Method and device for activating the display of at least one stall margin indicator of an aircraft

An activation device comprising a computation unit configured to compute a stall margin of the aircraft, an information reception unit configured to receive information indicating if an automatic angle-of-attack protection system of the aircraft is active or inactive, and an activation unit configured to activate the display of the stall margin indicator only if the automatic angle-of-attack protection system is inactive.

CROSS-REFERENCES TO RELATED APPLICATIONS

This application claims the benefit of the French patent application No. 1554924 filed on Jun. 1, 2015, the entire disclosures of which are incorporated herein by way of reference.

BACKGROUND OF THE INVENTION

The present invention relates to a method and a device for activating the display of at least one stall margin indicator of an aircraft, in particular of a transport airplane.

In order to reinforce the vigilance of crew members to aircraft stall situations, it is known practice to use stall margin indicators. The stall margin information is supplied to the pilots via a permanent display on their primary attitude instruments.

It is known practice to use a chevron centered on a primary flight readout, which indicates the stall margin and the direction of the aircraft recovery maneuver in the case of a stall. A stall margin indicator is also known that takes the form of markers situated laterally on the same type of readout. The stall margin of these two representations is materialized by the distance between the bottom point of the symbol or symbols and the model of the aircraft, centered on the primary flight readout.

The stall margin indicators complement the existing stall indicators, the presence of which is dictated by the regulations. In the symbology employed, the stall margin indicator is a piloting symbol completely apart. Because of this and even more than what may be required of a text message or an audio alert, the information transmitted by this symbol has to be very accurate, to make it possible to perform an emergency maneuver when that proves necessary.

The stall margin indicator allows prevention or else involves an immediate corrective action to reduce the angle-of-attack of the aircraft on the part of the pilot when the stall margin decreases dangerously or becomes zero. The need for a preventive or corrective maneuver is however required only if the incidence of the aircraft is no longer protected by the usual systems, because the pilots can use the full authority of their stick without the risk of exceeding the aircraft's stability limits

SUMMARY OF THE INVENTION

An object of the present invention is to provide specific conditions for activation of such a stall margin indicator. It relates to a method for activating the display of at least one stall margin indicator on at least one screen of a cockpit of an aircraft, the stall margin indicator being positioned on the screen at a distance from a symbol illustrating a parameter (trim, speed vector, . . . ) of the aircraft, which is representative of the stall margin, the method comprising the following step comprising:

A) computing a stall margin of the aircraft.

According to the invention, the method comprises the following additional steps comprising:

B) receiving information indicating if an automatic angle-of-attack protection system of the aircraft is active or inactive; and

C) activating the display of the stall margin indicator, only if the automatic angle-of-attack protection system is inactive.

In the context of the invention:“activation of the display” should be understood to mean a display command whose purpose is to have the stall margin indicator displayed on the screen; and“disabling of the activation of the display” should be understood to mean a display command whose purpose is to clear the display of the stall margin indicator from the screen.

Thus, by virtue of the invention, the stall margin indicator is not displayed permanently, but only when necessary for the piloting. More specifically, the stall margin indicator is displayed only if the angle-of-attack protection system is inactive, because it is in that situation that the pilot needs a piloting assistance of this type.

Advantageously, the activation of the display of the stall margin indicator is disabled, if step A) of computation of the aircraft stall margin does not have sufficient information to perform the margin computation.

According to different embodiments of the invention, which can be taken together or separately:the method comprises a first auxiliary step comprising computing a consolidated angle-of-attack, step A) using the consolidated angle-of-attack computed in the first auxiliary step for the implementation thereof;the consolidated angle-of-attack is deduced from a monitored angle-of-attack obtained by checking the validity of a plurality of angle-of-attack computation sources of the aircraft and/or of an estimated angle-of-attack;the method comprises a second auxiliary step comprising computing a consolidated Mach number of the aircraft, step A) using the consolidated Mach number for the implementation thereof;the consolidated Mach number is deduced from a monitored Mach number obtained by checking the validity of a plurality of Mach number computation sources of the aircraft and/or of an estimated Mach number;step A) comprises computing the stall margin from the consolidated angle-of-attack and from the consolidated Mach number;the method comprises an additional step of management of at least one stall prevention device, the additional management step using, for the implementation thereof, the stall margin computed in step A);the stall prevention device corresponds to at least one of the following elements: a stall audio alert, a stall text alert, an anti-stall stick shaker, an anti-stall stick pusher and a stall limit speed indicator;the activation of the display of the stall margin indicator is disabled if the current Mach number of the aircraft is outside of a predetermined range;a symbology of the stall margin indicator is variable and a function of the stall margin value.

