Automatic method and system for assisting in piloting an aircraft and aircraft

Abstract

An automatic method and system for assisting in piloting an aircraft and an aircraft are disclosed. The assisting piloting system ensures at least the availability of an autopilot and / or a thrust regulating device that can be controlled according to speed information determined from at least one information source, the autopilot corresponds to an autopilot system and / or a flight director, and the autopilot and / or the thrust regulating device are configured to operate according to a first current guidance mode and approach capability, which is part of a first group of guidance modes and approach capabilities. The system includes: a monitoring module capable of detecting the loss of an information source, a module for determining a second group of guidance modes and approach capabilities according to one or more information sources whose loss is detected by the monitoring module, and a module for using the second current guidance mode and approach capability as part of the second group by the autopilot and / or the thrust regulating device.

Description

Technical Field

[0001] The invention relates to an automatic method and an automatic system for assisting in piloting an aircraft in order to control at least the aircraft's autopilot and possibly the thrust regulation system. Background Art

[0002] In the context of this specification, autopilot corresponds to:

[0003] - an autopilot system which automatically acts on the control surfaces of the aircraft to ensure guidance of the aircraft,

[0004] - or a flight director which automatically displays information on a screen in the cockpit of an aircraft in order to provide assistance to the pilot of the aircraft in performing manual steering.

[0005] It is known that the autopilot of an aircraft uses speed information when it is coupled to or not coupled to a thrust regulating device in order to maintain the pilot's choice and / or to maintain the speed range at acceptable values ​​for the aircraft. If, in flight, this speed information is lost, that is to say if it becomes unavailable, erroneous or unreliable, the autopilot and / or the thrust regulating device are automatically released while maintaining the current state of the aircraft (current attitude and thrust) and control is handed over to the crew. This situation may occur in particular in the case of common failure modes due to, for example, severe or deteriorating environmental conditions. However, this situation is exceptional, since most aircraft are equipped with systems that make it possible to limit the impact of said environmental conditions in order to increase the availability of speed information. The release of the autopilot and / or the thrust regulating device results in an additional workload for the crew, who, in addition to their usual tasks, must deal with the causes of the failure and also do so in the exceptional case of loss of speed information. Speed ​​information is the main parameter used by the autopilot system or the flight director to define the flight envelope (upper and lower limits) of the aircraft and the dynamic characteristics of the aircraft. An autopilot or thrust regulating device that may not respect these speed limits may cause the aircraft to deviate from its flight envelope. For this reason, autopilots and thrust regulating devices are provided with different standard means to protect the speed range.

[0006] Document FR 2 960 659 A1 proposes a solution that is not entirely satisfactory. In fact, this solution introduces limitations on the operating capabilities of the autopilot, which increases the workload of the crew. Summary of the invention

[0007] The object of the present invention is to alleviate these drawbacks by proposing a pilot assistance method and a pilot assistance system embedded in an aircraft.

[0008] To this end, the invention relates to an automatic method for assisting in piloting an aircraft, said method making it possible to ensure at least the availability of an autopilot and / or a thrust regulating device capable of controlling according to aircraft speed information, said autopilot corresponding to an autopilot system and / or a flight director, said aircraft speed information being determined by one or more information sources, said autopilot and / or said thrust regulating device being configured to operate according to a first current guidance mode and approach capability included in a first set of selectable guidance modes and selectable approach capabilities and selected by a pilot of said aircraft.

[0009] According to the present invention, the method comprises:

[0010] - a monitoring step performed by a monitoring module, comprising being able to detect the loss of one or more of said one or more information sources enabling determination of said aircraft speed information;

[0011] In case the loss of at least one information source is detected, the method comprises the following steps:

[0012] - a first determination step, performed by a determination module, comprising selecting a second predetermined set of selectable guidance modes and selectable approach capabilities as a function of said one or more information sources the loss of which is detected in said monitoring step, said second set being a subset of said first set;

[0013] A first use step, executed by a use module, consists in causing said autopilot and / or said thrust regulating means to operate according to a second current guidance mode and approach capabilities forming part of said second set.

[0014] Thus, by means of the invention, the operating capabilities of the autopilot and the thrust regulation device are maximized by taking into account all the parameters that are still available when aircraft speed information is no longer available from the information source. The crew workload is thus reduced.

