A speed protection method and device for aircraft

Abstract

A speed protection method and device for an aircraft are disclosed. The method may include: determining the flight speed of the aircraft; detecting whether the aircraft uses manual throttle operation in the air; in response to detecting that the aircraft uses manual throttle operation, determining the thrust generated by the manual throttle operation; determining a target thrust corresponding to the flight speed; and providing an indication of the target thrust if the thrust generated by the manual throttle operation is lower than the target thrust. A speed protection device for an aircraft is also provided.

Description

Technical Field

[0001] The present invention relates to the field of aircraft, and in particular to a speed protection method and device for aircraft. Background Art

[0002] The aircraft has different requirements for flight speed at different stages of flight in order to achieve the required lift. If the lift of the aircraft is insufficient due to the flight speed being too low, it is easy to cause flutter and vibration of the aircraft structure, and may even lead to a flight accident.

[0003] When the autothrottle is in use, the flight control system will automatically adjust the throttle thrust to ensure that the desired flight speed is achieved. However, due to various reasons, such as autothrottle failure, the aircraft may disconnect the autothrottle and switch to manual throttle operation. If the pilot is not aware that the autothrottle in the autopilot system is turned off, manual throttle operation may not be provided in time, resulting in an accident.

[0004] When the aircraft uses artificial thrust in the air, if the flight crew uses too much or too little throttle thrust to reach the required state, the aircraft will enter a dangerous speed. In addition, when using manual throttle operation to obtain artificial thrust, there are many speed parameters that the pilot needs to pay attention to in real time. In the case of only traditional engine speed prompts, the throttle setting needs to be manually calculated and the crew is prone to ignore problems such as too low speed, which may lead to the risk of flight accidents.

[0005] Therefore, there is a need in the art for an improved speed protection method and apparatus for an aircraft. Summary of the invention

[0006] The present invention provides an indication of target thrust when the aircraft uses a manual throttle or the automatic throttle is disconnected in the air, thereby effectively improving the recognition and situational awareness of the flight crew, reducing or avoiding human errors, and ensuring the flight safety of the aircraft.

[0007] In one embodiment of the present invention, a speed protection method for an aircraft is provided, which comprises:

[0008] determining a flight speed of the aircraft;

[0009] Detect whether the aircraft is operated with manual throttle in the air;

[0010] In response to detecting that the aircraft is operated using a manual throttle, determining a thrust generated by the manual throttle operation; determining a target thrust corresponding to the flight speed; and

[0011] If the thrust generated by the manual throttle operation is less than the target thrust, an indication of the target thrust is provided.

[0012] In one aspect, providing the indication of the target thrust includes: determining a speed interval in which the flight speed is located; and providing the indication of the target thrust according to an indication mode corresponding to the speed interval.

[0013] In one aspect, the speed interval includes one or more of the following:

[0014] Minimum selectable speed V LS The interval is higher by at least a first threshold amount;

[0015] Minimum selectable speed V LS interval;

[0016] Protect speed interval; or

[0017] Lower than the protection speed interval by at least a second threshold amount.

[0018] In one aspect, the speed protection method for an aircraft further includes: if the flight speed is below the protection speed interval by at least a third threshold amount, executing an automatic go-around if a glide slope intercept is detected.

[0019] In one aspect, providing the indication of the target thrust includes increasing the level of the indication of the target thrust as the flight speed decreases; or decreasing the level of the indication of the target thrust as the flight speed increases.

[0020] In an aspect, providing the indication of the target thrust includes providing the indication of the target thrust if the thrust generated by the manual throttle operation is less than the target thrust by at least a fourth threshold amount.

[0021] In one aspect, the indication of the target thrust includes an audio indication, a visual indication, or a combination thereof.

[0022] In one aspect, indicating the target thrust includes displaying the indication of the target thrust on an instrument panel in conjunction with the thrust generated by manual throttle operation.

[0023] In one aspect, the speed protection method for an aircraft further includes: in response to detecting that the aircraft switches from manual throttle operation to auto throttle, canceling the indication of the target thrust.

[0024] In one embodiment of the present invention, there is provided a speed protection device for an aircraft, comprising:

[0025] a flight state detection module, which is configured to determine the flight speed of the aircraft;

[0026] an operation mode detection module, which is configured to detect whether the aircraft is operated using a manual throttle in the air;

[0027] a thrust determination module configured to, in response to detecting that the aircraft is operated using a manual throttle, determine a thrust generated by the manual throttle operation and determine a target thrust corresponding to the flight speed; and

[0028] An indication module is configured to provide an indication of the target thrust if the thrust generated by the manual throttle operation is lower than the target thrust.

