EP4152295B1 - Systeme und verfahren zur alarmierung bei sinkflug unterhalb einer höhe - Google Patents

Systeme und verfahren zur alarmierung bei sinkflug unterhalb einer höhe

Info

Publication number
EP4152295B1
EP4152295B1 EP22193241.1A EP22193241A EP4152295B1 EP 4152295 B1 EP4152295 B1 EP 4152295B1 EP 22193241 A EP22193241 A EP 22193241A EP 4152295 B1 EP4152295 B1 EP 4152295B1
Authority
EP
European Patent Office
Prior art keywords
aircraft
altitude
minimum
movement trajectory
predicted movement
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.)
Active
Application number
EP22193241.1A
Other languages
English (en)
French (fr)
Other versions
EP4152295A1 (de
Inventor
Rajesh Chaubey
Ratan Khatwa
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.)
Honeywell International Inc
Original Assignee
Honeywell International Inc
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
Priority claimed from US17/647,179 external-priority patent/US11830373B2/en
Application filed by Honeywell International Inc filed Critical Honeywell International Inc
Publication of EP4152295A1 publication Critical patent/EP4152295A1/de
Application granted granted Critical
Publication of EP4152295B1 publication Critical patent/EP4152295B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/20—Arrangements for acquiring, generating, sharing or displaying traffic information
    • G08G5/21—Arrangements for acquiring, generating, sharing or displaying traffic information located onboard the aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/20—Arrangements for acquiring, generating, sharing or displaying traffic information
    • G08G5/26—Transmission of traffic-related information between aircraft and ground stations
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/50—Navigation or guidance aids
    • G08G5/54—Navigation or guidance aids for approach or landing
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/50—Navigation or guidance aids
    • G08G5/55—Navigation or guidance aids for a single aircraft
    • 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
    • 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
    • G08G5/50—Navigation or guidance aids
    • G08G5/59—Navigation or guidance aids in accordance with predefined flight zones, e.g. to avoid prohibited zones

Definitions

  • a ground proximity warning system is a system designed to alert pilots if their aircraft is in immediate danger of flying into the ground or an obstacle.
  • a traditional GPWS gathers data from directly below an aircraft using a radio altimeter. Improvements relating to traditional GPWS have been made, named "Enhanced Ground Proximity Warning System” (EGPWS).
  • EGPWS combines a worldwide digital terrain database and Global Positioning System (GPS) technology.
  • GPS Global Positioning System
  • the EGPWS computer compares current location with data from the database of the Earth's terrain.
  • a Terrain Display (TD) provides pilots a visual orientation to high and low points nearby the aircraft.
  • the Terrain Clearance Floor (TCF) function alerts the pilot of descent below a defined Terrain Clearance Floor regardless of the aircraft configuration. TCF alerts may result in illumination of the EGPWS caution lights and the aural message "TOO LOW TERRAIN" (for example). The EGPWS caution lights remain on until TCF envelopes are exited.
  • a method for alerting descent with respect to at least one of minimum sector altitude, minimum safe altitude and terrain clearance floor in an aircraft comprising: receiving, via at least one processor, at least one of a minimum sector altitude value, a minimum safe altitude value and a terrain clearance floor value based on a flight plan of the aircraft or a location of the aircraft; predicting, via the at least one processor, a movement trajectory of the aircraft; evaluating, via the at least one processor, the aircraft predicted movement trajectory with respect to the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value; and outputting an alert, via an output system, when the evaluation predicts convergence of the aircraft predicted movement trajectory and the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value.
  • predicting the movement trajectory of the aircraft is based on modelling a vertical descent path.
  • the vertical descent path is modelled based on vertical speed of the aircraft.
  • predicting the movement trajectory of the aircraft comprises: receiving, via the at least one processor, a rate of descent of the aircraft; using the rate of descent of the aircraft, projecting, via the at least one processor, an altitude of the aircraft at a plurality of points along the movement trajectory; and receiving, via at least one processor, at least one of a minimum sector altitude value, a minimum safe altitude value and a terrain clearance floor value for each of the plurality of points along the movement trajectory; wherein evaluating the aircraft predicted movement trajectory comprises: comparing, via the at least one processor, the altitude of the aircraft at each of the plurality of points with the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value.
  • evaluating the aircraft predicted movement trajectory comprises determining an altitude error based on a difference between the altitude of the aircraft at each of the plurality of points and the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value.
  • the method comprises determining, via the at least one processor, a vertical acceleration required to avoid convergence of the aircraft predicted movement trajectory and the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value based on the rate of descent of the aircraft and the altitude error at each of the plurality of points, wherein evaluating the aircraft predicted movement trajectory comprises comparing the vertical acceleration required with vertical acceleration operational limits of the aircraft.
  • predicting the movement trajectory of the aircraft comprises: receiving, via the at least one processor, an altitude of the aircraft at a plurality of points along the movement trajectory from a Flight Management System (FMS) of the aircraft; and receiving, via at least one processor, at least one of a minimum sector altitude value, a minimum safe altitude value and a terrain clearance floor value for each of the plurality of points along the movement trajectory;
  • FMS Flight Management System
  • evaluating the aircraft predicted movement trajectory comprises: comparing, via the at least one processor, the altitude of the aircraft at each of the plurality of points with the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value.