[0015] According to a particular feature, said first group further comprises a first state machine configured to manage a switchover from one of the boot modes from said first group to another of the boot modes from said first group,

[0016] The first determining step further comprises determining a second state machine configured to manage a transition from one of the guiding modes from the second set to another of the guiding modes from the second set.

[0017] According to another specific feature:

[0018] - when said first current guidance mode forms part of both said first group and said second group, no change in guidance mode;

[0019] - When said first current guiding mode does not form part of said second group, the guiding mode is changed to a predetermined guiding mode forming part of said second group.

[0020] According to one embodiment, after detecting the loss of at least one information source, the monitoring module continues to perform the monitoring step,

[0021] - in the event that it is detected during the monitoring step that said one or more information sources cease to be lost, said monitoring step is followed by:

[0022] o a second use step, performed by said use module, consisting in causing said autopilot and / or said thrust regulating means to operate according to the current guidance mode and approach capabilities forming part of said first set,

[0023] - in the event that the loss of at least one other information source is detected during the monitoring step, the monitoring step is followed by:

[0024] o a second determining step performed by said determining module, comprising modifying said second set of selectable guidance modes and selectable approach capabilities based on said one or more information sources the loss of which is detected in said monitoring step,

[0025] o A third use step performed by the use module comprises causing the autopilot and / or the thrust regulating device to operate according to a third current guidance mode and approach capability included in the modified second group.

[0026] According to one embodiment, the information sources monitored in the monitoring step include at least one wind speed and pressure sensor and at least one speed estimator.

[0027] Advantageously, the method comprises a backup step performed by a backup module, the backup step comprising determining the altitude and the vertical speed by using auxiliary information sources, the auxiliary information sources comprising a geolocation device or an inertial unit associated with a geolocation device, the backup step being performed in the event of a loss of an information source, including a loss of the wind speed and pressure sensors or all of the wind speed and pressure sensors and a loss of the speed estimator, being detected during the monitoring step.

[0028] For example, the boot mode includes the following:

[0029] - The following lateral guidance modes:

[0030] ο Heading tracking mode,

[0031] οRoute tracking mode,

[0032] ο Flight plan-based navigation mode,

[0033] ο Approach beam lateral acquisition mode,

[0034] ο Approach beam lateral tracking mode,

[0035] o a virtual approach beam lateral acquisition mode of the navigation system of the aircraft,

[0036] o a virtual approach beam lateral tracking mode of the navigation system;

[0037] - The following vertical guidance modes:

[0038] οVertical speed hold mode,

[0039] οFlight path angle hold mode,

[0040] οHeight capture mode,

[0041] οHigh maintenance mode,

[0042] οClimb or go-around mode after takeoff,

[0043] οConstant thrust or speed-maintained climb mode,

[0044] οConstant thrust or speed-maintained descent mode,

[0045] οClimbing vertical curve tracking mode,

[0046] οDescending vertical curve tracking mode,

[0047] οAir collision avoidance curve vertical tracking mode,

[0048] οApproach beam vertical acquisition mode,

[0049] οApproach beam vertical tracking mode,

[0050] o the virtual approach beam vertical acquisition mode of the navigation system,

[0051] o a virtual approach beam vertical tracking mode of the navigation system;

[0052] - The following thrust regulation guidance modes:

[0053] οSpeed ​​maintenance mode,

[0054] οMach number maintenance mode,

[0055] οThrust maintenance mode.

[0056] In addition, the approach capabilities described, classified by determination altitude and runway visual range, include the following:

[0057] - a first approach capability for which the determination altitude is greater than or equal to 200 feet and for which the runway visual range is greater than or equal to 2400 feet,

[0058] - a second approach capability for which the decision altitude is greater than or equal to 100 feet and strictly less than 200 feet and for which the runway visual range is greater than or equal to 1000 feet,

[0059] - a third approach capability for which the decision altitude is strictly less than 100 feet and for which the runway visual range is greater than or equal to 700 feet,

[0060] - a fourth approach capability for which the determination altitude is greater than or equal to zero and strictly less than 50 feet, and for which the runway visual range is greater than or equal to 250 feet and strictly less than 700 feet,

[0061] - A fifth approach capability for which the determination altitude and the runway visual range are zero.

[0062] According to one embodiment, the information sources include three wind speed and pressure sensors and a speed estimator, and the first group includes all of the guidance modes and all of the approach capabilities.

