EP1797488A1 - Procede et systeme d'evitement pour un aeronef - Google Patents
Procede et systeme d'evitement pour un aeronefInfo
- Publication number
- EP1797488A1 EP1797488A1 EP05804225A EP05804225A EP1797488A1 EP 1797488 A1 EP1797488 A1 EP 1797488A1 EP 05804225 A EP05804225 A EP 05804225A EP 05804225 A EP05804225 A EP 05804225A EP 1797488 A1 EP1797488 A1 EP 1797488A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- avoidance
- mode
- alarm
- aircraft
- instructions
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 45
- 230000001960 triggered effect Effects 0.000 claims description 33
- 230000003449 preventive effect Effects 0.000 claims description 23
- 238000012423 maintenance Methods 0.000 claims description 10
- 238000001514 detection method Methods 0.000 claims description 6
- 230000005540 biological transmission Effects 0.000 claims description 4
- 230000001419 dependent effect Effects 0.000 claims description 3
- 241000347881 Kadua laxiflora Species 0.000 description 2
- 238000013459 approach Methods 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 2
- 238000005755 formation reaction Methods 0.000 description 2
- 238000013475 authorization Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001131 transforming effect Effects 0.000 description 1
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/04—Anti-collision systems
- G08G5/045—Navigation or guidance aids, e.g. determination of anti-collision manoeuvers
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
- G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
Definitions
- the present invention relates to a method and an avoidance system for an aircraft, in particular a transport aircraft.
- an avoidance system comprising an anticollision system which is capable of: detecting a risk of collision with another aircraft called an intruder aircraft below (that is to say which makes an intrusion into the immediate area of the current position of the aircraft in question); and
- An avoidance maneuver of an intruder aircraft is a delicate maneuver, since the crew is asked to avoid the trajectory of the intruder aircraft while keeping control of its own aircraft and the tra ⁇ jectory of the latter.
- Two problems may arise during such a maneuver: - the pilot pushes the aircraft to the limit or outside of its flight envelope. This triggers other alarms that add to the initial alarm;
- the pilot leaves his flight plan to perform the avoidance. In this case, it risks crossing the path of a third aircraft. This often results in disruption of air traffic, particularly in the approach areas of major airports.
- an anti-collision system in particular of the TCAS (Traffic Alert and Collision Avoidance System) type, makes it possible to monitor the trajectories of aircraft in the vicinity of the aircraft in question and re ⁇ present their respective positions on a display screen, by example ND type ("Navigation Display" in English, namely navigation screen).
- TCAS Traffic Alert and Collision Avoidance System
- This anti-collision system relies on an exchange of information via transponders. With the aid of altitude and distance, exchanged for example every second, said anti-collision system calculates the trajectory of any intruder aircraft. He then estimates the potential hazard and calculates an appropriate maneuver to avoid it. This maneuver is executed only in the vertical plane.
- Intruder aircraft are generally classified into several categories according to their proximity. We thus distinguish the following alarms or alarms:
- a traffic alert (“Traffic Advisory" in English) that can signa ⁇ ler devices that are between 25 and 40 seconds of the aircraft.
- the pilot must monitor the evolution of the trajectories of these aircraft, but no maneuver or limitation is imposed on him; and
- the anti-collision system From the data relating to the two aircraft (altitude, distance and speed), the anti-collision system develops two possible maneuvers: a first maneuver associated with a preventive alert, which consists of maintaining the current trajectory; a second maneuver associated with a corrective alarm, which consists of performing a climb or descent at a rate defined by the anti-collision system until the danger is eliminated.
- a red zone which represents a prohibited vertical speed zone
- a green zone in which the pilot must set the vertical speed of the aircraft to avoid the intruder aircraft.
- the pilot In the event of a corrective alarm, the pilot is asked to disengage the autopilot if necessary and to perform the evasive maneuver manually. To do this, it must operate the control stick to set the vertical speed in the green safety zone mentioned above. In practice, pilots are asked to follow the limit vertical speed between the red zone and the green zone.
- a known solution recommends displaying on the primary control screen an avoidance instruction expressed in plate.
- the vertical speed reference is converted into a trim value, easier to enslave by the pilot.
- This representation is known as "Pitch Cues”.