The invention relates also to a device for activating the display of at least one stall margin indicator on at least one screen of a cockpit of an aircraft, the stall margin indicator being positioned on the screen at a distance from a symbol that can serve to materialize the stall margin, for example a symbol illustrating the trim or a speed vector of the aircraft, the activation device comprising a unit for computing a stall margin of the aircraft.

According to the invention, the activation device also comprises:an information reception unit configured to receive information indicating if an automatic angle-of-attack protection system of the aircraft is active or inactive; andan activation unit configured to activate the display of the stall margin indicator only if the automatic angle-of-attack protection system is inactive.

The invention further relates to a stall management assembly, comprising at least one display system and an activation device as described above.

The invention relates also to an aircraft comprising an activation device and/or a stall management assembly, such as those described previously.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

A display system1of a cockpit of an aircraft is illustrated inFIG. 1. The display system1comprises a display unit provided with a screen2. It is a primary flight readout, on which is represented a stall margin indicator3, here a chevron, which indicates the stall margin and the direction of the aircraft recovery maneuver in the case of a stall. The stall margin is materialized, when the stall margin indicator3is displayed, by the distance between the bottom point of the stall margin indicator3and a symbol4illustrating the aircraft, centered on the screen2. This screen2also comprises a trim scale9.

The stall margin is, preferably, defined relative to the trim of the aircraft, as in the example ofFIG. 1. However, in the context of the present invention, it can also be defined relative to other parameters (or references) such as the speed vector of the aircraft, for example.

The display system1forms part of a stall management assembly14.

This assembly14which is embedded in the aircraft, comprises a device5for activating the display of the stall margin indicator3on the screen2, as represented inFIG. 2.

This activation device5comprises a computation unit6for computing the stall margin of the aircraft.

The assembly14also comprises an angle-of-attack protection system7, of the usual type, that can be active or inactive depending on the failures identified by embedded systems on the aircraft. The automatic angle-of-attack protection system7is configured, in the usual manner, to automatically prevent a stall of the aircraft when it is active.

According to the invention, the activation device5further comprises an activation unit8for activating the display of the stall margin indicator3, and does so only if the automatic angle-of-attack protection system7is inactive. To do this, the activation device5comprises an information reception unit (incorporated for example in the activation unit8) receiving information from the automatic angle-of-attack protection system7of the aircraft, indicating if it is active or inactive.

When the automatic angle-of-attack protection system7, making it possible to automatically prevent a stall of the aircraft, is active (and operating normally), there is no point in displaying the stall margin indicator3. On the other hand, when it is inactive, the stall margin indicator3is displayed on the screen2to assist the pilots.

In a preferred embodiment, the activation unit8is configured to disable (or deactivate) the display of the stall margin indicator3, if the stall margin computation unit6does not have sufficient information to perform the margin computation. In fact, in this case, it will not be possible to display a stall margin indicator that is reliable and accurate, and it is preferable not to show this information to the pilots.

The activation device5comprises a unit10for calculating a consolidated angle-of-attack of the aircraft. The calculation unit6uses this consolidated angle-of-attack, calculated by the unit10, to calculate the stall margin.

To calculate the consolidated angle-of-attack, the unit10comprises a unit11for calculating a monitored angle-of-attack. This can further comprise a unit15for calculating an estimated angle-of-attack.

The unit11for calculating the monitored angle-of-attack comprises a unit12for monitoring the angle-of-attack and a unit13for determining the validity of a plurality of sources each calculating an angle-of-attack of the aircraft, such as, for example, the sources13A,13B,13C,13D ofFIG. 1.

The unit12monitors each source of angle-of-attack and the unit13validates each source of angle-of-attack.

Moreover, the unit15performs an estimation of the angle-of-attack of the aircraft, from information such as the current slope of the aircraft, its pitch, and other flight parameters. It provides a different source of information.

