• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The device comprises a calculation unit for calculating, for each of a plurality of different distances (X) with respect to a threshold (2A) of an airstrip (2), along a lateral trajectory of approach, a geometric altitude (Hft), using a barometric altitude measured and recorded, a calculation unit for calculating a terrain height (HT), subtracting from the calculated geometric altitude (Hft), a height (RA) measured and recorded, and a calculation unit for determining a terrain profile (PT) from the set of terrain heights (HT) calculated for said set of different distances (X).
    公开号:FR3016223A1
    申请号:FR1450029
    申请日:2014-01-03
    公开日:2015-07-10
    发明作者:Thierry Bourret；Horim Kenji Ahualle
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method and a device for determining a linear terrain profile along a lateral approach path of an airport. It is known that aircraft, especially transport aircraft, are generally provided with a terrain database comprising a two-dimensional terrain profile. This terrain profile can be used in different applications, especially in a vertical display to represent the profile of the terrain overflown. Typically, the data sources used to construct this type of terrain profile include satellite-based (optical and / or radar) means. The elevation points recorded for this terrain profile are meshes of a two-dimensional network with a typical size of 1Nm (nautical mile) to 0.25 Nm (approximately 460 meters) near airports. For each mesh, only the highest point is recorded. The relatively large size of the meshes and the data content (highest terrain elevation) make its use problematic for some applications, especially for comparison with measurements of an onboard radio altimeter. In addition, some applications require a more accurate database, especially when approaching a runway, for which a very precise knowledge of the terrain overflown can be very useful. As the network is two-dimensional, reducing the mesh size to low values (typically of the order of 50 meters) requires a significant increase in the storage capacity of the database, in which such a profile will be recorded. field, and requires the use of appropriate sensors to achieve the required accuracy, which increases the cost to generate the terrain profile, and increases the embedded resources required to store this terrain profile.
    [0002] The present invention aims to overcome the disadvantage of such a two-dimensional terrain profile. It relates to a method for determining a linear terrain profile along a lateral approach path of an airport. According to the invention, said method comprises: a first set of steps, consisting of measuring on at least one aircraft, automatically and repetitively, during at least one flight of the aircraft along the lateral trajectory of the aircraft; approach, during an approach to an airstrip at the airport: - using at least one on-board radio altimeter, a height of the aircraft from the ground; - using at least one barometric altimeter on board, a barometric altitude; and - using onboard sensors, a total air temperature and a Mach number of the aircraft; and recording these measured values, automatically, in at least one memory; and a second set of steps, implemented after said first set of steps and consisting, after the flight of the aircraft, automatically and repetitively: for each of a plurality of different distances with respect to a threshold of the airstrip along the approaching lateral (or horizontal) flight path: (a) to estimate, preferably by linear regression, using the total air temperature, the Mach number, and the barometric altitude, measured and recorded in the memory, a variation of the static temperature as a function of the altitude and a temperature on the ground; b) calculating a geometric altitude, using the barometric altitude measured and stored in the memory, and the variation of the static temperature and the ground temperature, estimated in step a); c) calculating a height of ground, subtracting from the geometric altitude calculated in step b), the height measured by the radioaltimeter and recorded in the memory; and - for the whole of said plurality of different distances from the threshold of the landing runway along the approach lateral course: d) to determine at least one auxiliary terrain profile from the set of heights calculated for said set of different distances; and e) determining a terrain profile using at least said auxiliary terrain profile, said terrain profile representing the evolution of the height of the terrain as a function of the distance from the threshold of the landing runway, the height of terrain being defined in relation to a reference altitude corresponding to that of the threshold of the runway; and f) registering, in a database, the terrain profile determined in step e).
    [0003] Thus, thanks to the invention, a linear terrain profile, that is to say a single dimension, which extends under and along the lateral approach path is determined. Such a one-dimensional terrain profile greatly reduces the amount of data to be recorded in the database. Advantageously, in step b), the geometric altitude Hft is calculated using the following expression: Hft = ((Test I (Lest * 0.3048)) / (1 - ((TO- (LO.Hbaro * 0.3048)) / T oyest I LO in which: - Hbaro is the barometric altitude - Lest is the estimate of the variation of the static temperature, as a function of the altitude - LO is a variation of the static temperature , as a function of the altitude of a standard atmosphere model (ISA) - Test is the estimated ground temperature, and - TO is a reference temperature of the standard atmosphere model (ISA).
