• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    flight and aircraft management system. a flight management system (24) for use in automatically generating a flight path trajectory (26) for an aircraft (10) is provided. the flight path trajectory includes a plurality of route points (28) and a plurality of vectors (30) extending between each route point of the plurality of route points, the flight management system includes a processor (302) which is configured to calculate a first flight path trajectory (36) which includes an origin route point (40) and a destination route point (42), receives a tactical command that indicates a change during the flight path , and a second flight path trajectory (38) is calculated based at least in part on the tactical command, the calculated second flight path trajectory includes a starting route point along the first flight path trajectory, a point intercept route (48) along the first flight path trajectory, and a departure vector from the departure route point (46) to the intercept route point.
    公开号:BR102012000072B1
    申请号:R102012000072
    申请日:2012-01-03
    公开日:2020-01-28
    发明作者:Lynn Walter Randy
    申请人:Ge Aviation Systems Llc；
    IPC主号:
    专利说明:

    "FLIGHT MANAGEMENT SYSTEM, AIRCRAFT AND AIRCRAFT METHOD OF OPERATION INCLUDING A FLIGHT MANAGEMENT SYSTEM"
    Field of Invention [001] The present invention relates, in general, to aircraft control during flight, and more specifically, to a flight management system for use with an aircraft and method for operating an aircraft in an airspace controlled.
    Background of the Invention [002] At least some known aircraft include flight management systems to generate a flight path from a departure airport to a destination airport and to fly the aircraft along the generated flight path. In today's airspace, delays due to congestion are common. When the number of aircraft entering an airspace exceeds the number of aircraft that can be safely handled by the available Air Traffic resources (limited by the number of controllers and type of automation), delays are imposed on the aircraft. These delays are typically achieved by instructing aircraft to slow down, using radar vectors, or through orbital retention. Currently, air traffic controllers estimate, based on experience, using an average flight time to determine when to request that an aircraft leave its current retention standard in order to meet a time (for measurement or integration with another aircraft in a defined arrival sequence) at a time after leaving detention, such as within the arrival procedure.
    [003] At least some well-known aircraft include an automatic flight system that includes a flight management system and a separate autopilot system. Currently, a pilot or navigator
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    2/19 receives instructions from the air traffic controller when a delay maneuver is required and manually inserts tactical commands into the autopilot system. The autopilot system abandons the flight path generated by the flight management system, and operates the aircraft through the delay maneuver based on tactical commands. As the flight path generated has been abandoned, the intention or future position of the aircraft becomes uncertain. As a result, flight times will vary significantly based on where the aircraft leaves the delay maneuver, introducing uncertainty that requires additional separation buffers. This uncertainty results in decreased capacity and increased fuel burn for the next aircraft due to its increased time spent on tactical delay operation.
    [004] In addition, at least some known air traffic controllers may use trajectory-based methods of operation to maintain aircraft separation. This method requires knowledge of the future intention in 4 dimensions of the aircraft (latitude, longitude, altitude and time). Known automatic flight systems do not support trajectory-based methods of operation since the autopilot system abandons the flight path generated to execute tactical commands received by the air traffic controller.
    [005] An integrated automatic flight system that eliminates the unwanted uncertainty of an aircraft intention during the deployment of tactical commands is necessary. Specifically, an automatic flight system that generates a flight path that is indicative of the future aircraft trajectory based on tactical commands is required, and performs downlink on the flight path trajectory for ground controllers to provide to ground controllers with an accurate picture of the aircraft's position in time and enables controllers to safely integrate aircraft traffic with adequate separation for approach and landing on a runway
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    3/19 active.
    Description of the Invention [006] In one embodiment, a flight management system for use in automatically generating a flight path trajectory for an aircraft is provided. The flight path trajectory includes a plurality of route points and a plurality of vectors that extend between each route point of the plurality of route points. The flight management system includes a processor that is configured to calculate a first flight path trajectory including an origin route point and a destination route point. A tactical command that indicates a change during the flight path is received. A second flight path trajectory based at least in part on the tactical command is calculated. The second calculated flight path trajectory includes a starting route point along the first flight path trajectory, an intercept route point along the first flight path trajectory, and a departure vector from the starting point. starting route to the intercept route point.
