Method and device for estimating a lateral speed and a lateral position of an aircraft, during a phase where the aircraft is traveling on the ground

Abstract

Method and device for estimating lateral speed and lateral position of an aircraft during a phase where the aircraft is traveling on the ground. The device includes a unit for determining an initial lateral position value, corresponding to lateral position with respect to axis of a runway when touching down on landing, a unit for repetitively determining, at least from runway touch down, current ground speed and a current lateral angular deviation, representing angular deviation between the current route and the heading of the runway, a unit for repetitively computing current lateral speed, from the current ground speed and current lateral angular deviation, a unit for computing a current lateral position, from current lateral speed and initial lateral position, and a link for transmitting the current lateral speed and/or the current lateral position to at least one user system.

Claims

1. A method for estimating a current lateral speed and a current lateral position of an aircraft while the aircraft is traveling on a runway after a landing of the aircraft on the runway, the method comprising: determining, using a first data generation unit, a lateral position value that represents an initial lateral position, wherein the initial lateral position corresponds to a lateral position value of the aircraft with respect to a central longitudinal axis of the runway at a time of the aircraft touching down on the runway on landing; repetitively determining, at least from the time of the aircraft touching down on the runway upon landing, a current ground speed of the aircraft and a current lateral angular deviation from at least inertial information, wherein the current lateral angular deviation represents an angular deviation between a current route of the aircraft and a heading of the runway, and wherein repetitively determining the current ground speed and the current lateral angular deviation is performed using at least a second data generation unit; repetitively computing, using a first computation unit, the current lateral speed of the aircraft from the current ground speed and the current lateral angular deviation of the aircraft; computing, using a second computation unit, a current lateral position from the current lateral speed and the initial lateral position of the aircraft; and transmitting, using a data transmission link, one or more of the current lateral speed and the current lateral position to at least one user system of the aircraft.

2. The method as claimed in claim 1, wherein the first data generation unit comprises a multimode receiver.

3. The method of claim 2, comprising monitoring, using a first processing unit, a lateral position generated by the multimode receiver when the aircraft is in flight to detect a noisy lateral position value, wherein the first processing step is implemented by a first processing unit prior to determining the lateral position value, and wherein determining the lateral position value comprises determining a zero value for the initial lateral position, in case a noisy lateral position value is detected.

4. The method of claim 3, wherein determining the lateral position value comprises comparing a value generated by the multimode receiver with a threshold value and, when the value generated by the multimode receiver is less than or equal to the threshold value, using the value generated by the multimode receiver as the initial lateral position or, otherwise, using an auxiliary value as the initial lateral position.

5. The method of claim 4, wherein the auxiliary value corresponds to the threshold value or zero.

6. The method of claim 2, wherein determining the lateral position value comprises comparing a value generated by the multimode receiver with a threshold value and, when the value generated by the multimode receiver is less than or equal to the threshold value, using the value generated by the multimode receiver as the initial lateral position or, otherwise, using an auxiliary value as the initial lateral position.

7. The method of claim 1, wherein determining the lateral position value comprises: monitoring the aircraft to detect one or more events, wherein the one or more events comprise at least one of: a compression of a main landing gear of the aircraft; a rotation of one or more wheels of the aircraft; and a zero height of the aircraft relative to ground; and determining the time of the aircraft touching down on the runway during landing, from at least a time of detection of at least one of the one or more events.

8. The method of claim 1, wherein repetitively determining the current ground speed and the current lateral angular deviation comprises determining one or more parameters, wherein the one or more parameters comprise at least one of: the current ground speed of the aircraft and the current lateral angular deviation, from hybridized data obtained from inertial data and from data coming from a satellite positioning system.

9. The method of claim 1, wherein computing the current lateral position comprises using a following expression:
Yc=V.sub.Yc+Y.sub.0, wherein V.sub.Yc is the current lateral speed and Y.sub.0 is the initial lateral position.

10. The method of claim 1, wherein the at least one user system comprises one or more of an automatic pilot and a flight director.

11. The method of claim 10, comprising: guiding the aircraft by the automatic pilot, based on the current lateral speed and/or the current lateral position; and/or displaying, using the flight director, the current lateral speed and/or the current lateral position to a pilot of the aircraft.