[0029] In one aspect, the indication module is further configured to: determine a speed interval in which the flight speed is located; and provide an indication of the target thrust according to an indication mode corresponding to the speed interval.

[0030] In one aspect, the speed interval includes one or more of the following:

[0031] Minimum selectable speed V LS The interval is higher by at least a first threshold amount;

[0032] Minimum selectable speed V LS interval;

[0033] Protect speed interval; or

[0034] Lower than the protection speed interval by at least a second threshold amount.

[0035] In one aspect, the speed protection device for an aircraft further comprises: a go-around module configured to perform an automatic go-around if a glide slope intercept is detected if the flight speed is lower than the protection speed interval by at least a third threshold amount.

[0036] In one aspect, the indication module is further configured to: increase the level of indication of the target thrust as the flight speed decreases; or decrease the level of indication of the target thrust as the flight speed increases.

[0037] In one aspect, the indication module is further configured to provide an indication of the target thrust if the thrust generated by the manual throttle operation is less than the target thrust by at least a fourth threshold amount.

[0038] In one aspect, the indication of the target thrust includes an audio indication, a visual indication, or a combination thereof.

[0039] In one aspect, the indication module is further configured to display an indication of the target thrust on a dashboard in conjunction with the thrust generated by manual throttle operation.

[0040] In one embodiment of the present invention, an aircraft is provided, comprising a speed protection device as described in any one of the above items. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 is a flow chart of a speed protection method for an aircraft according to an embodiment of the present invention.

[0042] Figure 2 It is a schematic diagram of the relationship between throttle horsepower and flight speed according to an embodiment of the present invention.

[0043] Figure 3 is a schematic diagram of indicating a target thrust according to an embodiment of the present invention.

[0044] Figure 4 Detailed description is a logic block diagram for providing an indication of target thrust according to speed intervals according to an embodiment of the present invention.

[0045] Figure 5 1 is a structural block diagram of a speed protection device for an aircraft according to an embodiment of the present invention. DETAILED DESCRIPTION

[0046] The present invention will be further described below in conjunction with specific embodiments and drawings, but the protection scope of the present invention shall not be limited thereto.

[0047] Figure 1 1 is a flow chart of a method 100 for protecting a speed of an aircraft according to an embodiment of the present invention. The method may be executed by a flight management system (FMS), a computer, a processor, or other equipment.

[0048] At step 102, the flight speed of the aircraft may be determined. The aircraft may have corresponding equipment (eg, an airspeed sensor) to detect the flight speed (eg, airspeed) of the aircraft.

[0049] In step 104, it can be detected whether the aircraft is operated by manual throttle in the air. When the aircraft is flying in the air, including in the take-off phase, the approach phase, the stable flight phase, etc., due to various reasons, such as auto-throttle failure, etc., the aircraft may disconnect the auto-throttle and switch to manual throttle operation. The pilot can also select auto-throttle or manual throttle operation by switching the throttle mode. Accordingly, it can be detected whether the aircraft is operated by manual throttle in the air.

[0050] In step 106, in response to detecting that the aircraft is operating with manual throttle, the thrust generated by the manual throttle operation is determined. The thrust generated by the manual throttle operation can be determined by detecting the stroke of the throttle pedal and / or thrust lever being operated. By changing the position of the thrust lever, the engine thrust can be set. In the manual mode, the flight management system (FMS) or the full authority digital control system (FADEC) can calculate the engine thrust based on the corresponding throttle pedal and / or thrust lever position, atmospheric data and the application of engine bleed air.

[0051] At step 108 , a target thrust corresponding to the flight speed may be determined.

[0052] According to flight safety regulations, there may be a target thrust requirement corresponding to the flight speed. The relationship between the flight speed and the target thrust may be expressed by a function, a table, a curve, etc., and may be stored in a memory. Based on the detected current flight speed and related flight conditions, the target thrust corresponding to the flight speed may be obtained.

