• 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 flight control system (20) of an aircraft (1) comprises a set of primary computers (12a, 12b, 12c, 12d) each configured to calculate a flight order based on at least one flight parameter of the aircraft. and for a remote controller (16a, 16b) of a steering actuator (18a, 18b) of the aircraft, each of the computers participating in command mode within a first pair control / virtual monitor and in mode monitor within a second pair virtual control / monitor. Each of the primary computers is configured to: - determine a consolidated value of the at least one flight parameter as a function of a value of said flight parameter acquired by this computer and flight parameter values received from the other primary computers, in using a common consolidation algorithm also used by the other primary computers to each determine a consolidated value of said at least one flight parameter of the aircraft; calculating the flight order intended for the remote controller (16a, 16b) as a function of the consolidated value of the at least one flight parameter, according to a single calculation whose result is used by the computer as well when it acts in command mode within the first virtual command / monitor pair than when acting in monitor mode within the second virtual command / monitor pair.
    公开号:FR3064979A1
    申请号:FR1753040
    申请日:2017-04-07
    公开日:2018-10-12
    发明作者:Patrice Brot
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    © Publication no .: 3,064,979 (to be used only for reproduction orders)
    ©) National registration number: 17 53040 ® FRENCH REPUBLIC
    NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY
    COURBEVOIE © Int Cl 8 : B 64 C 13/00 (2017.01), G 05 D 1/10
    A1 PATENT APPLICATION
    ©) Date of filing: 07.04.17. © Applicant (s): AIRBUS OPERATIONS (S.A.S.) (© Priority: Simplified joint stock company - FR. @ Inventor (s): BROT PATRICE. ©) Date of public availability of the request: 12.10.18 Bulletin 18/41. ©) List of documents cited in the report preliminary research: Refer to end of present booklet (© References to other national documents ® Holder (s): AIRBUS OPERATIONS (S.A.S.) Company related: by simplified actions. ©) Extension request (s): (© Agent (s): AIRBUS OPERATIONS SAS Company anonymous.
    104 / AIRCRAFT FLIGHT CONTROL SYSTEM.
    FR 3 064 979 - A1
    The flight control system (20) of an aircraft (1) comprises a set of primary computers (12a, 12b, 12c, 12d) each configured to calculate a flight order based on at least one flight parameter of the 'aircraft and intended for a remote controller (16a, 16b) of a steering actuator (18a, 18b) of the aircraft, each of the computers participating in command mode within a first command / virtual monitor pair and in monitor within a second command / virtual monitor pair. Each of the primary computers is configured to:
    - determining a consolidated value of the at least one flight parameter as a function of a value of said flight parameter acquired by this computer and of values of the flight parameter received from the other primary computers, using a common consolidation algorithm also used by the other primary computers to each determine a consolidated value of said at least one flight parameter of the aircraft;
    - calculate the flight order intended for the remote controller (16a, 16b) as a function of the consolidated value of the at least one flight parameter, according to a single calculation, the result of which is used by the computer as well when it acts in command mode within the first command / virtual monitor pair only when it acts in monitor mode within the second command / virtual monitor pair.
    10a
    10b

    Flight control system of an aircraft.