- the manual avoidance implemented in this case remains very dynamic and does not solve all the problems mentioned above (in particular because the pitch or trim indications are calculated with a relatively high gain to incite the pilot to perform a quick avoidance maneuver).
- the present invention aims to remedy these inconvé ⁇ nients. It relates to an avoidance method making it possible to prevent sudden changes in load factor during the flight avoidance of an intruder aircraft, by performing an optimal maneuver and a precise control over the appropriate setpoint value.
- said avoidance method for an aircraft comprising an anti-collision system which is capable of:
- step a) these first instructions are converted into corresponding instructions expressed in terms of load factor so as to form said avoidance instructions.
- NZcom K. (VZcurrent - VZcible) in which: - NZcom represents the value of the controlled load factor, which is used to guide the aircraft;
- - VZcurrent is the value of the current vertical speed of the aircraft
- VZ target is the value of a target vertical velocity
- K is a variable dependent on the current speed of the aircraft.
- said first setpoints are determined so as to be as close as possible to a zero vertical speed, while respecting said avoidance information, as specified below; and - in a second variant, said first setpoints are determined so as to minimize the difference between the avoidance trajectory of the aero ⁇ nef and the initial trajectory (before the alarm).
- the avoidance instructions are transmitted au ⁇ tomatically to an automatic guidance device of the aircraft, which is capable of implementing a guiding mode enabling automatically guide the aircraft conformé ⁇ ing received avoidance instructions, when an autopilot is engaged and said guide mode is triggered.
- the present invention thus makes it possible to avoid abrupt variations in load factor, by performing an optimal maneuver and a precise control over the setpoint. This translates into better comfort for the passengers, a greater margin of safety vis-à-vis the flight envelope, a minimum distance from the target altitude and therefore a reduced disruption of air traffic.
- an automatic guiding device ensures excellent performance for all catches and all maintenance of instructions and better reproducibility than the pilots. Also, the maneuver performed by an automatic guidance device is more comfortable and closer to the setpoint than that performed manually by a pilot.
- an automatic maneuver makes it possible to offload the pilot from a steering task (avoidance maneuver) that has been done manually so far, which in particular allows him more time to identify the aircraft or intruders when of this situation with high stress.
- alarm an alarm or alert type "Resolution Advisory” mentioned above.
- Such an alarm can be a preventive alert or a corrective alarm;
- said guiding mode (implemented by said automatic guiding device) is triggered when the pilot actuates a means of action provided for this purpose.
- said guidance mode is triggered automatically by the emission of this alarm. This makes it possible to offload the pilot of this triggering and thus of the whole procedure of avoidance.
- said guide mode can be stopped by the pilot, by the actuation of an appropriate actuating means provided for this ef ⁇ fet.
- the autopilot in a second variant, if the autopilot is not engaged, it automatically engages and said guide mode is automatically triggered when an alarm is transmitted.
- a previously triggered guidance mode is automatically stopped, when one of the following situations occurs:
- the pilot triggers another guidance mode
- the anti-collision system emits an end of alarm signal.
- the avoidance aid means comprises an automatic guiding device
- it is automatically transmitted avoidance instructions to a flight director which implements a display mode for displaying information representative of said avoidance instructions, when engaged and said display mode is triggered.
- said information represents load factor instructions.
- the pilot is provided with information that enables him to putting a manual avoidance, following the pilo ⁇ tage instructions displayed.
- this second embodiment can also be used in addition to said first embodiment.
- the avoidance maneuver is performed automatically by means of said dis ⁇ positive automatic guidance, but the pilot can monitor and decide at any time to resume this maneuver manually, while benefiting from a continuity of display on the flight director when changing the pilot mode.
- the different modes of triggering of the display mode implemented by the flight director can be deduced in a manner similar to those mentioned above of the guidance mode implemented by the automatic gui ⁇ dage device.
- the pilot clears the autopilot, it leaves the guiding mode previously triggered and triggers a display mode on a flight director or is kept engaged if it was already.
- a vertical speed keeping mode guiding towards the current vertical speed of the aircraft is engaged
- this guiding mode is maintained. Moreover, advantageously, during the emission of a corrective alarm, a specific mode is engaged guiding towards a target value of vertical speed.