  • evaluating the aircraft predicted movement trajectory comprises determining an altitude error based on a difference between the altitude of the aircraft at each of the plurality of points and the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value.
  • the method comprises determining, via the at least one processor, a vertical acceleration required to avoid convergence of the aircraft predicted movement trajectory and the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value based on a rate of descent of the aircraft and the altitude error at each of the plurality of points, wherein evaluating the aircraft predicted movement trajectory comprises comparing the vertical acceleration required with vertical acceleration operational limits of the aircraft.
  • outputting the alert includes outputting, via a display system of the output system, a visual indicator and/or outputting an aural alert via a speaker of the output system.
  • the visual indicator is coded to indicate a safe status when the evaluation predicts no convergence of the aircraft predicted movement trajectory with the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value and to indicate a caution or warning status when the evaluation predicts convergence of the aircraft predicted movement trajectory and the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value.
  • the visual indicator is coded to indicate a safe status when the evaluation predicts no convergence of the aircraft predicted movement trajectory with the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value, to indicate a caution status when the evaluation predicts convergence of the aircraft predicted movement trajectory and the minimum safe altitude value or the minimum sector altitude value and to indicate a warning status when the evaluation predicts convergence of the aircraft predicted movement trajectory and the terrain clearance floor value.
  • the method comprises deciding, via the at least one processor, whether to perform the evaluation with respect to minimum sector altitude or the minimum safe altitude based on the aircraft location or the aircraft predicted movement trajectory).
  • a system for alerting descent with respect to at least one of minimum sector altitude, minimum safe altitude and a terrain clearance floor in an aircraft comprises: an output system; at least one processor in operable communication with the output device, the processor configured to execute program instructions, wherein the program instructions are configured to cause the processor to: receive at least one of a minimum sector altitude value, a minimum safe altitude value and a terrain clearance floor value based on a flight plan of the aircraft or a location of the aircraft; predict a movement trajectory of the aircraft; evaluate the aircraft predicted movement trajectory with respect to the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value; and output an alert, via the output system, when the evaluation predicts convergence of the aircraft predicted movement trajectory and the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value.
  • the visual indicator is coded to indicate a safe status when the evaluation predicts no convergence of the aircraft predicted movement trajectory with the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value and to indicate a caution or warning status when the evaluation predicts convergence of the aircraft predicted movement trajectory and the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value.
  • the alert is a visual alert included in an altitude profile depicting the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value at a plurality of locations along the flight plan or aircraft predicted forward trajectory (we can call as aircraft predicted movement trajectory), wherein the altitude profile is color-coded to indicate convergence and non-convergence of the of the aircraft predicted movement trajectory and the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value.
  • the safe altitude profile may be integrated within a depiction of the actual terrain elevations along the aircraft predicted movement trajectory.
  • similar information may be visually coded on 2D lateral Navigation Displays or a 3D Synthetic Vision Display.
  • the altitude profile includes a depiction of the flight plan or the aircraft predicted movement trajectory.
  • the alert is a visual alert included in a terrain display including a color-coded region indicating where the evaluation predicts convergence of the aircraft predicted movement trajectory and the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value.
  • the alert is a visual alert included in a primary flight display.
  • the alert includes a visual alert indicating convergence and lack of convergence at each of the plurality of spaced locations.
  • Systems and methods described herein provide alerts of descent below minimum safe altitude, minimum sector altitude and Terrain Clearance Floor (TCF).
  • the systems and methods provide awareness and alerting to the flight crew of a predicted premature descent below the minimum sector altitude (in terminal area) and minimum safe altitude (during approach).
  • the systems and methods use a blended solution of Flight Management System (FMS) functions and data and Enhanced Ground Proximity Warning System (EGPWS) functions and data to extend capabilities of Ground Proximity Warning Systems (GPWS) with respect to premature descent.
  • FMS Flight Management System
  • EGPWS Enhanced Ground Proximity Warning System
  • lateral and vertical trajectories of the aircraft are predicted by the FMS and minimum altitudes (to be maintained) along the predicted trajectories are obtained from digital flight charts and other data sources.
  • the predicted vertical trajectory and the minimum altitudes are used to predict premature descent.
  • the minimum altitudes include minimum safe altitude, minimum sector altitude and TCF. Rather than relying on actual descent below the minimum altitudes (reactive) prior to alerting, the systems and methods of the present disclosure predicts a premature descent below minimum altitude, providing an enhancement to alerting functionality.
  • the predictive solution provides flight crew with greater lead time in which to react to descent below alerts.
  • the descent below alerts can be in the form of aural alerts and visual alerts.
  • the visual alert is included in a vertical situation display (VSD) indicating premature descent on approach.
  • VSD vertical situation display
  • ND Navigation Display
  • Synthetic Vision Display a descent below minimum sector altitude
  • the visual alerts can be color-coded to indicate convergence and lack of convergence with respective minimum altitudes.