    The invention relates to an aircraft flight control system, intended to control the control surfaces of the aircraft. Modern aircraft, in particular transport aircraft, include a set of flight control computers which calculate orders, called flight orders in the following description, which they transmit to controllers of flight actuators of the 'aircraft. These control surfaces are for example flaps or ailerons situated at the level of the wings of the aircraft, elevators situated for example on a horizontal plane at the rear of the aircraft, a rudder located on the fin, etc. . The flight control computers are dissimilar and redundant in such a way that the flight control system is robust to failures likely to affect certain computers. In addition, generally, some of the computers are used in command mode (COM) and the other computers are used in monitor mode (MON), a computer in monitor mode monitoring the operation of a computer in command mode. The computers are thus distributed according to COM / MON pairs. The document FR2.996.651 A1 describes a flight control system comprising primary flight control computers, in which each primary computer participates on the one hand in command mode within a first command / virtual monitor couple consisting of said computer and of a first of the other primary computers acting in monitor mode on behalf of said first command / virtual monitor pair and on the other hand in monitor mode within a second command / virtual monitor pair consisting of said computer and a second other primary computers acting in command mode on behalf of said second command / virtual monitor pair. This flight control system has the advantage of requiring only a reduced number of primary flight control computers. The calculation of a flight order is generally carried out as a function of at least one flight parameter of the aircraft. Such an aircraft flight parameter can be either of Boolean type, corresponding for example to an automatic piloting mode, to a flight phase of the aircraft or to a type of flight control law, or of digital type , corresponding for example to a speed of the aircraft. Each primary computer acquires said at least one flight parameter from other computers on the aircraft or from sensors on the aircraft. The COM and MON computers of the same COM / MON pair acquire the at least one flight parameter asynchronously and they would risk calculating different flight orders if each calculated the flight order as a function of the flight parameter that 'he acquired. To avoid such a problem, the COM and MON computers must calculate a flight order on the basis of the same value of the at least one flight parameter, so that the MON computer does not detect an anomaly of the order of flight when the value of the at least one flight parameter changes. For this, the COM and MON computers of the same COM / MON pair mutually exchange the values of the at least one flight parameter that they have acquired and they calculate a consolidated value of the flight parameter on the basis of which they calculate the flight order. Insofar as a primary computer participates in two COM / MON pairs as indicated above, it must calculate a consolidated value of the at least one flight parameter, then a value of the flight order, for each of the two couples to which he participates. This requires that each primary computer performs twice the calculation of the consolidated value of the flight parameter and the calculation of the flight order. This leads to a very costly computational overload because it requires increasing the computational capacities of the primary computers. It would therefore be appropriate to be able to perform the calculation of the consolidated value of the flight parameter only once and the calculation of the flight order.
    PRESENTATION OF THE INVENTION:
    The object of the present invention is in particular to provide a solution to these problems. It relates to a flight control system of an aircraft comprising a set of at least four primary computers for the calculation of flight controls of the aircraft, linked together by a communication network, in which each of the at least four primary computers is configured to calculate a flight order intended for a remote controller of a steering actuator of the aircraft, each of the primary computers participating:
    - in command mode within a first command / virtual monitor pair consisting of said computer and a first of the other primary computers acting in monitor mode on behalf of said first command / virtual monitor pair; and
    - in monitor mode within a second command / virtual monitor pair consisting of said computer and a second of the other primary computers acting in command mode on behalf of said second command / virtual monitor pair, in which the flight order is calculated as a function of at least one flight parameter of the aircraft.
    The flight control system is remarkable in that each of said at least four primary computers is configured to:
    - acquire a value of at least one flight parameter of the aircraft, transmit this value to the other primary computers and receive values of the at least one flight parameter of the aircraft transmitted by the other primary computers;
    determining a consolidated value of said at least one flight parameter of the aircraft as a function of the value acquired from said at least one flight parameter of the aircraft and of the values of said at least one flight parameter of the aircraft received from the others primary computers, using a common consolidation algorithm also used by the other primary computers to each determine a consolidated value of said at least one flight parameter of the aircraft;
    - calculate the flight order intended for the remote controller, by means of a calculation law, as a function of the consolidated value of said at least one flight parameter of the aircraft, according to a single calculation, the result of which is used by the computer as well when it acts in command mode within the first command / virtual monitor couple as when it acts in monitor mode within the second command / virtual monitor couple.
    Thus, the different primary computers of the flight control system mutually exchange the values of the at least one flight parameter that they acquire. Since the different primary computers each determine a consolidated value of the at least one flight parameter by means of a consolidation algorithm common to these different primary computers, they all obtain the same consolidated value of the flight parameter. Consequently, the primary computer participating in two COM / MON pairs (with on the one hand the first and on the other hand the second of the other primary computers) can use the same consolidated value of the flight parameter for each of the two COM / couples MON in which it participates, since the first and second of the other primary computers also use this same consolidated value. It follows that the primary computer can make a single calculation of the flight order on the basis of the consolidated value of the flight parameter and use the result of said single calculation for each of the COM / MON pairs in which it participates. This allows a very significant reduction in the calculation load of each of the primary computers.
    In a preferred embodiment, the primary computers are of at least two types, a first type of primary computer implementing software of a first type to implement the law of calculating the flight order and, a second type of primary computers using software of a second type to implement the flight order calculation law, software of the first type and software of the second type being dissimilar.
    In a first embodiment, the at least one flight parameter of the aircraft is a Boolean type parameter such that a change in the consolidated value of the at least one flight parameter of the aircraft corresponds to a transition from the flight order calculation law.
