• 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:
    A method and system for managing the flight of an aircraft flying on a trajectory offset from a flight plan comprising a plurality of constrained passage points, said method comprising a step of determining and displaying at least one point of said trajectory, said decision point, beyond which the aircraft can no longer reach a constrained passage point of said flight plan by determining a point of intersection between said trajectory and a rejection path towards said waypoint constraint selected, said rejoin path respecting at least one predefined criterion.
    公开号:FR3017967A1
    申请号:FR1400457
    申请日:2014-02-21
    公开日:2015-08-28
    发明作者:Guy Deker；Michel Roger；Bruno Aymeric
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The invention lies in the field of flight management, in particular the invention relates to the management of the joining of a flight plan from an offset trajectory with respect to this flight management. flight plan. It is known in the state of the art flight management systems (known by the acronym FMS for Flight Management System 10) designed to automatically prepare and then enslave an aircraft on a flight plan. The flight plan is also known as the "road" or "3D trajectory". The mode of operation in which the flight management system enslaves an aircraft on a flight plan is also known as the "managed guidance mode". In certain situations, the air traffic controller on the ground is required to request the aircraft to leave its flight plan by a mode other than the "managed" mode. Managed mode means a mode in which the aircraft is guided by the flight management system and the autopilot in a three-dimensional trajectory or 3D trajectory. This happens for example when the controller gives a particular flight instruction to the aircraft for a short time during which the aircraft no longer follows the 3D trajectory. The controller can give this instruction in order to ensure a correct separation of the aircraft and thus maintain a sustained arrival rate of the aircraft. This flight instruction is for example an indication of the speed, altitude, heading or vertical speed that the aircraft must comply with. During the application of the controller instruction, the flight management system assumes, in order to carry out these various calculations, that the aircraft will immediately return to the flight plan and immediately resume tracking of the vertical profile and the flight instruction. expected speed. Thus the calculations of the passage time predictions made by the flight management system on the points of the flight plan are tainted with an error proportional to the time during which the pilot makes his flight by following the instruction of the flight director. air controller and without immediately joining the route and the planned profile. In addition to these errors in the flight management system calculations, the current flight management systems do not allow the pilot to know when he can follow the instructions of the air traffic controller while at the same time being able to respect the next ones. constraints of the flight plan. These constraints are in particular an obligation to pass through a point of the flight plan, or an obligation to respect an altitude, time of passage or speed at certain points or in certain areas of the flight plan. The notion of constraint means an obligation or restriction of the freedom in the maneuvers of the aircraft which it must absolutely respect. The criterion designates him a way of realizing this constraint.
    [0002] In the context of this invention the constraints are an obligation to pass in position, altitude, time of passage or speed on certain points of the flight plan and the criteria represent the guiding characteristics of the aircraft to make the passages by these points.
    [0003] The invention aims to remedy the problems mentioned above by proposing a method for assisting the management of the flight of an aircraft complying with these constraints when the latter follows a staggered trajectory of the flight plan.
    [0004] The subject of the present invention is therefore a method for managing the flight of an aircraft flying on a trajectory offset with respect to a flight plan comprising a plurality of constrained passage points, said method comprising: a step of determining the at least one point of said trajectory, said decision point, beyond which the aircraft can no longer reach a constrained passage point of said flight plan by determining a point of intersection between said trajectory and a path of rejection towards said constraint passage point selected, said rejoin path respecting at least one predefined criterion.
    [0005] Advantageously, the method comprises a preliminary step of selecting said constrained passage point: as being a point of said active point of flight plan in front of the aircraft, or as a point of the flight plan having a constraint and located in front of the aircraft, or as a point of the flight plan having a constraint and located in front of a point, defined by the pilot, on the trajectory of the aircraft.
    [0006] The constraints that can be associated at this point said constrained passage point are for example an altitude, a speed or a time that must meet the aircraft at the passage of this point. or as a point in the flight plan selected by the pilot and located in front of the aircraft. Advantageously, the method comprises a step of displaying at least one decision point. Advantageously, the determination step comprises: a first step of determining at least a first point of said trajectory, said first decision point, from which the aircraft must join said flight plan by respecting at least a first criterion called optimal criterion and - a second step of determining at least a second point 20 of said trajectory, said second decision point, from which the aircraft must join said flight plan by respecting at least a second criterion said criterion limit, the said limit criterion being less restrictive than the said optimal criterion. Advantageously, at least one of the criteria depends on at least one parameter chosen from: a first parameter representing a horizontal angle of rejection between the flight plan and the rejoining trajectory, a second parameter representative of an angle of roll, 30 - a third parameter representative of a speed of the aircraft making it possible to increase the slope of flight, - a fourth parameter representative of the thrust of the engines of the aircraft, - a fifth parameter representative of a configuration of exit 35 of the airbrakes.
    [0007] Advantageously, the method which is the subject of the invention realizes, as long as the condition defined by the fact that: the aircraft is not enslaved on the lateral trajectory, that said aircraft does not diverge with respect to the destination; that a lateral deviation between a position of the aircraft and an active flight plan exceeds a first threshold, the following repetitive sequential steps: a step of determining lateral divergence of the trajectory of the aircraft relative to the active segment of the aircraft; flight plan, - a step of selecting a lateral constrained passage point of the flight plan towards which an aircraft must join the flight plan, - the first determining step 201, adapted for the determination of a first point of flight. lateral decision allowing the first parameter to be equal to a first angle of rejoin, said optimal angle to reach the selected lateral forced point of passage of the flight plan by satisfying the constraint attached to it, - the display step adapted to the display of the first decision point, - a step of determining the passing of the first lateral decision point by the aircraft, - a transmission step of an alert indicating the exceeding of the first lateral decision point, - a step of determining whether the managed lateral guidance mode, which satisfies the lateral or vertical or time constraint of the constrained passage point, is armed before the passage of the first point of optimal decision, - if the managed lateral guidance mode is armed, a final step of engaging the previously armed managed lateral guidance mode allowing the selected constraint lateral point to be reached according to an optimum flight criterion, - if the lateral guidance mode is managed is not armed, o a step of sequencing of the selected lateral forced point of passage of the flight plan, o a step of issuing an alert indicating that a lateral constraint is not satisfied.