  • systems and processes disclosed herein generate aircraft lateral and/or vertical trajectory for a given flight plan or vectoring situation and evaluate a possibility for minimum altitude deviation along the trajectory.
  • the minimum altitude deviation computation can be made by deciding, based on a location of the aircraft, whether to compute deviation with respect to minimum sector altitude, minimum safe altitude or terrain clearance floor.
  • the systems and methods identify the minimum altitudes at a plurality of points of interest along the aircraft trajectory.
  • the aircraft predicted movement trajectory or aircraft forward predicted trajectory is evaluated at each point of interest against the minimum altitude for that point of interest, which may include determining an altitude error therebetween.
  • the minimum altitude and its type are derived (e.g. minimum Sector or Safe altitude or TCF altitude).
  • Caution alerts may be provided when the aircraft is predicted to converge with the minimum safe or sector altitudes and warning alerts may be provided when the aircraft is predicted to converge with the TCF altitudes.
  • the visual alerts may be incorporated into a terrain depiction, an ND, a VSD or a Primary Flight Display (PFD) or any combination thereof.
  • the visual alerts may depict spatially representative regions on an ND, VSD or other display system of convergence with the minimum altitudes for pilot awareness.
  • the visual alert may be included in a minimum sector altitude diagram.
  • color coding is used to depict the visual alerts.
  • One color e.g. GREEN
  • Another color e.g. amber or red
  • FIG. 1 depicts an exemplary embodiment of a system 100 for alerting descent below altitude that is associated with an aircraft 10.
  • the illustrated system 100 includes a Ground Proximity Warning System (GPWS) 120 operably coupled to digital charts 102 stored in a database, a terrain and obstacle database 104, a GPS device 106, a Flight Management System (FMS) 108 and an output system 160.
  • the system 100, and particularly the GPWS 120 are implemented by a processing system 1006 as described in further detail below with respect to FIG. 10 .
  • the processing system 1006 executes programming instructions to evaluate a predicted flight trajectory for the aircraft 10 with respect to minimum altitudes and to generate a descent below alert based on the evaluation. It should be appreciated that FIG.
  • system 100 onboard the aircraft 10 may include any number of different onboard systems configured to support operation of the aircraft 10, and the subject matter described herein is not limited to any particular type or number of onboard systems.
  • the GPWS 120 relates position of the aircraft 10, which is derivable from aircraft location data 116 from the GPS device 106, to georeferenced terrain and obstacle datasets available from the terrain and obstacle database 104.
  • the GPS device 106 can be internal to the GPWS 120 or coupled to the FMS 108.
  • the terrain and obstacle database 104 provides a digital representation of terrain and obstacles to a series of airborne and ground applications including the GPWS 120.
  • the GPWS 120 can provide other aircraft state data useful in the calculations performed by the descent below altitude alerting system 100.
  • the terrain and obstacle database 104 which can be internal or external to the GPWS 120, provides a terrain dataset that is a digital representation of the elevation of the terrain at discrete points.
  • the FMS 108 is a specialized computer system that automates a wide variety of in-flight tasks, reducing the workload on the flight crew.
  • a primary function is in-flight management of the flight plan.
  • the FMS 108 can guide the aircraft 10 along the flight plan.
  • the FMS 108 can be configured to implement one or more flight mode(s), flight plans, etc. of the aircraft 10 selected by user input and display information associated with the one or more flight mode(s) on a display device 164 of the output system 160.
  • a navigation function of the FMS 108 allows a route to be programmed by a user.
  • the minimum altitude retrieval module 170 is responsive to the minimum altitude type data 140 to retrieve the minimum altitude of the safe or sector type that is to be used as the standard for determining whether the aircraft 10 is converging with the minimum altitude.
  • the minimum altitude retrieval module 170 receives aircraft forward predicted trajectory , which may be provided by the FMS 108 or 122, describing a trajectory to a destination runway.
  • the minimum altitude associated at the aircraft location or with each fix or waypoint or at a distance along an aircraft forward predicted trajectory is retrievable from the terrain and obstacle database 104 and/or the database of digital charts 102. In this way, minimum altitudes (whether safe or sector altitudes or TCF) at each location is provided for a forthcoming flight path of the aircraft 10. Referring to FIG.
  • an exemplary minimum altitude depiction 702 is depicted, which defines minimum altitudes that vary with distance from a current location of the aircraft 10 to a target runway 704.
  • a minimum altitude can be described for other phases of flight including take-off, go around procedures, etc..
  • the depiction of the target runway 704 in FIG. 7 is notional and may be depicted in other ways.
  • the minimum altitude retrieval module 170 is further configured to obtain TCF minimum altitude values at the aircraft location or along the aircraft predicted movement trajectory.
  • the TCF values are available from the terrain and obstacle database 104.
  • the minimum safe or minimum sector altitude values provide a threshold below which a caution alert is issued and the TCF values provide a threshold below which a warning alert is issued.