    [007] In another embodiment, a method for operating an aircraft that includes a flight management system is provided. The method includes calculating, using the flight management system, a first flight path trajectory that includes a point of origin route and a destination route point. A tactical command that indicates a change during the flight path is received by the aircraft flying on the first flight path. The flight management system calculates a second flight path based at least in part on the tactical command. The second calculated flight path trajectory includes a starting route point along the first flight path trajectory, an intercept route point along the first flight path trajectory, and a departure vector from the starting point. starting route to the intercept route point.
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    4/19 [008] In yet another embodiment, an aircraft that includes a flight management system is provided. The flight management system includes a processor that is configured to calculate a first flight path trajectory that includes an origin route point and a destination route point. A tactical command that indicates a change during the flight path is received. A second flight path is calculated based at least in part on the tactical command. The second calculated flight path trajectory includes a starting route point along the first flight path trajectory, an intercept route point along the first flight path trajectory, and a departure vector from the starting point. starting route to the intercept route point.
    Brief Description of the Drawings [009] Figure 1 is a side elevation view of a vehicle like an aircraft that includes an exemplary Flight Management System (FMS).
    [010] Figure 2 is a schematic diagram of an exemplary flight path trajectory that is generated by the exemplary FMS from an elevation view above an aircraft.
    [011] Figure 3 is another schematic diagram of the flight path trajectory that is generated by the exemplary FMS from a side elevation view of an aircraft.
    [012] Figure 4 is a flow chart of an exemplary method for operating the aircraft shown in Figure 1.
    [013] Figure 5 is a simplified schematic diagram of the exemplary FMS suitable for use with the aircraft shown in Figure 1.
    Description of Realizations of the Invention [014] The exemplary methods and systems described in this document overcome at least some disadvantages of systems
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    Automatic flight 5/19 known for providing a flight management system that integrates all tactical commands when generating a flight path trajectory. In addition, the flight management system described in this document calculates a flight path based on a tactical command received from an air traffic controller. When generating a flight path trajectory based on tactical commands, the intention or future position of the aircraft can be determined based on the generated flight path trajectory that enables the air traffic controller to reduce uncertainty in flight time arrivals and reduce additional separation buffers between aircraft.
    [015] As used in this document, an element or step reported in the singular and proceeding with the word "one" or "one" should be understood as not excluding plural elements or steps, unless such exclusion is explicitly reported. In addition, references to "an embodiment" of the present invention are not intended to be interpreted as excluding any additional realizations that also incorporate the reported features.
    [016] Figure 1 is a side elevation view of a vehicle 10 as an aircraft according to an embodiment of the present disclosure. Aircraft 10 includes one or more propulsion engines 12 coupled to a fuselage 14, a flight deck 16 positioned in fuselage 14, wing assemblies 18 extending out of fuselage 14, a tail assembly 20, a landing assembly 22 , a flight management system (FMS) 24 (not visible) to generate a flight path and vehicle-in-flight path 10 along the flight path, and a plurality of other systems and subsystems that enable proper operation of the vehicle 10.
    [017] Figure 2 is a schematic diagram of a flight path trajectory 26 that is generated through FMS 24 from a view in
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    6/19 elevation above the aircraft 10. Figure 3 is another schematic diagram of the trajectory of flight path 26 that is generated through FMS 24 from a side elevation view of aircraft 10. In the exemplary embodiment, FMS 24 is configured to calculate a plurality of flight path trajectories 26. Each flight path trajectory 26 includes a plurality of route points 28 and a plurality of vectors 30. Each route point 28 includes a position in a 4-dimensional space that includes a point in a 3-dimensional coordinate system and an expected arrival time. In one embodiment, route point 28 may include, for example, a latitude coordinate, a longitude coordinate, an altitude coordinate. In the exemplary embodiment, each vector 30 extends between adjacent route points 28 to define the flight path trajectory 26. In one embodiment, vector 30 extends between a first route point 32 and a second route point 34, and includes a series of maneuvers that are performed by aircraft 10 to enable aircraft 10 to travel from the first route point 32 to the second route point 34, so that aircraft 10 reaches the second route point 34 in a period of predetermined time.