The calculation unit6also comprises a unit16combining the information from the units11and15so as to calculate a consolidated angle-of-attack.

The activation device5also comprises a unit20for calculating a consolidated Mach number of the aircraft. The calculation unit6uses the consolidated Mach number, calculated by the unit20, to calculate the stall margin.

To calculate the consolidated Mach number, the unit20comprises a unit21for calculating a monitored Mach number. It can also comprise a unit25for calculating an estimated Mach number.

Furthermore, the unit21for calculating the monitored Mach number comprises a Mach number monitoring unit22and a unit23for determining the validity of a plurality of sources each calculating a Mach number, such as, for example, the sources23A,23B,23C,23D ofFIG. 4.

The unit22monitors each Mach number source and the unit23validates each Mach number source.

The unit25can take into account angle-of-attack information or information from other embedded sources of information to calculate a Mach independent of the sources23A,23B,23C and23D.

The calculation unit6also comprises a unit26combining the information from the units21and25so as to calculate the consolidated Mach number.

In a particular embodiment, the calculation unit6is configured to calculate the stall margin from the consolidated angle-of-attack and from the consolidated Mach number. For that, it comprises a unit30combining the information from the units10and20so as to calculate a consolidated stall margin.

Moreover, the activation device5comprises a set40of stall prevention or alert devices (or anti-stall device) which use the stall margin calculated by the calculation unit6and received from the unit30.

The set40comprises a stall audio alert device41, a stall text alert device42, an anti-stall stick shaking device43, an anti-stall stick pusher device44and/or a device (or indicator)45for displaying a stall limit speed.

The grouping together of all the stall prevention and alert devices within the same stall prevention set40makes it possible to guarantee the synchronization of each of the associated effects in the cockpit: the appearance of the alert text, the audio alert, the materialization of a zero margin via the stall margin indicator, the shaking of the stick or the activation of the stick pusher, entry into the stall speed limit. The appearance of these effects simultaneously in the cockpit reinforces the understanding of the situation by the crew. Conversely, a disorderly appearance of the alert means could lead to an increase in the workload of the crew. The alerts that use a display (text alert, etc.) can produce the corresponding display on the screen2(FIG. 1), on an already existing screen on the aircraft and/or on a dedicated screen.

In one or more particular embodiments, the stall prevention and alert devices are linked to the activation unit8.

According to one embodiment, the activation unit8is configured to disable the activation of the display of the stall margin indicator if the Mach number of the aircraft is outside of a predetermined range (of Mach number values).

This embodiment is particularly advantageous when the stall margin is not adjusted according to the Mach number and a fixed stall angle-of-attack50is used over the entire flight domain. The accuracy of the stall margin information is not then uniform over the entire range of speeds at which the aircraft can fly.

FIG. 3shows such an example of a curve51of stall angle-of-attack AA as a function of the Mach number of an aircraft, when the stall margin is not adjusted according to the Mach number and a fixed stall angle-of-attack50is used over the entire flight domain.

On this curve51, it can be seen that, in a first Mach number range55ranging from 0 to N, the accuracy of the stall margin is sufficient for the activation unit8to allow the display of the stall margin indicator.

On the other hand, in a second Mach number range56, that is to say beyond the Mach number value N, the stall margin accuracy is not sufficient and the activation unit8disables the display of the stall margin indicator.

According to one embodiment, a symbology of the stall margin indicator3is variable and a function of the stall margin value. It can notably change form, size and/or brightness. For example, the symbology of the stall margin indicator can be reinforced (visually) when the stall margin decreases. In a particular embodiment, the chevron (illustrating the indicator) which is usually of amber color is, for example, displayed in red if the stall margin becomes zero or negative. Similarly, the position of the stall margin indicator3can be adjusted so that its point is flush with the symbol4of the aircraft centered on the primary attitude readout if the stall margin becomes zero. If the stall situation gets worse, it is also possible to make the stall margin indicator move under the symbol4, by placing intermediate symbols reinforcing the understanding of the angle-of-attack reduction action expected of the crew.

An exemplary system architecture60of an aircraft making it possible to implement the invention is illustrated inFIG. 4.

