• 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 invention relates to a method for transmitting flight parameters from a leading aircraft (L) to at least one intruder aircraft (I). According to the invention, the transmission is effected by means of a TC AS type collision avoidance system to which is connected a flight parameter emission authorization system having a database comprising coordinates defining a volume. , said confidence volume (C), lower than the TCAS monitoring volume. The authorizing aircraft's flight parameter emission authorizing authorization system authorizes, for an intruder aircraft identified as flying in the confidence volume, the transmission of at least one flight parameter of the leading aircraft so that the intruder aircraft can calculate the position of wake vortex centers (14L, 15L) generated by the leading aircraft (L) or the driving force of said wake vortices (14L, 15L). The exchange of flight parameters from the leading aircraft only to intruding aircraft flying within the restricted-size confidence volume makes it possible to not exceed the maximum capacity of the bandwidth of the automated communication.
    公开号:FR3065107A1
    申请号:FR1753139
    申请日:2017-04-11
    公开日:2018-10-12
    发明作者:Jean-Luc Robin；Mathieu HIALE-GUILHAMOU
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    (54) METHOD FOR TRANSMITTING INTRUDED PARAMETERS.
    FR 3 065 107 - A1
    The invention relates to a method for transmitting flight parameters from a leading aircraft (L) to at least one intruding aircraft (I). According to the invention, the transmission is carried out by means of a TC AS type collision avoidance system to which is connected a flight parameter emission authorization system having a database comprising coordinates defining a volume , called confidence volume (C), lower than the TCAS surveillance volume. The lead aircraft flight parameter authorization system authorizes, only for an intruder aircraft identified as flying within the confidence volume, the transmission of at least one flight parameter of the lead aircraft so that that the intruder aircraft can calculate the position of centers of wake vortices (14L, 15L) generated by the leading aircraft (L) or the force of circulation of said wake vortices (14L, 15L).
    The exchange of flight parameters from the leading aircraft only to intruder aircraft flying in the confidence volume of restricted dimensions makes it possible not to exceed the maximum capacity of the bandwidth of the automated communication.
    HE
    METHOD FOR TRANSMITTING FLIGHT PARAMETERS FROM A LEADING AIRCRAFT TO AN INTRUDED AIRCRAFT
    The present invention relates to a method for transmitting flight parameters from an aircraft, called a leading aircraft, to at least one other aircraft, called an intruder aircraft, so that said / intruder aircraft can calculate precisely the positions of the wake vortex centers. generated by the leading aircraft in its wake or the force of movement of said wake vortices.
    An aircraft in flight generates in its wake two wake vortices (wake vortex in English terminology). From the wings, the vortices first tend to approach each other, then to maintain a more or less constant distance between them while losing altitude relative to the altitude at which they have been generated.
    The formation of wake vortices behind an aircraft is well known and documented, and the position of the centers of the vortices generated by an aircraft is in particular obtained by calculating their rate of descent. This depends on the flight parameters of the aircraft such as mass, altitude, roll angle, aerodynamic configuration, wingspan, air density at the flight point, speed ,. ....
    It is advantageous for an aircraft, called an intruder, to be able to calculate precisely the positions of the vortices generated in the wake by an aircraft, called a leader, in order to:
    - to fly in formation behind the leading aircraft while making the most of the rising winds of the vortices in order to reduce its fuel consumption; or
    - to avoid undergoing turbulence induced by vortices.
    For an intruder aircraft flying in formation behind a leading aircraft, it is also interesting to calculate the circulation force of the wake vortices generated by the leading aircraft in order to settle efficiently in the ascending winds of the vortices. The circulation force can also be calculated by knowing the flight parameters of the leading aircraft such as mass, wingspan, air density at the flight point, speed, .....
    In known manner, nearby aircraft communicate data with each other in an automated manner, in particular via an active collision avoidance device of the TCAS (Traffic collision avoidance System) type. Such an aircraft system can monitor up to forty-five other aircraft flying in a TCAS surveillance volume, and therefore the bandwidth of automated data communications between aircraft must be limited so that only the altitude , necessary to predict a risk of collision, is exchanged. Consequently, due to the limitation of the bandwidth, the flight parameters necessary for the calculation of the speed of descent of the centers of the vortices generated by the leading aircraft or for the calculation of the force of circulation of said wake vortices cannot be transmitted to the intruder aircraft.