    [018] In the exemplary embodiment, FMS 24 is configured to calculate a first flight path 36 and a second flight path 38. The first flight path 36 includes a first route point, that is, a origin route point 40, a second route point, that is, a destination route point 42, and at least one vector 30 from origin route point 40 to destination route point 42. The destination route 42 may include, for example, an airport, or an approach point. In the exemplary embodiment, the first flight path trajectory 36 also includes a third route point, that is, an integration route point 44 that is between the origin route point 40 and the destination route point 42. The integration route point 44 includes a point at which the first
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    7/19 flight path 36 intersects with flight path 26 for an approaching aircraft 45. In the example, FMS 24 calculates a time period to complete the first flight path 36 and a time estimated arrival time (ETA) at destination route point 42 and / or integration route point 44. When incoming traffic exceeds the capacity of an airport or airspace, an air traffic controller (ATC) determines an arrival set at destination route point 42 and / or integration route point 44 to provide a predefined separation period between aircraft 10 and approaching aircraft 45. In the exemplary embodiment, FMS 24 is configured to receive a time signal arrival point at integration route point 44, and to calculate the second flight path trajectory 38 based at least in part on the adjusted arrival time. In the exemplary embodiment, FMS 24 is configured to calculate the second flight path trajectory 38 to adjust a period of time required to reach integration route point 44 so that aircraft 10 reaches an integration route point 44 at adjusted arrival time.
    [019] In the exemplary embodiment, FMS 24 calculates the second flight path path 38 which includes a starting route point 46 along the first flight path path 36, an intercept route point 48 along the first path flight path 36, and a departure vector 50 from departure route point 46 to intercept route point 48. In one embodiment, the second flight path trajectory 38 includes a return route point 52 that is between departure route point 46 and intercept route point 48 so that departure vector 50 starts at departure route point 46 and extends to return route point 52, and a return vector 54 starts at the return route point 52 and extends to the intercept route point 48. In the exemplary embodiment, FMS 24 is
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    8/19 configured to calculate the second flight path 38 to depart from the first flight path 36 at departure route point 46 and return to the first flight path 36 at intercept route point 48 .
    [020] During aircraft operation 10, the ATC determines the required arrival time (RTA) at the integration route point 44 which is different than the calculated ETA of the first flight path 36. The FMS 24 receives a signal indicating the RTA at the integration route point 44, and determines the present position of the aircraft 10 along the first flight path 36. FMS 24 calculates the departure route point 46 from the first flight path. 36, and calculates the second flight path 38 to include a period of time required to complete the second flight path 38, and calculates an ETA at the integration route point 44 which is approximately equal to the RTA. FMS 24 calculates the ETA at the integration route point 44 based on a departure vector length 50, a return vector length 54, the aircraft's speed 10, and any external influences, such as, but not limited to , wind speed and direction. In one embodiment, the FMS 24 is configured to calculate the intercept route point 48 along the first flight path 36, and to calculate the departure vector 50 for the return of aircraft 10 to the first flight path. flight 36 after completing the second flight path 38. FMS 24 maneuvers aircraft 10 to insert the second flight path 38 at departure point 46 and return aircraft 10 to the first flight path 36 at the intercept route point 48.
    [021] In the exemplary embodiment, the FMS 24 receives a signal indicative of a tactical command to adjust the flight path 26 of the aircraft 10. In one embodiment, the ATC transmits a signal to FMS 24 indicative of the tactical command. Alternatively, a pilot or navigator can
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    9/19 inserting tactical commands in the FMS 24 after having received, for example, an appropriate message from the ATC. In the exemplary embodiment, the FMS 24 is configured to calculate the second flight path 38 based at least in part on the tactical command. In one embodiment, the FMS 24 calculates an ETA at the destination route point 42 and / or integration route point 44 based on the tactical command, and transmits a signal indicative of the calculated ETA to the ATC. The ATC compares the calculated ETA with the required arrival time, and releases aircraft 10 from tactical command when the calculated ETA is approximately equal to an RTA at destination route point 42 and / or integration route point 44. In a realization, FMS 24 receives, from the ATC, a signal indicative of a flight path 56 from the approaching aircraft 45 that can intersect the first flight path 36 of the aircraft 10. FMS 24 is configured to calculate the second flight path trajectory 38 which includes a clearance distance 58 and or a clearance time between the approaching aircraft 45 and the aircraft 10 to avoid the approaching aircraft 45.