    Advantageously, the common consolidation algorithm used by the primary computers to determine the consolidated value of the at least one flight parameter of boolean type is configured so as to determine a consolidated value of said at least one flight parameter corresponding to a transition from the flight order calculation law, when at least half of the values of said at least one flight parameter of the aircraft used for consolidation, on the one hand correspond to a transition from the law of calculation of the flight order and, on the other hand, come from at least one computer of the first type and from at least one computer of the second type.
    In particular, a value of said at least one flight parameter corresponds to a transition from the flight order calculation law when this value is equal to “TRUE”, the number of primary computers is equal to four primary computers distributed into two primary computers of the first type and two primary computers of the second type and, the common consolidation algorithm used by the primary computers to determine the consolidated value of the at least one flight parameter of boolean type is configured so as to determine the consolidated value of said at least one flight parameter using the following formula:
    Vcon = (V1A OR V4A) AND (V2B OR V3C) in which:
    Vcon is the consolidated value of said at least one flight parameter,
    V1A and V4A are the values of said at least one flight parameter originating respectively from the two primary computers of the first type; and V2B and V3B are the values of said at least one flight parameter originating respectively from the two primary computers of the second type.
    In a second embodiment, the at least one flight parameter of the aircraft is a digital type parameter and each of the at least four primary computers is configured to determine whether the consolidated value of the at least one flight parameter is valid and to degrade the level of the calculation law if the consolidated value of the at least one flight parameter is not valid. In particular, the consolidated value of at least one flight parameter is considered valid if it is consistent with values of said at least one flight parameter from the various primary computers.
    Advantageously, the number of primary computers is equal to four primary computers divided into two primary computers of the first type and two primary computers of the second type and, each of the four primary computers is configured to determine that the consolidated value of the at least a flight parameter is valid when the consolidated value of the at least one flight parameter is consistent with at least one of the values of said at least one flight parameter coming from primary computers of the first type and with at least one of the values of said au minus a flight parameter from the primary computers of the second type.
    In a third embodiment, the at least one flight parameter of the aircraft is a parameter of digital type representative of an operating mode of an automatic pilot of the aircraft, this parameter of digital type being capable of take a finite number of predetermined values each associated with an operating mode of the automatic pilot of the aircraft.
    Advantageously, the common consolidation algorithm used by the primary computers to determine the consolidated value of the at least one flight parameter is configured so as to determine a consolidated value of said at least one flight parameter corresponding to a value mainly presents among the values of said at least one flight parameter coming from the various primary computers, if this value corresponds to at least one of the values of said at least one flight parameter coming from primary computers of the first type and to at least one of the values of said at minus a flight parameter from the primary computers of the second type.
    The invention also relates to an aircraft comprising a flight control system as mentioned above.
    DETAILED DESCRIPTION :
    The invention will be better understood on reading the description which follows and on examining the appended figures.
    Figure 1 illustrates in a simplified manner an aircraft comprising a cockpit.
    FIG. 2 schematically illustrates an embodiment, in accordance with the invention, of a flight control system of an aircraft.
    The aircraft 1 shown in FIG. 1 comprises a flight control system 20 as shown in FIG. 2. This flight control system comprises a set of primary computers 12a, 12b, 12c, 12d for calculating flight control flight of the aircraft. Advantageously, the flight control system further comprises two secondary computers 13a, 13b for the calculation of flight commands. The different computers are labeled FCC1 to FCC6 in the figure, for "Flight Control Computer" in English. They are for example located in an avionics hold 2 of the aircraft. The computers are divided into two groups 10a (comprising the primary computers 12a, 12b and the secondary computer 13a) and 10b (comprising the primary computers 12c, 12d and the secondary computer 13b). The two groups 10a and 10b are located at different locations, for example situated on either side of a longitudinal axis of the aircraft, so as to avoid common failures. The various computers are connected to a communication network 14 of the aircraft (labeled "Net" in the figure). The flight control system 20 also includes controllers 16a, 16b (labeled "Contl", "Cont2" in the figure) of actuators 18a, 18b (labeled "Act1", "Act2" in the figure). These actuators are in particular actuators for the control surfaces of the aircraft. The actuator controllers are also connected to the communication network 14.