    [0008] Advantageously, the method comprises following the step of determining the arming of the managed lateral guidance mode, the following steps: the second determining step adapted for determining a second lateral decision point allowing the first parameter to be a second angle of rejoin, said limit angle to join the selected lateral forced point of passage of the flight plan, - the display step, adapted to the display of the second decision point, - a periodic calculation step, put updating and displaying a rejoining path of the selected forced lateral point, from the aircraft - a step of determining the armed status of the managed lateral guidance mode, - if the managed lateral guidance mode is armed a final step of the constrained lateral point selected according to a limit flight criterion - if the managed lateral guidance mode is not armed, o a repetitive step determining whether the second lateral decision point has been exceeded by the aircraft, or the step of sequencing the selected lateral forced passage point of the flight plan, the step of issuing an alert indicating that the lateral constraint selected by the satisfied has just been sequenced. Advantageously, the step of selecting a lateral constrained passage point of the flight plan is adapted to choose said lateral constrained passage point from one of the following points; - a point of the type "ATC compulsory reporting point" or "essential waypoint" as defined in the A424 standard, - a turning point, - a point that must be overflown, - a point with at least one altitude-type constraint , speed or time to be complied with by the said aircraft, - a point on the flight plan selected by the pilot. Advantageously, the first rejoining angle is 45 degrees.
    [0009] Advantageously, a transition between said trajectory of said aircraft and the lateral rejection trajectory is carried out with a constant roll, likewise a transition between the lateral rejection trajectory and the flight plan is carried out with a constant roll and / or a speed used by the aircraft during said lateral rejection path is a planned speed on the projected flight plan at iso-distance on the lateral rejection path. Advantageously, the second rejoining angle is worth a first value, or the second angle depends on an altitude of the aircraft and is worth a second value above a predetermined altitude and a third value below the predetermined altitude or said second angle is equal to the angle between the running angle of the current trajectory of the aircraft and the driving angle of the constraint point sequencing plane or said second angle is equal to the minimum of said angle values.
    [0010] The first value is less than the second value and is greater than the third value. Advantageously, the second angle of rejection is equal to 90 °, or the second angle depends on an altitude of the aircraft and is 120 ° above 19500 feet or 5944 meters and 70 ° below 19500 feet or 5944 meters or said second angle is equal to the angle between the running angle of the current trajectory of the aircraft and the driving angle of the constraint point sequencing plane or said second angle is equal to the minimum of said angle values.
    [0011] The second angle thus determined may further be limited by the angle formed by the sequencing plane of the end point of the active segment with the road angle of the current trajectory.
    [0012] Advantageously, a transition between said trajectory of said aircraft and the lateral rejection trajectory is carried out with a constant roll, likewise a transition between the lateral rejection trajectory and the flight plan is carried out with a constant roll and / or a speed used by the aircraft during said lateral rejection path is a planned speed on the projected flight plan at iso-distance on the lateral rejection path. Advantageously, the method of the invention realizes, as soon as a condition is valid, defined by the fact that: - said aircraft is not servocontrolled on the vertical profile - and that a vertical difference between the position of the aircraft and the vertical profile planned active flight plan exceeds a second threshold, the following repetitive sequential steps: - a step of vertical divergence test of the trajectory of the aircraft relative to the active segment of the vertical profile, - a step of selecting a point constrained vertical passage of the flight plan that the aircraft must join, - the first determining step, adapted for the determination of a first vertical decision point allowing the joining of the selected vertical constrained passage point, according to a flight criterion to satisfy the constraint attached thereto, the display step adapted to the display of the first decision point, a step of determining the exceeding the first vertical decision point by the aircraft, - a step of issuing an alert indicating the exceeding of the first vertical decision point, - a step of determining the arming of a managed vertical guidance mode, to satisfy the lateral or vertical or time constraint of the constrained passage point, - if the managed vertical guidance mode is armed the method comprises the following step: a final step of engaging the previously armed armed vertical guidance mode allowing the rejoining of the constrained lateral point selected according to an optimum flight criterion, - if the managed vertical guidance mode is not armed the method comprises the following steps: a step of sequencing the selected vertical forced point of passage of the flight plan , o a step of issuing an alert indicating that the selected unselected vertical constraint has just been sequenced. Advantageously, the method comprises, following the step of determining the arming of the managed vertical guidance mode, the following steps: the second determining step adapted for determining a second vertical decision point enabling the crossing point to be reached vertical constraint selected, according to a rejection criterion called limit, - the display step, adapted to the display of the second decision point, - a step of periodic calculation, updating and displaying a path of rejoining the selected forced vertical point, from the aircraft - a step of determining the armed status of the managed vertical guidance mode, - if the managed vertical guidance mode is armed, the method comprises the following step o a final step of rejoining the constrained vertical point selected according to a limit flight criterion - if the managed vertical guidance mode is not armed, the method comprises the following steps o a repetitive step of determination of the overtaking of the second vertical decision point by the aircraft o the step of sequencing of the selected vertical forced point of passage of the flight plan, o the step of issuing an alert indicating that an unmet vertical constraint has just been sequenced. Advantageously, the method realizes, as soon as a condition defined by the fact that: said aircraft is not enslaved on the vertical profile, and a vertical deviation between the position of the aircraft and the vertical profile provided by the plane of active flight exceeds a second threshold, the following repetitive sequential steps: a vertical divergence test step of the trajectory of the aircraft relative to the active segment of the vertical profile; a step of selecting a vertical constrained passage point; of the flight plan that the aircraft must join, - the first determination step, adapted for determining a first vertical decision point allowing the rejection of the selected vertical constrained passage point, according to an optimum flight criterion making it possible to satisfy the constraint attached thereto, - the display step adapted to the display of the first decision point, - an overtaking determination step of the first vertical decision point by the aircraft, - a step of issuing an alert indicating the exceeding of the first vertical decision point, - a step of determining the arming of a managed vertical guidance mode, allowing to satisfy the lateral or vertical or time constraint of the constrained crossing point, - if the managed vertical guidance mode is armed the method comprises the following step: a final step of engaging the previously armed armed vertical guidance mode allowing the joined to the constrained lateral point selected according to an optimum flight criterion, - if the managed vertical guidance mode is not armed, the method comprises the following steps: a step of sequencing the selected vertical forced point of passage of the flight plan, o a step of issuing an alert indicating that the selected unselected vertical constraint has just been sequenced. The invention also relates to a flight management system configured for implementing the method described above. Thus, the method of the invention makes it possible to determine points of the trajectory up to which the pilot can follow the instructions of the air traffic controller. while at the same time being able to respect the next constraints of the flight plan.