    [0004] Furthermore, in a first simplified embodiment, in step e), the terrain profile corresponds to the auxiliary terrain profile determined in step d). Furthermore, in a second preferred embodiment, said first set of steps and steps a) to d) of said second set of steps are implemented for a plurality of different approaches so that for each of these plurality of approaches, an auxiliary terrain profile is determined in step d), and in that step e) calculates, as a terrain profile, the average of said auxiliary terrain profiles. The method of determining a linear terrain profile may further comprise one or more of the following characteristics, taken individually or in combination: each distance from the threshold of the track is calculated by the integration of a reference ground speed of the aircraft, depending on a ground speed measured and recorded during the first set of steps; an additional step is provided consisting of: calculating a bias based on covariance calculations between determined terrain profiles; and - to add this bias to the ground speed measured to obtain the reference ground speed, which is integrated; for each distance considered, the barometric altitude and the height are referenced with respect to a reference point located on the aircraft, by means of a correction using a value of the angle of inclination of the aircraft in pitch, measured and recorded during said first set of steps, as well as the relative position of the antennas, which is known because it depends only on the type of aircraft considered. The present invention also relates to a device for determining a linear terrain profile along a lateral approach path of an airport. According to the invention, said device is remarkable in that it comprises: at least one memory containing values measured on at least one aircraft, during at least one flight of the aircraft along the lateral trajectory of approach, during an approach to an airstrip at the airport, namely: - a height of the aircraft from the ground, measured using at least one onboard radioaltimeter; a barometric altitude, measured using at least one onboard barometric altimeter; and a total air temperature and a Mach number, measured using on-board sensors; a first calculation unit configured to estimate, preferably by linear regression, for each of a plurality of different distances from a threshold of the landing runway along the approach lateral trajectory, using the total air temperature, the Mach number and the barometric altitude, recorded in the memory, a change in static temperature as a function of altitude and a temperature on the ground; a second calculation unit configured to calculate, for each of said plurality of distances, a geometric altitude, using the barometric altitude recorded in the memory, as well as the variation of the static temperature and the temperature at the ground, estimated by the first calculation unit; a third calculation unit configured to calculate, for each of said plurality of distances, a height of ground, subtracting from the geometric altitude calculated by the second calculation unit, the height recorded in the memory; a fourth calculation unit configured to determine at least one auxiliary terrain profile from the set of terrain heights calculated for said set of different distances; a fifth calculation unit configured to determine a terrain profile using at least the auxiliary terrain profile calculated by the fourth computing unit, said terrain profile representing the evolution of the height of the terrain as a function of the distance with respect to the runway threshold, the terrain height being defined relative to a reference altitude corresponding to that of the threshold of the airstrip; and a database in which the terrain profile determined by the fifth calculation unit is recorded.
    [0005] The figures of the appended drawing will make it clear how the invention can be realized. In these figures, identical references designate similar elements. FIG. 1 is the block diagram of a device for determining a linear terrain profile, which illustrates an embodiment of the invention. Figure 2 shows schematically, in plan view, a lateral approach path. Figure 3 is a graph for explaining the determination of the terrain profile for a particular embodiment of the invention.