  • the minimum altitude retrieval module 170 will output minimum altitude data 172 describing varying minimum safe and/or minimum sector altitudes at the aircraft location or along the aircraft predicted movement trajectory and varying TCF values at the aircraft location or along the aircraft predicted movement trajectory.
  • the predictive maneuvering module 122 is configured to determine a realistic movement trajectory for the aircraft 10.
  • predicted trajectory data 114 e.g. describing a descent profile
  • an aircraft rate of descent is obtained from the sensor system 174 providing aircraft state data 117.
  • the aircraft rate of descent can also be calculated from a projection of the aircraft location data 116 from the GPS device 106. Assuming a constant rate of descent and interpolating a plurality of projected data points forward of the aircraft 10 based on aircraft horizontal speed (available from the aircraft state data 117), the altitude of the aircraft 10 at each of the projected data points can be predicted.
  • This can be rearranged to obtain the aircraft altitude at the second point.
  • An altitude profile of the aircraft 10 can thus be predicted by the predictive maneuvering module 122.
  • forward predicted trajectory data 114 is available from the FMS 108
  • the predicted trajectory data 114 projects an altitude profile of the aircraft 10 along the track distance.
  • the predictive maneuvering module 122 may interpolate further data points, if a finer data granularization is desired. Accordingly, the predictive maneuvering module 122 outputs an altitude versus distance profile describing a predicted altitude of the aircraft 10 at distributed points from a current aircraft location to a target runway (for example).
  • the predictive maneuvering module 122 includes functionality to model a vertical descent profile of the aircraft 10.
  • the vertical acceleration of the aircraft 10 can be derived from aircraft state data 117 and this can be used to plot a vertical descent profile for the aircraft 10.
  • the altitude path can be calculated based on the vertical acceleration or one of many vertical descent profiles can be retrieved from memory, where each stored descent path varies based on the vertical acceleration of the aircraft 10. In this way, a continuous or finely discretized vertical descent profile can be evaluated with respect to the minimum altitudes. The results of the evaluation for a vertical descent profile are likely to better reflect the reality of the aircraft descent than a linear projection.
  • the vertical descent profile can be modeled in an indirect way, as will be described with respect to the required vertical acceleration calculation module 126.
  • the GPWS 120 includes an altitude error determination module 124 and a required vertical acceleration calculation module 126 that can be used in combination, or not, to provide an indication of conflict with the minimum altitudes defined in the minimum altitude data 172.
  • the altitude error determination module 124 compares the predicted altitude profile of the aircraft 10 as defined in the aircraft predicted movement trajectory data 134 with the minimum altitudes defined in the minimum altitude data 172 to determine if there is any cause for alert based on the predicted aircraft altitude profile falling below one of the minimum altitudes.
  • altitude error data 136 is output that describes which, and spatially specifies, minimum altitude is predicted to be breached.
  • the altitude error determination module 124 factors in an altitude tolerance above the minimum altitude (as defined in the foregoing) so that an alert is indicated when the predicted altitude profile is within the tolerance amount of the minimum altitude profile.
  • the GPWS 120 further includes a required vertical acceleration calculation module 126 that calculates an acceleration required by the aircraft 10 to avoid intercept with the respective minimum altitudes. Whether that vertical acceleration is within performance capabilities of the aircraft 10 can be determined to assess whether an alert can be issued.
  • the altitude error is the difference between the minimum altitude value being evaluated and the current or predicted altitude of the aircraft 10.
  • the rate of altitude error can be taken as the time derivative of the altitude error. Alternatively, the rate of altitude error is taken as the rate of vertical descent from the aircraft state data 117.
  • the required vertical acceleration (areq) is representative of the vertical acceleration required, based on a vertical descent profile model, to avoid convergence with the minimum altitude value.
  • the required vertical acceleration calculation module 126 receives, as part of aircraft data 118 from the aircraft database 110, a vertical acceleration envelope for the aircraft 10, which is representative of performance capabilities of the aircraft 10, and compares the required vertical acceleration with the required vertical acceleration of the aircraft 10.
  • the vertical acceleration envelope of the aircraft 10 is defined between amin (e.g., 0.03g) and amax (e.g. 0.08g).
  • amax defines the minimum altitude error that can be maintained without minimum altitude intercept whereas amin defines the maximum altitude error that can be corrected to avoid minimum altitude intercept.
  • the required vertical acceleration calculation module 126 outputs areq data 138 indicating whether the vertical acceleration required (areq) falls within the vertical acceleration performance envelope for the aircraft.
  • the altitude error determination module 124 and the required vertical acceleration calculation module 126 performs altitude error and areq calculations for each data point in the altitude profile defined by the aircraft predicted movement trajectory data 134.
  • the altitude error data 136 and the areq data 138 thus provides altitude error and areq information for a distribution of data points along the planned flight path.
  • the GPWS 120 includes a minimum altitude evaluation module 132 that receives the altitude error data 136, the areq data 138, the minimum altitude type data 140 and the minimum altitude data 172 and sorts each data point into safe, caution and warning classifications.