    An object of the present invention is to respond to this problem and to allow the automatic transmission (without human intervention) of flight parameters from a leading aircraft to an intruder aircraft, so that the intruder aircraft can calculate the positions of the centers wake vortices generated by the leading aircraft or the circulation force of said wake vortices.
    To this end, the invention relates to a method of transmitting flight parameters from a leading aircraft to at least one intruding aircraft, each aircraft comprising:
    a collision avoidance system configured to detect the likelihood of collisions with other aircraft flying in a surveillance volume distributed around the aircraft, said system comprising an interrogator connected to a directional antenna, called an interrogator antenna, and a transponder;
    - a flight management system collecting the flight parameters of the aircraft; and
    a flight parameter emission authorization system connected to the collision avoidance system, the flight parameter emission authorization system having a database comprising coordinates defining a volume, called the confidence volume , the confidence volume is less than the surveillance volume of the aircraft;
    the process comprising the following successive steps:
    - interrogation, in which the interrogator of the leading aircraft transmits an interrogation signal via the interrogator antenna in each of four 90 ° azimuth segments, the interrogation signal containing an address of the aircraft leader;
    - reception, in which the interrogator of the leading aircraft receives, from the transponder of each intruder aircraft being in the surveillance volume, a response signal in response to an interrogation signal from the leading aircraft, the response signal comprising the altitude of the intruder aircraft provided by the flight management system of the intruder aircraft;
    - calculation, in which the interrogator of the lead aircraft, determines the position of each intruder aircraft from the time difference between the emission of the interrogation signal and the reception of a response signal from the intruder aircraft , analysis of a wave carrying said intruder response signal, and knowledge of the altitude of the intruder aircraft;
    - comparison and determination, from the database, of the position of each intruder aircraft with respect to the confidence volume; and
    - only if an intruder aircraft is within the confidence volume, transmission, by the flight parameter authorization system of the leading aircraft, of an instruction to the transponder of the leading aircraft to transmit a signal , said enriched signal, to the interrogator of the intruding aircraft, the enriched signal comprising one or more flight parameters provided by the flight management system of the leading aircraft and allowing the flight management system of the aircraft intruder to calculate the position of centers of wake vortices generated by the leading aircraft or the force of circulation of said wake vortices.
    The basic idea of the invention is the creation of a limited confidence volume, of dimensions smaller than the surveillance volume, in the wake of the leading aircraft, in which, by nature, only a limited number (at least maximum 2) of intruding aircraft may be located.
    The exchange of flight parameters from the leading aircraft only to intruder aircraft flying in the trusted volume of restricted dimension makes it possible not to exceed the maximum capacity of the bandwidth of the automated communication.
    The invention further relates to an aircraft for implementing the transmission method. The aircraft, comprising:
    a collision avoidance system comprising an interrogator connected to a directional antenna, called an interrogator antenna, and a transponder, said collision avoidance system being configured to detect the probabilities of collisions with other aircraft, said aircraft intruder, flying in a surveillance volume distributed around the aircraft;
    - a flight management system collecting the flight parameters of the aircraft;
    the aircraft comprising a flight parameter emission authorization system connected to the collision avoidance system, the flight parameter emission authorization system having a database comprising coordinates defining a volume, called confidence volume, the confidence volume is less than the surveillance volume and the flight management system being configured to calculate the position of wake vortex centers generated by an intruder aircraft from the flight parameters of said intruder aircraft or to calculate the force of circulation of the wake vortices generated by the intruding aircraft.