    [022] In the exemplary embodiment, the FMS 24 receives a tactical command that includes a direction vector command 60. The FMS 24 is configured to calculate the second flight path 38 based at least in part on the vector command of direction 60. In the exemplary embodiment, FMS 24 is configured to calculate the start vector 50 to hold the direction vector command 60 for a predefined period of time 62. FMS 24 is also configured to calculate a time to complete the second flight path 38 and calculate an ETA at a selectable route point, such as intercept route point 48, destination route point 42, and / or integration route point 44. Alternatively, FMS 24 is configured to receive a signal indicative of an RTA at the destination route point 42 and / or at the intercept route point 48, and calculate a
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    10/19 time period 62 to maintain direction vector command 60 to meet an RTA at intercept route point 48 and / or destination route point 42.
    [023] In an alternative embodiment, the FMS 24 receives a tactical command that includes an airspeed vector command 64. The FMS 24 is configured to calculate the second flight path 38 based on the airspeed vector command. tactic 64. The FMS 24 is also configured to calculate an amount of time to complete the second flight path 38, and calculate an ETA at the intercept route point 48 and / or the destination route point 42.
    [024] In one embodiment, the FMS 24 receives a tactical command that includes an altitude vector command 66. The FMS 24 is configured to calculate the second flight path 38 based on a tactical vector command 66. In For example, the FMS 24 is configured to calculate the starting vector 50 to maintain the altitude vector command 66 for a predefined period of time 68, and to calculate an ETA at the intercept route point 48 and / or the route point destination 42. In one embodiment, FMS 24 is configured to receive a signal indicative of an RTA at destination route point 42 and / or intercept route point 48, and calculate a time period 68 to hold the command altitude vector 66 to meet the RTA at the intercept route point 48 and / or the destination route point 42. In one embodiment, the FMS 24 is configured to calculate the departure vector 50 to include a clearance altitude between the approaching aircraft 45 and the ae ship 10.
    [025] In an alternative embodiment, the FMS 24 receives a tactical command 70 that includes a flight path angle command or a vertical speed command. The FMS 24 is configured to calculate the second flight path 38 based on tactical command 70, and
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    11/19 calculate an ETA at the intercept route point 48 and / or the destination route point 42.
    [026] In the exemplary embodiment, the FMS 24 is configured to calculate a tactical performance envelope for aircraft 10 based at least in part on performance parameters such as engine performance, aircraft operating weight, and / or factors environmental factors (eg wind direction, wind speed, and / or air density). As used herein, the term “tactical performance envelope” refers to a range of operational capabilities with respect to a tactical command based on aircraft performance parameters. The range of operational capabilities may include, but is not limited to, including maximum altitude, minimum altitude, maximum airspeed, minimum airspeed, maximum flight path angle, minimum flight path angle, maximum vertical speed, and / or speed minimum vertical.
    [027] In the exemplary embodiment, the FMS 24 receives a tactical command 70 from ATC and will determine whether the received tactical command is within the tactical performance envelope with respect to the received tactical command. The FMS 24 will notify the pilot if the tactical command received is not within the tactical performance envelope and calculate the second flight path trajectory 38 so that the departure vector 50 and / or the return vector 54 are within the envelope. of tactical performance. In one embodiment, the pilot can manually select a tactical command to operate aircraft 10 outside the tactical performance envelope.