[0053] As an example and not a limitation, when the aircraft turns off the autothrottle in the air and uses the manual throttle to control the flight speed, if the FMS works normally, the horsepower required for safe flight (i.e., target thrust) can be calculated based on the collected atmospheric data and flight status, etc. As an example and not a limitation, the FMS or FADEC can calculate or determine the required horsepower of the aircraft based on the current flight speed of the aircraft, the flight trajectory (ascending, descending or level flight), the aircraft altitude, atmospheric data, etc.

[0054] At step 110, it may be determined whether the thrust generated by the manual throttle operation is lower than the target thrust. In one embodiment, it may be determined whether the thrust generated by the manual throttle operation is lower than the target thrust by at least a threshold amount.

[0055] If the thrust generated by the manual throttle operation is not less than the target thrust, normal operation may be performed at step 112. For example, various flight parameters may be displayed on the instrument panel in a conventional manner, such as indicating the thrust generated by the manual throttle operation by a needle on the engine N1 or EPR display instrument.

[0056] If the thrust generated by the manual throttle operation is less than the target thrust (or less than the target thrust by at least a threshold amount), then at step 114, an indication of the target thrust is provided. The indication of the target thrust includes an audio indication, a visual indication, or a combination thereof, etc. In one embodiment, the indication of the target thrust includes displaying the indication of the target thrust on a dashboard in conjunction with the thrust generated by the manual throttle operation, such as adding a required horsepower prompt line on an engine N1 or EPR display instrument. In another embodiment, the indication of the target thrust includes displaying the target thrust (and optionally the current thrust generated by the manual throttle operation) on a display.

[0057] In another embodiment, if the manual throttle thrust is not lower than (e.g., equal to or higher than) the target thrust, an indication of the target thrust may also be provided. For example, the indication of the target thrust may be displayed on the instrument panel in combination with the thrust generated by the manual throttle operation, and the target thrust may be equal to or lower than the actual thrust.

[0058] In one embodiment, providing an indication of the target thrust may include: determining a speed interval in which the flight speed is located, and providing an indication of the target thrust according to an indication mode corresponding to the speed interval. As an example and not limitation, as the speed decreases, the level of the indication of the target thrust may be increased (e.g., a warning level); or as the speed increases, the level of the indication of the target thrust may be decreased.

[0059] When the aircraft is manually shut off or automatically disconnected from the automatic throttle in the air and the manual throttle is used for operation, the required horsepower prompt line can be presented in the engine instrument display information, and a prompt sound can be optionally presented. As the flight speed decreases, the required throttle horsepower prompt line can change linearity and color accordingly to improve the warning effect. Under the manual throttle, if the automatic throttle shutoff switch is pressed again to switch to the automatic throttle, the required horsepower prompt line can disappear.

[0060] Providing an indication of the target thrust can prompt the pilot to perform the corresponding throttle action. For example, if the pilot is not aware that the autothrottle in the autopilot cabin system is in the off state and does not provide manual throttle operation, the indication of the target thrust can remind the pilot to perform manual throttle operation. In the case of manual throttle operation by the pilot, if the thrust generated by the manual throttle operation is insufficient, the indication of the target thrust can provide the pilot with clear operational instructions, preventing the crew from ignoring the problem of too low speed and reducing the risk of flight accidents.

[0061] Figure 2 FIG. 1 is a schematic diagram showing the relationship between throttle horsepower and flight speed according to an embodiment of the present invention. Figure 2 In the figure, the horizontal axis indicates the flight speed V, and the vertical axis indicates the throttle horsepower P (i.e., throttle thrust). In addition, the boundary values ​​corresponding to different speed intervals are marked on the horizontal axis, such as V 保护 、V LS 、V 进近 、V 最大 The meanings of these speeds can be defined as follows.

[0062] V LS : The lowest selectable speed, which can represent a speed range. V LS There will be an extreme threshold, but it is safe within the threshold range;

[0063] V进近 : Final approach speed;

[0064] V 最大 : Maximum allowed speed;

[0065] V 保护 : The protection speed when the angle of attack is α, which can represent a speed range.

[0066] Curve 201 indicates the throttle thrust P that will be generated in the case of auto throttle 应有 Under automatic throttle conditions, the FADEC can use the N1 target (A / THR target) to calculate the applicable engine thrust, that is, the engine's limit inference value P is determined based on the position of the thrust lever, the bleed air configuration, and the FMS performance input data. 应有 .

[0067] Curve 202 indicates the throttle thrust P that will be generated at full throttle. 可用 .