- a maintenance mode of the current heading is engaged.
- an automatic thrust control system of the aircraft engines is engaged in a speed-keeping mode, and this whatever the initial state said automatic thrust control system.
- a mode permitting to join the initial trajectory preferably:
- a vertical speed-keeping mode is engaged and an altitude capture mode is armed so as to capture a target altitude when the latter is reached by the aircraft so as to rejoin the initial trajectory;
- the maneuver is reset.
- a mode of avoidance is presented to the pilot as armed, and this according to a first particular presentation.
- a mode of avoidance is presented to the pilot as engaged, and this according to a second particular presentation.
- the present invention also relates to an avoidance system for an aircraft, in particular a civil transport aircraft.
- said avoidance system of the type comprising an anti-collision system which is capable of: detecting a risk of collision with at least one intruder aircraft;
- calculation means for automatically determining, when an alarm is transmitted, from avoidance information received from said anti-collision system, at least instructions avoidance which avoid colli ⁇ sion if they are applied to the aircraft, said calculating means comprising means for determining, from said avoidance information, the first instructions which are expressed in terms of vertical speed and that avoid a collision;
- the avoidance system further comprises a display means for displaying, during the transmission of an alarm, a message warning a pilot of the alarm.
- said avoidance aid means comprises an automatic guiding device which is capable of implementing a guiding mode for automatically guiding the aircraft in accordance with instructions for use. avoidance received from said calculating means.
- the avoidance system may furthermore comprise an actuation means that can be actuated by the pilot and that, when actuated, triggers the guidance mode implemented by the control device. automatic guidance.
- said avoidance means includes a flight director which implements a display mode for displaying information representative of avoidance instructions received from said means of communication. calculation.
- the avoidance system may further comprise an actuation means that can be actuated by the pilot and, when actuated, to trigger the display mode implemented by the director flight.
- an actuation means that can be actuated by the pilot and, when actuated, to trigger the display mode implemented by the director flight.
- Figure 1 is a block diagram of an avoidance system according to the invention.
- Figure 2 schematically illustrates an avoidance maneuver.
- Figures 3 and 4 are two graphs to illustrate an avoidance maneuver according to the invention in two different situations.
- Figure 5A is a graph and Figure 5B shows a corresponding control display, which illustrates particular avoidance characteristics.
- FIGS. 6A and 6B, 7A and 7B, 8A and 8B, 9A and 9B (or 9C) are similar to FIGS. 5A and 5B, but relating to other examples of avoidance maneuvers.
- the system 1 is embarked on an aircraft A, in particular a transport aircraft, and is intended to implement an avoidance in flight of an intruder aircraft 2, such as shown in FIG. 2.
- said avoidance system 1 comprises a conventional anti-collision system 3, in particular of the TCAS type ("Traffic Alert and Collision Avoidance System").
- TCAS Traffic Alert and Collision Avoidance System
- ie traffic alert and collision avoidance system which monitors the trajectories of the different aircraft 2 in the vicinity of the aircraft A (on which it is embarked) and which is likely to:
- the avoidance maneuver consists of:
- This maneuver is carried out in particular in the vertical plane in the manner specified below, between a starting position of avoidance maneuvering P1 and a P2 end of evasive maneuvering position, along an avoidance trajectory T.
- the avoidance system 1 is thus formed in such a way as to make an avoidance along said trajectory T.
- said avoidance system 1 also makes it possible to avoid lateral.
- said avoidance system 1 comprises, in addition to said anticollision system 3:
- calculation means 4 (preferably corresponding to an autopilot) which are connected by a link 5 to said anticollision system 3, to automatically determine when an alarm is transmitted by the latter, from avoidance information received from said collision avoidance system 3, at least avoidance instructions which prevent the aircraft from risking any collision if they are applied to said aircraft A; and at least one avoidance assist device 6, 21 which is connected to said calculation means 4 via a link 7, 22.
- said device for assisting the evi ⁇ ment includes an automatic guiding device 6 which is likely to implement an (automatic) guiding mode for automatically guiding the aircraft A according to to evi ⁇ ment instructions received from said calculation means 4, when firstly said calculation means 4 (autopilot) are engaged and secondly said guide mode is triggered.