    [028] Figure 4 is a flowchart of an exemplary method 200 for operating aircraft 10. In the exemplary embodiment, method 200 includes calculating 202 the first flight path trajectory 36 which includes the origin route point 40 and the point of origin destination route 42. A tactical command that indicates a change during the flight path is received 204 via FMS
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    12/19
    24. FMS 24 determines 206 the present position of aircraft 10 along the first flight path 36. FMS 24 also calculates 208 the second flight path 38 based at least in part on the tactical command received, and includes departure route point 46 along the first flight path trajectory 36, intercept route point 48 along the first flight path trajectory 36, departure vector 50 from departure route point 46, and the return vector 54 of the departure vector 50 to the intercept route point 48.
    [029] In one embodiment, the FMS 24 receives 210 an RTA at the destination route point 42 from the ATC. The FMS 24 calculates 212 the second flight path 38 to meet the RTA at the destination route point 42. Alternatively, the FMS 24 receives an RTA at a selectable route point downstream of the current aircraft's position, for example, at the intercept route point 48, and calculates the departure vector 50 to meet the RTA at the intercept route point 48.
    [030] In an alternative realization, FMS 24 receives a first tactical command from the ATC, and calculates a time period to complete the second flight path trajectory 38 based on the first tactical command received, the current position of the aircraft, target speed, wind and temperature data. FMS 24 calculates an ETA at destination route point 42 based on the time calculated to complete the second flight path 38. FMS 24 transmits a signal indicative of the calculated ETA to the ATC. The ATC determines whether the calculated ETA is within a predetermined RTA range, and transmits a second tactical command to adjust the ETA within the predetermined RTA range. The FMS 24 receives the second tactical command from the ATC and calculates the second flight path 38 based on the second tactical command received to adjust the calculated ETA of the second flight path 38 to within the predetermined range of
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    13/19
    RTA.
    [031] In one embodiment, the FMS 24 receives a tactical command that includes the direction vector command 60 and calculates the start vector 50 to maintain the direction vector command 60 for a predefined period of time. FMS 24 calculates an amount of time to complete the second flight path 38 and calculates an ETA for intercept route point 48. Alternatively, FMS 24 receives an RTA at destination route point 42 from the ATC , and calculates the departure vector 50 to hold the direction vector command 60 for a period of time to meet the RTA at the destination route point 42.
    [032] In an alternative embodiment, the FMS 24 receives a tactical command that includes the altitude vector command 66, calculates the start vector 50 to maintain the altitude vector command for a predefined period of time, and calculates an ETA to the intercept route point 48. Alternatively, the FMS receives an RTA at the intercept route point 48 and calculates the starting vector 50 to maintain the altitude vector command to meet the RTA at the destination route point 42.
    [033] In one embodiment, the FMS 24 receives a tactical command that includes an airspeed vector command 64. FMS 24 calculates the second flight path trajectory 38 based on the received tactical airspeed vector command 64, and calculates an amount of time to complete the second flight path 38. In an alternative embodiment, the FMS 24 receives a tactical command that includes the altitude vector command 66, and calculates the second flight path 38 with based on the received altitude vector command 66, and calculates an ETA at the intercept route point 48. In another alternative embodiment, the FMS 24 receives a tactical command that includes flight path angle or vertical speed command 70, and calculates the second flight path 38 based on the
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    14/19 flight path angle received or vertical speed command 70.
    [034] Figure 5 is a simplified schematic diagram of FMS 24. In the exemplary embodiment, FMS 24 includes a controller 300 that includes a processor 302 and a memory 304. Processor 302 and memory 304 are coupled in a communicative way through from a bus 306 to an input-output (I / O) unit 308 which is also communicatively coupled to a plurality of subsystems 310 by means of a bus 311 or a plurality of dedicated buses. In various embodiments, subsystems 310 may include an engine subsystem 312, a communications subsystem 314, a cockpit entry and display subsystem 316, an automatic flight subsystem 318, a trajectory reference subsystem, and / or a navigation subsystem 320. Other subsystems not mentioned and more or less subsystems 310 may also be present.