Each primary computer P1, P2, . . . , Pn of the set70comprises the unit10for calculating a consolidated angle-of-attack, the unit20for calculating a consolidated Mach number and the unit30combining the information from the units10and20so as to calculate the consolidated stall margin.

It further comprises the unit8for activating the display of the margin indicator and the stall prevention devices42,43,44,45.

The set70is said to be primary because it constitutes the main device on board the aircraft for monitoring and consolidating the data used by all the stall prevention and alert devices. This set, by grouping together the stall prevention and alert devices, guarantees their synchronization and their availability by means of the multiple occurrences of the available primary computers.

The set80of alarm computers A1, A2, . . . , Am is formed from a chain of computers responsible for the aircraft alarms. In a particular embodiment, it is dedicated to the calculation for the stall prevention and alert devices. In a preferred embodiment, the set80comprises a secondary unit81for calculating the stall margin. It further comprises a unit82for activating the display of the margin indicator and a unit83for managing at least one stall prevention device. It also comprises a unit84for calculating a monitored angle-of-attack and a unit85for calculating a monitored Mach number.

The purpose of this set80is to take control of all or some of the stall alert calculations when the primary set70is no longer operational. The redundancy present on the primary set70limits the probability of having to use this secondary chain.

In a particular embodiment, the system architecture60can show a perfect similarity between the units30and81,8and82or even between42,43,44,45on the one hand and unit83on the other hand

A preferred embodiment comprises introducing a difference in calculation between these units. The stall margin from the unit81is then called backup. According to this solution, there is no need to introduce complex monitoring around parameters to allow the unit81to function. In effect, the loss of the primary chain together with failures of such information is extremely improbable.

In a particular embodiment, the units10and20of the set70can be put in place between the set70and the set80, in order for the latter not to perform any calculation on the basis of errored information, rejected by the set70before it has been lost.

In a preferred embodiment, the set80can comprise the stall audio alert device41. The device41receives its information from the consolidated stall margin calculation unit30of the set70.

The stall alert devices managed by the set80and in particular the audio alert are thus synchronized with the other stall prevention and alert devices managed by the set70, thus ensuring overall consistency in the cockpit.

In the absence of the set70of the primary calculation chain and in a preferred embodiment, the unit81of the set80receives information from the unit84for calculating a monitored angle-of-attack and from the unit85for calculating a monitored Mach number. The stall alert devices governed by the set80and in particular the audio alert are thus synchronized with the other stall prevention and alert devices governed by this set80, thus ensuring overall consistency in the cockpit, even in the case of loss of the primary set70. The set81feeds41,82and83in the absence of the set70.

The set90is involved in a particular embodiment of the invention. It comprises a unit91for calculating a monitored angle-of-attack and a unit92for calculating a monitored Mach number, and a unit93combining the information from the units91and92so as to calculate the secondary stall margin.

It further comprises a unit94for activating the display of the margin indicator and a unit95for managing at least one stall prevention device.

It is an alternative to the implementation of the set80. In this embodiment, the device41of the set80is linked to the unit93.

The set100produces the display of all the graphic components associated with the stall prevention and alert devices. In a variant embodiment, the device42adds text information indicating the stall situation to the pilots. A unit49controls the display of the stall margin indicator on the screen2of the display system1(FIGS. 1 and 2).

Thus, the text display produced by the device42can be triggered by the primary set70, via the unit30, to satisfy the need to synchronize the stall alert effects. In case of loss of the primary chain, the display of the device42can be triggered by one of the backup stall margin calculation devices81,93, depending on the embodiment concerned. In a preferred embodiment, the display of the device42is triggered when the stall margin transmitted by one of the units8,82or94is zero or negative. This solution provides a simple way to guarantee the synchronization between the display of the text and the stall prevention and alert devices.

The display of a stall margin indicator3is generally managed by the set70, via the unit30, to satisfy the need to synchronize the effects of the stall alerts and consistency in the cockpit.

In case of loss of the set70, the indicator3will be able to be positioned by one of the backup stall margin calculation devices82,94depending on the embodiment concerned.

In a preferred embodiment of the invention, in case of complete loss of the device41, only the anti-stall audio alert is lost and the stall margin indicator, the text alert and the other stall prevention devices43,44,45have their availability preserved.

The various links between the units described previously are as represented inFIGS. 2 and 4.