- said automatic guiding dis ⁇ positive 6 determines steering commands according to said avoidance instructions (expressed in terms of load factor) and transmits them to usual actuators of usual control surfaces, in particular the elevators, of the aircraft A.
- these steering commands can also be determined directly by said calculating means 4.
- an automatic guiding device 6 provides excel ⁇ slow performance for all captures and all maintenance instructions and better reproducibility than a pilot. Also, the maneuver performed by said automatic guiding device 6 is more comfortable and closer to the setpoint than that performed manually by a pilot.
- an automatic maneuver makes it possible to unload the pilot from a piloting task (which has been done manually so far), which leaves him more time notably to identify the aircraft or intruders 2 during this situation (d). intrusion and avoidance) with high stress.
- the avoidance system 1 according to the invention thus makes it possible to prevent sudden variations in load factor, by performing an optimal maneuver and precise control over the setpoint. This is reflected in particular at the level of the aircraft A by a better comfort for the passengers, a greater margin of safety vis-à-vis the flight envelope, a minimal distance from the set altitude and therefore reduced disruption of air traffic.
- said avoidance system 1 makes it possible to forward to the aircraft A the information delivered by the anti-collision system 3, while remaining as close as possible to the prescribed altitude and generally keeping track of it. of the lateral flight plan.
- said calculation means 4 comprise, as represented in FIG. 1:
- means 8 for determining in the manner indicated below, from avoidance information also specified below and received said anti-collision system 3 by the link 5, first instructions which are expressed in terms of vertical speed and which make it possible to avoid a collision;
- said calculation means 4 also determine (on the basis of avoidance information received from said collision avoidance system 3) auxiliary avoidance instructions allowing for avoidance in a lateral plane, and they also transmit these auxiliary avoidance instructions to said assistance device 6, 21.
- the means 9 implement the following steps to calculate a load factor instruction Nz:
- said avoidance system 1 further comprises:
- a display means 1 1 which is for example connected by a link 12 to said calculation means 4 to display, in particular on a display screen 13 (for example a primary control screen), when transmitting a alarm, a warning message warning a pilot of this alarm and requesting him to actuate a means of action 14A provided for this purpose (and part of a set 14 of actuating means, represented generally and schematic in Figure 1); and
- said actuating means 14A which is therefore capable of being actuated by the pilot and which, when actuated, makes it possible to trigger the guide mode implemented by the automatic steering device 6 (to which it is for example connected via a link 15).
- FIG. 3 illustrates the variation of the vertical speed V as a function of time t in an example relating to said first particular embodiment mentioned above.
- the vertical speed of the aircraft A is illustrated by a curve VS.
- a prohibited zone Z1 corresponding to the emission of a corrective alarm and defined by vertical speeds V1, V2 and V3.
- the autopilot 4 is assumed to be engaged beforehand and it guides the aircraft A at an initial speed Vi.
- a corrective alarm is issued by the anticollision system 3 and the display means 11 emits a warning message.
- the pilot actuates the actuating means 14A and thus triggers the guide mode implemented by the automatic guiding device 6, which causes an automatic modification of the vertical speed which is brought to the limit of the forbidden zone Z1 (speed V3 reached at a time t3).
- the aircraft A is automatically driven at this speed V3 until a time t4 when the collision avoidance system 3 emits an end of alarm signal.
- the automatic guidance mode is then stopped, and the aircraft A is brought to a zero vertical speed (reached at a time t5).
- said autopilot 4 and said automatic guiding device 6 are formed such that said guiding mode is triggered automatically when an alarm is transmitted by said collision avoidance system 3 if said autopilot 4 is previously engaged.
- said guiding mode is triggered automatically when an alarm is transmitted by said collision avoidance system 3 if said autopilot 4 is previously engaged.
- said gui ⁇ dage mode is likely in this case to be stopped by the pilot, by the actuation of a suitable actuating means 14B provided for this purpose (and part of the assembly 14) , in particular in case of accidental tripping.
- FIG. 4 shows a forbidden zone Z2 defined by vertical speeds V4, V5 and V6, and the aircraft A initially has a vertical speed Vi.
- Autopilot 4 is not engaged.
- the aircraft A enters the zone Z2, and a corrective alarm is emitted.