    [0013] In addition, the method takes into account the current and predicted parameters of the aircraft for the calculation of the decision points making it possible to return to the flight plan. This return to the flight plan can be controlled manually by selection by the pilot or automatically if the pilot has previously selected a mode with an automatic return to the flight plan. The invention will be better understood and other advantages will become apparent on reading the detailed description given by way of nonlimiting example and with the aid of the figures among which: FIG. 1 presents the method for determining a point of decision. Figure 2 shows a first embodiment of the decision point determination step.
    [0014] Figure 3 shows the method of determining a decision point having a display step. Figures 4.a and 4.b show two embodiments of the step of determining two decision points. Fig. 5 shows an embodiment of determining a first lateral decision point. Fig. 6 shows an embodiment of determining a second lateral decision point. Figures 7.a and 7.b show two other embodiments of the step of determining two decision points. Fig. 8 shows an embodiment of determining a first and a second vertical decision point. Figure 9 shows an example of the functional modules of a flight management system. Figures 10 to 15 show different embodiments of the display system.
    [0015] FIG. 1 shows the method of determining a decision point implemented when an aircraft is flying on a trajectory that is offset with respect to a flight plan. The flight plan comprises a plurality of passage points, some of which are said to be constrained. The method comprises a step of determining 101 of at least one point of the trajectory, said decision point. This point is located on the current trajectory of the aircraft. The current trajectory is defined by the continuation of the flight according to the current guidance parameters of the aircraft. This decision point is that on the current trajectory beyond which the aircraft can no longer reach a constrained passage point of the reference flight plan, determined to be either the next constrained point selected or a point chosen by the pilot , respecting a defined criterion. Waypoints are also known as Waypoints. This determination of the decision point is performed by determining a point of intersection between the current trajectory of the aircraft and a path of rejoin between the decision point and the constrained passage point selected. The rejoining path respects at least one predefined criterion. The method comprises in one embodiment a preliminary step of determining the point of passage of the reference flight plan whose constraint is considered to be respected. This constrained waypoint may for example be: 25 - as being by default a point (or waypoint in English) of the flight plan said active point or "active waypoint" located in front of the aircraft, - or as a point of the flight plan having a constraint and located in front of the aircraft. The constraints that may be associated with this point said forced crossing point are for example an altitude, a speed or a time that the aircraft must respect when passing the point. - or as being a point of the flight plan having a constraint and located in front of a point, defined by the pilot, on the trajectory of the aircraft, or as being a point of the flight plan selected by the pilot and located in front of the aircraft. In one embodiment, presented in FIG. 2, the determination step 101 comprises the following two steps: a first step of determining 201 of at least a first decision point, by determining a point of the trajectory at from which the aircraft must join the selected constrained passage point of the flight plan by respecting at least a first criterion of rejection or optimal criterion, - a second step of determining 202 of at least a second decision point, by determination of a point on the flight path, from which the aircraft must join the selected constrained passage point of the flight plan by respecting at least a second joining criterion or limit criterion. The limit criterion is less restrictive than the optimal criterion allowing, for example, less comfortable guiding parameters.
    [0016] In one embodiment the optimum rejoining criterion takes into account a fixed comfortable joining angle of the selected constrained passage point of the flight plan, the aircraft performance, the ideal speed of the aircraft, while substantially maintaining the same speed and the same aerodynamic configuration of the aircraft. The aerodynamic configuration includes in particular the output configuration of the airbrakes, nozzles, flaps and landing gear. In another embodiment, the optimal rejoining criterion also takes into account a variable angle of rejoining the passage point of the temporally constrained flight plan, which variable angle depends on the distance necessary to satisfy the temporal constraint. In one embodiment the limit rejoining criterion is based on guidance parameters using the limit performance usable by the aircraft without compromising the safety and minimal comfort of the flight. In this case the rejoining is performed by modifying the acceptable convergence angle on the selected constrained passage point of the flight plan, the aerodynamic configuration of the aircraft, the engine speed, a maximum acceptable speed of the aircraft. The rejoining limit is carried out if optimal rejoining is no longer possible. A first criterion is considered to be less restrictive than a second criterion if, when the first criterion is met, then the second criterion is also respected. In other words, the method consists in determining where it will be too late to initiate automatically or manually a procedure to join the flight plan first according to an optimal criterion and then according to a limit criterion. This joining of the flight plan makes it possible to satisfy the constraint of the selected flight plan. This process is performed taking into account the performance of the aircraft. This process comprises two steps; in the first step the decision point is the point allowing to reach the selected point of the flight plan under optimal conditions. In particular it is done respecting the comfort of passengers and the ideal speed of the aircraft. In addition it is done while maintaining substantially the same speed and the same aerodynamic configuration of the aircraft. The aerodynamic configuration includes in particular the output configuration of the airbrakes, nozzles, flaps and landing gear. Then in a second step the decision point is the point to reach the selected point of the flight plan under boundary conditions. In this case the rejoining is performed by modifying the aerodynamic configuration of the aircraft and the engine speed. Thus, the speed and the slope of the aircraft can be modified. Limit rejoining occurs when optimal rejoin is no longer possible. Figure 3 shows an embodiment of the method further comprising a step of displaying 301 at least one decision point. In one embodiment, the criterion or