WO2012002276A1 - 表示装置、操縦支援システム、及び表示方法 - Google Patents
表示装置、操縦支援システム、及び表示方法 Download PDFInfo
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- WO2012002276A1 WO2012002276A1 PCT/JP2011/064539 JP2011064539W WO2012002276A1 WO 2012002276 A1 WO2012002276 A1 WO 2012002276A1 JP 2011064539 W JP2011064539 W JP 2011064539W WO 2012002276 A1 WO2012002276 A1 WO 2012002276A1
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- 238000000034 method Methods 0.000 title claims description 8
- 238000010586 diagram Methods 0.000 description 9
- 238000004364 calculation method Methods 0.000 description 8
- 238000009795 derivation Methods 0.000 description 7
- 238000013459 approach Methods 0.000 description 3
- 239000000446 fuel Substances 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- 230000001174 ascending effect Effects 0.000 description 1
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- 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
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
- G01C23/005—Flight directors
Definitions
- the present invention relates to a display device, a steering support system, and a display method.
- an aircraft has an ILS (Instrument Landing System) or TIS (Tunnel In the Tunnel) that obtains a deviation angle or relative position between a target flight path and the aircraft. Sky).
- the deviation angle and relative position obtained by ILS and TIS are used for the PFD (Primary Flight Display) and ADI (Attitude) which are display devices for displaying the flight status of the aircraft.
- PFD Primary Flight Display
- ADI Attitude
- FIG. 7 shows an example of a conventional PFD 100.
- a PFD 100 shown in FIG. 7 displays an ILS display 102 and an FD (Flight Director) command bar display 104 together with an aircraft reference symbol 101 representing the aircraft that is the aircraft.
- FD Frelight Director
- the ILS display 102 displays a deviation angle between the own machine and the localizer (ILS display 102A) and a deviation angle between the own machine and the glide slope (ILS display 102B).
- the target flight path is located on the left side.
- the FD command bar display 104 displays an attitude angle (pitch angle, bank angle) command of the aircraft for following the target flight path.
- the bank angle command display 104A indicates that the own device is to be left banked
- the pitch angle command display 104B indicates that the pitch of the own device is decreased.
- Patent Document 1 when the display position of the flight path of the aircraft is outside the display range of the image composition panel included in the head-up display device, the direction from the center of the display range of the image composition panel to the flight path is indicated.
- a flight path display device in which a target mark to be displayed is displayed on an image composition panel is disclosed.
- the flight path is composed of a plurality of path marks, and each path mark is inclined according to the attitude of the airframe assumed when the airframe is on each path mark.
- the FD command bar display 104 is also referred to as a target pitch angle and a target bank angle necessary for the aircraft to follow the target flight path (the target pitch angle and the target bank angle are collectively referred to as a “target ground attitude angle”). .).
- the pitch angle and bank angle of the aircraft do not indicate the traveling direction of the aircraft itself, but indicate the orientation of the nose, and the orientation of the nose and the traveling direction do not necessarily coincide with each other.
- the FD command bar display 104 merely indicates indirect information such as a ground posture angle necessary for realizing the direction in which the aircraft should travel. This is also the case with the flight path display device described in ILS and TIS and Patent Document 1. In the PFD 100 shown in FIG. 7, the pilot may not be able to clearly recognize the traveling direction of the aircraft. .
- the PFD 100 shown in FIG. 7 and the flight path display device described in Patent Document 1 have a problem that over-control or under-control occurs in the follow-up operation to the target flight path.
- the present invention has been made in view of such circumstances, and is an aircraft display device and operation support that enables operation with higher followability compared to operation of an aircraft based on a target ground attitude angle. It is an object to provide a system and a display method.
- the display device is a display device that displays a flight state of an aircraft that is the aircraft, and a target angle of attack that is a target angle of attack for reaching the target flight path of the aircraft.
- a target air attitude angle indicating a target side slip angle which is a target side slip angle
- a current air attitude angle indicating a current attack angle and a current side slip angle of the own aircraft are displayed.
- the display device that displays the flight state of the aircraft that is the aircraft is the target angle of attack that is the target angle of attack and the target skid angle that is the target angle to reach the target flight path of the aircraft.