    [0006] FIG. 4 shows the location on an aircraft of sensors used for the implementation of the invention. The device 1 shown diagrammatically in FIG. 1 and making it possible to illustrate the invention, is intended to determine a linear terrain profile PT (FIG. 3) along a lateral (or horizontal) approach path TA of a runway 2 of an airport, as shown in Figure 2 (which is a view of the horizontal plane). According to the invention, to do this, said device 1 comprises: at least one memory 3 containing values measured in the usual way on at least one aircraft, during at least one flight of the aircraft along the lateral trajectory approach TA, during an approach to the runway 2 of the airport, namely: - a height RA of the aircraft relative to the ground, measured using at least one onboard radioaltimeter; a barometric altitude Hbaro, measured using at least one onboard barometric altimeter; and a total air temperature and a Mach number, measured using sensors (total temperature measurement probe, inertial sensor) on board; a relative position X of the aircraft with respect to the threshold of the landing runway 2, measured using at least one GPS system or any other equivalent system. This relative position X can also be determined, in particular if it is not recorded with the required precision, according to other recorded data (GPS position, threshold position of the landing runway 2, ground speed, etc. ) using a usual means such as for example the means 23 mentioned below; a calculation unit 4 configured to estimate, for each of a plurality of different distances X relative to a threshold 2A of the landing runway 2, along the lateral approach path TA (that is, distance defined in the horizontal plane), using the total air temperature, the Mach number and the barometric altitude, recorded in the memory 3 and received via a link 5 , a variation of the static temperature Lest depending on the altitude and a temperature on the ground Test; a calculation unit 6 configured to calculate, for each of said plurality of distances X, a geometric altitude Hft, using the barometric altitude Hbaro recorded in the memory 3 and received via a link 7 as well as the variation of the static temperature Lest and the ground temperature Test, estimated by the calculation unit 4 and received via a link 8; a calculation unit 9 configured to calculate, for each of said plurality of distances X, a pitch height HT, subtracting from the geometric altitude Hft calculated by the calculation unit 6 and received via a link 10, the height RA stored in the memory 3 and received via a link 11. Thus, HT = Hft-RA, as shown in Figure 3; a calculation unit 12 configured to determine at least one auxiliary terrain profile TAaux from the set of HT field heights computed for said set of different distances X by the calculation unit 9 and received via a link 13; a computation unit configured to determine a terrain profile PT using at least the auxiliary terrain profile PTaux calculated by the calculation unit 12 and received via a link 15. Said terrain profile PT represents the evolution of the height of the terrain HT as a function of the distance X with respect to the threshold 2A of the landing runway 2. The terrain height PT is defined relative to an altitude of reference HO corresponding to the altitude the threshold 2A of the runway 2 (Figure 3); and a database 16, in which the terrain profile PT determined by the calculation unit 14 and received via a link 17 is recorded.
    [0007] From recorded flight data, the device 1 thus builds a terrain profile PT upstream of the runway 2 (in the direction of flight E of an aircraft during an approach) for a given approach at the level of a given airport. This PT terrain profile is one-dimensional. It is considered that all aircraft that make the same approach will fly in the same TA approach course. In a particular embodiment, said calculating units 4, 6, 9, 12 and 14 are part of a central unit 18. Therefore, for the implementation of the present invention, it is realized, in a first step, at least one approach flight and preferably a plurality of approach flights (for example about five flights), during which measurements are taken which are recorded in flight and then stored on the ground in the memory 3 of the device 1. In a particular embodiment, the memory 3 may contain flight data recorded in a DAR recorder ("Direct Access Recorder" in English) and / or in a recorder type DFDR ("Digital Flight Data Recorder" in English). ) a transport airplane that has made the approach along the TA approach lateral course. Then, in a second step, the device 1 determines the terrain profile PT using the values measured and stored in said memory 3.
    [0008] Thus, the present invention makes it possible to determine a linear PT, that is to say a single dimension, terrain profile that extends under and along the lateral approach path TA. Such a one-dimensional PT terrain profile greatly reduces the amount of data to be recorded in the database 16.