each criterion depends on at least one parameter chosen from: a first parameter representative of a horizontal angle of rejection between the flight plan and the rejoining trajectory, a second representative parameter a roll angle, - a third parameter representative of a speed of the aircraft for increasing the flight slope. This speed can correspond to a theoretical speed predicted on the flight plan incremented substantially downhill (for example 5 knots) for a nominal rejection, and a theoretical maximum speed downhill, or minimum climb climb by the aircraft, deducted from aircraft performance or defined by the pilot, using the airbrake configuration chosen for a limit rejoining. a fourth parameter representative of the thrust of the aircraft engines that can vary between the downhill or approach idle mode and the maximum continuous thrust in climb or cruise, a fifth parameter representative of an output configuration of the airbrakes. The flight plan can be defined by the pilot from the following elements: The list of points of passage of the flight plan. The crossing points are also known as "waypoints". At these 20 points of passage, constraints can be associated (for example an altitude of passage), the crossing point then becomes a forced passage point. - The list of air routes (also known as airways) and the departure and arrival procedures used. From this flight plan, the flight management system can determine the trajectory that the aircraft must follow in space, also known as the 3D trajectory. This trajectory is calculated according to the following 30 elements: - the geometry of the segments between the crossing points (also known as "leg"), - the performance of the aircraft, - the various constraints that must be respected the aircraft on each point or segment of a route (mandatory overflight, altitude, speed, time, slope), - and the engine thrust and speed instructions to be observed by the aircraft to follow the active flight plan (these two last elements are used in particular for the calculation of the turning radius of the aircraft). In one embodiment, when the aircraft is flying in a path offset laterally with respect to the flight plan, the flight management system can implement the method of the invention and thus determine and display decision points indicating the optimal and limit points where the pilot can initiate automatically or manually a procedure to join the flight plan at the selected point to meet the constraint of the flight plan at this point. In one embodiment, presented in FIG. 4.a, the method is implemented as soon as the aircraft is in flight with a defined flight plan and the condition 401 is validated by the fact that: - the aircraft is not enslaved on the lateral trajectory, - that the aircraft does not diverge with respect to the destination, when for example the distance to the destination increases, - that a lateral deviation between a position of the aircraft and a plane of active flight exceeds a first threshold. This threshold is adjustable but can be set by default to the value of RNP ("Required Navigation Performance") between 0.1 and 4 to 10 Nm depending on the type of space used. The iterative method then comprises the sequence of following steps, each step being triggered as soon as the preceding step is satisfied: a step 402 for determining lateral divergence of the trajectory of the aircraft relative to the active segment of the plane of flight - a step 403 for selecting a lateral constrained passage point of the flight plan towards which an aircraft must join the flight plan, - the first determining step 201, adapted for determining a first decision point lateral approach allowing the first parameter (a rejection angle between the flight plan and the lateral rejection path) to be a first rejection angle, said optimal angle to reach the selected lateral forced constraint point of the flight plan by satisfying the constraint attached thereto, - the display step 301 adapted to the display of the first decision point, - a determination step 404 of the overtaking of the first lateral decision point by the aircraft, - a transmission step 405 of an alert indicating the exceeding of the first lateral decision point, - a step 406 of determining whether the managed lateral guidance mode, to satisfy the lateral or vertical or time constraint of the forced passage point, is armed before the passage of the first optimum decision point, - if the managed lateral guidance mode is armed the method comprises the following step: a final commitment step 407 pre-armed managed lateral guidance mode enabling the selected constraint lateral point to be rejoined according to an optimum flight criterion; if the managed lateral guidance mode is not armed, the method comprises the following steps: a sequencing step 408; selected lateral flight control point of the flight plan, o an emission step 409 of an alert indicating that a lateral constraint is unsatisfactory you.
    [0017] In one embodiment, shown in FIG. 4.b, the method comprises, following step 406 for determining the arming of the managed lateral guidance mode, the following steps: the second determination step 202 adapted for the determination a second lateral decision point allowing the first parameter (a rejection angle between the flight plan and the lateral rejection trajectory) to be a second rejection angle, said limit angle to reach the selected lateral constrained passage point of the flight plan, - the display step 301, adapted to the display of the second decision point, - a step 410 of periodic calculation, update and display of a rejoining path of the constrained lateral point selected, to from the aircraft - a step 411 for determining the engaged status of the managed lateral guidance mode, - if the managed lateral guidance mode is engaged, the method comprises the following step o a final step 412 of joining the constrained lateral point selected according to a limit flight criterion - if the managed lateral guidance mode is not engaged the method comprises the following steps o a repetitive step 413 for determining the overtaking of the second decision point the lateral step by the aircraft o the step 408 of sequencing of the selected lateral forced point of passage of the flight plan, o the emission step 409 of an alert indicating that the selected unstressed lateral constraint has just been sequenced.
    [0018] An aircraft diverges laterally with respect to the active segment if the aircraft's current trajectory is at an angle greater than 90 ° with respect to the active lateral segment and if its distance to the next lateral constrained passage point or destination increases.
    [0019] When the aircraft is slaved on the path of the active flight plan, a next lateral constrained passage point is sequenced laterally when the aircraft passes through a vertical plane perpendicular to the active lateral segment when this point is to be overflown, or passing through the plane. angle corresponding to the bisector between the active segment and the next segment when the turn to the next segment can be anticipated.