- a relative difference between the target air attitude angle indicating the target side slip angle and the current air attitude angle indicating the current attack angle and the current side slip angle of the own aircraft is displayed.
- the ground attitude angle does not indicate the traveling direction of the aircraft itself. In the following operation, over control or under control may occur.
- the present invention indicates the target advancing direction as the target air attitude angle, and the relative relationship between the target air attitude angle and the current air attitude angle. Therefore, it is possible to perform maneuvering with higher followability than maneuvering of the aircraft based on the target ground attitude angle.
- the pilot will determine the appropriate operation amount because the responsiveness is poor and the aircraft moves slowly.
- the pilot can perform the tracking operation of the own aircraft more accurately.
- the target angle of attack is derived by reducing the current pitch angle of the aircraft by an angle formed by a horizontal plane and the target traveling direction, and the target side slip angle is calculated based on the target traveling direction.
- the azimuth is derived by subtracting the current azimuth of the aircraft.
- the target angle of attack is derived by subtracting the current pitch angle of the aircraft by the angle formed by the horizontal plane and the target traveling direction, and the target skid angle determines the azimuth angle in the target traveling direction. It is derived by subtracting the current azimuth angle of.
- the current pitch angle of the aircraft and the current azimuth angle of the aircraft are information obtained from existing sensors installed in the aircraft that is the aircraft, and the angle between the horizontal plane and the target traveling direction and the target traveling direction. Since the azimuth angle is information obtained from the autopilot, the present invention can easily derive the target angle of attack and the target side slip angle.
- the present invention can improve the convenience for the pilot.
- the relative position between the first index and the second index is changed according to a relative difference between the target air attitude angle and the current air attitude angle. It is preferable to display. According to the above configuration, since the relative position between the first index and the second index is displayed according to the relative difference between the target air attitude angle and the current air attitude angle, As the vehicle approaches the target traveling direction, the first index and the second index approach each other, and the first index and the second index overlap when the aircraft is flying along the target traveling direction. For this reason, since the pilot can easily reach the target flight path, the present invention can enhance the convenience for the pilot.
- the target flight route is derived based on the current position of the aircraft and the target position that the aircraft should reach.
- the current position of the own device is obtained using, for example, a GPS (Global Positioning System) sensor, and the target position is derived, for example, by a computer mounted on the own device.
- a follow-up operation using a target flight path indicated by radio waves output from a glide slope antenna and a localizer antenna, which are airport facilities, that is, a follow-up operation using ILS can be performed only by guiding a landing phase from the vicinity of the airport.
- the steering assist system provides a target air-air that indicates a target angle of attack that is a target angle of attack and a target side-slip angle that is a target side-slip angle in order to reach the target flight path of the aircraft.
- a display device that displays a relative difference between the attitude angle and the current air attitude angle indicating the current attack angle and the current skid angle of the own aircraft; and the current pitch angle of the own aircraft as a horizontal plane and the target
- a target angle-of-attack derivation means for deriving the target angle of attack by subtracting it from the angle formed by the traveling direction; a target for deriving the target skid angle by subtracting the azimuth angle of the target traveling direction by the current azimuth angle of the own aircraft
- Side slip angle deriving means is provided, and the display device is controlled to display a relative difference between the target air attitude angle indicating the derived target attack angle and the target slip angle and the current air attitude angle.
- the target traveling direction is derived as the target air attitude angle
- the display device displays the relative difference between the target air attitude angle and the current air attitude angle.
- the display method according to the third aspect of the present invention is a display method for displaying the flight state of the aircraft that is the aircraft on the display device, and is a target angle of attack for reaching the target flight path of the aircraft.
- the target traveling direction is derived as the target air attitude angle
- the display device displays the relative difference between the target air attitude angle and the current air attitude angle.
- the present invention has an excellent effect that maneuvering with higher followability is possible as compared with aircraft maneuvering based on the target ground attitude angle.
- FIG. 1 It is a schematic diagram which shows an example of PFD which concerns on embodiment of this invention. It is a schematic diagram required for description of the target air attitude angle display displayed on the PFD according to the embodiment of the present invention, (A) is an example of the PFD, (B-1) is the PFD shown in (A) (B-2) is a top view corresponding to (B-1), and (B-3) is a relationship between the aircraft and the target flight path corresponding to the target air attitude angle display displayed in FIG. ) Is a side view corresponding to (B-1). It is a functional block diagram which shows the electric constitution of the steering assistance system which concerns on embodiment of this invention. It is a schematic diagram required for description of derivation
- FIG. 1 shows an example of a PFD 10 that is a display device that displays the flight state of an aircraft that is the aircraft according to the present embodiment.