    [035] In the exemplary embodiment, engine subsystem 312 is configured to generate automatic acceleration signals to control the speed of aircraft 10 using engines 12. Controller 300 is configured to receive input signals from one or more subsystems of FMS and to generate signals that can be used to control the propulsion of a gas turbine engine, torque and / or speed of an electric motor, or a power output from an internal combustion engine. The automatic flight subsystem 318 is configured to control the flight surface actuators that modify the aircraft path 10 to follow the flight path path 26 provided via FMS 24. The navigation subsystem 320 provides current location information for the controller 300. The communications subsystem 314 provides communication between the ATC and the controller 300 and for transmitting signals to the ATC, and for signals received from the ATC.
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    15/19 [036] In the exemplary embodiment, the cockpit entry and display subsystem 316 includes the cockpit displays in which navigation information, aircraft flight parameter information, engine and fuel status and other information are displayed. The flight deck entry and display subsystem 316 also includes several control panels from which the pilot or navigator can enter tactical commands into the FMS 24 after having received, for example, an appropriate message from an air traffic controller. As used in this document, control panels refer to computer devices that interact directly with humans such as, but not limited to, a keyboard, a mouse, a trackball, a touchpad, a pointing stick button , a graphic tablet (graphics tablet), a joystick, a steering or flight simulation device, a gear lever, a steering wheel, a pedal, a data glove, and a gestural interface. In the exemplary embodiment, the cockpit entry and display subsystem 316 includes a steering command input 322 to receive a direction vector command, an airspeed vector command input 324 to receive the speed vector command. overhead, a vertical flight / speed command input 326 to receive an altitude vector command, and an altitude vector command input 328 to receive an altitude vector command. Alternatively, the cockpit entry and display subsystem 316 includes any suitable tactical command inputs that enable the FMS 24 to function as described in this document.
    [037] While Figure 5 illustrates a particular architecture suitable for executing method 300 (shown in Figure 4) other architectures for FMS 24 can also be used.
    [038] In the exemplary embodiment, computer instructions
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    16/19 to execute method 300 reside in memory 304 along with map, route point, waiting pattern and other useful information to determine the desired flight paths, route points, turns and other aircraft maneuvers. As the FMS 24 executes method 300, it uses information from the navigation subsystem 320 and aircraft performance information stored in memory 304. Such information is conveniently entered by the pilot or navigator through the entrance subsystem and cockpit display 316 , received from ATC, and / or obtained from non-transitory computer-readable media, for example, CD ROMs containing such information, signals received from non-embedded control systems, or a combination thereof.
    [039] In the exemplary embodiment, the FMS 24 can be configured to command the automatic flight subsystem 318 to move the aircraft's flight control surfaces without direct human intervention to take flight along the flight path 26. Alternatively, if automatic flight is deactivated, the FMS 24 can provide course change directions or suggestions for the pilot by, for example, displaying in the cockpit entry and display subsystem 316, which, when followed by the pilot, makes with the airplane to fly along the flight path 26. The controller 300 can be incorporated into a standalone hardware device or it can be exclusively a firmware and / or software construct running on the FMS 24 or other vehicle system.
    [040] The term processor, as used in this document, refers to central processing units, microprocessors, micro controllers, circuits with a reduced instruction series (RISC), application-specific integrated circuits (ASIC), logic circuits, and any other circuit or processor capable of performing the functions described in this document.
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    17/19 [041] As used herein, the terms “software” and “firmware” are interchangeable, and include any computer program stored in memory for execution by the 302 processor, which includes RAM, ROM, EPROM, EEPROM memory, and non-volatile RAM (NVRAM). The above types of memory are exemplary only, and thus are not limiting as to the types of memory usable for storing a computer program.
    [042] As will be assessed on the basis of the preceding specification, the achievements described above in the disclosure may be deployed using computer programming or engineering techniques that include software, firmware, computer hardware or any combination or subgroup thereof, in that the technical effect is provided through efficient computation, automated on an aircraft to replace manual, and often incorrect computations that are currently performed by the air traffic controller. Any such resulting program, which has means of computer-readable code, can be incorporated or provided within one or more computer-readable media, thus making a computer program product, that is, a manufacturing article, according to the achievements discussed in the disclosure. Computer-readable media can be, for example, but are not limited to a fixed disk (hard drive), floppy disk, optical disk, magnetic tape, semiconductor memory as read-only memory (ROM), and / or any means of transmission / reception such as the Internet or another network or communication link. The manufacturing article containing the computer code can be made and / or used to execute the code directly from one medium, by copying the code from one medium to another medium, or by transmitting the code over a network.