    In operation, the primary computers 12a, 12b, 12c, 12d receive piloting instructions coming from piloting bodies actuated by a pilot in a cockpit 3 of the aircraft or from an automatic piloting system of the aircraft. The role of the computers is to calculate commands, called flight orders, to be sent to the controllers 16a, 16b of the actuators 18a, 18b from information received from the piloting bodies (or from the automatic piloting system) and from current flight parameters. . This calculation obeys a law among a set of possible laws. By default, the calculation is performed according to a law called normal law. The other laws are implemented to deal with a degradation of the information available, for example in the event of loss of certain flight parameters following possible failures of the aircraft providing these parameters. A succession of laws are therefore implemented to compensate for an increasingly significant degradation of the available parameters. As a last resort, a so-called direct law transmits the instructions obtained from the steering bodies directly to the actuators, the steering then being entirely controlled by the pilot without modification. The secondary computers 13a, 13b control the actuators when the primary computers are no longer operational. Each computer runs software whose type is symbolized by a letter in parentheses in the figure. The primary computers 12a and 12c, of a first type, execute a first software, named "A", which implements all the laws available. The primary computers 12b and 12d, of a second type, execute a second software, named "B", which also implements all the available laws. The secondary computers 13a and 13b execute a third software, named "C" which implements only the direct law. The fact that the computers are of several dissimilar types of software allows the flight control system to be robust to a common failure of software origin.
    The four primary computers 12a, 12b, 12c, 12d shown in the figure are organized to form four command / monitor pairs. These four couples are for example the couples (FCC1, FCC5), (FCC2, FCC1), (FCC4, FCC2) and (FCC5, FCC4). The first torque calculator operates in command mode and the second in monitor mode. Each primary computer participates in two pairs, once as a control unit and once as a monitoring unit. Advantageously, the control and monitoring units of each pair execute dissimilar software. The secondary computers form a particular command / monitor pair: the pair (FCC3, FCC6). Each computer couple can be seen as a duplex control / virtual monitor computer. These couples are given by way of examples, other couples can be formed by permutation and according to the number of computers implemented in a particular solution.
    Each couple advantageously has a validity state calculated by each torque calculator. According to the exemplary embodiment, a torque calculator determines the validity of this couple according to the following criteria:
    • The other calculator is perceived as valid.
    • The two computers implement different software.
    • The flight orders calculated by the two computers are available and calculated according to the same flight law.
    • The difference in absolute value between the two calculated flight orders is less than a tolerance threshold.
    According to an embodiment of the invention, the four primary computers 12a, 12b, 12c, 12d each acquire a value of at least one flight parameter of the aircraft necessary for the calculation of a flight order. Each of the primary computers transmits this value of the at least one flight parameter to the other primary computers. Thus, each primary computer has both the value of the at least one flight parameter that it has acquired itself, as well as the values of the at least one flight parameter acquired by the three other primary computers . Each primary computer determines a consolidated value of said at least one flight parameter of the aircraft as a function of the value of the at least one flight parameter which it has itself acquired, as well as values of the at least a flight parameter acquired by the other three primary computers. The different primary computers 12a, 12b, 12c, 12d use the same consolidation algorithm to each calculate a consolidated value of the at least one flight parameter. The consolidated values calculated by the various primary computers are thus calculated using the same consolidation algorithm: these values should therefore be similar. Each of the primary computers then calculates the flight order, by means of a calculation law, as a function of the consolidated value of the at least one flight parameter of the aircraft. Since the flight orders calculated by the different primary computers are calculated as a function of similar consolidated values for the different primary computers, the flight orders calculated by the different computers are themselves supposed to be similar. Consequently, each primary computer performs a unique flight order calculation, the result of which is used both when it operates in command mode within the first command / virtual monitor pair and when it acts in monitor mode within of the second command / virtual monitor pair. It is no longer necessary, as in the aforementioned prior art, to carry out a first calculation based on a first consolidated value of the flight parameter (when the primary computer acts in command mode within the first command / virtual monitor pair) and a second calculation based on a second consolidated value of the flight parameter (when the primary computer acts in monitor mode within the second command / virtual monitor pair). This is particularly advantageous since this results in a significant reduction in the computing load of the various primary computers.
    In a first embodiment, the at least one flight parameter of the aircraft is a Boolean type parameter such that a change in the consolidated value of the at least one flight parameter of the aircraft corresponds to a transition from the flight order calculation law. This flight parameter corresponds for example to a flight phase of the aircraft (such as taxiing, takeoff, uphill flight, cruise flight, descent flight, landing, etc.). During landing, a Boolean type flight parameter corresponds for example to a condition for engaging a piloting law making it possible to fly a flare phase of the aircraft trajectory . A change from a FALSE value to a TRUE value of said flight parameter corresponds to a transition from the flight order calculation law, from a descent law to the landing runway, towards said law making it possible to fly a rounding phase.