- the PFD 10 is an accumulator.
- the aircraft reference symbol 12 the airspeed meter 14 indicating the airspeed of the aircraft, the altimeter 16 indicating the altitude of the aircraft, the pitch scale 18 indicating the pitch angle of the aircraft, and the ILS display 20. (ILS display 20A, 20B), and an elevation speed scale 22 indicating the elevation speed of the own machine are included.
- an FPM (Flight Path Marker) 30 that is an index for assisting the pilot to operate the aircraft, and a target air attitude angle display 32 are displayed.
- the FPM 30 indicates the current angle of attack of the aircraft (the angle formed by the projection of the traveling direction of the aircraft onto the plane of symmetry of the aircraft and the axis of the aircraft) and the side slip angle (the angle formed by the traveling direction of the aircraft and the plane of symmetry of the aircraft).
- This is the current air attitude angle, in other words, an index indicating the traveling direction of the aircraft.
- the target air attitude angle display 32 indicates a target air attitude angle indicating a target angle of attack which is a target angle of attack and a target side slip angle which is a target side slip angle in order to reach the target flight path of the aircraft. It is an index showing.
- FIG. 2 is a diagram showing a positional relationship between the FPM 30 and the target air attitude angle display 32 displayed on the PFD 10 and the aircraft 40 and the target flight path.
- FIG. 2 (B-1) shows the own aircraft corresponding to the target air attitude angle display 32 displayed on the PFD 10 shown in FIG. 2 (A) when the traveling direction of the own device 40 is the back of the page. It is the figure which showed the relationship between 40 and a target flight path
- FIG. 2 (B-2) is a top view corresponding to FIG. 2 (B-1)
- FIG. 2 (B-3) is a side view corresponding to FIG. 2 (B-1).
- a solid line A extending from the center of gravity of the aircraft 40 indicates the traveling direction of the aircraft 40 corresponding to the FPM 30, and a broken line B indicates the target air attitude angle display.
- the target traveling direction of the aircraft 40 corresponding to 32 is shown.
- the PFD 10 displays a relative difference between the FPM 30 and the target air attitude angle display 32. That is, when the FPM 30 and the target air attitude angle display 32 match (overlap), it indicates that the aircraft is flying along the target traveling direction.
- FIG. 3 shows a functional block diagram of a steering assistance system 52 including a control device 50 for causing the PFD 10 according to the present embodiment to display various types.
- FIG. 3 shows only functions required for displaying the target air attitude angle display 32 on the PFD 10 among the functions of the control device 50. That is, the control device 50 displays the target air attitude angle display 32 on the PFD 10, the aircraft reference symbol 12, the air speed meter 14, the altimeter 16, the pitch scale 18, the ILS display 20, the FPM 30, and the ascending / descending speed. It has a function of displaying the scale 22 and the like.
- the control device 50 includes a target angle-of-attack calculation unit 54, a target slip angle calculation unit 56, and a display control unit 58.
- the control device 50 is connected to the sensor unit 60 and the autopilot unit 62 and receives various information.
- the sensor unit 60 includes various sensors, and measures the altitude and speed of the aircraft 40, the deviation angle of the aircraft 40 with respect to the target flight path, and the azimuth angle and pitch angle of the aircraft 40.
- the autopilot unit 62 receives the altitude and speed of the aircraft 40 received from the sensor unit 60 so that the aircraft 40 can fly along the target flight path indicated by the radio waves output from the ILS glidescope antenna and the localizer antenna. Based on the information such as the deviation angle with respect to the target flight path, various information necessary for the automatic operation of the aircraft 40 is generated.
- the target angle-of-attack calculation unit 54 derives the target angle of attack by reducing the current pitch angle of the aircraft 40 by an angle formed by the horizontal plane and the target traveling direction.
- the angle formed by the nose direction of own aircraft 40 and the horizontal plane is current pitch angle ⁇ of own aircraft 40.
- the pitch angle ⁇ is measured by the sensor unit 60.