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    18/19 [043] An exemplary technical effect of the system, method, and apparatus described in this document includes at least one of: (a) calculating, using a flight management system, a first flight path trajectory that includes a source route point and a destination route point; (b) receive, through an aircraft flying on the first flight path, a tactical command that indicates a change during the flight path; (c) determine the present position of the aircraft along the first flight path; (d) calculate, by the flight management system, a second flight path based at least in part on the tactical command.
    [044] The achievements described above of a flight management system for use with an aircraft provide an economical and reliable means of providing an automated method for computing a flight path based on tactical commands in order to meet the time of flight. arrival required at a route point in front of the aircraft. More specifically, the methods and systems described in this document facilitate the determined intention or future position of the aircraft when generating the flight path based on possible tactical commands. In addition, the methods and systems described above facilitate the reduction of uncertainty in flight time arrivals and the overall fuel consumption of the aircraft in occupied airspace that enables more accurate aircraft separation and a reduction in the controller's service load. As a result, the methods and systems described in this document facilitate the operation of the aircraft in an economical and reliable manner.
    [045] Exemplary realizations of a method, system, and apparatus for a flight management system for use on an aircraft are described above in detail. The system, method, and apparatus are not limited to the specific achievements described in this document, but
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    19/19 preferably, system components and / or method steps can be used independently and separately from the other components and / or steps described in this document. For example, the methods can also be used in combination with other flight management systems and methods, and are not limited to practice with only aircraft engine systems and methods as described in this document. Preferably, the exemplary embodiment can be deployed and used in connection with many other propulsion system applications.
    [046] Although specific features of various embodiments of the invention can be shown in some drawings and not in others, this is for convenience only. According to the principles of the invention, any feature of a design can be referenced and / or claimed in combination with any feature of any other design.
    [047] This written description uses examples to publicize the invention, which includes the best mode, and also to enable a person skilled in the art to practice the invention, which includes making and using any devices or systems and performing any built-in methods. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.
    权利要求:
    Claims (13)
    [1]
    Claims
    1. FLIGHT MANAGEMENT SYSTEM (24), for use in automatic generation of a flight path (26) for an aircraft (10), the flight path including a plurality of route points (28) and a plurality of vectors (30) extending between each route point of the plurality of route points, the flight management system comprising a processor (302) configured to:
    calculating a first flight path trajectory (36) which includes an origin route point (40) and a destination route point (42);
    receive a tactical command (70) that indicates a change during the flight path;
    calculate a second flight path (38) based at least in part on the tactical command (70), the calculated second flight path including a starting route point along the first flight path , an intercept route point (48) along the first flight path, and a departure vector from the departure route point (46) to the intercept route point; and calculate the departure vector (50) to meet the required arrival time (RTA) at a selectable route point (28) along the second flight path path (38), the system being characterized by the tactical command (70 ) include an altitude vector command (66), and the processor (302) is further configured to calculate the start vector (50) which includes maintaining the altitude vector command (66) for a predefined period of time.
    [2]
    2. FLIGHT MANAGEMENT SYSTEM (24), according to claim 1, characterized in that the processor (302) is additionally configured to:
    receive a required arrival time (RTA) at a route point
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    2/4 integration (44) along the first flight path (36); and calculating the second flight path trajectory (38) to meet the required arrival time (RTA) at the integration route point.
    [3]
    3. FLIGHT MANAGEMENT SYSTEM (24), according to any one of claims 1 to 2, characterized by the tactical command (70) including a direction vector command (60), the processor (302) being configured, further, to calculate the second flight path trajectory (38) which includes the departure vector (50) which includes maintaining the direction vector (60) for a predefined period of time.
    [4]
    4. FLIGHT MANAGEMENT SYSTEM (24), according to claim 3, characterized by a processor (302) being further configured to calculate a period of time to maintain the direction vector (60) to meet a required arrival time (RTA) at the destination route point (42).