    [0020] When the aircraft is not slaved on the trajectory of the active flight plan but is at a distance below a certain threshold or is convergent on the active segment, or is divergent with respect to the When the lateral segment is active and the lateral guidance mode is previously armed, a next lateral constrained passage point is sequenced laterally when the aircraft passes through a vertical plane perpendicular to the active lateral segment when this point is to be overflown, or passing through the line. angle corresponding to the bisector between the active segment and the next segment when the turn to the next segment can be anticipated. When the aircraft is not slaved on the path of the active flight plan and is at a distance greater than a certain threshold or it is divergent with respect to the active segment, or the lateral guidance mode 15 is not previously armed, a next lateral constrained passage point is sequenced laterally when the second lateral decision point is passed. In one embodiment the second joining angle is greater than the first joining angle. Moreover, the second joining angle is no longer constrained by the criterion of the optimal solution and can therefore take another value but which must not exceed a limit angle. This limiting angle may for example be 90 ° of the angle of the flight plan segment following the active segment, or correspond to the angle determined by the bisector between the active and the following segments. In one embodiment, step 403 for selecting a lateral constrained passage point of the flight plan is adapted to select the lateral constrained passage point from one of the following points; 30 - a point of the type "ATC compulsory reporting point" or "essential waypoint". These types of bridges are defined in the A424 standard, - a turning point, ie a point marking a lateral inflection of the flight plan or - a point that must be flown over, - a point with which one or more constraints are associated such as altitude, speed or time, - a point of the flight plan selected by the pilot These different points are also known by the English expression "waypoint". Thus, in one embodiment shown in FIG. 5, the first lateral decision point 501 is calculated as being the point of intersection between the trajectory of the aircraft 502 and a joining trajectory 503 towards the selected lateral constricted passage point. 504. The rejection trajectory has an angle of 45 ° with the active segment of the flight plan 505. Moreover, the transition between the trajectory of the aircraft and the rejoining trajectory is carried out with a constant roll associated with an optimum criterion, even the transition between the rejoining path and the flight plan is achieved with this same constant roll. Finally, if the automatic speed mode or English speed auto mode is used, the speed control of the aircraft takes the value of the planned speed on the projected flight plane perpendicular or iso-distance on the rejoining path 503. In addition, in one embodiment shown in FIG. 6, the second lateral decision point 601 is at the intersection of the trajectory 602 of the aircraft and of the rejoining trajectory 603 towards the selected lateral forced passage point 504. trajectory 602 of the aircraft is the trajectory followed by the aircraft using the instructions of the controller in particular in terms of heading and speed. The rejoining path 603 has an angle 604 with the segment following the active segment of the flight plane 505. This angle 604 is the minimum between: the angle formed by the sequencing plane of the end point of the active segment with the road angle of the current trajectory and the limit angle of capture to the next segment which may for example be 90 ° by default or, more appropriately to the current standard D0236B, 120 ° above the flight level 195 and 35 70 degrees below flight level 195.
    [0021] Flight level 195 represents an altitude of 19500 feet or 5944 meters.
    [0022] Moreover, the transition between the trajectory 602 of the aircraft and the rejoining trajectory 603 is carried out with a constant roll associated with a limit criterion, likewise the transition between the rejection trajectory 603 and the flight plan is carried out with this same constant roll. Finally, if the automatic speed or English speed mode is engaged, the speed control of the aircraft takes the value of the planned speed on the projected flight plan at iso-distance on the rejoining path 603. Thus in In the embodiment shown in FIGS. 5 and 6, the direct rejection path 506 before passage to the first decision point 501 is computed and displayed continuously from the airplane position to intercept the active segment of the flight plan. at an optimum angle of 45 °, taking into account the constant rolling transitions according to the optimum criterion, until the aircraft reaches the first decision point 501. In another embodiment, the rejection path 506 is calculated and permanently displayed starting from a point on the current trajectory of the aircraft located at a distance or a flight time defined by the pilot upstream of the position of the aircraft. After passage of the first decision point 501, the direct rejection trajectory 605 is calculated and permanently displayed from the airplane position to the next constrained passage point which is the termination of the active segment of the flight plan taking into account constant rolling transitions according to the limit criterion, until the aircraft reaches the second decision point 601 beyond which the next constrained waypoint is sequenced by adopting as the active segment the next segment ending on the next constraint point constrained next, segment on which will be calculated and refreshed continuously a new path of rejoining. In another embodiment shown in FIG. 6a, the passage of the aircraft at the first decision point 501 determines the sequencing of the constrained waypoint and the direct rejection path 606 is calculated and displayed continuously from the position. aircraft to intercept the flight plan at an optimum angle of 45 ° with respect to each lateral segment of the flight plan, taking into account the constant rolling transitions according to the optimum criterion. Finally, when the pilot decides to join the reference flight plan, he can do it in two ways: engaging an automatic guided guidance mode on the trajectory of the active flight plan using the direct rejection trajectory 506 before passage the first decision point or the direct trajectory 603 between the first and the second decision point arming an automatic guidance mode which will be automatically engaged at the passage of the first decision point and which will be slaved to the trajectory of the flight plan active asset borrowing the rejoin path from the first decision point 501 In another embodiment shown in FIG. 7.a, the method is implemented as soon as the condition 701 defined by the fact that: the aircraft is not slaved on the vertical profile - and a vertical deviation between the position of the aircraft and the predicted vertical profile of the active flight plan exceeds a second threshold. This second threshold corresponds for example to the standards defined in RTCA D0236B varying between 50 and 500 feet or 15.240 to 152.40 meters depending on the flight context of the aircraft. The iterative method comprises the sequence of following steps, each step being triggered as soon as the preceding step is satisfied: a step 702 of vertical divergence test of the trajectory of the aircraft relative to the active segment of the vertical profile, a step 703 for selecting a vertically constrained passage point of the flight plan to be reached by the aircraft; the first determination step 201, adapted for determining a first vertical decision point allowing the joining of the flight plane; vertical constrained passage point selected, according to an optimum flight criterion making it possible to satisfy the constraint attached to it, a step 301 for displaying the first decision point, a determination step 704 for exceeding the first vertical decision point. by the aircraft, - an emission step 705 of an alert indicating the exceeding of the first vertical decision point, - a determination step 706 the arming of a managed vertical guidance mode, to satisfy the lateral or vertical or time constraint of the constrained passage point, - if the managed vertical guidance mode is armed the process comprises the following step: o a step final 707 of engagement of the previously armed armed vertical guidance mode allowing the rejoining of the selected constraint lateral point according to an optimum flight criterion, - if the managed vertical guidance mode is not armed, the method comprises the following steps: step 708 of sequencing the selected vertical forced point of passage of the flight plan, o an emission step 709 of an alert indicating that the selected unselected vertical stress has just been sequenced, In an embodiment, shown in FIG. b, the method comprises, following step 706 for determining the arming of the managed vertical guidance mode, the following steps: ape 202 of determination adapted for the determination of a second vertical decision point allowing the joining of the selected vertical constrained passage point, according to a so-called boundary rejection criterion, - the display step 301, adapted to the display of the second decision point, - a step 710 of periodic calculation, update and display of a rejection path of the selected constrained vertical point, from the aircraft, - a step 711 for determining the armed status of the guidance mode managed vertical, - if the managed vertical guidance mode is armed, the method comprises the following step o a final step 712 of joining the constrained vertical point selected according to a limit flight criterion - if the managed vertical guidance mode is not armed the method comprises the following steps o a repetitive step 713 determination of the overtaking of the second vertical decision point by the aircraft o the step 708 of sequen the selected forced flight point of the flight plan, o the issuing step 709 of an alert indicating that an unmet vertical constraint has just been sequenced.