- the path angle ⁇ which is an angle formed by the horizontal plane and the target traveling direction, is derived by the autopilot unit 62 based on the target flight path indicated by the ILS, and receives the target as a path angle command ⁇ cmd indicating the path angle ⁇ . It is output to the angle calculation unit 54.
- the target angle-of-attack calculating unit 54 calculates a target angle-of-attack command ⁇ cmd indicating the target angle of attack ⁇ as shown in the equation (1), and outputs it to the display control unit 58.
- equation (1) is a simple derivation equation, and the following equations (2) to (4) are used to strictly derive the target angle-of-attack command ⁇ cmd .
- ⁇ is the bank angle of the own device 40. When the bank angle ⁇ is 0 (zero), the equation (2) is the same as the equation (1).
- the target slip angle calculation unit 56 derives the target side slip angle by reducing the azimuth angle in the target traveling direction by the current azimuth angle of the own aircraft.
- the derivation of the target skid angle ⁇ will be described with reference to the top view of the aircraft 40 shown in FIG.
- an angle formed by the nose direction of own aircraft 40 and a reference direction is current azimuth angle ⁇ of own aircraft 40.
- the current azimuth angle ⁇ is measured by the sensor unit 60.
- the azimuth angle ⁇ of the target travel direction which is an angle formed by the reference direction and the target travel direction, is derived by the autopilot unit 62 based on the target flight path indicated by the ILS, and the azimuth angle ⁇ of the target travel direction is calculated.
- the azimuth angle command ⁇ cmd shown is output to the target skid angle calculator 56.
- the target side slip angle calculation unit 56 calculates a target side slip angle command ⁇ cmd indicating the target side slip angle ⁇ as shown in the equation (5), and outputs it to the display control unit 58.
- the equation (5) is a simple derivation equation, and the following equations (6) to (9) are used in order to strictly derive the target skid angle command ⁇ cmd .
- the equation (6) is the same as the equation (5).
- the display control unit 58 outputs the target air attitude angle in the PFD 10 according to the target attack angle command ⁇ cmd output from the target angle of attack calculation unit 54 and the target side slip angle command ⁇ cmd output from the target slip angle calculation unit 56.
- the display position of the display 32 is derived, and the PFD 10 is controlled so that the target air attitude angle display 32 is displayed at the derived display position.
- the path angle command ⁇ cmd and the azimuth angle command ⁇ cmd are derived by the autopilot unit 62. This is because the target air attitude angle is given to the PFD 10 only when the autopilot is executed. It does not mean that the display 32 is displayed. Even when the autopilot is not executed, the autopilot unit 62 derives the path angle command ⁇ cmd and the azimuth angle command ⁇ cmd , and the target air attitude angle display 32 is displayed on the PFD 10. Reference is made to the target air attitude angle display 32 for maneuvering. Further, when the autopilot is being executed, the route angle command ⁇ cmd and the azimuth angle command ⁇ cmd may be derived by the autopilot unit 62 and the target air attitude angle display 32 may be displayed on the PFD 10.
- FIG. 6 shows a change in the display of the PFD 10 until the own aircraft 40 reaches the target flight path.
- FIG. 6A shows a state in which the target air attitude angle display 32 and the FPM 30 are shifted from each other and displayed on the PFD 10 because the aircraft 40 is flying in a traveling direction deviated from the target traveling direction. . Therefore, the pilot controls the aircraft 40 so that the target air attitude angle display 32 and the FPM 30 overlap each other. By doing so, the target air attitude angle display 32 and the FPM 30 gradually approach each other, and when the target air attitude angle display 32 and the FPM 30 overlap as shown in FIG. You are flying along the direction of travel.
- the ILS display 20 is displayed together with the FPM 30 and the target air attitude angle display 32 as shown in FIG. It will gradually move to the center of the PFD 10.
- the PFD 10 that displays the flight state of the aircraft 40 has the target air attitude that indicates the target angle of attack ⁇ and the target skid angle ⁇ for reaching the target flight path of the aircraft 40. Since the relative difference between the angle and the current air attitude angle indicating the current angle of attack and the current side slip angle of the aircraft 40 is displayed, compared to the aircraft operation based on the target ground attitude angle, It is possible to steer with higher followability.