[0063] For example, in a case where it is detected in the monitoring step that the wind speed and wind pressure sensor is lost, the second group determined in the first determining step corresponds to the first group.

[0064] Furthermore, in the case where it is detected in the monitoring step that two wind speed and pressure sensors are lost, the second group determined in the first determining step includes all guidance modes of the first group and the first approach capability.

[0065] In addition, in the case where the three wind speed and wind pressure sensors are detected to be lost, the second group determined in the first determining step includes at least:

[0066] - Heading tracking mode,

[0067] -Route tracking mode,

[0068] - Approach beam lateral acquisition mode,

[0069] - Approach beam lateral tracking mode,

[0070] -Vertical speed hold mode,

[0071] -Flight path angle hold mode,

[0072] -Altitude capture mode,

[0073] -High maintenance mode,

[0074] - climb or go-around mode after takeoff,

[0075] - Constant thrust or speed-maintained climb mode,

[0076] - Constant thrust or speed-maintained descent mode,

[0077] -Approach beam vertical acquisition mode,

[0078] -Approach beam vertical tracking mode,

[0079] - All thrust adjustment pilot modes,

[0080] -First approach capability.

[0081] Furthermore, in the case where it is detected that the three wind speed and wind pressure sensors are lost and the speed estimator is lost, the second group determined in the first determination step includes at least:

[0082] - Heading tracking mode,

[0083] -Route tracking mode,

[0084] -Vertical speed hold mode,

[0085] -Flight path angle hold mode,

[0086] -Thrust maintenance mode.

[0087] The invention also relates to an automatic system for assisting in piloting an aircraft, the system making it possible to ensure at least the availability of an autopilot and / or a thrust regulating device capable of controlling according to aircraft speed information, the autopilot corresponding to an autopilot system and / or a flight director, the aircraft speed information being determined by one or more information sources, the autopilot and / or the thrust regulating device being configured to control according to a first current guidance mode and approach capability included in a first group of selectable guidance modes and selectable approach capabilities and selected by the crew of the aircraft.

[0088] According to the present invention, the system comprises:

[0089] a monitoring module configured to detect the loss of one or more of the one or more information sources enabling the determination of the speed of the aircraft;

[0090] The system also includes the following modules executed in the event of a loss of at least one information source being detected:

[0091] a determination module configured to select a second predetermined set of selectable guidance modes and selectable approach capabilities as a function of the one or more information sources the loss of which is detected by the monitoring module, the second set being a subset of the first set,

[0092] a first use module configured to cause the autopilot and / or the thrust regulating device to operate according to a second current guidance mode and approach capabilities included in the second group;

[0093] The determining module and the first using module are executed upon detecting loss of at least one information source.

[0094] The invention also relates to an aircraft, in particular a transport aircraft, comprising a pilot assistance system as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0095] The invention together with its features and advantages will become more clearly apparent from a reading of the description given with reference to the accompanying drawings, in which:

[0096] - Figure 1 The driver assistance system is schematically shown.

[0097] - Figure 2 The driving assistance method is schematically shown.

[0098] - Figure 3 Represents an aircraft with an embedded driver assistance system. DETAILED DESCRIPTION

[0099] Figure 1 Schematically shows the embedded aircraft AC ( Figure 3 ) is an embodiment of the automatic driving assistance system 1.

[0100] The driver assistance system 1 makes it possible to ensure at least the availability of an automatic pilot PILOT (PILOT stands for "automatic pilot") 2 and / or a thrust regulation device THRUST (THRUST stands for "thrust regulation device") 3, which can be controlled as a function of speed information. The speed information is determined by at least one information source SOURCES (SOURCES stands for "sources of information") 4.

[0101] The autopilot 2 may correspond to an autopilot system acting on the control surfaces of the aircraft AC to ensure guidance of the aircraft, and / or to a flight director automatically displaying information on a screen in the cockpit in order to assist the pilot of the aircraft AC in performing manual steering.

[0102] The autopilot 2 and / or the thrust regulating device 3 are configured to operate according to a first current guidance mode and approach capabilities selectable by the crew of the aircraft AC, which first current guidance mode and approach capabilities are part of a first group of guidance modes selectable by the crew and approach capabilities selectable by the crew.