    [0023] In one embodiment, the first decision point is determined as the intersection of the current trajectory with the trajectory making it possible to reach the constrained crossing point according to an optimum criterion defined in the flight phase mounted by a full thrust engine speed and the maintaining the planned airspeed on the flight plan, and in flight descent phase by idling or a little higher than idle, the half-speed airbrakes and a speed of the aircraft corresponding to the planned planned speed a default margin of 5 knots.
    [0024] In one embodiment, the limit criterion is defined in flight phase mounted by a maximum continuous thrust engine speed, an airbrake configuration retracted smooth and a minimum speed, and flight phase descent by an engine speed absolute idle, a maximum authorized speed authorized by the performance of the aircraft or a speed limit given by the pilot or his operator and airbrakes in fully extended position. An aircraft diverges vertically relative to the active vertical segment if the angle of the current trajectory of the aircraft is less than the angle of said active vertical segment in flight phase climb, or greater than said vertical segment active flight phase descent considering that the angle is negative downhill.
    [0025] A vertically constrained waypoint is sequenced vertically when the aircraft passes below the altitude of that point downhill, or above the altitude of that point uphill. The vertical constrained passage point selected is a point for which the aircraft must respect at this point an altitude which may come from an existing procedure or may be selected by the pilot. In one embodiment, the steps of the method of FIG. 4.a or FIG. 4.b are carried out in a first step. Then, in a second step if it is determined that the aircraft does not excessively diverge from the lateral trajectory of the active flight plan, the steps of the method of Figure 7.a or Figure 7.b are implemented. Thus in this embodiment the method shown in Figure 7.a or Figure 7.b is implemented if it is determined that the aircraft does not excessively diverge from the lateral path of the active flight plan. Indeed, when the aircraft diverges excessively laterally with respect to the flight plan, the distance to the destination increases and the first and the second lateral decision point can no longer be determined. The first or the second vertical decision point no longer makes sense because the distance to the destination increases with the divergence, the respect of the next constraint is no longer reliable. Fig. 8 shows an embodiment of determining the first and second vertical decision points.
    [0026] The first vertical decision point 801 is calculated as being located at the intersection of the trajectory of the propagated aircraft 802 while maintaining the current guidance parameters and a first optimum rejoin path 803 to the selected vertical constrained passage point 804. The trajectory of the aircraft 802 is the trajectory followed in accordance with the instructions of the air traffic controller in particular in terms of heading, vertical speed and lateral speed. The selected vertical constrained passageway 804 is the point whose vertical stress is identified as the next one to be met by the aircraft. The first optimum rejection trajectory 803 towards the selected vertical constrained passage point is determined by considering that the average descent speed is slightly faster than the theoretical velocity (theoretical velocity plus or minus 5 knots) which makes it possible to converge more rapidly towards the constraint while respecting any downstream speed constraint with a speed tolerance (plus or minus 5 knots). In addition the airbrakes are considered halfway out. The second vertical decision point 805 is calculated as being located at the intersection of the trajectory of the propagated aircraft 802 while maintaining the current guidance parameters and a second limit rejection path 806 towards the selected vertical constrained passage point 804. The trajectory of the aircraft 802 is the trajectory followed in accordance with the instructions of the air controller particularly in terms of heading, vertical speed and lateral speed. The selected vertical constrained passageway 804 is the point whose vertical stress is identified as the next one to be met by the aircraft. The second return path limit 806 to the selected vertical constrained point of passage 30 is determined by considering an average descent performance including a maximum descent rate which may be the minimum of the certified maximum speed of the aircraft (also known as MMONMO expression) and the applicable stress velocity on the stolen flight plan. In addition, the airbrakes are considered as being completely out.
    [0027] Finally, when the pilot decides to join the vertical reference profile, he can do it in two ways: commitment of an automatic vertical guidance mode enslaved on the vertical profile of the active flight plan according to a direct rejection path joining this profile vertical according to the methods of the state of the art. arming an automatic vertical guidance mode which will be automatically engaged at the passage of the first decision point 801 and which will be slaved on the rejection path 806 to reach the selected vertical constrained passage point 804. FIG. functional modules of a flight management system or Flight Management System 901 in a preferred implementation of the invention, without being limiting and allowing the skilled person to implement variants. The flight management system 901 is adapted to the implementation of the method of the invention. In this embodiment, the system proposes the functions described in the ARINC 702 standard. These functions are in particular the following: LOCNAV navigation, 902, this function makes it possible to carry out the optimal location of the aircraft according to the geolocation means (GPS, GALILEO, VHF radio beacons, inertial units); - FPLN flight plan, 903, this function is used to enter the geographical elements constituting the skeleton of the route to follow (departure and arrival procedures, waypoints, airways); - NAVDB 904 navigation database, this database is used to build geographic routes and procedures from data included in the bases (points, tags, interception legacy or altitude ...); - Performance database, PERF DB 905, this database contains the aerodynamic and engine parameters of the aircraft with in particular elements allowing to integrate the aircraft trajectory taking into account the influence of the transitions, and / or elements allowing an estimation of the durations of the transitions; Lateral trajectory TRAJ, 906, this function is used to build a continuous trajectory from the points of the flight plan, respecting the airplane performances and the confinement constraints (RNP), this element makes it possible in particular to implement the described method. in this invention for the lateral joining procedure; Predictions PRED, 907, this function is used to construct an optimized vertical profile on the lateral trajectory, this element makes it possible in particular to implement the method described in this invention for the procedure of joining in vertical; - Guiding, GUID 908, this function is used to guide the aircraft in its 3D trajectory in the lateral and vertical planes, while optimizing the speed; - DATALINK digital data link, this function is used to communicate with control centers and other aircraft. The present invention can be implemented from hardware and / or software elements. It may be available as a computer program product on a computer readable medium. The support can be electronic, magnetic, optical, electromagnetic or be an infrared type of diffusion medium. Such supports are, for example, Random Access Memory RAMs (ROMs), magnetic or optical tapes, disks or disks (Compact Disk - Read Only Memory (CD-ROM), Compact Disk - Read / Write (CD-R / W) and DVD). In one embodiment shown in FIG. 10 and FIG. 10a, it is displayed on the horizontal navigation display device or the English Horizontal Navigation Display, the two pseudo-waypoints or pseudo vertical waypoints corresponding to the optimum decision points (FIG. 10) and limit (Figure 10a) of vertical reengagement to satisfy the next vertical stress.