12. A device for estimating a current lateral speed and a current lateral position of an aircraft while the aircraft is traveling on a runway after a landing of the aircraft on the runway, the device comprising: a first data generation unit configured for determining a lateral position value that represents an initial lateral position, wherein the initial lateral position corresponds to a lateral position value of the aircraft with respect to a central longitudinal axis of the runway at a time of the aircraft touching down on the runway on landing; a second data generation unit configured for repetitively determining, at least from the time of the aircraft touching down on the runway upon landing, a current ground speed of the aircraft and a current lateral angular deviation, wherein the current lateral angular deviation represents an angular deviation between a current route of the aircraft and a heading of the runway; a first computation unit configured for repetitively computing the current lateral speed of the aircraft from the current ground speed and the current lateral angular deviation of the aircraft; a second computation unit configured for computing a current lateral position from the current lateral speed and the initial lateral position of the aircraft; and a data transmission link configured for transmitting one or more of the current lateral speed and the current lateral position to at least one user system of the aircraft.

13. The device of claim 12, wherein the first data generation unit corresponds to comprises a multimode receiver.

14. The device of claim 12, wherein the second data generation unit comprises at least an inertial data system and a sensor associated with a satellite positioning system.

15. The device of claim 12, wherein the at least one user system comprises one or more of an automatic pilot and a flight director.

16. The device of claim 15, wherein the automatic pilot is configured to: guide the aircraft using one or more of the current lateral speed and the current lateral position; and/or display one or more of the current lateral speed and the current lateral position to a pilot of the aircraft.

17. An aircraft comprising a device for estimating a current lateral speed and a current lateral position of an aircraft while the aircraft is traveling on a runway after a landing of the aircraft on the runway, the device comprising: a first data generation unit configured for determining a lateral position value that represents an initial lateral position, wherein the initial lateral position corresponds to a lateral position value of the aircraft with respect to a central longitudinal axis of the runway at a time of the aircraft touching down on the runway on landing; a second data generation unit configured for repetitively determining, at least from the time of the aircraft touching down on the runway upon landing, a current ground speed of the aircraft and a current lateral angular deviation, wherein the current lateral angular deviation represents an angular deviation between a current route of the aircraft and a heading of the runway; a first computation unit configured for repetitively computing the current lateral speed of the aircraft from the current ground speed and the current lateral angular deviation of the aircraft; a second computation unit configured for computing a current lateral position from the current lateral speed and the initial lateral position; and a data transmission link configured for transmitting one or more of the current lateral speed and the current lateral position to at least one user system of the aircraft.

18. The aircraft of claim 17, wherein the at least one user system comprises one or more of an automatic pilot and a flight director.

19. The aircraft of claim 18, wherein: the automatic pilot is configured to guide the aircraft using one or more of the current lateral speed and the current lateral position, and/or the flight director is configured to display one or more of the current lateral speed and the current lateral position to a pilot of the aircraft.

Description

BRIEF DESCRIPTION OF THE FIGURES

(1) The appended figures will give a good understanding of how the disclosure herein can be embodied. In these figures, identical references denote similar elements. More particularly:

(2) FIG. 1 is a block diagram of a particular embodiment of an estimation device according to the disclosure herein;

(3) FIG. 2 diagrammatically shows an aircraft traveling on a runway; and

(4) FIG. 3 is a block diagram of successive steps implemented by the estimation device.

DETAILED DESCRIPTION

(5) The estimation device 1 shown diagrammatically in FIG. 1 and making it possible to illustrate the disclosure herein is intended for estimating a current lateral speed and a current lateral position of an aircraft AC (FIG. 2), in particular of a transport airplane, during a phase where the aircraft AC is traveling on the ground on a runway 2 after a landing. FIG. 2, also shows the central longitudinal axis L of the runway 2.