    Advantageously, the common consolidation algorithm used by the primary computers to determine the consolidated value of the at least one flight parameter of boolean type is configured so as to determine a consolidated value of said at least one flight parameter corresponding to a transition from the flight order calculation law, when at least half of the values of said at least one flight parameter of the aircraft used for consolidation, on the one hand correspond to a transition from the law of flight order calculation and, on the other hand, come from at least one computer of the first type (running type A software) and from at least one computer of the second type (running type B software). In a particular exemplary embodiment, a value of the at least one flight parameter corresponds to a transition from the flight order calculation law when this value is equal to "TRUE". The common consolidation algorithm used by the primary computers to determine the consolidated value of the at least one flight parameter of boolean type is then configured so as to determine the consolidated value of said at least one flight parameter using for example the following formula:
    Vcon = (V1A OR V4A) AND (V2B OR V3C) in which:
    Vcon is the consolidated value of said at least one flight parameter,
    V1A and V4A are the values of said at least one flight parameter originating respectively from the two primary computers 12a and 12c of the first type;
    and
    V2B and V3B are the values of said at least one flight parameter originating respectively from the two primary computers 12b and 12d of the second type.
    The value of Vcon is TRUE when at least one of the values V1A or V4A (from the computers 12a, 12c of the first type) is TRUE and, at least one of the values V2B or V3B (from the computers 12b, 12d of the second type) is TRUE.
    Other formulas can be used for the calculation of the consolidated value, for example:
    Vcon = (V1A OR V4A) OR (V2B OR V3C) or also:
    Vcon = (V1A AND V4A) OR (V2B AND V3C)
    The values of the at least one flight parameter coming from one or more other primary computers may sometimes not be available from the primary computer considered, for example due to a failure of said other primary computers or due to a problem communication between the computers. In such a case, according to a first alternative, these values of the at least one flight parameter are considered equal to FALSE for the calculation of the consolidated value. According to a second alternative, these values of the at least one flight parameter are considered equal to TRUE.
    Advantageously, when only two values of the at least one flight parameter are available for the calculation of the consolidated value, then the consolidated value is equal to TRUE if these two values are equal to TRUE, regardless of the software type primary computers having acquired said values. Failure to take into account the software type of said computers improves the availability of the consolidated value. When less than two values of the at least one flight parameter are available, the primary computer does not calculate the consolidated value and it uses a degraded law for the calculation of the flight order.
    In a second embodiment, the at least one flight parameter of the aircraft is a parameter of numerical type, for example a speed of the aircraft, an altitude of the aircraft, etc. Each of the primary computers 12a, 12b, 12c, 12d determines a consolidated value of the at least one flight parameter. In an exemplary embodiment, the algorithm used by a primary computer to determine this consolidated value is as follows:
    - if 4 values of the at least one flight parameter from the different computers are available for this computer, then the consolidated value corresponds to the second, in ascending order, of said 4 values;
    - if 3 values of the at least one flight parameter from the various computers are available for this computer, then the consolidated value corresponds to the median value of said 3 values;
    - if 2 values of the at least one flight parameter from the various computers are available for this computer, then the consolidated value corresponds to the average value of said 2 values;
    - if less than 2 values of the at least one flight parameter from the various computers are available for this computer, then the primary computer does not determine the consolidated value and it uses a degraded law for the calculation of the flight order .
    Each of the primary computers 12a, 12b, 12c, 12d further determines whether the consolidated value thus determined is valid, that is to say if it is consistent with the values of said at least one flight parameter coming from the various primary computers. The primary computer uses a degraded law for the calculation of the flight order if the consolidated value of at least one flight parameter is not valid. In particular, the consolidated value is determined to be consistent with a value of the flight parameter if a distance between the consolidated value and this value of the flight parameter is less than a predetermined threshold during a determined time interval. Advantageously, the consolidated value of the at least one flight parameter is determined to be valid when the consolidated value of the at least one flight parameter is consistent with at least one of the values of said at least one flight parameter coming from the computers. primary 12a, 12c of the first type and with at least one of the values of said at least one flight parameter coming from the primary computers 12b, 12d of the second type. In particular, when only two values of the at least one flight parameter from the different computers are available for this computer, then the consolidated value of the at least one flight parameter is determined to be valid when it is consistent with these two values, whatever the software type of the primary computers having acquired said values. Failure to take into account the software type of said computers improves the availability of the consolidated value.