[0068] Curve 210 indicates the throttle thrust P generated in the case of a manual throttle. 当前 .

[0069] Curve 220 indicates the target throttle thrust P under manual throttle. 所需 .

[0070] from Figure 2 It can be seen that, as shown by curves 202 and 210 , when the accelerator pedal travel remains unchanged, the accelerator thrust is lost to a certain extent as the speed increases.

[0071] According to one embodiment of the present invention, when the thrust P generated by manual throttle operation is 当前 Lower than target thrust P 所需 (or is lower than the target thrust by at least a threshold amount), a target thrust P may be provided. 所需 As the speed changes, the target thrust P 所需 The thrust P generated by the manual throttle operation on the instrument panel will change accordingly. 当前 Combined display of target thrust P 所需 When the indication is given, the crew can easily identify the current thrust P 当前 With target thrust P 所需 The difference can be adjusted so that manual throttle operation can be performed appropriately.

[0072] Figure 3 is a schematic diagram of indicating a target thrust according to an embodiment of the present invention.

[0073] Figure 3The diagram (a) in FIG. 1 shows the display of the speed meter, in which different speed ranges are marked, such as V LS Above, V LS 、V 保护 、V 保护 The following, etc., and also displays the current speed (eg, 135). It should be understood that the specific values ​​of the displayed speed and speed range are only for example and not for limitation.

[0074] Figure 3 The diagram (b1) in FIG. 1 shows an engine instrument, which displays the current speed (eg, 28.0) in Arabic numerals, and indicates the actual size (or position) of the current throttle using a disc scale and a pointer 301 , wherein the pointer 301 represents the current throttle thrust.

[0075] As described above, when the thrust 301 generated by the manual throttle operation is lower than the target thrust P 所需 When the target thrust is lower than the target thrust by at least a threshold amount, an indication of the target thrust may be provided (302, i.e., the required horsepower prompt line). Figure 3 As shown in FIG. 1 (b1), when the indication 302 of the target thrust is displayed in combination with the thrust 301 generated by the manual throttle operation, the crew can easily distinguish the difference between the current thrust 301 and the target thrust 302, and can thus perform the manual throttle operation appropriately.

[0076] If the throttle thrust is increased by manual throttle operation accordingly, the current thrust 301 can reach the target thrust 302 (or the difference from the target thrust is less than the threshold value), then the target thrust 302 may no longer be displayed. Figure 3 As shown in Figure (b2).

[0077] Figure 4 1 is a logic block diagram for providing an indication of target thrust according to a speed interval according to an embodiment of the present invention. As described above, different speed intervals may correspond to different indication modes (or warning levels). For example, as the speed decreases, the level of indication of target thrust is increased; or as the speed increases, the level of indication of target thrust is decreased.

[0078] At block 401 , it may be detected that an aircraft is in the air using a manual flight mode (eg, disengaging an autothrottle and switching to manual throttle operation).

[0079] At block 402, if the thrust generated by the manual throttle operation is less than the target thrust, an indication of the target thrust is provided in a default mode (e.g., a first level indication mode). For example, an audio prompt may be generated, and / or a desired horsepower prompt line may be displayed on the engine instrument (e.g., a white dashed line using the default mode).

[0080] In box 403, it is determined whether the crew recognizes that the manual thrust is insufficient and takes corresponding measures, such as manually increasing the throttle to the target thrust (for example, so that the current throttle thrust reaches the required horsepower prompt line) in box 404, and then in box 480, it is determined that the aircraft is in a safe flight state.

[0081] If it is determined in block 403 that no corresponding treatment has been taken for insufficient artificial thrust, the flight interval in which the current flight speed is located is determined. LS If the speed is higher by at least a threshold amount (e.g., more than 5 knots), an indication of the target thrust is provided in a second level indication mode at block 405. For example, the second level indication mode may provide a required horsepower reminder line using a yellow dashed line and optionally provide an audible warning.

[0082] In box 406 , it can be determined whether the crew recognizes that the manual thrust is insufficient and takes corresponding measures, such as manually increasing the throttle to the target thrust in box 407 , and then in box 480 it is determined that the aircraft is in a safe flight state.