(6) According to the disclosure herein, the estimation device 1 which is installed onboard the aircraft, comprises, as shown in FIG. 1: a data generation unit 3, which preferably comprises a multimode receiver 4 of the MMR (standing for Multi Mode Receiver) type and which is configured for determining a lateral position value, called the initial lateral position. This initial lateral position Y.sub.0 corresponds to a lateral position value of the aircraft AC with respect to the central longitudinal axis L of the runway 2 (FIG. 2), that is to say the distance on the ground of the aircraft orthogonally to the central longitudinal axis L, at the time of the touchdown on (or first contact with) the runway 2 by wheels of the aircraft on landing (after a flight); a data generation unit 5, preferably a hybridation unit (HYB standing for Hybridation Unit), described below and configured for repetitively determining, at least from the time of the touchdown of the aircraft on the runway, a current ground speed V.sub.GND (in the form of a numerical value) of the aircraft and a current lateral angular deviation (FIG. 2). The current lateral angular deviation represents the angular deviation between the current route of the aircraft and the heading of the runway; a computation unit 6 (COMP1 standing for Computation Unit) configured for repetitively computing the current lateral speed V.sub.Yc of the aircraft, from the current ground speed V.sub.GND and from the current angular lateral deviation , received from the data generation unit 5; a computation unit 7 (COMP2 standing for Computation Unit) configured for computing a current lateral position Yc, from the current lateral speed V.sub.Yc and from the initial lateral position Y.sub.0; and a data transmission link 8 configured for transmitting at least one system of an assembly 9 of user systems (USER standing for User systems) at least one of the following parameters: the current lateral speed V.sub.Yc computed by the computation unit 6 and/or the current lateral position Yc computed by the computation unit 7.

(7) In a particular embodiment, the computation units 6 and 7 are integrated in a central processing unit (or computer) 10 which is connected by the intermediary of links 11, 12 and 8 to the units 3 and 5 and the assembly 9 respectively.

(8) Moreover, the computation units 6 and 7 can, notably, correspond to functions implemented in a software manner in the central processing unit 10.

(9) In a preferred embodiment, the assembly 9 of user systems comprises, in particular: an automatic pilot 13 (AP standing for Automatic Pilot); and a flight director 14 (FD standing for Flight Director).

(10) The estimations produced by the estimation device 1 can thus, notably, be used by the automatic pilot 13 whilst the aircraft is traveling on the ground and piloted in automatic mode, or they can be displayed by the flight director 14 whilst traveling on the ground, for example with manual piloting by a pilot.

(11) Moreover, in a preferred embodiment, the data generation unit 3 comprises at least: an inertial data system 15 (IRS standing for Inertial Reference System) of the aircraft; and a sensor 16 associated with a satellite positioning system, for example of the GPS (GPS standing for Global Positioning System) or other (Galileo, Glonass, Beidou, . . . ) type.

(12) Moreover, in a particular embodiment, the estimation device 1 comprises a processing unit 17 (PROC1 standing for Processing Unit) configured for monitoring the lateral position generated by the multimode receiver 4 when the aircraft is in flight, so as to be able to detect, if any, a noisy lateral position value. The data generation unit 3 considers a zero value for the initial lateral position in the event of detection of a noisy lateral position value transmitted by the multimode receiver 4.

(13) Thus, if the estimation device 1 observes that the MMR data is noisy even in flight, it can force the value directly to zero. In this case, the aircraft is guided straight ahead, parallel with the longitudinal central axis L of the runway 2.

(14) Moreover, in a particular embodiment, the estimation device 1 also comprises a processing unit 18 (PROC2 standing for Processing Unit) configured for comparing the value generated by the multimode receiver 4 with a recorded threshold value. The data generation unit 3 (or the central processing unit 10 for example) is configured for: if the generated value is less than or equal to the threshold value, choosing that generated value as the initial lateral position; otherwise, choosing an auxiliary value as the initial lateral position.

(15) Preferably, the auxiliary value corresponds, as a function of the envisaged embodiment, to one or other of the following values: either to the threshold value itself; or to a zero value.

(16) The processing units 17 and 18 can be integrated in the data generating unit 3, as shown in FIG. 1, or for example in the central processing unit 10.

(17) Moreover, these processing units 17 and 18 can correspond to functions implemented in a software manner in the data generation unit 3.

(18) Moreover, the estimation device 1 comprises, for example in the data generating unit 3, a monitoring unit 19 (MONITOR standing for Monitoring Unit) which is configured for: carrying out at least one monitoring of the aircraft in such a way as to be able to detect at least one of the following events: a compression of a main landing gear of the aircraft; a putting of the wheels of the aircraft into rotation; and a zero height of the aircraft with respect to the ground; and determining the time that the aircraft touches down on the runway, from the time of detection of at least one of the above events.

(19) Moreover, the data generating unit 5 is configured for determining the current ground speed V.sub.GND of the aircraft and the current lateral angular deviation , from: either data obtained from inertial data generated by the inertial data system 15; or, preferably, hybridized data determined both from inertial data generated by the inertial data system 15 and from data generated by the sensor 16 of the satellite positioning system.