  • the minimum altitude evaluation module 132 decides upon a safe classification when the altitude error data 136 indicates that the aircraft predicted movement trajectory does not overlap with the minimum safe or sector altitudes. Additionally, or alternately, the minimum altitude evaluation module 132 decides upon a safe classification when the areq data 138 indicates that the required vertical acceleration is within operational limits of the aircraft 10.
  • the minimum altitude evaluation module 132 decides upon a caution classification when the altitude error data 136 indicates that the predicted aircraft trajectory falls below the minimum safe or sector altitude.
  • the minimum altitude evaluation module 132 decides upon a caution classification when the areq data 138 (generated with respect to the minimum sector or safe altitudes) indicates that the vertical acceleration of the aircraft 10 is outside of the threshold defined by amax.
  • the minimum altitude evaluation module 132 decides upon a warning classification when the altitude error data 136 indicates that the predicted aircraft trajectory falls below the TCF value (coming from 172). Additionally, or alternately, the minimum altitude evaluation module 132 decides upon a warning classification when the areq data 138 (generated with respect to the TCF values) indicates that the vertical acceleration of the aircraft 10 is outside of the threshold defined by amax.
  • the minimum altitude evaluation module 132 consequently outputs convergence data 142 defining a varying classification of safe, caution and warning for the forthcoming flight path.
  • the alert generation module 128 generates caution and warning alerts based on the convergence data 142.
  • audible and visual alerts can be generated that distinguish caution and warning situations.
  • the visual alerts can include a differentiation of safe, caution and warning events and also provide a spatial indication of where the minimum altitude infringement is predicted to take place.
  • the visual alerts can include color coding to differentiate safe, caution and warning statuses. Exemplary visual alerts provided by the alert generation module 128 are described with respect to FIGS. 2 to 8 . That is, the alert generation module 128, as part of the GPWS 120, provides alert output data 180 to the output system 160.
  • the alert output data 180 sufficiently defines the form of the alert for a visual or audible alert to be issued by the display device 164 or the speaker 162 of the output system 160.
  • a visual display 200 generated by the alert generation module 128 is depicted.
  • the visual display 200 provides an altitude versus distance profile with altitude on the y-axis 202 and distance on the x-axis 204.
  • the minimum altitudes to be flown are shown in the minimum altitude depiction 206 and may correspond to the minimum safe altitude or the minimum sector altitude at that location.
  • the minimum altitudes to be flown 206 may depict a combination of minimum safe altitudes, minimum sector altitudes and EGPWS Terrain Clearance Floor with a transition therebetween occurring as the flight plan approaches a destination runway shown by destination runway depiction 210.
  • Other iconography can be be used to represent the destination runway.
  • the minimum altitudes are produced based on the minimum altitude data 172.
  • the minimum altitudes 206 include color coding 208 so that safe, caution and warning classifications are visually differentiated.
  • the color coding is generated based on the convergence data 142.
  • the visual display 200 may include a representation of the location of the aircraft 10 and the predicted flight path based on aircraft location data 116 and the aircraft predicted movement trajectory data 134.
  • the color coding 208 indicates that the minimum altitudes are not infringed by the predicted flight path of the aircraft 10.
  • the visual display 300 is the same as that of FIG. 2 except that part of the minimum altitudes included in the minimum altitude depiction306 includes safe color coding 308a and part of the minimum altitudes of the minimum altitude depiction 306 includes caution or warning color coding 308b.
  • warning color coding is provided for that part of the minimum altitudes included in the minimum altitude depiction 306 (e.g., red).
  • FIG. 7 another visual display 700 is depicted that may be output through the display device 164.
  • the visual display 700 includes minimum altitudes to be flown as shown by the minimum altitude depiction 702, as described with respect to FIGS. 2 and 3 .
  • an aircraft indication 711 is provided as well as a depiction of the planned vertical profile 706 according to the FMS predicted trajectories data 114 .
  • an unsafe aircraft forward predicted trajectory (or an unsafe aircraft predicted movement trajectory) 708 is depicted, which represents a predicted aircraft trajectory conflicting with the minimum altitudes shown by the minimum altitude depiction 702.
  • FIG. 7 depicts an exemplary embodiment of an aircraft system 1000 suitable for implementing the descent below alerts described herein.
  • the illustrated aircraft system 1000 (corresponding to system 100 of FIG. 1 ) includes, without limitation, a display device 1002 (corresponding to display device 164 of FIG. 1 ), one or more user input devices 1004, a processing system 1006 (for implementing functions and methods described herein with respect to system 100), a communications system 1010, a navigation system 1012, a flight management system (FMS) 1014 (corresponding to the FMS 108 of FIG. 1 ), one or more avionics systems 1016, and a data storage element 1018 (suitably configured to support operation of the system 1000.
  • FMS flight management system
  • the processing system 1006 is coupled to the navigation system 1012, which is configured to provide real-time navigational data and/or information regarding operation of the aircraft 1020.