[0103] According to one embodiment, the guidance modes include a lateral guidance mode, a vertical guidance mode, and a thrust regulation guidance mode.

[0104] The following table lists examples of the main lateral, vertical and thrust adjustment guidance modes.

[0105]

[0106]

[0107] The lateral and vertical guidance mode is used to operate the autopilot 2. The thrust regulation guidance mode is used to operate the thrust regulation device 3.

[0108] There are several approach categories, also called approach capabilities, which are linked, for example, to the instrument landing system (ILS for “Instrument Landing System”), the ground-based augmentation system (GLS for “GBAS Landing System”, GBAS for “Ground-Based Augmentation System”) and the satellite-based augmentation system (SLS for “SBAS Landing System”, SBAS for “Satellite-Based Landing System”).

[0109] These approach categories correspond to the probability of an approach landing on the landing runway.

[0110] The following table lists the minimum entry categories.

[0111]

[0112]

[0113] The decision altitude corresponds to the altitude at which the pilot of aircraft AC decides whether the visual references with respect to the runway are suitable to continue the approach. If appropriate visual references are not established, the pilot must perform a go-around. If appropriate visual references are established, the pilot may continue the approach. However, if the pilot determines that the visual references are degraded, he or she may decide to perform a go-around.

[0114] RVR corresponds to the visible distance of a runway as identified by surface markings or light signals that delimit the runway.

[0115] The driver assistance system comprises a surveillance module SURV (SURV for “surveillance module”) 5 configured to be able to detect the loss of one or more information sources 4 .

[0116] According to an embodiment, the information source 4 monitored by the monitoring module 5 comprises at least one wind speed and pressure sensor ADR (ADR stands for “air data reference”) 41 and at least one speed estimator ESTIM (ESTIM stands for “estimating module”) 52 .

[0117] Advantageously, the driving assistance system 1 comprises a backup module BCKUP 8 making it possible to determine the altitude and the vertical speed by using an auxiliary information source 42, comprising a GNSS geolocation device (GNSS for “Global Navigation Satellite System”) 421 or an inertial unit INER (INER for “inertial measurement unit”) 422 associated with the geolocation device 421. The backup module 8 is executed if the monitoring module 5 detects the loss of an information source, including the loss of one or all wind speed and pressure sensors 41 and the loss of the speed estimator 52. The geolocation device may comprise a satellite geo-navigation system, such as a satellite geolocation system (GPS for “Global Positioning System”).

[0118] The driving assistance system 1 further comprises a determination module DET (DET for “determination module”) 6 and a use module USE (USE for “using module”) 7 which are executed in the event of a detection of a loss of at least one information source 4 .

[0119] The determination module 6 is configured to select a second predetermined group having a guidance mode selectable by the crew and an approach capability selectable by the crew, depending on the one or more information sources 4 whose loss has been detected by the monitoring module 5. The second group corresponds to a subset of the first group.

[0120] The use module 7 is configured to cause the autopilot 2 and / or the thrust regulating device 3 to operate according to a second current guidance mode and approach capabilities as part of a second set.

[0121] The autopilot 2 and the thrust regulation device 3 usually operate on standard state machines, which enable the transitions between the guidance modes to be managed according to the pilot's request.

[0122] Thus, according to a variant, the first group further comprises a first state machine configured to manage a switchover from one of the guidance modes from the first group to another of the guidance modes from the first group.

[0123] In this variant, the determination module 6 is further configured to determine a second state machine configured to manage a switchover from one of the guidance modes from the second set to another of the guidance modes from the second set.

[0124] Advantageously, the guidance mode does not change when the first current guidance mode is part of both the first group and the second group selected by the determination module 6. The guidance mode changes to a predetermined guidance mode that is part of the second group when the first current guidance mode is not part of the second group determined by the determination module 6. The predetermined guidance mode changes as a function of the information sources 4 that are still available.

[0125] After the monitoring module 5 detects the loss of at least one information source 4 , the monitoring module 5 may continue to detect the loss of the information source 4 .

[0126] Thus, in the event of a detection of a loss of one or more previously detected information sources 4 , the use module 7 allows the autopilot 2 and / or the thrust regulation device 3 to use the current guidance mode and approach capabilities that are part of the first set.