    [5]
    5. FLIGHT MANAGEMENT SYSTEM (24), according to any one of claims 1 to 4, characterized by the tactical command (70) including an airspeed vector command (64), the processor (302) being configured , also, to calculate the second flight path (38) based on the tactical airspeed command.
    [6]
    6. FLIGHT MANAGEMENT SYSTEM (24), according to any one of claims 1 to 5, characterized by the tactical command (70) including one of a flight path angle command and a vertical speed command.
    [7]
    7. AIRCRAFT (10), characterized by the fact that it comprises:
    a flight management system (24) as defined in claim 1.
    [8]
    8. AIRCRAFT (10), according to claim 7, characterized by the tactical command (70) including a direction vector command
    Petition 870190114567, of 11/08/2019, p. 31/61
    3/4 (60), and the processor (302) is also configured to calculate the second flight path trajectory (38) which includes the departure vector (50) which includes maintaining the direction vector for a period preset time.
    [9]
    9. METHOD OF OPERATING AN AIRCRAFT
    INCLUDING A FLIGHT MANAGEMENT SYSTEM, the method comprising:
    calculating, by the flight management system, a first flight path trajectory (36) which includes an origin route point (40) and a destination route point (42);
    receive, by the aircraft flying on a first flight path, a tactical command that indicates a change during the flight path;
    calculate, by the flight management system, a second flight path trajectory (38) based at least in part on the tactical command, the calculated second flight path trajectory including a starting route point along the first flight path, an intercept route point (48) along the first flight path, and a departure vector from the departure route point (46) to the intercept route point, where the processor (302) is additionally configured to calculate the departure vector (50) to meet the required arrival time (RTA) at a selectable route point (28) along the second flight path path (38), calculate the departure vector (50) to meet the required arrival time (RTA) at a selectable route point (28) along the second flight path (38), the method being characterized by the tactical command (70) including an altitude vector command (66), om all comprising calculating the second flight path trajectory (38) including the starting vector (50)
    Petition 870190114567, of 11/08/2019, p. 32/61
    4/4 includes maintaining the altitude vector command (66) for a predefined period of time.
    [10]
    10. METHOD, according to claim 9, characterized by the fact that it further comprises:
    receiving a required arrival time (RTA) at an integration route point (44) along the first flight path trajectory (36); and calculating the second flight path trajectory (38) to meet the required arrival time (RTA) at the integration route point.
    [11]
    11. METHOD according to any one of claims 9 to 10, characterized in that it further comprises: calculating the second flight path so that the departure vector (50) is within a tactical performance envelope.
    [12]
    12. METHOD, according to any of the claims
    9 to 11, characterized by also comprising:
    receiving a tactical command (70) that includes a direction vector command (60);
    calculate the starting vector (50) to maintain the command of the direction vector (60) for a predefined period of time.
    [13]
    13. METHOD, according to any of the claims
    9 to 12, characterized by also comprising:
    receiving a tactical command (70) including an airspeed vector command (64); and calculating the second flight path (38) based on the tactical airspeed command.
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    同族专利:
    公开号 | 公开日
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    法律状态:
    2013-07-16| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-08-13| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2019-12-24| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-01-28| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 03/01/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    2021-10-26| B21F| Lapse acc. art. 78, item iv - on non-payment of the annual fees in time|Free format text: REFERENTE A 10A ANUIDADE. |
    2022-02-15| B24J| Lapse because of non-payment of annual fees (definitively: art 78 iv lpi, resolution 113/2013 art. 12)|Free format text: EM VIRTUDE DA EXTINCAO PUBLICADA NA RPI 2651 DE 26-10-2021 E CONSIDERANDO AUSENCIA DE MANIFESTACAO DENTRO DOS PRAZOS LEGAIS, INFORMO QUE CABE SER MANTIDA A EXTINCAO DA PATENTE E SEUS CERTIFICADOS, CONFORME O DISPOSTO NO ARTIGO 12, DA RESOLUCAO 113/2013. |
    优先权:
    申请号 | 申请日 | 专利标题
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