  • the navigation system 1012 may be realized as a global navigation satellite system (e.g., a global positioning system (GPS), a ground-based augmentation system (GBAS), a satellite-based augmentation system (SBAS), and/or the like), inertial reference system (IRS), or a radio-based navigation system (e.g., VHF omni-directional radio range (VOR) or long range aid to navigation (LORAN)), and may include one or more navigational radios or other sensors suitably configured to support operation of the navigation system 1012, as will be appreciated in the art.
  • GPS global positioning system
  • GBAS ground-based augmentation system
  • SBAS satellite-based augmentation system
  • RATS inertial reference system
  • radio-based navigation system e.g., VHF omni-directional radio range (VOR) or long range aid to navigation (LORAN)
  • the navigation system 1012 is capable of obtaining and/or determining the instantaneous position of the aircraft 1020, that is, the current (or instantaneous) location of the aircraft 1020 (e.g., the current latitude and longitude) and the current (or instantaneous) altitude or above ground level for the aircraft 1020.
  • the navigation system 1012 is also capable of obtaining or otherwise determining the heading of the aircraft 520 (i.e., the direction the aircraft is traveling in relative to some reference).
  • the processing system 506 is also coupled to the communications system 1010, which is configured to support communications to and/or from the aircraft 1020.
  • the communications system 1010 may support communications between the aircraft 1020 and air traffic control or another suitable command center or ground location.
  • the communications system 1010 may be realized using a radio communication system and/or another suitable data link system.
  • the processing system 1006 is also coupled to the FMS 1014, which is coupled to the navigation system 1012, the communications system 1010, and one or more additional avionics systems 1016 to support navigation, flight planning, and other aircraft control functions in a conventional manner, as well as to provide real-time data and/or information regarding the operational status of the aircraft 520 to the processing system 1006.
  • FIG. 5 depicts a single avionics system 1016, in practice, the aircraft system 1000 and/or aircraft 1020 will likely include numerous avionics systems for obtaining and/or providing real-time flight-related information that may be displayed on the display device 1002 or otherwise provided to a user (e.g., a pilot, a co-pilot, or crew member).
  • aircraft system 1000 and/or aircraft 1020 will likely include one or more of the following avionics systems suitably configured to support operation of the aircraft 1020: a weather system, an air traffic management system, a radar system, a traffic avoidance system, an autopilot system, an autothrust system, a flight control system, hydraulics systems, pneumatics systems, environmental systems, aircraft systems, engine systems, trim systems, lighting systems, crew alerting systems, electronic checklist systems, an electronic flight bag and/or another suitable avionics system.
  • avionics systems suitably configured to support operation of the aircraft 1020: a weather system, an air traffic management system, a radar system, a traffic avoidance system, an autopilot system, an autothrust system, a flight control system, hydraulics systems, pneumatics systems, environmental systems, aircraft systems, engine systems, trim systems, lighting systems, crew alerting systems, electronic checklist systems, an electronic flight bag and/or another suitable avionics system.
  • the processing system 1006 may obtain information pertaining to the current location and/or altitude of the aircraft 1020 and/or other operational information characterizing or otherwise describing the current operational context or status of the aircraft 1020 from one or more of the onboard systems 1008, 1010, 1012, 1014, 1016.
  • FIG. 10 is a simplified representation of the aircraft system 1000 for purposes of explanation and ease of description, and FIG. 10 is not intended to limit the application or scope of the subject matter described herein in any way. It should be appreciated that although FIG. 10 shows the various elements of the system 1000 being located onboard the aircraft 1020 (e.g., in the cockpit), in practice, one or more of the elements of the system 1000 may be located outside the aircraft 1020 (e.g., on the ground as part of an air traffic control center or another command center) and communicatively coupled to the remaining elements of the aircraft system 1000 (e.g., via a data link and/or communications system 1010).
  • the data storage element 1018 may be located outside the aircraft 1020 and communicatively coupled to the processing system 1006 via a data link and/or communications system 1010.
  • practical embodiments of the aircraft system 1000 and/or aircraft 1020 will include numerous other devices and components for providing additional functions and features, as will be appreciated in the art.
  • FIG. 10 shows a single display device 1002, in practice, additional display devices may be present onboard the aircraft 1020.
  • features and/or functionality of processing system 1006 described herein can be implemented by or otherwise integrated with the features and/or functionality provided by the FMS 1014. In other words, some embodiments may integrate the processing system 1006 with the FMS 1014.
  • various aspects of the subject matter described herein may be implemented by or at an electronic flight bag (EFB) or similar electronic device that is communicatively coupled to the processing system 506 and/or the FMS 1014.
  • EFB electronic flight bag
  • embodiments of the subject matter described herein can be stored on, encoded on, or otherwise embodied by any suitable non-transitory computer-readable medium as computer-executable instructions or data stored thereon that, when executed (e.g., by a processing system), facilitate the processes described above.
  • Coupled means that one element/node/feature is directly or indirectly joined to (or directly or indirectly communicates with) another element/node/feature, and not necessarily mechanically.
  • drawings may depict one exemplary arrangement of elements directly connected to one another, additional intervening elements, devices, features, or components may be present in an embodiment of the depicted subject matter.