[0127] Furthermore, in the event of a detection of the loss of at least one other information source, the determination module 6 enables the modification of the optional guidance modes and the optional approach capabilities of the second set according to the one or more information sources 4 whose loss has been detected by the monitoring module 5. Furthermore, the use module 7 allows the autopilot 2 and / or the thrust regulation device 3 to use a modified third current guidance mode and approach capabilities of the second set.

[0128] In the preferred embodiment, the information sources 4 include three wind speed and pressure sensors 41 and a speed estimator 52. The first group includes all the guidance modes and all the approach capabilities available to the aircraft AC.

[0129] The embodiment described below implements the guidance modes and approach capabilities listed in the previous table. However, this embodiment can implement other embodiments and other approach capabilities.

[0130] In the case where the monitoring module 5 detects that one wind speed and wind pressure sensor 41 is lost, the second group determined by the determination module 6 corresponds to the first group.

[0131] In the case where the monitoring module 5 detects that the two wind speed and pressure sensors 41 are lost, the second group determined by the determination module 6 includes all the guidance modes of the first group and the first approach capability CATI.

[0132] In case of loss of the three wind speed and pressure sensors 41 and the speed estimator 52 detected by the monitoring module 5, the backup module 8 is executed in order to determine the altitude and the vertical speed by using an auxiliary information source 42 comprising a geolocation device 421 or an inertial unit 422 associated with the geolocation device 421.

[0133] Then the second group determined by the determination module 6 includes at least:

[0134] - Heading tracking mode HDG,

[0135] -Route tracking mode TRK,

[0136] - Approach beam lateral acquisition mode LOC*,

[0137] - Approach beam lateral tracking mode LOC,

[0138] -Vertical speed hold mode VS,

[0139] -Flight Path Angle Hold Mode FPA,

[0140] -Altitude capture mode ALT*,

[0141] -Altitude maintenance mode ALT,

[0142] - SRS in climb or go-around mode after takeoff,

[0143] - Constant thrust or speed maintenance climb mode OP CLB,

[0144] - Constant thrust or speed-maintained descent mode OP DES,

[0145] - Approach beam vertical acquisition mode G / S*,

[0146] - Approach beam vertical tracking mode G / S,

[0147] - All thrust adjustment guidance modes SPEED, MACH, THR,

[0148] - First approach capability CATI.

[0149] The navigation mode NAV based on the flight plan, the virtual approach beam lateral acquisition mode F-LOC* of the navigation system, and the virtual approach beam lateral tracking mode F-LOC of the navigation system are released to be replaced by the heading tracking mode HDG or the route tracking mode TRK depending on whether the current flight reference is heading hold or route hold, respectively. The climb vertical curve tracking mode CLB, the descent vertical curve tracking mode DES, the virtual approach beam vertical acquisition mode G / S* of the navigation system, and the virtual approach beam vertical tracking mode G / S of the navigation system are released to be replaced by the vertical speed hold mode VS or the flight path angle hold mode FPA depending on whether the current flight reference is vertical speed hold or flight path angle hold, respectively. The air collision avoidance curve vertical tracking mode TCAS is released to be replaced by the vertical speed hold mode VS.

[0150] The lateral approach beam for guidance modes LOC and LOC* may correspond to the localizer approach beam. The vertical approach beam for guidance modes G / S and G / S* may correspond to the glide approach beam.

[0151] The localizer approach beam provides the deviation of the aircraft AC from the runway axis. The glide approach beam provides the deviation from the nominal approach flight path angle.

[0152] In the case where the monitoring module 5 detects that the three wind speed and pressure sensors 41 and the speed estimator 52 are lost, the second group determined by the determination module 6 includes at least:

[0153] - Heading tracking mode HDG,

[0154] -Route tracking mode TRK,

[0155] -Vertical speed hold mode VS,

[0156] -Flight Path Angle Hold Mode FPA,

[0157] -Thrust maintenance mode THR.

[0158] In an advantageous embodiment, when switching from the barometric altitude reference (or barometric inertial reference) of a GNSS system or a GNSS system associated with an inertial unit (GNSS-inertial), the current altitude of the aircraft AC in each of these two references may differ by several thousand feet. A reversal mechanism of the guidance mode of the autopilot is implemented to manage the transition between these two references:

[0159] -From barometric reference to GNSS-inertial reference;

[0160] - From GNSS-Inertial reference to barometric reference.