- the pilot will determine the appropriate operation amount because the responsiveness is poor and the aircraft moves slowly. It ’s hard.
- the pilot can perform the follow-up operation of the own aircraft 40 more accurately by the PFD 10 according to the present embodiment.
- the target angle of attack ⁇ is derived by reducing the current pitch angle of the own aircraft 40 by an angle formed by the horizontal plane and the target traveling direction, and the target side slip angle ⁇ is determined in the target traveling direction. It is derived by reducing the azimuth angle by the current azimuth angle of the aircraft 40.
- the current pitch angle of the aircraft 40 and the current azimuth angle of the aircraft 40 are information obtained from the existing sensor unit 60 provided in the aircraft that is the aircraft 40, and the horizontal plane, the target traveling direction, Since the angle formed by and the azimuth angle in the target traveling direction are information obtained from the autopilot, the target angle of attack and the target skid angle can be easily derived according to the present embodiment.
- the glide slope antenna that is the airport facility and the target flight path indicated by the radio wave output by the localizer is described, but the present invention is not limited to this. It is also possible to follow the target flight path generated based on the current position of the aircraft 40 and the target position that the aircraft 40 should reach. More specifically, a position information acquisition sensor (for example, a GPS sensor) that measures the current position (latitude, longitude, and altitude) of the own apparatus 40 is mounted on the own apparatus 40 and the own apparatus 40 measured by the position information acquisition sensor is installed. Based on the current position, the computer mounted on the aircraft 40 derives the target flight path and stores the target flight path in the storage unit.
- a position information acquisition sensor for example, a GPS sensor
- the above computer has the remaining fuel of the own aircraft 40 and the reachable distance based on the remaining fuel, the own aircraft 40 is faulty (for example, all the control surfaces are inoperable during cruise flight, and only the engine thrust is applied to the airport. If there is a failure that requires guiding the aircraft 40), the maximum radius and minimum radius that can be turned according to the failure state, the runway length of the airport that is the landing candidate, and the airport that is the landing candidate
- the target position (target airport) that the aircraft 40 should reach is derived from various conditions such as the surrounding weather (wind, rain, cloud cover, visibility, etc.), and the optimum flight route from the location of the aircraft 40 to the target airport is determined. Derived, and the derived optimum flight path is set as the target flight path.
- the target position may be specified by a pilot instead of being derived by a computer.
- the computer may derive the target flight path at predetermined time intervals, and update and store the derived target flight path in the storage unit.
- the autopilot unit 62 controls the steering command including the path angle command ⁇ cmd and the azimuth angle command ⁇ cmd based on the information indicating the relative position or deviation angle of the aircraft 40 with respect to the target flight path stored in the storage unit. Is generated.
- the landing phase from the periphery of the airport can only be guided.
- ILS display 20 is displayed on PFD10. It is also possible to adopt a form that does not display, a form that displays the FD command bar display together with the ILS display 20 on the PFD 10, or a form that displays other displays for supporting pilot operation.
- the display device is the PFD 10
- the present invention is not limited to this, and the display device may have other forms such as ADI.