  • certain terminology may also be used herein for the purpose of reference only, and thus are not intended to be limiting.

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Claims (13)

  1. Verfahren zum Alarmieren bei Sinkflug in Bezug auf eine Sektormindesthöhe und eine Sicherheitsmindesthöhe in einem Flugzeug, das Verfahren umfassend:
    Empfangen (910), über mindestens einen Prozessor, eines Sektormindesthöhenwertes und eines Sicherheitsmindesthöhenwertes basierend auf einem Flugplan des Flugzeugs oder einem Ort des Flugzeugs;
    Bestimmen, über den mindestens einen Prozessor, einer Entfernung zwischen einem Ort des Flugzeugs und einer Navigationshilfe;
    Vorhersagen (920), über den mindestens einen Prozessor, einer vorhergesagten Flugzeugbewegungsbahn des Flugzeugs;
    Bewerten (940), über den mindestens einen Prozessor, der vorhergesagten Flugzeugbewegungsbahn in Bezug auf den Sektormindesthöhenwert, wenn die Entfernung zwischen dem Ort des Flugzeugs und der Navigationshilfe geringer als eine Schwellenwertentfernung ist und Bewerten, über den mindestens einen Prozessor, der vorhergesagten Flugzeugbewegungsbahn in Bezug auf den Sicherheitsmindesthöhenwert, wenn die Entfernung zwischen dem Ort des Flugzeugs und der Navigationshilfe größer als die Schwellenwertentfernung ist; und
    Ausgeben (950) eines Alarms, über ein Ausgabesystem, wenn die Bewertung eine Konvergenz der vorhergesagten Flugzeugbewegungsbahn und des Sektormindesthöhenwertes oder des Sicherheitsmindesthöhenwertes vorhersagt.
  2. Verfahren nach Anspruch 1, wobei das Vorhersagen der vorhergesagten Flugzeugbewegungsbahn des Flugzeugs auf einer Modellierung eines vertikalen Profils unter Verwendung einer vertikalen Beschleunigung des Flugzeugs basiert.
  3. Verfahren nach Anspruch 1, wobei das Vorhersagen der vorhergesagten Flugzeugbewegungsbahn des Flugzeugs Folgendes umfasst:
    Empfangen, über den mindestens einen Prozessor, einer Sinkflugrate des Flugzeugs;
    unter Verwendung der Sinkflugrate des Flugzeugs Vorausberechnen, über den mindestens einen Prozessor, einer Höhe des Flugzeugs an einer Vielzahl von Punkten entlang der vorhergesagten Flugzeugbewegungsbahn; und
    Empfangen, über den mindestens einen Prozessor, des Sektormindesthöhenwertes und des Sicherheitsmindesthöhenwertes für jeden der Vielzahl von Punkten entlang der vorhergesagten Flugzeugbewegungsbahn;
    wobei das Bewerten der vorhergesagten Flugzeugbewegungsbahn Folgendes umfasst:
    Vergleichen, über den mindestens einen Prozessor, der Höhe des Flugzeugs an jedem der Vielzahl von Punkten mit dem Sektormindesthöhenwert oder dem Sicherheitsmindesthöhenwert.
  4. Verfahren nach Anspruch 3, wobei das Bewerten der vorhergesagten Flugzeugbewegungsbahn das Bestimmen eines Höhenfehlers umfasst, basierend auf einer Differenz zwischen der Höhe des Flugzeugs an jedem der Vielzahl von Punkten und dem mindestens einen aus dem Sektormindesthöhenwert, dem Sicherheitsmindesthöhenwert und dem Geländebodenabstandswert.
  5. Verfahren nach Anspruch 4, umfassend Bestimmen, über den mindestens einen Prozessor, einer vertikalen Beschleunigung, die dazu erforderlich ist, eine Konvergenz der vorhergesagten Flugzeugbewegungsbahn und des mindestens einen aus dem Sektormindesthöhenwert oder dem Sicherheitsmindesthöhenwert zu vermeiden, basierend auf der Sinkflugrate des Flugzeugs und dem Höhenfehler an jedem der Vielzahl von Punkten, wobei das Bewerten der vorhergesagten Flugzeugbewegungsbahn das Vergleichen der erforderlichen vertikalen Beschleunigung mit betrieblichen Beschränkungen der vertikalen Beschleunigung des Flugzeugs umfasst.
  6. Verfahren nach Anspruch 1, wobei das Vorhersagen der vorhergesagten Flugzeugbewegungsbahn des Flugzeugs Folgendes umfasst:
    Empfangen, über den mindestens einen Prozessor, einer Höhe des Flugzeugs an einer Vielzahl von Punkten entlang der vorhergesagten Flugzeugbewegungsbahn von einem Flugmanagementsystem (FMS) des Flugzeugs; und
    Empfangen, über den mindestens einen Prozessor, des Sektormindesthöhenwertes und des Sicherheitsmindesthöhenwertes für jeden der Vielzahl von Punkten entlang der vorhergesagten Flugzeugbewegungsbahn;
    wobei das Bewerten der vorhergesagten Flugzeugbewegungsbahn Folgendes umfasst:
    Vergleichen, über den mindestens einen Prozessor, der Höhe des Flugzeugs an jedem der Vielzahl von Punkten mit dem mindestens einen aus dem Sektormindesthöhenwert oder dem Sicherheitsmindesthöhenwert.