[0083] If it is determined in block 406 that no corresponding treatment has been taken for insufficient artificial thrust and the current flight speed has decreased to be equal to V LS (i.e., at V LS If the target thrust is not reached, the target thrust is indicated in the third level indication mode at block 408. For example, the third level indication mode may use a red dashed line to provide a required horsepower prompt line and optionally provide an audible warning.

[0084] In box 409 , it can be determined whether the crew recognizes that the manual thrust is insufficient and takes corresponding measures, such as manually increasing the throttle to the target thrust in box 410 , and then in box 480 it is determined that the aircraft is in a safe flight state.

[0085] If it is determined in block 409 that no corresponding treatment has been taken for insufficient artificial thrust and the current flight speed is reduced to the protection speed V 保护 (i.e., at V 保护 If the target thrust is not reached, then in block 411, an indication of the target thrust is provided in a fourth level indication mode. For example, the fourth level indication mode may provide a required horsepower prompt line using a solid red line, and optionally provide an audio prompt.

[0086] In box 412 , it can be determined whether the crew recognizes that the manual thrust is insufficient and takes corresponding measures, such as manually increasing the throttle to the target thrust in box 413 , and then in box 480 it is determined that the aircraft is in a safe flight state.

[0087] If it is determined in block 412 that the artificial thrust is insufficient and the current flight speed is reduced to the protection speed V 保护 At least a threshold amount (e.g., less than V 保护If the target thrust is lower than 5 nautical miles), then in block 414, an indication of the target thrust is provided in a fifth level indication mode. For example, the fifth level indication mode may provide a required horsepower prompt line using a solid red line (e.g., a thick solid line) and provide a maximum level of audio warning.

[0088] If the flight crew takes corresponding measures, such as manually increasing the throttle to the target thrust in box 415 , it is determined in box 480 that the aircraft is in a safe flight state.

[0089] At block 416, if the flight speed is below the protection speed interval by at least a threshold amount, in the event of a GS (glide slope) intercept, an automatic go-around may be performed to increase the flight speed to a safe flight condition.

[0090] Figure 4 It is shown that as the speed gradually decreases, the indication level of the target thrust is increased, for example, the importance level or the warning level is gradually increased from the first level indication mode to the fifth level indication mode. Indicating the target thrust with different colors or shapes is only an example and not a limitation. Those skilled in the art can set corresponding indication methods for different indication levels as needed, and such solutions are all within the scope of the present invention.

[0091] In one embodiment, blocks 402-403 are optional. Thus, after block 401 detects that the aircraft uses the manual flight mode in the air, the process may proceed to determine the speed interval and execute blocks 405-416 accordingly.

[0092] In one embodiment, the blocks 405, 408, 411, or 414 may be executed accordingly based on the speed interval, without having to execute these blocks sequentially. For example, after the block 401 detects that the aircraft is in the air using the manual flight mode, it may proceed to determine the speed interval and execute one of the blocks 405, 408, 411, and 414 accordingly.

[0093] According to one embodiment of the present invention, as the flight speed gradually decreases, the linearity and color changes of the required horsepower prompt line are displayed, as well as the sound prompt, and the horsepower can even be automatically increased to the required thrust for protection when certain conditions are met to ensure flight safety. This method greatly reduces the crew's workload, enhances the flight crew's situational awareness, and improves flight safety.

[0094] Figure 5 1 is a structural block diagram of a speed protection device 500 for an aircraft according to an embodiment of the present invention. The speed protection device may be a flight management system (FMS), a computer, a processor or other equipment, or may be integrated into these equipment.

[0095] In one embodiment, the speed protection device 500 may include a flight state detection module 502 , an operation mode detection module 504 , a thrust determination module 506 , an indication module 508 , and an optional go-around module 510 .

[0096] The flight state detection module 502 may be configured to determine the flight speed of the aircraft. For example, the flight state detection module 502 may receive information related to the flight speed from a flight management system (FMS) or an airspeed sensor.

[0097] The operation mode detection module 504 may be configured to detect whether the aircraft is operated using a manual throttle while in the air.

[0098] The thrust determination module 506 may be configured to determine the thrust generated by the manual throttle operation in response to detecting that the aircraft is operated using the manual throttle. Further, the thrust determination module 506 may also determine a target thrust corresponding to the flight speed.