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Abstract
Description
Sky)が備えられている。そして、ILSやTISによって求められた上記偏差角や相対位置が、自機の飛行状態を表示する表示装置であるPFD(Primary Flight Display)やADI(Attitude
Direction Indicator)等に表示されることで、航空機のパイロットに対する目標飛行経路への追従操作の支援が行われている。
また、FDコマンド・バー表示104は、自機が目標飛行経路に追従するために必要な目標ピッチ角や目標バンク角(目標ピッチ角及び目標バンク角を総称して「目標対地姿勢角」ともいう。)を示す指標である。そして、自機のピッチ角及びバンク角は、自機の進行方向そのものを示すものではなく、機首の向きを示すものであり、機首の向きと進行方向とは、必ずしも一致するものではないため、FDコマンド・バー表示104は、自機が進行すべき方向を実現するために必要な対地姿勢角という間接的な情報を示すものにすぎない。このことは、ILS及びTIS、並びに特許文献1に記載されている飛行経路表示装置でも同様であり、図7に示されるPFD100では、パイロットが自機の進行方向を明確に認識できない場合があった。
航空機を目標ピッチ角及び目標バンク角により示される目標対地姿勢角(機首の向き)に基づいて操縦すると、対地姿勢角は、航空機の進行方向そのものを示すものではないため、目標飛行経路への追従操作において、オーバーコントロール又はアンダーコントロールを生じる場合があった。
上記構成によれば、目標迎角が、自機の現在のピッチ角を水平面と目標進行方向とがなす角で減ずることで導出され、目標横滑り角が、目標進行方向の方位角を、自機の現在の方位角で減ずることで導出される。自機の現在のピッチ角及び自機の現在の方位角は、自機である航空機に設けられている既存のセンサから得られる情報であり、水平面と目標進行方向とがなす角及び目標進行方向の方位角は、オートパイロットから得られる情報であるので、本発明は、容易に目標迎角及び目標横滑り角を導出することができる。
上記構成によれば、目標対気姿勢角に対応する第1指標、及び現在対気姿勢角に対応する第2指標が表示装置に表示されるので、パイロットは、容易に自機の目標対気姿勢角及び現在対気姿勢角を確認できるため、本発明は、パイロットに対する利便性を高めることができる。
上記構成によれば、目標対気姿勢角と現在対気姿勢角との相対的な差に応じて、第1指標と第2指標との相対的な位置を変化させて表示するので、自機が目標進行方向に近づくにつれて、第1指標と第2指標とが近づき、自機が目標進行方向に沿って飛行する状態となると第1指標と第2指標とが重なり合うこととなる。このため、パイロットは、容易に自機を目標飛行経路に到達させることができるため、本発明は、パイロットに対する利便性を高めることができる。
自機の現在位置は、例えばGPS(Global Positioning System)センサを用いて求められ、目標位置は、例えば自機に搭載されている計算機によって導出される。
例えば、空港設備であるグライドスロープアンテナ及びローカライザアンテナが出力する電波により示される目標飛行経路を用いた追従操作、すなわちILSを用いた追従操作は、空港周辺からの着陸フェーズの誘導でしか行えない。
しかし、自機の現在位置及び自機が到達するべき目標位置に基づいて生成した目標飛行経路を用いた追従操作では、例えば、自機に故障が発生した場合における高空からの緊急降下や方位角変更等、ILSを用いることができない領域から空港(目標位置)までの自機の誘導が可能となる。
さらに、本実施形態に係るPFD10には、パイロットによる自機の操縦を支援するための指標であるFPM(Flight Path Marker)30、及び目標対気姿勢角表示32が表示される。
図4に示されるように、自機40の機首の向きと水平面とのなす角が、自機40の現在のピッチ角θである。なお、ピッチ角θは、センサ部60により計測される。一方、水平面と目標進行方向とがなす角である経路角γは、ILSにより示される目標飛行経路に基づいて、オートパイロット部62で導出され、経路角γを示す経路角コマンドγcmdとして目標迎角演算部54へ出力される。
そして、目標迎角演算部54は、(1)式に示すように目標迎角αを示す目標迎角コマンドαcmdを算出し、表示制御部58へ出力する。
なお、(1)式は簡易的な導出式であり、目標迎角コマンドαcmdを厳密に導出するためには下記(2)~(4)式を用いる。
なお、φは、自機40のバンク角であり、バンク角φが0(零)の場合、(2)式は(1)式と同式となる。
図5に示されるように、自機40の機首の向きと基準方向(例えば北(N)方向)とのなす角が、自機40の現在の方位角ψである。なお、現在の方位角ψは、センサ部60により計測される。一方、基準方向と目標進行方向とがなす角である目標進行方向の方位角Ψは、ILSにより示される目標飛行経路に基づいて、オートパイロット部62で導出され、目標進行方向の方位角Ψを示す方位角コマンドΨcmdとして目標横滑り角演算部56へ出力される。