    The characteristics of the invention mentioned above, as well as others, will appear more clearly on reading the following description of exemplary embodiments, said description being made in relation to the attached figures:
    - Figure 1 is a schematic representation of an aircraft according to the invention comprising a plurality of on-board systems allowing the implementation of a method for transmitting flight parameters according to the invention, including a collision avoidance system , a flight management system and a data transmission authorization system;
    - Figure 2 is a schematic representation of a detail of the connections between the collision avoidance system, the flight management system and the data transmission authorization system of the aircraft of Figure 1;
    - Figure 3 is a schematic representation of a formation of two aircraft as illustrated in Figure 1, including a leading aircraft generating wake vortices and an intruder aircraft flying in formation in the wake of the leading aircraft;
    - Figure 4 is a view similar to Figure 3 in which the intruder aircraft crosses the wake of the leading aircraft;
    - Figure 5 is a schematic view of the steps of a method of transmitting flight parameters according to the invention between a leading aircraft and an intruder aircraft in the case of Figure 3 or Figure 4;
    - Figure 6 is a view similar to Figure 1 in which the aircraft further comprises an AD S-B system; and
    FIG. 7 is a schematic view of the steps of a method for transmitting flight parameters according to the invention between a leading aircraft and an intruder aircraft each comprising an ADS-B system.
    In relation to FIG. 1, an aircraft L, I comprises two wings IL, 2L, and a plurality of systems on board its fuselage 11L, 111, including a flight management system 4L, 41 of the FMS type (flight management System: flight management system) and a collision avoidance system 5L, 51 connected to the flight management system 4L, 41.
    The FMS type 4L, 41 flight management system compiles the flight parameters of the aircraft: mass, altitude, roll angle, aerodynamic configuration, wingspan, air density at the flight point, speed, etc. .
    According to the invention, the flight management system is capable of calculating the center position of wake vortices generated by another aircraft following the reception of flight parameters from said other aircraft.
    In particular, the position of the centers of the vortices generated by an aircraft is obtained by calculating the speed of descent of said vortices, the altitude at which the vortices were generated and the speed and wingspan of the aircraft generating the vortices. The descent speed Wv is, for example, calculated with the following relation:
    τη g iï. s = -'— ~ tt p F m the mass of the aircraft generating the vortices (kg) g the acceleration of gravity (9.81m / s 2 ) p the density of the air at the flight point (kg. m-3)
    V the speed of the aircraft generating the vortices (ms-1) bv the spacing between the 2 vortices (m) = wingspan of the aircraft generating the vortices φ the roll angle of the aircraft generating the vortices (deg ) nz the load factor undergone by the aircraft generating the vortices.
    In a known manner, the collision avoidance system 5L, 51 warns the crew of the leading aircraft of the probability of collisions with other aircraft flying in a monitoring volume distributed around (over 360 °) of the aircraft and whose dimensions are dependent on the speed of the aircraft L, I.
    With reference to FIG. 2, the collision avoidance system is an active device of the TCAS (“Traffic Collision Avoidance System”) type and includes as such:
    - an interrogator 6L, 61, of the central unit type, connected to at least one directional antenna 7L, 71, known as the interrogator antenna, mounted on the aircraft;
    - an 8L, 81 transponder (or XPDR in aeronautical terminology), of the central unit type, connected to at least one 9L, 91 antenna, for example omnidirectional, called transponder antenna, mounted on the aircraft.
    - a conventional alert unit (not shown), of the sound type and / or of the visual type placed in the cockpit of the aircraft; and
    - a display unit (not shown) arranged in the cockpit of the aircraft.
    The dimensions of the monitoring volume are a function of the waves emitted by the interrogator at a predefined power and at predefined angles.
    When two aircraft converge towards each other, each provided with a TCAS type collision avoidance device, each collision avoidance device 5L, 51 of one aircraft determines the position of the other aircraft, said intruder aircraft I, and estimates a collision time with the intruder aircraft I. The collision avoidance device 5L, 51 issues a traffic alert informing the crew of a possible future collision, or issues a maneuver order crew and the 4L flight management system 41 to remove the aircraft from the possibility of collision. Alerts / orders are materialized by voice messages emitted by the alert unit and by the display of information by the display unit.
    According to the invention, the aircraft L, I further comprises a system for authorizing the emission of flight parameters 20L, 20I connected to the flight management system 4L, 41 and to the collision avoidance system 5L, 51 The system for authorizing the transmission of flight parameters 20L, I is of the central unit type and comprises in known manner at least one processor 21L, 211 and memories (not shown). A database 22L, 221 is stored in at least one of the memories.
    The database 22L, 221 comprises coordinates, in a reference frame linked to the aircraft L, I, defining a volume, called the confidence volume, located behind the aircraft L, I and having dimensions smaller than those of the volume of surveillance.