[0161] Therefore, non-exhaustively:

[0162] - the altitude acquisition mode ALT* or the altitude hold mode ALT is released to be replaced by the vertical speed hold mode VS or the flight path angle hold mode FPA;

[0163] If the altitude setpoint is no longer respectively above or below the altitude of the aircraft AC according to the new reference, the constant thrust climb mode OP CLB or the constant thrust descent mode OP DES is deactivated to be replaced by the vertical speed hold mode VS or the flight path angle hold mode FPA.

[0164] In another advantageous embodiment, a warning message is sent to the cockpit for each operational capability level in order to indicate to the crew the remaining guidance modes and approach capabilities of the autopilot 2 and the thrust regulation device 3. The message may be sent by a sending module SEND (SEND for "sending module") 9 configured to send a signal representing the set of available guidance modes and available approach capabilities available to a user device USER (USER for "user device") 10. The sending module 9 may be comprised in the driver assistance system 1. The user device 10 may comprise a screen arranged to display the set of available guidance modes and available approach capabilities.

[0165] The invention also relates to an automatic method for assisting in piloting an aircraft AC. Figure 2 The method schematically represented in includes:

[0166] A monitoring step E1 , performed by a monitoring module 5 , consists in being able to detect the loss of one or more information sources 4 .

[0167] In case the loss of at least one information source 4 is detected, the method further comprises the following steps:

[0168] a determination step E2 performed by the determination module 6 consisting in selecting a second predetermined set of optional guidance modes and optional approach capabilities as a function of the information source or sources 4 whose loss was detected in the monitoring step E1 ,

[0169] A use step E3 , performed by the use module 7 , consists in causing the autopilot 2 and / or the thrust regulating means 3 to operate according to a second current guidance mode and approach capabilities that are part of a second set.

[0170] According to a variant, the determination step E2 also comprises determining a second state machine configured to manage the switching from one of the guidance modes from the second set to another of the guidance modes from the second set.

[0171] After detecting the loss of at least one information source 4 , the monitoring module 5 may proceed with the monitoring step E1 .

[0172] Thus, in the event that the loss of one or more information sources 4 is detected during the monitoring step E1, the monitoring step E1 is followed by:

[0173] A use step E4 , performed by the use module 7 , consists in causing the autopilot 2 and / or the thrust regulation device 3 to operate according to the current guidance mode and approach capabilities contained in the first set.

[0174] Furthermore, in the event that the loss of at least one other information source 4 is detected in the monitoring step E1, the monitoring step E1 is followed by:

[0175] a determination step E5 , performed by the determination module 6 , consisting in modifying the second set of optional guidance modes and optional approach capabilities as a function of one or more information sources 4 whose loss was detected in the monitoring step E1 ,

[0176] A use step E6 , performed by the use module 7 , consists in causing the autopilot 2 and / or the thrust regulating device 3 to operate according to the third current guidance mode and approach capabilities contained in the modified second set.

[0177] Advantageously, the method comprises a backup step E7 performed by the backup module 8, which consists in determining the altitude and the vertical speed by using auxiliary information sources 42, including a geolocation device 421 or an inertial unit 422 associated with the geolocation device 421. The backup step E7 is performed if a loss of information sources, including the loss of one or all of the wind speed and pressure sensors 41 and the loss of the speed estimator 52, is detected during the monitoring step E1.

[0178] The piloting assistance method and system therefore make it possible to increase the availability of the automatic guidance means of the aircraft AC while preserving the maximum operational capabilities of the autopilot 2 and the thrust regulation means 3 in the current context of failure of wind speed measurement.

[0179] It should also be noted that current autopilots 2 and thrust regulating devices 3 contain a large number of different guidance modes, each corresponding to a target that the crew can choose according to their intentions. Learning these different guidance modes and their transitions is a non-negligible part of the training of the crew. Moreover, the introduction of a new guidance mode for the autopilot and / or the thrust regulating device generally requires a new learning phase, even requiring continuous training when this guidance mode can only be used in exceptional cases that are not generally encountered in the normal use of the aircraft AC.

[0180] Thus, by increasing the availability of the autopilot 2 and the thrust regulating device 3 and by maintaining their operational capabilities, the driving assistance method and system make it possible to maintain the continuity of the current operation, or at least propose the basic functions.