そして、目標横滑り角演算部56は、(5)式に示すように目標横滑り角βを示す目標横滑り角コマンドβcmdを算出し、表示制御部58へ出力する。
なお、(5)式は簡易的な導出式であり、目標横滑り角コマンドβcmdを厳密に導出するためには下記(6)~(9)式を用いる。
なお、ピッチ角θ及びバンク角φが0(零)の場合、(6)式は(5)式と同式となる。
図6(A)は、自機40が目標進行方向とずれた進行方向で飛行しているため、目標対気姿勢角表示32とFPM30とがずれてPFD10に表示されている状態を示している。そのため、パイロットは、目標対気姿勢角表示32とFPM30とが重なり合うように自機40を操縦する。そうすることで、徐々に目標対気姿勢角表示32とFPM30とが近づき合い、図6(B)に示すように、目標対気姿勢角表示32とFPM30とが重なると、自機40が目標進行方向に沿って飛行していることとなる。そして、目標対気姿勢角表示32とFPM30とが重なるように自機40が飛行し続けることにより、図6(C)に示すように、FPM30及び目標対気姿勢角表示32と共にILS表示20も徐々にPFD10の中央に移動することとなる。
より詳細には、自機40の現在位置(緯度、経度、及び高度)を計測する位置情報取得センサ(例えばGPSセンサ)を自機40に搭載し、位置情報取得センサで計測した自機40の現在位置に基づいて自機40に搭載されている計算機によって、目標飛行経路を導出し、該目標飛行経路を記憶部に記憶する。
なお、計算機は、目標飛行経路を所定時間間隔毎に導出し、導出した目標飛行経路を上記記憶部に更新して記憶させてもよい。
これによって、例えば、空港設備であるグライドスロープアンテナ及びローカライザアンテナが出力する電波により示される目標飛行経路を用いた追従操作、すなわちILSを用いた追従操作では、空港周辺からの着陸フェーズの誘導でしか行えないが、自機40の現在位置及び自機40が到達するべき目標位置に基づいて生成した目標飛行経路を用いた追従操作では、例えば、自機40に故障が発生した場合における高空からの緊急降下や方位角変更等、ILSを用いることができない領域から空港(目標位置)までの自機の誘導が可能となる。
30 FPM
32 目標対気姿勢角表示
40 自機(航空機)
50 制御装置
Claims (7)
- 自機である航空機の飛行状態を表示する表示装置であって、
自機の目標飛行経路に到達するために目標とする迎角である目標迎角及び目標とする横滑り角である目標横滑り角を示す目標対気姿勢角と、自機の現在の迎角及び現在の横滑り角を示す現在対気姿勢角と、の相対的な差を表示する表示装置。 - 前記目標迎角は、自機の現在のピッチ角を水平面と前記目標進行方向とがなす角で減ずることで導出され、
前記目標横滑り角は、前記目標進行方向の方位角を自機の現在の方位角で減ずることで導出される請求項1記載の表示装置。 - 前記目標対気姿勢角に対応する第1指標、及び前記現在対気姿勢角に対応する第2指標を表示する請求項1記載の表示装置。
- 前記目標対気姿勢角と前記現在対気姿勢角との相対的な差に応じて、前記第1指標と前記第2指標との相対的な位置を変化させて表示する請求項3記載の表示装置。
- 前記目標飛行経路は、自機の現在位置及び自機が到達するべき目標位置に基づいて導出される請求項1から請求項4の何れか1項に記載の表示装置。
- 自機の目標飛行経路に到達するために目標とする迎角である目標迎角及び目標とする横滑り角である目標横滑り角を示す目標対気姿勢角と、自機の現在の迎角及び現在の横滑り角とを示す現在対気姿勢角と、の相対的な差を表示する表示装置と、
自機の現在のピッチ角を水平面と前記目標進行方向とがなす角で減ずることで前記目標迎角を導出する目標迎角導出手段、前記目標進行方向の方位角を自機の現在の方位角で減ずることで前記目標横滑り角を導出する目標横滑り角導出手段を具備し、導出した前記目標迎角及び前記目標滑り角を示す前記目標対気姿勢角と前記現在対気姿勢角との相対的な差を表示するように前記表示装置を制御する制御装置と、
を備えた操縦支援システム。 - 自機である航空機の飛行状態を表示装置に表示させる表示方法であって、
自機の目標飛行経路に到達するために目標とする迎角である目標迎角及び目標とする横滑り角である目標横滑り角を示す目標対気姿勢角と、自機の現在の迎角及び現在の横滑り角を示す現在対気姿勢角と、の相対的な差を表示装置に表示させる表示方法。
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JP5916283B2 (ja) | 2016-05-11 |
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EP2589538A1 (en) | 2013-05-08 |
BR112012032769A2 (pt) | 2016-12-20 |
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