    [0009] In addition, the linear representation of the terrain profile PT can be defined along any type of TA lateral approach trajectory, in particular a rectilinear type approach lateral trajectory (as shown in FIG. 2) or a lateral trajectory. approach combining one or more combinations of rectilinear or curved sections. Moreover, the parameters used for the implementation of the invention (that is to say the measured and recorded parameters) are obtained (measured) using usual sensors (radio altimeter, barometric altimeter, measurement probe total temperature, inertial sensor, GPS receiver) embedded on commercial aircraft in particular. Thus, it is not necessary to perform specific test flights to implement the present invention, but it is sufficient to use data recorded on commercial aircraft in usual approaches, which reduces the cost of generation of the PT field profile. In the usual way, a radioaltimeter is a sensor that measures the distance (or height) of the aircraft AC from the ground, namely the distance between the aircraft AC and the ground point closest to the aircraft AC. a cone of about 30 ° under the aircraft AC. In particular, a commercial transport aircraft is generally equipped with two (or three) radio altimeters. In addition, a barometric altimeter measures the static pressure and determines from a reference pressure set by the user, the barometric altitude. The reference pressure (at zero height) may be that at sea level, or that of an aerodrome. For the present invention, a calibration of the barometric altitude will be done so that once on the ground, the altitude of the aircraft AC is zero. The standard altitude available on board the aircraft AC, which is determined using the barometric altimeter and used for the implementation of the present invention, is therefore a barometric altitude Hbaro. This data is derived from a measurement of static pressure Ps and is converted into a barometric altitude Hbaro, using an atmospheric standard model ISA ("International Standard Atmosphere" in English) such as: Hbaro = (TO 1 L0 ) * (1- (Ps / P0) (R * iniem)) / 0.3048 wherein: - TO is a temperature reference of the standard atmosphere model (ISA), equal to 15 ° C at sea level; - LO is a variation of the static temperature, as a function of the altitude of the standard atmosphere model (ISA); - PO is a pressure reference chosen by the crew of the aircraft (and corresponding preferably to the ground pressure at the airport); and - R, g and M are predetermined constants: R being the universal constant of the perfect gases, g being the gravitational constant, and M being the molar mass of the dry air. The calculation unit 6 calculates the geometric altitude Hft from the barometric altitude Hbaro, using the following expression: Hft = ((Test I (Lest * 0.3048)) / (1 - ((TO - (LO.Hbaro * 0.3048)) / T oyest I LO in which, in addition to the aforementioned parameters: - Lest is the estimate of the variation of the static temperature as a function of the altitude, and - Test is the estimated temperature on the ground.
    [0010] The parameters Lest and Test are determined by the calculation unit 4 as follows. During the approach are generally recorded the total temperature TAT (for "Total Air Temperature" in English) and the number of Mach Ma. Thus, during the approach, it is possible to calculate the static temperature Ts at the same time. using the following approximate formula: TAT I Ts = 1 + (y -1) 1 2 * Ma 'where y is the ratio of specific heats. By having the static temperature Ts during the approach, it is possible to determine Test and Lest by a linear regression, in order to obtain the best possible estimate of Ts by assuming a linear variation as a function of the altitude during of the approach. Ts (Hbaro) Test + Lest x Hbaro To define the altitude Hft of the aircraft AC during an approach, the following steps are implemented: - a resetting of the barometric altitude Hbaro is carried out so that the altitude HO landing runway 2 be zero when the aircraft is on the ground; the static temperature Ts is calculated from the measured temperature TAT and from the Mach number; - we estimate the variation of the temperature with respect to the altitude (Lest) and one estimates the temperature on the ground (Test); and - this information is used to determine the altitude Hft of the aircraft AC. Furthermore, in a first simplified embodiment, the calculation unit 14 simply uses, as terrain profile PT, the auxiliary terrain profile PTaux, determined by the calculation unit 12 for a single approach flight. Further, in a second preferred embodiment, the measurements are made for a plurality of N different approach flights (N being an integer, for example, between 3 and 7) and stored in the memory 3. In this mode preferred embodiment, a corresponding PTaux auxiliary ground profile is determined by the calculation unit 12 for each of this plurality of approach flights. In this case, the calculation unit 14 calculates, as a terrain profile PT, the average of said N auxiliary terrain profiles PTaux, received from the calculation unit 12. More specifically, for each of the N flights, the unit of Calculation 12 calculates an auxiliary terrain profile PTaux in the manner specified above. It can appear a dispersion of the results coming in particular from errors of measurement, as for example inaccuracies of the sensors. Since the points at which the terrain profile is calculated are chosen arbitrarily, the flight data used may not be defined in these distances. An interpolation is performed to calculate the terrain profile from the nearest data for each of the N flights. Then, at each point, an average is made between the N flights in order to obtain the terrain profile PT. In a particular embodiment, the device 1 constructs a terrain profile PT from 12000 meters in X (which represents an altitude of about 2000 feet) upstream (in the E direction of flight during the approach). from threshold 2A of runway 2 (Figure 2). It is sought to limit as much as possible the size of the database 16 used (in particular an on-board database) for storing the terrain profile PT, that is to say the number of points of the terrain profile PT.