    The volume of confidence is, for example, fixed and extends in length over 2 nautical miles (3,704 km) behind the aircraft, in height over 3,200 feet (975.36 m), and in width over 9,200 m. The width and height ranges are distributed, respectively, equitably around a median plane and the wing plane (i.e. the plane perpendicular to the median plane and which separates the fuselage of the aircraft into a part upper and lower part) of the aircraft L, I. With such a definition of the volume of confidence, it is estimated that only 1 or 2 aircraft at most intruders can be in said volume of confidence.
    The memories also include instructions executed by the at least one 2IL processor, 211 to determine whether the position, determined by the collision avoidance system, of an intruder aircraft I flying near the aircraft LI is located in or out of the trust volume.
    Finally, the memories include instructions executed by the at least one processor 21L, 211 for, as long as the intruder aircraft is in the trusted volume, authorize the transmission, to the intruder aircraft, of flight parameters which will allow the latter to calculate the position of the wake vortices generated by the aircraft LI. More specifically, the flight parameters provided by the flight management system 4L, 41 are sent by means of a signal transmitted by the transponder 8L, 81 to the interrogator of the intruder aircraft I.
    The method according to the invention will be explained in relation to FIGS. 3 to 5. We consider an aircraft L, called a leading aircraft, generating at each of its two wings IL, 2L a wake vortex 14L, 15L (respectively port side) - starboard) and a plurality of intruder aircraft I flying in the surveillance volume of the leading aircraft L.
    A single intruder aircraft I is represented in FIGS. 3 and 4: an intruder aircraft I flying in formation behind the leading aircraft L in FIG. 3, or, in FIG. 4, an intruder aircraft I crossing the wake of the aircraft leader L with a heading substantially perpendicular to that of the leader aircraft L.
    Each of the leader L or intruder I aircraft is equipped as described above with reference to FIGS. 1-2. References have the suffix L for the lead aircraft, or I for the intruder aircraft.
    According to the invention, the following series of steps is implemented at the level of the leading aircraft L in a cyclical manner, for example every second.
    in an interrogation step E1, the interrogator 6L of the lead aircraft questions the transponders 81 of the intruder aircraft I, by sending, via the interrogator antenna 7L, interrogation signals on 1030 MHz in each of the four 90 ° azimuth segments. An interrogation signal contains an address of the leading aircraft L;
    - In a reception step E2, each transponder 81 of an intruding aircraft receiving the interrogation signal from the leading aircraft L responds, on 1090 MHz, to the interrogation signal from the leading aircraft L by transmitting, via l transponder antenna 91, a response signal to the address of the leading aircraft L. The response signal is received and processed by the interrogator 6L of the leading aircraft and consists of a series of pulses which contain identifiers of the intruder aircraft I, as well as information on the altitude of the intruder aircraft I;
    - In a calculation step E3, the interrogator 6L of the leading aircraft 1, determines the position, relative to the leading aircraft L, of each intruder aircraft I which has responded to the interrogation signal. To this end, in a first sub-step E3a, from the time difference between the transmission of the interrogation signal and the reception of a response signal, the interrogator 6L calculates the distance between the leading aircraft L and the intruder aircraft I. In a second sub-step E3b, the interrogator 6L of the lead aircraft, calculates the bearing (in English bearing) of the intruder aircraft I by interferometry by analyzing the wave carrying the response signal received by the 7L directional antenna. In a third sub-step E3c, the interrogator of the leading aircraft 6L knowing the altitude, the bearing and the distance of each intruder aircraft I questioned and having replied, constructs a three-dimensional map of the position, in the frame of reference of the leading aircraft L, intruder aircraft I having responded to the interrogation signal. The 6L interrogator determines whether there is a threat of collision and reacts accordingly as described above, by issuing traffic alerts or avoidance maneuver orders.
    The sequence of interrogation, response and calculation steps (steps E1 to E3) occurs cyclically, for example several times per second. The speed of each intruder aircraft I is calculated between two cycles by the interrogator 6L of the leading aircraft.
    It should be noted that the series of interrogation, reception and calculation steps are also implemented at the level of each intruder aircraft I, also cyclically. During these steps, the transponder 8L of the lead aircraft L interrogated by an intruder aircraft I transmits, via its transponder antenna 9L, a response signal to the interrogator 61 of the intruder aircraft, said response signal comprising the altitude of the leading aircraft L.