[0099] The indication module 508 may be configured to provide an indication of the target thrust if the thrust generated by the manual throttle operation is lower than the target thrust. The indication of the target thrust includes an audio indication, a visual indication, or a combination thereof. For example, the indication module 508 may display an indication of the target thrust on the instrument panel in conjunction with the thrust generated by the manual throttle operation. In one example, if the thrust generated by the manual throttle operation is lower than the target thrust by at least a fourth threshold amount, the indication module 508 may provide an indication of the target thrust. In one embodiment, the indication module 508 may also be configured to determine a speed interval in which the flight speed is located, and to provide an indication of the target thrust in accordance with an indication mode corresponding to the speed interval. For example, the speed interval includes one or more of the following: a minimum selectable speed V LS The interval is at least a first threshold amount higher; the minimum selectable speed V LS interval; protection speed interval; at least a second threshold amount lower than the protection speed interval. In one embodiment, the indication module 508 can be configured to: increase the level of indication of the target thrust as the flight speed decreases; or decrease the level of indication of the target thrust as the flight speed increases.

[0100] The go-around module 510 may be configured to perform an automatic go-around if a glide slope intercept is detected if the flight speed is below the protection speed interval by at least a third threshold amount.

[0101] Although Figure 5 Various separate modules are shown, but it should be understood that some or all of these modules can be implemented in combination as a single module, or a single module can be split into multiple modules. The speed protection device 500 may also include Figure 5 Other modules or components not shown, such as processors, memories, etc.

[0102] The present invention provides an aircraft driving protection method and device, which obtains the aircraft speed and the artificial throttle thrust value, obtains the target thrust value under the artificial thrust according to the current situation of the aircraft, compares the obtained artificial throttle thrust value with the target thrust value, and assists the crew in operation through prompts, thereby preventing the flight crew from stalling the aircraft due to using too little artificial thrust, and effectively protecting the aircraft speed.

[0103] The various steps and modules of the methods and devices described above can be implemented with hardware, software, or a combination thereof. If implemented in hardware, the various illustrative steps, modules, and circuits described in conjunction with the present disclosure can be implemented or executed with a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic components, hardware components, or any combination thereof. The general-purpose processor can be a processor, a microprocessor, a controller, a microcontroller, or a state machine, etc. If implemented in software, the various illustrative steps and modules described in conjunction with the present disclosure can be stored on a computer-readable medium or transmitted as one or more instructions or codes. The software modules that implement the various operations of the present disclosure can reside in a storage medium, such as RAM, flash memory, ROM, EPROM, EEPROM, registers, hard disks, removable disks, CD-ROMs, cloud storage, etc. The storage medium can be coupled to a processor so that the processor can read and write information from / to the storage medium, and execute corresponding program modules to implement the various steps of the present disclosure. Moreover, the software-based embodiments can be uploaded, downloaded, or remotely accessed by appropriate communication means. Such appropriate communications means include, for example, the Internet, the World Wide Web, an intranet, software applications, cable (including fiber optic cables), magnetic communications, electromagnetic communications (including RF, microwave and infrared communications), electronic communications or other such communications means.

[0104] The numerical values ​​given in the various embodiments are only examples and are not intended to limit the scope of the present invention. The thresholds used in the various embodiments may be the same or different, and a suitable threshold may be selected according to the specific implementation. In addition, as an overall technical solution, there are other components or steps that are not listed in the claims or description of the present invention. Moreover, a single name of a component does not exclude other names of the component.

[0105] It should also be noted that these embodiments may be described as a process depicted as a flow chart, flow diagram, structure diagram, or block diagram. Although the flow chart may describe the operations as sequential processes, many of these operations can be performed in parallel or concurrently. In addition, the order of these operations can be rearranged.

[0106] The disclosed methods, devices, and systems should not be limited in any way. On the contrary, the present disclosure covers all novel and non-obvious features and aspects of the various disclosed embodiments (alone and in various combinations and sub-combinations with each other). The disclosed methods, devices, and systems are not limited to any specific aspects or features or combinations thereof, nor do any disclosed embodiments require the existence of any one or more specific advantages or the resolution of specific or all technical problems.

[0107] The present invention is not limited to the above-mentioned specific embodiments, which are merely illustrative and not restrictive. Under the guidance of the present invention, ordinary technicians in this field can make many forms without departing from the scope of protection of the present invention and the claims, all of which belong to the protection scope of the present invention.