    [0028] In one embodiment shown in FIG. 11 it is displayed on the primary flight display device also known by the acronym PFD for Primary Flight Display, the position expressed in terms of vertical angular deflection between the angle of the vertical segment. to be adopted at the moment of the first decision point and the angle between the airplane and the first forced vertical. In one embodiment shown in FIG. 12 and FIG. 12a, the 2 lateral pseudo-points of passage corresponding to the optimum decision points (FIG. 12) and limit (FIG. 12a) of the horizontal navigation display device are displayed on the horizontal navigation display device. lateral reengagement to reach the constrained crossing point. The white dotted line corresponds to the sliding trajectory along the airplane vector intercepting the active lateral segment at an angle of 45 ° (FIG. 12) and intercepting the end of the active lateral segment (FIG. 12a). In an embodiment shown in FIG. 13 the display comprises the same information as in FIG. 11 and also includes a representation of the horizontal angular deviations. In an embodiment shown in FIG. 14 and FIG. 14a, the display on the display device navigation consists of the cumulative display of the optimal pseudo points of lateral and vertical decision (Figure 14) and limits (Figure 14a). In an embodiment shown in FIG. 15, the display on the primary flight display device comprises the cumulative display of the pseudo lateral and vertical crossing points. 25
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A method of managing the flight of an aircraft flying on a path offset from a flight plan comprising a plurality of constrained passage points, said method comprising: a step of determining (101) at least one point of said trajectory, said decision point, beyond which the aircraft can no longer reach a selected constrained passage point of said flight plan by determining a point of intersection between said trajectory and a rejection path towards said waypoint constraint selected, said rejoin path respecting at least one predefined criterion.
    [0002]
    2. Method according to claim 1 comprising a preliminary step of selecting said constrained passage point: as being a point of said active flight plan located in front of the aircraft, or as being a point of the flight plan having a constraint and located in front of the aircraft, or as being a point of the flight plan having a constraint and situated in front of a point, defined by the pilot, on the trajectory of the aircraft, or as being a point in the flight plan selected by the pilot and located in front of the aircraft.
    [0003]
    3. Method according to claim 1 or 2 comprising a step of displaying (301) at least one decision point. 30
    [0004]
    4. Method according to one of claims 1 to 3 wherein: said determining step comprises: a first step of determining (201) at least a first point of said trajectory, said first decision point, from which The aircraft must join said flight plan by respecting at least a first criterion called optimal criterion and a second step of determining (202) at least a second point of said trajectory, said second decision point, from which the aircraft must join said flight plan by respecting at least a second criterion called limit criterion, said limit criterion being less restrictive than said optimal criterion.
    [0005]
    5. Method according to claim 1 wherein at least one of said criteria depends on at least one parameter selected from: a first parameter representative of a horizontal angle of rejoin between the flight plan and the rejoining trajectory, a second parameter representative of a roll angle, - a third parameter representative of a speed of the aircraft making it possible to increase the flight slope, - a fourth parameter representative of the thrust of the engines of the aircraft, - a fifth parameter representative of an output configuration of the airbrakes.
    [0006]
    6. Method according to claim 4 or 5 realizing, as long as it is valid condition (401) defined by the fact: - that the aircraft is not enslaved on the lateral trajectory and - that said aircraft does not diverge relative at the destination and - that a lateral deviation between a position of the aircraft and an active flight plan exceeds a first threshold, the following repetitive sequential steps: - a step (402) of determining lateral divergence of the flight path of the aircraft with respect to the active segment of the flight plan, - a step (403) for selecting a lateral constrained passage point of the flight plan towards which an aircraft must join the flight plan, 30 - the first step ( 201), adapted for determining a first lateral decision point allowing the first parameter to be at a first rejection angle, said optimal angle to reach the selected lateral forced point of passage of the flight plan. by satisfying the constraint which is attached thereto, - the step (301) of display adapted to the display of the first decision point, - a step of determining (404) the passing of the first lateral decision point by the aircraft - a step of issuing (405) an alert indicating the exceeding of the first lateral decision point, - a step (406) of determining whether the lateral guidance mode managed, to satisfy the lateral or vertical or time constraint of the constrained passage point, is armed before the passage of the first optimum decision point, and - if the managed lateral guidance mode is armed, a final step (407) of engagement of the previously managed armed lateral guidance mode allowing the joining the constrained lateral point selected according to an optimum flight criterion, - if the managed lateral guidance mode is not armed, o a step (408) of sequencing of the selected lateral constraint point of passage of the flight plan, and o a step of issuing (409) an alert indicating that a lateral constraint is not satisfied.
    [0007]
    7. The method as claimed in claim 6 further to the step (406) for determining the arming of the managed lateral guidance mode, the following steps: the second determining step (202) adapted for the determination of a second lateral decision point allowing the first parameter to be a second angle of rejoin, said limit angle to reach the selected lateral forced point of passage of the flight plan, - the step (301) of display, adapted to the display of the second decision point, - a step (410) of periodic calculation, update and display of a rejoining trajectory of the selected constrained lateral point, from the aircraft - a step (411) for determining the committed status of the managed lateral guidance mode, - if the managed lateral guidance mode is engaged, the method comprises the following step o a final step (412) of joining the constrained lateral point selected according to a criterion of your 1 limit - if the managed lateral guidance mode is not engaged, the method comprises the following steps: a repetitive step (413) for determining whether the second lateral decision point has been exceeded by the aircraft, or step (408) of sequencing of the selected lateral flight control point of the flight plan; and the issuing step (409) of an alert indicating that the selected unsupported lateral stress has just been sequenced.