    Following a step E3 of calculating a cycle, the authorization system for the emission of flight parameters 20L of the leading aircraft, in a comparison and determination step E4, determines from the base data 22 if the position of each intruder aircraft I calculated in the calculation step E3 is within the confidence volume C.
    If an intruding aircraft is within the confidence volume, in a transmission step E5, the flight parameter authorization authorization system 20L of the leading aircraft transmits an instruction to the transponder 8L of the leading aircraft L for transmit a signal, said enriched signal, to the interrogator 61 of the intruding aircraft.
    The content of the enriched signal one or more flight parameters, other than the altitude, provided by the flight management system of the leading aircraft 4L and which will allow the flight management system 41 of the intruding aircraft to calculate with precision the position of the centers of the vortices 14L, 15L generated by the leading aircraft L.
    On the other hand, if the intruder aircraft I is outside the confidence volume, the flight parameter authorization system 20L does not transmit any instructions to the transponder 8L of the leading aircraft.
    The comparison step E4 is implemented by the flight parameter authorization authorization system 20L of the leading aircraft at each new cycle of the series of interrogation, response and calculation steps (steps El to E3). Consequently, the flight parameters allowing the calculation of the position of the centers of the wake vortices of the leading aircraft are only transmitted to an intruding aircraft I as long as the latter is within the confidence volume C.
    The basic idea of the invention is the creation of a limited confidence volume, of dimensions smaller than the surveillance volume, in the wake of the leading aircraft, in which, by nature, only a limited number (at least maximum 2) of intruding aircraft may be located. It is thus possible to transmit other flight parameters of the leading aircraft than the altitude to a limited number of intruder aircraft identified as flying in said confidence volume without exceeding the capacity of the communication bandwidth.
    ίο
    With the knowledge of these flight parameters, the flight management system 4L of the intruder aircraft I can precisely calculate the positions of the vortices 14a-b generated by the lead aircraft L so:
    - to fly in formation behind the leading aircraft L while making the most of the rising winds of the vortices in order to reduce its fuel consumption (case of Figure 3); or
    - to avoid undergoing turbulence induced by vortices (case of the figure
    4) ·
    Advantageously, in order to further optimize the use of bandwidth, the processor 2IL of the flight parameter authorization authorization system 20L of the leading aircraft (calculating the speed of the intruder aircraft I calculated over two cycles E1-E3) determines the time remaining for an intruder aircraft I in the confidence volume C before leaving the confidence volume C. If the time is less than a predetermined time (for example 5 seconds), the step E5 is not implemented by the parameter emission authorization system 20L even if the intruder aircraft I is still within the confidence volume C.
    As a variant, and with reference to FIG. 6, the lead aircraft L and the intruder aircraft I are each equipped with an automated air traffic control system 50L, 501 of the ADS-B type (Automatic depend surveillance-broadcast or automated air traffic control system) connected to the collision avoidance system and to a satellite positioning system 5 IL, 511 (not shown in the figures). The messages of the automated air traffic control system 50L, 501, emitted periodically (for example every second) and exchanged between an intruder aircraft I and a leader aircraft M, via the aircraft transponders 8L, 81, contain the coordinates (provided by the satellite positioning system) in the terrestrial geographic reference system.
    Considering this variant, and with reference to FIG. 7, the method as described above is completed by a confirmation step, E3bis, successive to the calculation step E3. During the confirmation step E3bis, the position of the intruder aircraft I determined in the calculation step E3 is compared with the position of the intruder aircraft I given by reading the last message from the automated air traffic control system emitted by the intruder aircraft I. If the positions match, to within a margin of error, the comparison step E4 is implemented, otherwise, if the difference between the two positions is too large (greater than 15% ), the comparison step E4 is not implemented.
    This variant is advantageous in that it makes it possible to verify that the response signal from the intruder aircraft I, received at the reception step E2, is not diverted by an individual wishing to know the flight parameters of the aircraft point guard L.