- the guidance mode is not triggered as long as the autopilot 4 remains disengaged.
- the pilot engages the pilot 4, which automatically triggers the guide mode implemented by the automatic guiding device 6.
- the verti ⁇ cale speed then passes from Vi to V6 between Xl and t8.
- an end of alarm signal is emitted and the vertical speed is brought to a zero speed (reached at a time tl O).
- the autopilot 4 if the autopilot 4 is not engaged, it automatically engages and said guidance mode is triggered automatically when an alarm is transmitted.
- an alarm (corrective) issued by the anticollision system 3 is replaced by a preventive alert of the aforementioned type also issued by the collision avoidance system 3, a gui ⁇ dage mode previously triggered n is not stopped and therefore remains in function.
- a previously triggered guidance mode is automatically stopped, when one of the following situations occurs:
- the pilot triggers another guidance mode
- the anti-collision system 3 emits an end of alarm signal. In that case :
- the vertical speed of the aircraft A is chosen to be as close as possible to the initial trajectory
- said means 8 determine said first instructions so as to: in a first variant, approaching as close as possible to a zero vertical speed, while respecting the avoidance information received from said anticollision system 3;
- said anticollision system 3 emits as avoidance formations where appropriate:
- an indication B1 indicating the presence of an upper forbidden zone (in vertical speed); an indication B2 indicating the presence of a lower forbidden zone (in vertical speed);
- the vertical speed VS of the aircraft A is greater than Vsup or less than Vinf.
- the information B1, B2, VS, Vinf and Vsup can be displayed on a scale 16 of vertical speed, arranged vertically and associated with a usual display 17 which comprises in particular a symbol 18 of the aircraft A and a skyline 19, as shown in Figures 5B, 6B, 7B and 8B.
- This display 17 and the associated vertical speed scale 16 may be presented on a usual control screen 20, for example by means of the display means 11.
- the means 8 determine said first setpoints (of vertical speed) so that the aircraft A must take a vertical speed VS:
- the indication B2 of FIG. 5B is associated with a forbidden zone Z3 of FIG. 5A, and the indication B2 of FIG. 6B is associated with the forbidden zone Z4 of FIG. 6A.
- the means 8 determine said first setpoints (of vertical speed) so that the aircraft A must take a vertical speed VS:
- FIGS. 7A and 7B there is further presented a symbol 23 illustrating the flight director, comprising a horizontal line and a vertical line, and corresponding to the position towards which the symbol of the aircraft is to be brought. to follow the consi ⁇ gn.
- FIGS. 9A, 9B and 9C illustrate a second example corres ⁇ ponding the case in which the first instructions for in the preferred embodiment in which the guidance mode is automatically triggered by the emission of an alarm if the autopilot 4 is engaged beforehand.
- Figure 9A is similar to Figures 5A, 6A, 7A and 8A.
- FIGS. 9B and 9C are similar to FIGS. 5B, 6B, 7B and 8B.
- FIG. 9A illustrates the variation of the vertical speed V as a function of time t.
- the vertical speed of the aircraft A is illustrated by a curve VS.
- FIG. 9A shows a forbidden zone Z7A corresponding to the transmission at first of a preventive alarm, defined by a vertical speed V1, as well as a forbidden zone Z7B corresponding to the transmission of a corrective alarm, defined by a vertical speed V2, consecutive to said preventive alarm.
- a preventive alarm is emitted by the anti-collision system 3.
- FIG. corresponding figure on the primary PFD display screen ("Primary Flight Display").
- the current speed VS of the aircraft A at this moment is outside the forbidden zone B2.
- the autopilot 4 does not modify the trajectory of the aircraft A and remains in its current operating mode, and indicates the arming of the avoidance mode by an inscription "TCAS" in blue in the second line of a usual mode indicator (not shown).
- TCAS Temporal Security
- the autopilot 4 engages in the avoidance mode, which is indicated by a "TCAS" inscription of green color in first line on the aforementioned mode indicator.
- the autopatic pilot 4 calculates a set speed VS greater than the information avoidance given by the anticollision system 3, represented by the forbidden zone Z7B in FIG. 9A. It will modify the trajectory of the aircraft A to bring it to this set speed, which is illustrated on fi ⁇ gure 9C on the speedometer 16 where this speed VS is positioned above the forbidden zone B2 .