    In a third embodiment, the at least one flight parameter of the aircraft is a parameter of digital type representative of an operating mode of an automatic pilot of the aircraft. This digital type parameter is capable of taking a finite number of predetermined values each associated with an operating mode of the automatic pilot of the aircraft. The current operating mode of the autopilot corresponds in particular to a so-called "engaged" mode of the autopilot, the value of which is for example provided by an FCU system ("Flight Control Unit" in English) of the aircraft cockpit.
    Advantageously, the common consolidation algorithm used by the primary computers to determine the consolidated value of the at least one flight parameter determines a consolidated value of said at least one flight parameter corresponding to a value mainly present among the values of said at least one flight parameter from the various primary computers, if this value corresponds to at least one of the values of said at least one flight parameter from primary computers of the first type and to at least one of the values of said at least one flight parameter from primary computers of the second type. When there is not a value predominantly present among the values of the at least one flight parameter, but several values represented equally, then the consolidated value corresponds to that of said values represented equally representing a mode of operation the highest priority of the autopilot, a priority order being associated with each of the different operating modes of the autopilot.
    When the consolidated value corresponds to an operating mode of the automatic pilot different from the current engaged mode, then the primary computer chooses this operating mode as the new engaged mode of the automatic pilot, then it calculates the flight orders of the actuators 18a, 18b as a function of said new automatic pilot mode.
    In a particular embodiment, when the values from at least 3 primary computers are available to determine the consolidated value, if the determined value does not correspond to at least one of the values of the at least one flight parameter coming from the primary computers of the first type and at least one of the values of the at least one flight parameter coming from the primary computers of the second type, then the primary computer keeps unchanged the current engaged mode of the automatic pilot.
    The flight control system 20 has been described in the particular case of the example shown in FIG. 2, comprising 4 primary computers. This example is not limitative of the invention. Indeed, according to other embodiments in accordance with the invention, the flight control system may include a higher number of primary computers, for example 6 or 8 primary computers. These then operate, for example, according to the same principles as those used for the 4 computers 12a, 12b, 12c, 12d of the system described above. In the case of a system comprising 6 primary computers, these can be of two or three different software types. In the case of a system comprising 8 primary computers, these can be of two, three or four different types of software.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1- Flight control system (20) of an aircraft (1) comprising a set of at least four primary computers (12a, 12b, 12c, 12d) for the calculation of flight controls of the aircraft, connected between them by a communication network (14), in which each of the at least four primary computers is configured to calculate a flight order intended for a remote controller (16a, 16b) of a steering actuator (18a, 18b) of the 'aircraft, each of the primary computers participating:
    - in command mode within a first command / virtual monitor pair consisting of said computer and a first of the other primary computers acting in monitor mode on behalf of said first command / virtual monitor pair; and
    - in monitor mode within a second command / virtual monitor pair consisting of said computer and a second of the other primary computers acting in command mode on behalf of said second command / virtual monitor pair, in which the flight order is calculated as a function of at least one flight parameter of the aircraft, characterized in that each of said at least four primary computers is configured for:
    - acquire a value of at least one flight parameter of the aircraft, transmit this value to the other primary computers and receive values of the at least one flight parameter of the aircraft transmitted by the other primary computers;
    determining a consolidated value of said at least one flight parameter of the aircraft as a function of the value acquired from said at least one flight parameter of the aircraft and of the values of said at least one flight parameter of the aircraft received from the others primary computers, using a common consolidation algorithm also used by the other primary computers to each determine a consolidated value of said at least one flight parameter of the aircraft;
    - calculate the flight order intended for the remote controller (16a, 16b), by means of a calculation law, as a function of the consolidated value of said at least one flight parameter of the aircraft, according to a single calculation whose result is used by the computer as well when it acts in command mode within the first command / virtual monitor couple as when it acts in monitor mode within the second command / virtual monitor couple.
    [2" id="c-fr-0002]
    2- System according to claim 1, characterized in that the primary computers are of at least two types (A, B), a first type of primary computers implementing software of a first type (A) to implement the flight order calculation law and, a second type of primary computers using software of a second type (B) to implement the flight order calculation law, software of the first type and the software of the second type being dissimilar.