    [0011] The recorded (GPS) position of the AC aircraft can be recorded at a low sampling rate (for example 4 seconds) and / or with a low resolution (for example 76 meters), ie too low to obtain sufficient accuracy of the PT field profile. In a particular embodiment, it is therefore envisaged to determine the distance X at the threshold 2A of the track 2 without using an absolute position of the aircraft. To determine the distance of the aircraft AC at the threshold 2A of the track 2, a temporal integration of the ground speed V1 makes it possible to determine the distance X as a function of the time t: X (t) = f V1 (t) cic 0 L Initialization of the integration is performed above threshold 2A of the runway (the radio altimeter is then at 50 feet for standard runways). However, this method can deliver a divergent error because the ground speed V1 measured can be affected by a constant bias k. The actual ground speed V2 can be determined if the bias k is known: V2 = V1 + k This actual ground speed V2 when determined, can be used in the integration. Each distance X with respect to the threshold 2A of the track 2 is then calculated by the integration of the ground speed V2 of the aircraft, depending on the ground speed V1 measured and recorded during an approach flight. To solve the aforementioned problem, the data of a plurality of approach flights are used, and for each flight the k-bias affecting each approach which minimizes the dispersion between the terrain profiles calculated for each approach is estimated. The technique used is based on a covariance calculation between the terrain profiles calculated in pairs of approaches. As the data used concern a single dimension, the calculation method remains relatively simple and can be automated. The covariance technique provides accurate bias determination when the terrain profile varies greatly. On the other hand, it is less so for flat terrain. However, in this case, the influence of the bias is negligible. A limited number of approaches (approximately 5) is sufficient to perform an accurate calculation. Moreover, in a preferred embodiment, the position of the aircraft AC is recorded with an adequate sampling rate and a sufficient resolution so that it is not necessary to implement the previous calculations to determine a bias. The distance X is determined (using a conventional means 23 which is for example connected by a link 24 to the unit 18) by calculating, at each instant, the distance of the aircraft from the position of the threshold of runway 2, which may be known from airport data published by the states. Moreover, on an aircraft AC corresponding to a transport aircraft, the antenna or antennas of the radio altimeter (s) are arranged towards the rear and bottom of the aircraft AC as indicated by an arrow 21 in FIG. 4 and the barometric altimeters. (pressure probes) are arranged towards the front, as indicated by an arrow 22 in FIG. 4. Consequently, there appears a height offset between the two measurement zones, which offset is a function of the angle θ. pitch pitch of the aircraft AC and the relative positions of the respective sensors. Also, to correct this shift, reference is made, for each distance considered, the barometric altitude determined by the barometric altimeter and the height measured by the radioaltimeter with respect to the same reference point located on the aircraft AC, at the same time. using a geometric correction using the current value (at the considered distance) of the pitch angle 0 of the aircraft, which has been measured and recorded during said approach flight and the relative relative positions of the sensors respectively. To do this, the device 1 comprises a calculation unit 19 which references the measurements made with respect to this reference point located on the aircraft AC. This reference point may be the center of gravity of the AC aircraft, the lowest point of the landing gear wheels, the position of the pilot, the position of an ILS antenna or any other point on the AC aircraft. . The PT terrain profile is preferably defined for a minimum of data, ie for a minimum of distance values from the threshold 2A of the landing runway 2, in order to minimize the size of the database 16 In practice, 150 points (altitude) are sufficient to provide a precise PT terrain profile, for altitudes ranging from 2000 feet to the threshold 2A of the runway 2.