- the anti-collision system 3 transmits an end of alarm information.
- the autopilot 4 exits the avoidance mode to automatically engage a mode that allows it to join the initial trajectory.
- the vertical speed VS decreases to a negative value at which it is maintained until the aircraft A captures the initial altitude level at time t4.
- FIGS. 9B and 9C further illustrate the symbol 23 il ⁇ glossing the flight director, comprising a horizontal line and a vertical line, and corresponding to the position towards which the symbol of the aircraft A to follow the instruction.
- said means of assisting avoidance comprises a flight director 21 which is connected by a link 22 to the calculation means 4 (autopilot) and which implements a display mode making it possible to display information representative of the avoidance instructions received from said computing means 4, when engaged and said display mode is triggered.
- said information represents load factor instructions.
- the flight director 21 provides the pilot with in ⁇ formations allowing him to perform a manual avoidance, following the instructions posted.
- this second embodiment can also be used in addition to said first embodiment.
- the avoidance maneuver is performed automatically with the aid of the automatic guiding device 6 (as mentioned above), but the pilot can monitor it and decide at any time to resume this avoidance maneuver manually. while benefiting from a continuity of display on the flight director 21 during the change of control mode (automatic to manual).
- the system of avoidance 1 may include in particular actuating means 14C and 14D which are similar to the aforementioned actuating means 14A and 14B and which are also part of the assembly 14.
- the present invention also exhibits the following characteristics (specified below at points A to H) and comprises means for implementing these characteristics.
- the current guidance mode is maintained (no commitment of a specific TCAS avoidance mode).
- the limit value is the current vertical speed of the aircraft A (alarms of the "Maintain Vertical Speed” type), the current vertical speed is used.
- said automatic thrust control system is en ⁇ gaged (at the time of the alarm) in a speed hold mode.
- the target speed used by this speed hold mode is the current speed at the time of the alarm.
- the current guidance mode is maintained.
- the crew can take control of the hand at any time using usual means, in particular: - usual buttons of the "instinctive disconnect” type (located on the side mini ⁇ handle and on the throttles) for disconnect the autopilot and / or autothrottle; and
- buttons for engagement / release of the autopilot, flight director and auto throttle usual buttons for selecting another guidance mode.
- NZcom K. (VZcourante - VZcible) in which :
- - NZcom is the value of the controlled load factor, which will be used to guide the aircraft A;
- VZ target is the value of the target vertical speed, chosen according to the instructions received from the anticollision system 3;
- - VZcurrent is the value of the current vertical speed of the aircraft A
- - K is a variable depending on the current speed of the aircraft A.
- H / Human-machine interfaces In the event of a preventive warning, a specific mode "TCAS" is presented to the pilot as armed (for example by being displayed in blue in the second line of a "Flight Mode Annunciator” zone of a primary pilo ⁇ screen).
- a specific "TCAS" mode is displayed to the pilot as engaged (for example by being displayed in green on the first line of the "Flight Mode Annunciator” area of the primary flight display).