(20) Thus, in a preferred embodiment, instead of using pure inertial data (IRS), the data generating unit 5 uses hybridized data (that is to say inertial data adjusted by GPS data), in order to significantly reduce the drift of the inertial data and to increase the accuracy. An estimated current lateral speed V.sub.Yc which is very accurate is then obtained.

(21) The computation unit 6 is configured for computing the current lateral speed V.sub.Yc using the projection of the hybrid ground speed V.sub.GND (IRS+GPS) on the axis L of the runway 2. Once the lateral speed is found, the lateral position is easily determined by integrating the lateral speed. Thus, it is even guaranteed that the estimations of lateral position and of lateral speed are related, because the derivative of the lateral position actually gives the estimated lateral speed.

(22) Consequently, in order to obtain the current lateral position Yc (or Yrollout), it suffices to integrate the current lateral speed V.sub.Yc (or VYrollout).

(23) In order to do this, the computation unit 7 is configured for computing the current lateral position Yc, from the following expression:
Yc=V.sub.Yc+Y.sub.0
wherein: V.sub.Yc is the current lateral speed; and Y.sub.0 is the initial lateral position.

(24) The initialization constant, namely the initial position Y.sub.0, is determined as mentioned above. It is known that in flight the MMR data is not interfered with, notably by the engine speed. This MMR data is therefore used for initializing the integrator. The computation unit 6 stores the lateral position sent by the multimode receiver 4 just before the impact (or just on impact), so that it will not pass through the phase where it is interfered with, and it is inserted in the above expression as corresponding to Y.sub.0.

(25) Moreover, in order to cover the cases where the multimode receiver is interfered with before the impact, a limit on the initialization value can be set. A criterion to be complied with can for example be that in 99% of cases (over the statistical impact performances with a cross-wind of 30 knots for example), even if the multimode receiver sends a completely incorrect value, the aircraft must not leave the runway.

(26) The estimation device 1, as described above, implements the following set of steps E1 to E5, as shown in FIG. 3 (in liaison with FIG. 1): E1/ a data generation step, implemented by the data generating unit 3, comprising or consisting of determining the initial lateral position, corresponding to the lateral position value of the aircraft with respect to the central longitudinal axis of the runway, when touching down on the runway on landing; E2/ a data generation step, implemented by the data generating unit 3, comprising or consisting of repetitively determining, at least from the time the aircraft touches down on the runway, the current ground speed of the aircraft and the current lateral angular deviation from hybridized data; E3/ a computation step, implemented by the computation unit 6, comprising or consisting of repetitively computing the current lateral speed of the aircraft, from the current land speed and from the current lateral angular deviation; E4/ a computation step, implemented by the computation unit 7, comprising or consisting of computing a current lateral position, from the current lateral speed and from the initial lateral position; and E5/ an information transmission step, implemented by the data transmission link 8, comprising or consisting of transmitting to at least one user system 13, 14: the current lateral speed computed in the first computation step and/or the current lateral position computed in the second computation step.

(27) The estimation device 1, such as described above, notably makes it possible to produce a very accurate estimation of the lateral speed and of the lateral position of the aircraft on the ground whilst traveling after a landing.

(28) The subject matter disclosed herein can be implemented in or with software in combination with hardware and/or firmware. For example, the subject matter described herein can be implemented in software executed by a processor or processing unit. In one exemplary implementation, the subject matter described herein can be implemented using a computer readable medium having stored thereon computer executable instructions that when executed by a processor of a computer control the computer to perform steps. Exemplary computer readable mediums suitable for implementing the subject matter described herein include non-transitory devices, such as disk memory devices, chip memory devices, programmable logic devices, and application specific integrated circuits. In addition, a computer readable medium that implements the subject matter described herein can be located on a single device or computing platform or can be distributed across multiple devices or computing platforms.

(29) While at least one exemplary embodiment of the invention(s) is disclosed herein, it should be understood that modifications, substitutions and alternatives may be apparent to one of ordinary skill in the art and can be made without departing from the scope of this disclosure. This disclosure is intended to cover any adaptations or variations of the exemplary embodiment(s). In addition, in this disclosure, the terms comprise or comprising do not exclude other elements or steps, the terms a, an or one do not exclude a plural number, and the term or means either or both. Furthermore, characteristics or steps which have been described may also be used in combination with other characteristics or steps and in any order unless the disclosure or context suggests otherwise. This disclosure hereby incorporates by reference the complete disclosure of any patent or application from which it claims benefit or priority.