    [0012] The present invention enables the generation of a PT terrain profile using data from standard flights, that is commercial flights from airlines. Although flight test data is more accurate, standard flight data is of significant economic interest because it is quite easy to retrieve and exploit, with most airlines having a program in place. systematic analysis of all flights as part of flight safety monitoring. It is thus possible to use, for the implementation of the invention, flight data recorded in a DAR recorder ("Direct Access Recorder" in English) and / or a recorder of the DFDR ("Digital Flight Data Recorder" type). ). The PT field profile (FIG. 3) determined by the device 1 can be used in a very large number of applications, and notably: on board an AC aircraft: to assist in the vertical guidance of the aircraft AC during a approach to an airstrip 2; - to achieve a vertical view of the terrain profile; - to be used as a reference in the monitoring of radio altimeters in order to be able to detect faults; to determine the height of the aircraft AC relative to the threshold of the runway 2 in order to trigger the flare in an appropriate manner even if the aircraft AC is not above the threshold of runway 2, especially if the profile before the threshold is not flat, which can happen when the aircraft AC is heavy and / or has a high approach speed; - on the ground: - to validate two-dimensional terrain profiles and thus increase their integrity; - to improve the accuracy of two-dimensional terrain profiles; and - to recalculate the relative position of the aircraft with respect to a track from recorded data of reduced quality.
    权利要求:
    Claims (8)
    [0001]
    REVENDICATIONS1. Method for determining a linear terrain profile along an airport approach lateral path, characterized in that it comprises: a first set of steps, consisting of measuring on at least one aircraft ( AC), automatically and repetitively, during at least one flight of the aircraft (AC) along the lateral approach path (TA), during an approach to an airstrip (2) of the airport: - using at least one onboard radio altimeter, a height (RA) of the aircraft from the ground; - using at least one barometric altimeter on board, a barometric altitude; and - using on-board sensors, a total air temperature and an Mach number of the aircraft (AC); and recording these measured values, automatically, in at least one memory (3); and a second set of steps, implemented after said first set of steps and consisting, after the flight of the aircraft, automatically and repeatedly: for each of a plurality of different distances (X) by to a threshold (2A) of the airstrip (2) along the approach lateral path (TA): a) to estimate, using the total air temperature, the number of Mach and barometric altitude, measured and recorded in the memory (3), a variation of the static temperature depending on the altitude and a temperature on the ground; b) calculating a geometric altitude (Hft), using the barometric altitude measured and recorded in the memory (3), as well as the variation of the static temperature and the ground temperature, estimated at step a); c) calculating a terrain height (HT), subtracting from the geometric altitude (Hft) calculated in step b), the height (RA) measured by the radioaltimeter and recorded in the memory (3); ); and - for all of said plurality of different distances (X) from the threshold (2A) of the landing runway (2) along the approach lateral path (TA): d) to be determined at least an auxiliary terrain profile from the set of terrain heights (HT) calculated for said set of different distances (X); and e) determining a terrain profile (PT) using at least said auxiliary terrain profile, said terrain profile (PT) representing the evolution of the terrain height as a function of the distance (X) from at the threshold (2A) of the landing runway (2), the terrain height being defined with respect to a reference altitude (HO) corresponding to that of the threshold (2A) of the runway (2); and f) registering, in a database (16), the terrain profile (PT) determined in step e).
    [0002]
    2. Method according to claim 1, characterized in that in step b), the geometric altitude Hft is calculated using the following expression: Hft = ((Test I (Lest * 0.3048)) / (1 - ((TO- (LO.Hbaro * 0.3048)) / T oyest I LO in which: - Hbaro is the barometric altitude, - Lest is the estimate of the variation of the static temperature, depending on the altitude - LO is a variation of the static temperature, as a function of the altitude of a standard atmosphere model - Test is the estimated ground temperature, and - TO is a reference temperature of the standard atmosphere model .
    [0003]
    3. Method according to one of claims 1 and 2, characterized in that each distance (X) with respect to the threshold (2A) of the track (2) is calculated by the integration of a so-called ground speed of reference of the aircraft (AC), depending on a ground speed measured and recorded during the first set of steps.