    [0008]
    The method of one of claims 6 or 7 wherein: said step (403) of selecting a lateral constrained passage point of the flight plan is adapted to select said lateral constrained passage point from among one of the following points; - a point of the type "ATC compulsory reporting point" or "essential waypoint" as defined in standard A424, 20 - a turning point, - a point that must be flown over, - a point with at least one constraint of the type associated with it altitude, speed or time that the aircraft must comply with, - a point in the flight plan selected by the pilot. 25
    [0009]
    9. Method according to one of claims 6 to 8 wherein: - said first joining angle is 45 degrees.
    [0010]
    10. The method of claim 9 wherein: a transition between said trajectory of said aircraft and the lateral rejection path is performed with a constant roll, and a transition between the lateral rejection path and the flight plan is performed with a constant roll and / or, - a speed used by the aircraft during said lateral rejoining path is a planned speed on the projected flight plane at isodistance on the lateral rejection path. . Method according to one of claims 6 to 10 wherein: - said second angle of rejection is equal to 90 °, or - said second angle depends on an altitude of the aircraft and is 120 ° above 5944 meters and 70 ° at below 5944 meters or - said second angle is equal to the angle between the running angle of the current trajectory of the aircraft and the driving angle of the constraint point sequencing plane or - said second angle is equal at least said angle values. 12. The method of claim 11 wherein: - a transition between said path of said aircraft and the lateral rejection path is carried out with a constant roll, likewise a transition between the lateral rejection path and the flight plan is performed with a constant roll and, - a speed used by the aircraft during said lateral rejoining path is a planned speed on the projected flight plan iso-distance on the lateral rejection path. 13. Method according to one of claims 6 to 12 realizing, as soon as valid a condition (701) defined by the fact that: - said aircraft is not enslaved on the vertical profile - and a vertical gap between the position of the aircraft and the planned vertical profile of the active flight plan exceeds a second threshold, the following repetitive sequential steps: a step (702) of vertical divergence test of the trajectory of the aircraft relative to the active segment of the profile vertical, - a step (703) for selecting a constrained vertical passage point of the flight plan that the aircraft must join, - the first determining step (201), adapted for determining a first decision point. vertically allowing the joining of the selected constrained vertical passage point, according to an optimum flight criterion making it possible to satisfy the constraint attached to it, - the step (301) of display adapted to the display of the first point of deci a determination step (704) of exceeding the first vertical decision point by the aircraft, - a step of issuing (705) an alert indicating the exceeding of the first vertical decision point, - a step ( 706) for determining the arming of a managed vertical guidance mode, making it possible to satisfy the lateral or vertical or time constraint of the constrained passage point, - if the managed vertical guidance mode is armed, the method comprises the following step a final step (707) for engaging the pre-armed maneuvered vertical guidance mode allowing the selected constraint lateral point to be reached according to an optimum flight criterion, - if the managed vertical guidance mode is not armed, the method comprises the following steps: a step (708) of sequencing of the selected vertical forced point of passage of the flight plan, o a step of issuing (709) an alert indicating that the vertical constraint s unfulfilled election has been sequenced. 14. The method of claim 13 further to the step (706) for determining the arming of the managed vertical guidance mode the following steps: the second determination step (202) adapted for the determination of a second point. vertical decision making it possible to rejoin the selected vertical constrained passage point, according to a rejection criterion called limit, - the display step (301), adapted to the display of the second decision point, - a step (710) periodically calculating, updating and displaying a rejection trajectory of the selected constrained vertical point, from the aircraft - a step (711) of determining the armed status of the managed vertical guidance mode, - if the managed vertical guidance is armed, a final step (712) of joining the constrained vertical point selected according to a limit flight criterion - if the managed vertical guidance mode is not armed, o a repetitive step (713) of determination of the passing of the second vertical decision point by the aircraft o the step (708) of sequencing of the selected vertical forced point of passage of the flight plan, o the step of issuing (709) an alert indicating that an unmet vertical constraint has just been sequenced. 15. The method of claim 6 or 7 realizing that is valid a condition (701) defined by the fact that: - said aircraft is not enslaved on the vertical profile - and a vertical gap between the position of the aircraft and the planned vertical profile of the active flight plan exceeds a second threshold, the following repetitive sequential steps: a step (702) of vertical divergence test of the trajectory of the aircraft relative to the active segment of the vertical profile; step (703) for selecting a vertical constrained passage point of the flight plan that the aircraft must join, - the first determining step (201), adapted for determining a first vertical decision point allowing joining of the selected constrained vertical passage point, according to an optimum flight criterion making it possible to satisfy the constraint attached to it, - the display step (301), adapted to the display of the first decision point, - u a determination step (704) of exceeding the first vertical decision point by the aircraft, - a step of issuing (705) an alert indicating the exceeding of the first vertical decision point, - a step (706) of determination of the arming of a managed vertical guidance mode, making it possible to satisfy the lateral or vertical or time constraint of the constrained passage point, - if the managed vertical guidance mode is armed, the method comprises the following step: final step (707) for engaging the previously armed armed vertical guidance mode to join the constrained lateral point selected according to an optimum flight criterion, - if the managed vertical guidance mode is not armed, the method comprises the following steps a step (708) of sequencing of the selected vertical forced point of passage of the flight plan, o a step of issuing (709) an alert indicating that the vertical constraint selected unfulfilled has just been sequenced. 16. Flight management system configured for implementing the method according to one of claims 1 to 15.
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    法律状态:
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    2016-01-25| PLFP| Fee payment|Year of fee payment: 3 |
    2017-01-26| PLFP| Fee payment|Year of fee payment: 4 |
    2018-01-26| PLFP| Fee payment|Year of fee payment: 5 |
    2020-01-27| PLFP| Fee payment|Year of fee payment: 7 |
    2021-01-26| PLFP| Fee payment|Year of fee payment: 8 |
    2022-01-27| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1400457A|FR3017967B1|2014-02-21|2014-02-21|METHOD AND SYSTEM FOR FLIGHT MANAGEMENT|FR1400457A| FR3017967B1|2014-02-21|2014-02-21|METHOD AND SYSTEM FOR FLIGHT MANAGEMENT|
    US14/627,645| US9530321B2|2014-02-21|2015-02-20|Flight management method and system|
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