    In a variant, so that the flight parameters (other than the altitude) of the leading aircraft are only available to an intruder plane I flying in the confidence volume C, the wave of the enriched signal is transmitted (at transmission step E5), by the transponder 8L of the lead aircraft, at a limited power so that it cannot propagate beyond a distance greater than a distance that the lead aircraft has determined calculation step E3, to within a margin of error so as to take account of unfavorable wave propagation conditions.
    This variant is advantageous in that it makes it possible to verify that the flight parameters (other than the altitude) transmitted to the intruding aircraft cannot be intercepted by an individual wishing to know these flight parameters from the leading aircraft. .
    According to the invention, the enriched signal may comprise only a single flight parameter, which in this case is the mass of the leading aircraft. In fact, this is the only flight parameter that cannot be estimated and whose knowledge is necessary for the flight management system to calculate the descent speed from the centers of the vortices. The other flight parameters such as the speed and the altitude of the leading aircraft are known / deduced from the conventional data communication between the collision avoidance systems of the TCAS type. Thus, in particular, the transponder 8L of a leading aircraft L located in the surveillance volume of the intruding aircraft, and interrogated by the intruding aircraft I transmits, via its transponder antenna 9L, a response signal to the interrogator 61 of the intruding aircraft, said response signal comprising the altitude of the leading aircraft L.
    In addition to calculating the positions of the centers of the wake vortices (14L, 15L) generated by the leading aircraft L, the flight management system of an intruder aircraft 41, receiving the flight parameters of the leading aircraft L, can be configured to calculate other characteristics of wake vortices generated by a leading aircraft. Thus, the flight management system of the intruder aircraft 41 can be configured to also calculate the circulation force Γ of the wake vortices generated by the leading aircraft to settle efficiently, when it flies in formation behind the leading aircraft, in the ascending winds of the vortices.
    The circulation force Γ is, for example, calculated with the following relation:
    m · e · s, = -az p -F -¾ where m the mass of the aircraft generating the vortices (kg) g the acceleration of gravity (9.81m / s 2 ) p the density of the air at flight point (kg.m-3)
    V the speed of the aircraft generating the vortices (m.s-1) bv the spacing between the 2 vortices (m) = wingspan of the aircraft generating the vortices nz the load factor undergone by the aircraft (g).
    权利要求:
    Claims (5)
    [1" id="c-fr-0001]
    1) Method for transmitting flight parameters from a leading aircraft (L) to at least one intruder aircraft (I) allowing said intruder aircraft (I) to calculate the positions of the centers of the wake vortices (14L, 15L) generated by the leading aircraft (L) or calculating the circulation force of said wake vortices (14L, 15L), each aircraft comprising:
    a collision avoidance system (5L, 51) configured to detect the likelihood of collisions with other aircraft flying in a surveillance volume distributed around the aircraft, said system comprising an interrogator (6L, 61) connected to a directional antenna (7L, 71), called an interrogator antenna, and a transponder (8L, 81);
    - a flight management system (4L, 41) collecting the flight parameters of the aircraft; and
    a flight parameter emission authorization system (20L) connected to the collision avoidance system (5L), the flight parameter emission authorization system having a database (22L) comprising coordinates defining a volume, called the confidence volume (C), the confidence volume is less than the surveillance volume of the aircraft;
    characterized in that the method comprises the following successive steps:
    - interrogation (El), in which the interrogator (6L) of the leading aircraft transmits an interrogation signal via the interrogator antenna (7L) in each of four segments of azimuth of 90 °, the signal d interrogation containing an address of the leading aircraft (L);
    - reception (E2), in which the interrogator (6L) of the lead aircraft (L) receives, from the transponder (81) of each intruder aircraft in the surveillance volume, a response signal in response to a signal d interrogation of the leading aircraft (L), the response signal comprising the altitude of the intruding aircraft (I) supplied by the flight management system (41) of the intruding aircraft (I);
    - calculation (E3), in which the interrogator (6L) of the leading aircraft, determines the position of each intruder aircraft (I) from the time difference between the transmission of the interrogation signal and the reception of d a response signal from the intruder aircraft, analysis of a wave carrying said intruder response signal, and knowledge of the altitude of the intruder aircraft;
    - comparison (E4), and determination, from the database (22L), of the position of each intruder aircraft (I) with respect to the confidence volume (C); and
    - only if an intruder aircraft (I) is within the confidence volume (C), transmission (E5), by the authorization system for the emission of flight parameters of the leading aircraft (50L), of a instruction to the transponder (8L) of the lead aircraft to transmit a signal, called the enriched signal, to the interrogator (61) of the intruder aircraft (61), the enriched signal comprising one or more flight parameters supplied by the system flight management system (4L) of the lead aircraft and allowing the flight management system (41) of the intruder aircraft to calculate the position of wake vortex centers (14L, 15L) generated by the lead aircraft ( L) or the force of circulation of said wake vortices (14L, 15L).