    [3" id="c-fr-0003]
    3- System according to claim 2, characterized in that, the at least one flight parameter of the aircraft is a Boolean type parameter such as a change in the consolidated value of the at least one flight parameter of the aircraft corresponds to a transition from the flight order calculation law.
    [4" id="c-fr-0004]
    4- System according to claim 3, characterized in that the common consolidation algorithm used by the primary computers to determine the consolidated value of the at least one flight parameter of boolean type is configured so as to determine a consolidated value of said at least one flight parameter corresponding to a transition from the flight order calculation law, when at least half of the values of said at least one flight parameter of the aircraft used for consolidation, on the one hand correspond to a transition from the flight order calculation law and, on the other hand, come from at least one computer of the first type and from at least one computer of the second type.
    [5" id="c-fr-0005]
    5- System according to claim 4, characterized in that a value of said at least one flight parameter corresponds to a transition from the flight order calculation law when this value is equal to "TRUE", in that the number of primary computers is equal to four primary computers divided into two primary computers of the first type and two primary computers of the second type and, in that the common consolidation algorithm used by the primary computers to determine the consolidated value of the at least one flight parameter of boolean type is configured so as to determine the consolidated value of said at least one flight parameter using the following formula:
    Vcon = (V1A OR V4A) AND (V2B OR V3C) in which:
    Vcon is the consolidated value of said at least one flight parameter,
    V1A and V4A are the values of said at least one flight parameter originating respectively from the two primary computers of the first type; and V2B and V3B are the values of said at least one flight parameter originating respectively from the two primary computers of the second type.
    [6" id="c-fr-0006]
    6- System according to claim 2, characterized in that the at least one flight parameter of the aircraft is a numerical type parameter and each of the at least four primary computers is configured to determine whether the consolidated value of the at least one flight parameter is valid and to degrade the level of the calculation law if the consolidated value of the at least one flight parameter is not valid.
    [7" id="c-fr-0007]
    7- System according to claim 6, characterized in that the number of primary computers is equal to four primary computers distributed in two primary computers of the first type and two primary computers of the second type and, in that each of the four primary computers is configured to determine that the consolidated value of the at least one flight parameter is valid when the consolidated value of the at least one flight parameter is consistent with at least one of the values of said at least one flight parameter coming from the primary computers of the first type and with at least one of the values of said at least one flight parameter coming from primary computers of the second type.
    [8" id="c-fr-0008]
    8- System according to claim 2, characterized in that the at least one flight parameter of the aircraft is a parameter of digital type representative of an operating mode of an automatic pilot of the aircraft, this parameter of digital type being capable of taking a finite number of predetermined values each associated with a mode of operation of the automatic pilot of the aircraft.
    [9" id="c-fr-0009]
    9- System according to claim 8, characterized in that the common consolidation algorithm used by the primary computers to determine the consolidated value of the at least one flight parameter is configured so as to determine a consolidated value of said at least one flight parameter corresponding to a value mainly present among the values of said at least one flight parameter coming from different primary computers, if this value corresponds to at least one of the values of said at least one flight parameter coming from primary computers of the first type and to at least one of the values of said at least one flight parameter coming from primary computers of the second type.
    [10" id="c-fr-0010]
    10- An aircraft comprising a flight control system (20) according to any one of claims 1 to 9.
    1/2
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    法律状态:
    2018-04-20| PLFP| Fee payment|Year of fee payment: 2 |
    2018-10-12| PLSC| Publication of the preliminary search report|Effective date: 20181012 |
    2019-04-18| PLFP| Fee payment|Year of fee payment: 3 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 4 |
    2022-01-07| ST| Notification of lapse|Effective date: 20211205 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1753040A|FR3064979B1|2017-04-07|2017-04-07|FLIGHT CONTROL SYSTEM OF AN AIRCRAFT|
    FR1753040|2017-04-07|FR1753040A| FR3064979B1|2017-04-07|2017-04-07|FLIGHT CONTROL SYSTEM OF AN AIRCRAFT|
    EP18163902.2A| EP3385809B1|2017-04-07|2018-03-26|Flight control system of an aircraft|
    CN201810287043.0A| CN108693793A|2017-04-07|2018-03-30|Vehicle flight control system and aircraft|
    US15/944,281| US10940940B2|2017-04-07|2018-04-03|Aircraft flight control system|
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