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- General Physics & Mathematics (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
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Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0410613A FR2876483B1 (fr) | 2004-10-08 | 2004-10-08 | Procede et systeme d'evitement pour un aeronef |
PCT/FR2005/002460 WO2006040441A1 (fr) | 2004-10-08 | 2005-10-06 | Procede et systeme d'evitement pour un aeronef |
Publications (2)
Publication Number | Publication Date |
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EP1797488A1 true EP1797488A1 (fr) | 2007-06-20 |
EP1797488B1 EP1797488B1 (fr) | 2009-01-14 |
Family
ID=34950726
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05804225A Active EP1797488B1 (fr) | 2004-10-08 | 2005-10-06 | Procede et systeme d'evitement pour un aeronef |
Country Status (11)
Country | Link |
---|---|
US (1) | US8725401B2 (fr) |
EP (1) | EP1797488B1 (fr) |
JP (1) | JP5166873B2 (fr) |
CN (1) | CN100511060C (fr) |
AT (1) | ATE421132T1 (fr) |
BR (1) | BRPI0515693A (fr) |
CA (1) | CA2577594C (fr) |
DE (1) | DE602005012414D1 (fr) |
FR (1) | FR2876483B1 (fr) |
RU (1) | RU2343528C1 (fr) |
WO (1) | WO2006040441A1 (fr) |
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US9418564B2 (en) | 2014-03-04 | 2016-08-16 | Thales | Method for determining a guidance law for obstacle avoidance by an aircraft, related computer program product, electronic system and aircraft |
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FR2936344B1 (fr) * | 2008-09-23 | 2011-10-21 | Airbus France | Procede et dispositif pour la prevention des alertes inutiles engendrees par un systeme anticollision monte a bord d'un avion |
FR2936343B1 (fr) * | 2008-09-23 | 2011-10-14 | Airbus France | Procede et dispositif pour limiter le nombre des alertes emises par un systeme anticollision monte a bord d'un avion |
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ES2402832T3 (es) * | 2008-12-19 | 2013-05-09 | Saab Ab | Procedimiento y disposición para la estimación de al menos un parámetro de un intruso |
US8368583B1 (en) * | 2009-06-18 | 2013-02-05 | Gregory Hubert Piesinger | Aircraft bird strike avoidance method and apparatus using axial beam antennas |
US8725402B2 (en) * | 2009-11-13 | 2014-05-13 | The Boeing Company | Loss of separation avoidance maneuvering |
US8892348B2 (en) * | 2009-11-18 | 2014-11-18 | The Mitre Corporation | Method and system for aircraft conflict detection and resolution |
FR2955961B1 (fr) * | 2010-02-02 | 2013-07-05 | Airbus Operations Sas | Procede et dispositif pour empecher l'emission d'alertes par le systeme anticollision d'un avion, lors d'une manoeuvre de changement d'altitude |
FR2955960B1 (fr) | 2010-02-02 | 2012-04-06 | Airbus Operations Sas | Procede et dispositif pour empecher l'emission d'alertes par le systeme anticollision d'un avion, lors d'une manoeuvre de changement d'altitude |
US20130046459A1 (en) * | 2010-04-22 | 2013-02-21 | Eiji Itakura | Flight state control device of flying object |
EP2388760B1 (fr) * | 2010-05-21 | 2013-01-16 | AGUSTAWESTLAND S.p.A. | Aéronef capable de vol stationnaire, procédé d'assistance aux manoeuvres pour aéronef et interface |
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2004
- 2004-10-08 FR FR0410613A patent/FR2876483B1/fr not_active Expired - Fee Related
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2005
- 2005-10-06 AT AT05804225T patent/ATE421132T1/de not_active IP Right Cessation
- 2005-10-06 EP EP05804225A patent/EP1797488B1/fr active Active
- 2005-10-06 CN CNB2005800340125A patent/CN100511060C/zh active Active
- 2005-10-06 BR BRPI0515693-9A patent/BRPI0515693A/pt not_active IP Right Cessation
- 2005-10-06 US US11/576,658 patent/US8725401B2/en active Active
- 2005-10-06 DE DE602005012414T patent/DE602005012414D1/de active Active
- 2005-10-06 WO PCT/FR2005/002460 patent/WO2006040441A1/fr active Application Filing
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- 2005-10-06 RU RU2007116814/28A patent/RU2343528C1/ru not_active IP Right Cessation
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Also Published As
Publication number | Publication date |
---|---|
CA2577594A1 (fr) | 2006-04-20 |
US20080021647A1 (en) | 2008-01-24 |
CA2577594C (fr) | 2013-12-03 |
US8725401B2 (en) | 2014-05-13 |
JP2008515707A (ja) | 2008-05-15 |
WO2006040441A1 (fr) | 2006-04-20 |
FR2876483A1 (fr) | 2006-04-14 |
ATE421132T1 (de) | 2009-01-15 |
RU2343528C1 (ru) | 2009-01-10 |
EP1797488B1 (fr) | 2009-01-14 |
CN100511060C (zh) | 2009-07-08 |
FR2876483B1 (fr) | 2007-07-20 |
CN101036093A (zh) | 2007-09-12 |
JP5166873B2 (ja) | 2013-03-21 |
BRPI0515693A (pt) | 2008-07-29 |
DE602005012414D1 (de) | 2009-03-05 |
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