[0181] The piloting assistance method and system also make it possible to increase the assistance in controlling the aircraft AC and to relieve the workload of the crew of the aircraft AC, and give the aircraft space to intensify its activities of analysis and monitoring of the elements showing signs of failure.

Claims

1. An automatic method for assisting in piloting an aircraft, said method making it possible to ensure at least the availability of an autopilot (2) and / or a thrust regulating device (3) capable of controlling according to aircraft speed information, said autopilot (2) corresponding to an autopilot system and / or a flight director, said aircraft speed information being determined by one or more information sources (4), said autopilot (2) and / or said thrust regulating device (3) being configured to operate according to a first current guidance mode and approach capability included in a first set of selectable guidance modes and selectable approach capabilities and selected by a pilot of said aircraft (AC), It is characterized in that The method comprises: A monitoring step (E1) performed by a monitoring module (5) comprising the ability to detect the loss of one or more of said one or more information sources (4) enabling the determination of said aircraft speed information; In case of detection of loss of at least one information source (4), the method comprises the following steps: a first determination step (E2) performed by a determination module (6), comprising selecting a second predetermined group of selectable guidance modes and selectable approach capabilities as a function of said one or more information sources (4) whose loss was detected in said monitoring step (E1), said second predetermined group being a subset of said first group, and A first use step (E3), executed by the use module (7), consists in causing the autopilot (2) and / or the thrust regulating device (3) to operate according to a second current guidance mode and approach capabilities comprised in the second predetermined group.

2. The method according to claim 1, It is characterized in that The first group further comprises a first state machine configured to manage a transition from one of the boot modes from the first group to another of the boot modes from the first group, and The first determining step (E2) further comprises determining a second state machine configured to manage a switch from one of the guidance modes out of the second predetermined group to another of the guidance modes out of the second predetermined group.

3. The method according to claim 1, Features: When the first current guiding mode is included in both the first group and the second predetermined group, the guiding mode is not changed; and When the first current guide mode is not included in the second predetermined group, the guide mode is changed to a predetermined guide mode included in the second predetermined group.

4. The method according to claim 1, It is characterized in that After detecting the loss of at least one information source (4), the monitoring module (5) continues to perform the monitoring step (E1), In case it is detected in the monitoring step (E1) that the one or more information sources (4) cease to be lost, the monitoring step (E1) is followed by: a second use step (E4) performed by the use module (7), consisting in causing the autopilot (2) and / or the thrust regulating device (3) to operate according to the current guidance mode and approach capabilities included in the first group, and In case the loss of at least one other information source is detected in the monitoring step (E1), the monitoring step (E1) is followed by: a second determination step (E5) performed by said determination module (6), comprising modifying said second predetermined set of optional guidance modes and optional approach capabilities as a function of said one or more information sources (4) whose loss is detected in said monitoring step (E1), A third use step (E6) performed by the use module (7) comprises causing the autopilot (2) and / or the thrust regulating device (3) to operate according to a third current guidance mode and approach capability included in the modified second predetermined group.

5. The method according to claim 1, It is characterized in that The information source (4) monitored in the monitoring step (E1) includes at least one wind speed and pressure sensor (41) and at least one speed estimator (52).

6. The method according to claim 5, It is characterized in that The method comprises a backup step (E7) performed by a backup module (8), the backup step comprising determining the altitude and the vertical speed by using an auxiliary information source (42), the auxiliary information source comprising a geolocation device (421) or an inertial unit (422) associated with the geolocation device (421), the backup step (E7) being performed if a loss of an information source is detected in the monitoring step (E1), the loss of the information source comprising the loss of at least one wind speed and pressure sensor (41) or all wind speed and pressure sensors and the loss of the speed estimator (52).

7. The method according to claim 1, It is characterized in that Boot modes include the following: The following lateral guidance modes: Heading tracking mode, Route tracking mode, Flight plan-based navigation mode, Approach beam lateral acquisition mode, Localizer approach beam lateral tracking mode, a virtual approach beam lateral acquisition mode of the aircraft's navigation system, A virtual approach beam lateral tracking mode of the navigation system; The following vertical guide modes: Vertical speed hold mode, Flight path angle hold mode, Altitude capture mode, High maintenance mode, Climb or go-around mode after takeoff, Constant thrust or speed-maintained climb mode, Constant thrust or speed-maintained descent mode, Climbing vertical curve tracking mode, Descending vertical curve tracking mode, Air collision avoidance curve vertical tracking mode, Approach beam vertical acquisition mode, Approach beam vertical tracking mode, The virtual approach beam vertical acquisition mode of the navigation system, A virtual approach beam vertical tracking mode of the navigation system; and The following thrust regulation guidance modes: Speed ​​maintenance mode, Mach number maintenance mode, Thrust maintenance mode.

