 108.
• step 718 of Figure 7 if the angle of attack value is below a first threshold, the
• normal flight conditions as illustrated in Figures 2 and 6, may include the absence of direction of control indicators 302, or the inclusion of a lift/drag optimal flight condition indicator 302d.
• the graphics may be incremental, with the second graphic more opaque than the first graphic, and the third graphic more opaque than the second graphic.
• first, second, and third graphics may be different colors, or different geometrical objects.

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• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Traffic Control Systems (AREA)
• Control Of Indicators Other Than Cathode Ray Tubes (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=60786169

Family Applications (1)

Country Status (4)

Cited By (1)

Families Citing this family (1)

Family Cites Families (7)

• 2017
  • 2017-06-29 CA CA3029131A patent/CA3029131A1/en not_active Abandoned
  • 2017-06-29 WO PCT/IB2017/053928 patent/WO2018002878A1/en unknown
  • 2017-06-29 BR BR112018077334A patent/BR112018077334A2/pt not_active IP Right Cessation
  • 2017-06-29 EP EP17819472.6A patent/EP3478582A1/en not_active Withdrawn

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