  7. Verfahren nach Anspruch 6, wobei das Bewerten der vorhergesagten Flugzeugbewegungsbahn das Bestimmen eines Höhenfehlers umfasst, basierend auf einer Differenz zwischen der Höhe des Flugzeugs an jedem der Vielzahl von Punkten und dem Sektormindesthöhenwert oder dem Sicherheitsmindesthöhenwert.
  8. Verfahren nach Anspruch 7, umfassend Bestimmen, über den mindestens einen Prozessor, einer vertikalen Beschleunigung, die dazu erforderlich ist, eine Konvergenz der vorhergesagten Flugzeugbewegungsbahn und des Sektormindesthöhenwertes oder des Sicherheitsmindesthöhenwertes zu vermeiden, basierend auf einer Sinkflugrate des Flugzeugs und dem Höhenfehler an jedem der Vielzahl von Punkten, wobei das Bewerten der vorhergesagten Flugzeugbewegungsbahn das Vergleichen der erforderlichen vertikalen Beschleunigung mit betrieblichen Beschränkungen der vertikalen Beschleunigung des Flugzeugs umfasst.
  9. Verfahren nach Anspruch 1, wobei das Ausgeben des Alarms das Ausgeben, über ein Anzeigesystem des Ausgabesystems, eines optischen Indikators und/oder das Ausgaben eines akustischen Alarms über einen Lautsprecher des Ausgabesystems umfasst.
  10. Verfahren nach Anspruch 9, wobei der optische Indikator dazu kodiert ist, einen Sicherheitsstatus anzugeben, wenn die Bewertung keine Konvergenz der vorhergesagten Flugzeugbewegungsbahn mit dem Sektormindesthöhenwert und dem Sicherheitsmindesthöhenwert vorhersagt, und einen Empfehlungs-, Vorsichts- oder Warnstatus anzugeben, wenn die Bewertung eine Konvergenz der vorhergesagten Flugzeugbewegungsbahn und des Sektormindesthöhenwertes oder des Sicherheitsmindesthöhenwertes vorhersagt.
  11. Verfahren nach Anspruch 10, wobei der optische Indikator dazu kodiert ist, einen Sicherheitsstatus anzugeben, wenn die Bewertung keine Konvergenz der vorhergesagten Flugzeugbewegungsbahn mit dem Sektormindesthöhenwert und dem Sicherheitsmindesthöhenwert vorhersagt, einen Vorsichtsstatus anzugeben, wenn die Bewertung eine Konvergenz der vorhergesagten Flugzeugbewegungsbahn und des Sektormindesthöhenwertes oder des Sicherheitsmindesthöhenwertes vorhersagt, und einen Warnstatus anzugeben, wenn die Bewertung eine Konvergenz der vorhergesagten Flugzeugbewegungsbahn und eines empfangenen Geländebodenabstandswertes vorhersagt.
  12. Verfahren nach Anspruch 1, umfassend Entscheiden, über den mindestens einen Prozessor, ob die Bewertung in Bezug auf eine Sektormindesthöhe oder die Sicherheitsmindesthöhe durchgeführt werden soll, basierend auf dem Flugplan oder dem Flugzeugort.
  13. System zum Alarmieren bei Sinkflug in Bezug auf mindestens einem aus Sektormindesthöhe, Sicherheitsmindesthöhe und Geländebodenabstand in einem Flugzeug, das System umfassend:
    ein Ausgabesystem;
    mindestens einen Prozessor in betriebsfähiger Kommunikation mit der Ausgabevorrichtung, wobei der Prozessor dazu konfiguriert ist, Programmanweisungen auszuführen, wobei die Programmanweisungen dazu konfiguriert sind, den Prozessor zu veranlassen, das Verfahren nach einem der vorhergehenden Ansprüche durchzuführen.
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US20150032298A1 (en) * 2013-07-25 2015-01-29 Honeywell International Inc. Aircraft flight deck displays and systems and methods for displaying integrated minimum safe altitude and minimum vectoring altitude information on a display device in an aircraft

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SG11201810080UA (en) * 2016-07-26 2019-02-27 Milian International Solutions Ltd System and method for 3d flight path display
US10228692B2 (en) * 2017-03-27 2019-03-12 Gulfstream Aerospace Corporation Aircraft flight envelope protection and recovery autopilot
US10577123B1 (en) * 2017-06-15 2020-03-03 Rockwell Collins, Inc. Precaution system for terrain avoidance warning system (TAWS) equipped aircraft
FR3072948B1 (fr) * 2017-10-30 2019-11-15 Airbus Operations Systeme d’aide a l’atterrissage d’un aeronef en phase d’approche d’une piste d’atterrissage

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