8. The method according to claim 7, It is characterized in that The described approach capabilities, classified by determination altitude and runway visual range, include the following: a first approach capability for which the decision altitude is greater than or equal to 200 feet and for which the runway visual range is greater than or equal to 2,400 feet, a second approach capability for which the determination altitude is greater than or equal to 100 feet and less than 200 feet and for which the runway visual range is greater than or equal to 1000 feet, a third approach capability for which the decision altitude is less than 100 feet and for which the runway visual range is greater than or equal to 700 feet, a fourth approach capability for which the determination altitude is greater than or equal to zero and less than 50 feet, and for which the runway visual range is greater than or equal to 250 feet and less than 700 feet, and A fifth approach capability for which the determination altitude and the runway visual range are zero.

9. The method according to claim 1, It is characterized in that The information source (4) includes three wind speed and pressure sensors (41) and a speed estimator (52), and the first group includes all the guidance modes and all the approach capabilities.

10. The method according to claim 7 or 8, It is characterized in that In the case where the wind speed and wind pressure sensor (41) is detected to be lost in the monitoring step (E1), the second predetermined group determined in the first determining step (E2) corresponds to the first group.

11. The method according to claim 8, It is characterized in that The information source (4) includes three wind speed and wind pressure sensors (41) and a speed estimator (52). When it is detected in the monitoring step (E1) that two wind speed and wind pressure sensors (41) are lost, the second predetermined group determined in the first determination step (E2) includes all the guidance modes of the first group and the first approach capability.

12. The method according to claim 8, It is characterized in that The information source (4) comprises three wind speed and wind pressure sensors (41) and a speed estimator (52). When it is detected that the three wind speed and wind pressure sensors (41) are lost, the second predetermined group determined in the first determination step (E2) comprises at least: The heading tracking mode, The route tracking mode, The approach beam lateral acquisition mode, The approach beam lateral tracking mode, The vertical speed holding mode, The flight path angle holding mode, The height capture mode, The altitude maintenance mode, The post-takeoff climb or go-around mode, The constant thrust or speed maintenance climb mode, The constant thrust or speed-maintained descent mode, The approach beam vertical acquisition mode, The approach beam vertical tracking mode, all of the thrust-regulated guidance modes, and The first approach capability.

13. The method according to claim 7, It is characterized in that The information source (4) comprises three wind speed and wind pressure sensors (41) and a speed estimator (52). When it is detected that the three wind speed and wind pressure sensors (41) and the speed estimator (52) are lost, the second predetermined group determined in the first determination step (E2) comprises at least: The heading tracking mode, The route tracking mode, The vertical speed holding mode, the flight path angle hold mode, and The thrust maintenance mode.

14. An automatic system for assisting in piloting an aircraft, said system making it possible to ensure at least the availability of an autopilot (2) and / or a thrust regulating device (3) capable of controlling according to aircraft speed information, said autopilot (2) corresponding to an autopilot system and / or a flight director, said aircraft speed information being determined by one or more information sources (4), said autopilot (2) and / or said thrust regulating device (3) being configured to operate according to a first current guidance mode and approach capability included in a first set of selectable guidance modes and selectable approach capabilities and selected by the crew of said aircraft (AC), It is characterized in that The system comprises: a monitoring module (5) configured to be able to detect the loss of one or more of the one or more information sources (4) enabling the speed of the aircraft to be determined, a determination module (6) configured to select a second predetermined group of selectable guidance modes and selectable approach capabilities based on the one or more information sources (4) whose loss is detected by the monitoring module (5), the second predetermined group being a subset of the first group, and a first use module (7) configured to cause the autopilot (2) and / or the thrust regulating device (3) to operate according to a second current guidance mode and approach capabilities included in the second predetermined group; and The determination module (6) and the first use module (7) are executed in case of detection of loss of at least one information source (4).

15. An aircraft, It is characterized in that The aircraft comprises an automatic system for assisting in piloting an aircraft according to claim 14.

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