Claims

1. A speed protection method for an aircraft, characterized in that: include: determining a flight speed of the aircraft; Detect whether the aircraft is operated with manual throttle in the air; In response to detecting that the aircraft is operated using a manual throttle, determining a thrust generated by the manual throttle operation; determining a target thrust corresponding to the flight speed; as well as providing an indication of the target thrust if the thrust generated by the manual throttle operation is lower than the target thrust, Providing an indication of the target thrust includes: determining a speed interval in which the flight speed is located, and providing an indication of the target thrust according to an indication mode corresponding to the speed interval, wherein different speed intervals correspond to different indication modes, and an indication mode corresponding to a lower speed interval has a higher indication level.

2. The speed protection method for an aircraft according to claim 1, characterized in that: The speed range includes one or more of the following: Minimum selectable speed V LS a speed interval that is higher by at least a first threshold amount; At the minimum selectable speed V LS The interval within the threshold range; An interval within the threshold range of the protection speed; or A speed interval that is at least a second threshold amount lower than the protection speed.

3. The speed protection method for an aircraft according to claim 1, characterized in that: Also includes: If the flight speed is below the protection speed interval by at least a third threshold amount, an automatic go-around is performed in case a glide slope intercept is detected.

4. The speed protection method for an aircraft according to claim 1, characterized in that: Providing an indication of the target thrust includes: As the flight speed decreases, increasing the level of indication of the target thrust; or As the flight speed increases, the level of indication of the target thrust is reduced.

5. The speed protection method for an aircraft according to claim 1, characterized in that: Providing an indication of the target thrust includes: If the thrust generated by the manual throttle operation is less than the target thrust by at least a fourth threshold amount, an indication of the target thrust is provided.

6. The speed protection method for an aircraft according to claim 1, characterized in that: The indication of the target thrust includes an audio indication, a visual indication, or a combination thereof.

7. The speed protection method for an aircraft according to claim 1, characterized in that: The indication of the target thrust includes displaying the indication of the target thrust on an instrument panel in combination with the thrust generated by manual throttle operation.

8. The speed protection method for an aircraft according to claim 1, characterized in that: Also includes: In response to detecting that the aircraft switches from manual throttle operation to auto throttle, cancelling the indication of the target thrust.

9. A speed protection device for an aircraft, characterized in that: include: a flight state detection module, configured to determine the flight speed of the aircraft; an operation mode detection module, which is configured to detect whether the aircraft is operated using a manual throttle in the air; a thrust determination module configured to, in response to detecting that the aircraft is operated using a manual throttle, determine a thrust generated by the manual throttle operation and determine a target thrust corresponding to the flight speed; as well as an indication module configured to provide an indication of the target thrust if the thrust generated by the manual throttle operation is lower than the target thrust, The indication module is further configured to: determine the speed interval in which the flight speed is located, and provide an indication of the target thrust according to an indication mode corresponding to the speed interval, wherein different speed intervals correspond to different indication modes, and an indication mode corresponding to a lower speed interval has a higher indication level.

10. The speed protection device for an aircraft according to claim 9, characterized in that: The speed range includes one or more of the following: Minimum selectable speed V LS a speed interval that is higher by at least a first threshold amount; At the minimum selectable speed V LS The interval within the threshold range; An interval within the threshold range of the protection speed; or A speed interval that is at least a second threshold amount lower than the protection speed.

11. The speed protection device for an aircraft according to claim 9, characterized in that: Also includes: A go-around module is configured to perform an automatic go-around if a glide slope intercept is detected if the flight speed is below the protection speed interval by at least a third threshold amount.

12. The speed protection device for an aircraft according to claim 9, characterized in that: The indication module is further configured to: As the flight speed decreases, increasing the level of indication of the target thrust; or As the flight speed increases, the level of indication of the target thrust is reduced.

13. The speed protection device for an aircraft according to claim 9, characterized in that: The indication module is further configured to: If the thrust generated by the manual throttle operation is less than the target thrust by at least a fourth threshold amount, an indication of the target thrust is provided.

14. The speed protection device for an aircraft according to claim 9, characterized in that: The indication of the target thrust includes an audio indication, a visual indication, or a combination thereof.

15. The speed protection device for an aircraft according to claim 9, characterized in that: The indication module is further configured to: An indication of the target thrust is displayed on the instrument panel in conjunction with the thrust generated by manual throttle operation.

16. An aircraft, characterized in that: include: A speed protection device as claimed in any one of claims 9 to 15.

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