    [0004]
    4. Method according to claim 3, characterized in that it comprises an additional step of: calculating a bias from covariance calculations between determined terrain profiles; and - to add this bias to the ground speed measured to obtain the reference ground speed, which is integrated.
    [0005]
    5. Method according to any one of claims 1 to 4, characterized in that in step e), the terrain profile (PT) corresponds to the auxiliary terrain profile determined in step d).
    [0006]
    The method according to any one of claims 1 to 4, characterized in that said first set of steps and steps a) to d) of said second set of steps are implemented for a plurality of different approaches of so that, for each of this plurality of approaches, an auxiliary terrain profile is determined in step d), and in that step e) consists in calculating, as a terrain profile (PT), the average of said auxiliary terrain profiles.
    [0007]
    7. Method according to any one of the preceding claims, characterized in that, for each distance (X) considered, the barometric altitude and the height are referenced with respect to a reference point located on the aircraft (AC), using a correction using a value of pitch angle (0) pitch of the aircraft (AC), measured and recorded during said first set of steps and relative positions of the antennas.
    [0008]
    8. Device for determining a linear terrain profile along a lateral approach path of an airport, characterized in that it comprises: - at least one memory (3) containing values measured over at least an aircraft (AC), during at least one flight of the aircraft (AC) along the approach lateral path (TA), during an approach to an airstrip (2) of the airport , namely: a height (RA) of the aircraft (AC) relative to the ground, measured using at least one onboard radio altimeter; a barometric altitude, measured using at least one onboard barometric altimeter; and a total air temperature and a Mach number, measured using on-board sensors; a first calculation unit (4) configured to estimate, for each of a plurality of different distances (X), with respect to a threshold (2A) of the landing runway (2) along the lateral trajectory of approach (TA), using the total air temperature and the Mach number, recorded in the memory (3), a variation of the altitude-dependent static temperature and a ground temperature; a second calculation unit (6) configured to calculate, for each of said plurality of distances (X), a geometric altitude (Hft), using the barometric altitude stored in the memory (3), as well as the variation of the static temperature and the ground temperature, estimated by the first calculation unit (4); a third calculation unit (9) configured to calculate, for each of said plurality of distances (X), a terrain height (HT), subtracting from the geometric altitude (Hft) calculated by the second computing unit ( 6), the height (RA) stored in the memory (3); a fourth calculation unit configured to determine at least one auxiliary terrain profile from the set of calculated terrain heights for said set of different distances (X); a fifth calculation unit (14) configured to determine a terrain profile (PT) using at least the auxiliary terrain profile computed by the fourth computing unit (12), said terrain profile (PT) representing evolution of the terrain height (HT) as a function of the distance (X) from the threshold (2A) of the landing runway (2), the terrain height being defined with respect to a reference altitude (HO ) corresponding to that of the threshold (2A) of the runway (2); and a database (10) in which the terrain profile determined by the fifth calculation unit (14) is recorded.
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    FR3016223B1|2017-03-10|
    CN104764436B|2017-10-27|
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    法律状态:
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    2016-01-21| PLFP| Fee payment|Year of fee payment: 3 |
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    2022-01-19| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1450029A|FR3016223B1|2014-01-03|2014-01-03|METHOD AND DEVICE FOR DETERMINING A LINEAR FIELD PROFILE ALONG A LATERAL APPROACH TRACK OF AN AIRPORT.|FR1450029A| FR3016223B1|2014-01-03|2014-01-03|METHOD AND DEVICE FOR DETERMINING A LINEAR FIELD PROFILE ALONG A LATERAL APPROACH TRACK OF AN AIRPORT.|
    US14/586,461| US9342988B2|2014-01-03|2014-12-30|Method and device for determining a linear terrain profile along a lateral approach trajectory of an airport|
    CN201410849916.4A| CN104764436B|2014-01-03|2014-12-31|It is determined that the method and apparatus for the wire topographic section of track of being marched into the arena along the transverse direction on airport|
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