    [2" id="c-fr-0002]
    2) Method according to claim 1, characterized in that a flight parameter of the leading aircraft (L) is a datum taken from the following data: mass of the leading aircraft, roll angle of the leading aircraft, aerodynamic configuration of the leading aircraft, wingspan of the leading aircraft, air density at the point of flight of the leading aircraft, speed of the leading aircraft.
    [3" id="c-fr-0003]
    3) Method according to any one of claims 1 to 2, the leading aircraft (L) and the intruder aircraft (I) each being equipped with an automated air traffic control system (50L, 501), the system automated air traffic control system for the intruding aircraft (501) periodically sending messages to the automated air traffic control system of the leading aircraft (50L) containing coordinates of the intruding aircraft (I), characterized in that following the calculation step (E3), the system for authorizing the emission of flight parameters of the leading aircraft (50L), in a confirmation step (E3bis), compares the position of the intruder aircraft (I) determined in the calculation step (E3) with the position of the intruder aircraft (I) given by reading the last message sent by the intruder aircraft, if the difference between the two positions is greater than a predetermined value, the comparison step (E4 ) is not implemented.
    [4" id="c-fr-0004]
    4) Aircraft (L, I) comprising:
    [0005]
    5 - a collision avoidance system (5L, 51) comprising an interrogator (6L,
    61) connected to a directional antenna (7L, 71), called the interrogator antenna, and a transponder (8L, 81), said collision avoidance system (5L, 51) being configured to detect probabilities of collisions with d 'other aircraft, said intruder aircraft, flying in a surveillance volume distributed around the aircraft;
    10 - a flight management system (4L, 41) collecting the flight parameters of the aircraft;
    characterized in that it comprises a flight parameter emission authorization system (20L) connected to the collision avoidance system (5L), the flight parameter emission authorization system having a base of data
    15 (22L) comprising coordinates defining a volume, called confidence volume (C), the confidence volume (C) is less than the surveillance volume and what the flight management system (4L, 41) is configured to calculate the position of wake vortex centers generated by an intruding aircraft from the flight parameters of said intruding aircraft or calculating the force of
    20 circulation of wake vortices (14L, 15L) generated by the intruder aircraft.
    1/7
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    FR3073967A1|2019-05-24|WARNING SYSTEM FOR PRESENCE OF NON-IDENTIFIED FLYING VEHICLES
    同族专利:
    公开号 | 公开日
    CN108694863B|2021-01-01|
    US20180301044A1|2018-10-18|
    EP3388916B1|2021-02-24|
    US10170009B2|2019-01-01|
    EP3388916A1|2018-10-17|
    CN108694863A|2018-10-23|
    FR3065107B1|2020-07-17|
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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
    FR1753139|2017-04-11|
    FR1753139A|FR3065107B1|2017-04-11|2017-04-11|METHOD FOR TRANSMITTING FLIGHT PARAMETERS FROM A LEADING AIRCRAFT TO AN INTRUDED AIRCRAFT|FR1753139A| FR3065107B1|2017-04-11|2017-04-11|METHOD FOR TRANSMITTING FLIGHT PARAMETERS FROM A LEADING AIRCRAFT TO AN INTRUDED AIRCRAFT|
    EP18161829.9A| EP3388916B1|2017-04-11|2018-03-14|Method for transmitting flight parameters from a leading aircraft to an intruder aircraft|
    CN201810311421.4A| CN108694863B|2017-04-11|2018-04-09|Method for transmitting flight parameters of a guided aircraft to an intruding aircraft|
    US15/950,111| US10170009B2|2017-04-11|2018-04-10|Method for transmitting flight parameters of a lead aircraft to an intruder aircraft|
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