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    • 专利摘要:
    The invention relates to a method for calculating the trajectory of an aircraft, between a starting point (Pd) and an arrival point (Pa), comprising the steps of: -charging (310) the starting point (Pd) ) and a starting angle (Ad) -determine (320) two points of passage (POL, POR) -load (330) the arrival point (Pa) and an arrival angle (Aa) -determine (350) two starting circles of respectively left (CdL) and right (CdR) type, tangent to the starting straight line (Dd) respectively on the left and on the right, and passing respectively through the left-type passing point (POL) and by right-type crossing point (POR) -determining (360) two arrival circles of respectively left and right type (CaL, CaR) tangent to the arrival oriented straight line (Da) respectively on its left and its and passing through the end point (Pa) - determining (370) a plurality of continuous geometric lateral paths including a port initial ion (Pinit) comprising a portion of a starting circle, a final portion (Pfinal) equal to a portion of an arrival circle, and an intermediate portion (Pint).
    公开号:FR3019284A1
    申请号:FR1400754
    申请日:2014-03-28
    公开日:2015-10-02
    发明作者:Vincent Savarit；Emmanuel Dewas；Yohann Combes
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The present invention relates to a method for calculating continuous geometric lateral trajectories between a starting point and an arrival point. It applies in particular to the field of avionics, and more particularly to the flight management devices usually designated by the acronym FMS of the English expression "Flight Management System".
    [0002] STATE OF THE ART Most current aircraft have a flight management system, for example of the FMS type, according to the acronym for the English term "Flight Management System". These systems allow navigation assistance, by displaying information useful to pilots, or by the communication of flight parameters to an autopilot system. In particular, an FMS type system allows a pilot or other qualified person to enter, in pre-flight, a flight plan defined by a starting point of the flight plan, a finish point of the flight plan, and a series of waypoints or waypoints, usually referred to as WPT. All these points can be selected from predefined points in a navigation database, which correspond to airports, radio navigation beacons, etc. The points can also be defined by their geographical coordinates and their altitude.
    [0003] The entry of the waypoints can be done by a dedicated interface, for example a keyboard or a touch screen, or by data transfer from an external device. A flight plan then consists of a succession of segments, or "legs" according to the English terminology usually used in this technical field. Other data may be entered into the flight management system, including data relating to the aircraft load plan and the amount of fuel on board.
    [0004] When the aircraft is in flight, the flight management system accurately assesses the position of the aircraft and the uncertainty of this data, by centralizing data from the various positioning devices, such as the geo-positioning receiver by satellite, radionavigation devices: eg DME, NDB and VOR, the inertial unit, etc. A screen allows pilots to view the current position of the aircraft, as well as the route followed by it, and the closest waypoints, all on a map background to display other parameters simultaneously. flight and remarkable points. The information displayed allows pilots to adjust flight parameters, such as heading, thrust, altitude, climb or descent rates, etc. or simply to control the smooth running of the flight if the aircraft is piloted automatically. The calculator of the flight management system makes it possible to determine an optimal flight geometry, especially in the sense of reducing operating costs, related to fuel consumption. Figure 1 shows a synthetic diagram illustrating the structure of an FMS flight management system known from the state of the art. An FMS 100 type system has a man-machine interface 120 comprising for example a keyboard and a display screen, or simply a touch display screen, as well as at least the following functions, described in the standard. ARINC 702 supra: 25 - Navigation (LOCNAV) 101, to perform the optimal location of the aircraft according to the geo-location means 130 such as satellite geo-positioning or GPS, GALILEO, VHF radionavigation beacons, inertial units. This module communicates with the aforementioned geolocation devices; - Flight plan (FPLN) 102, to enter the geographical elements constituting the skeleton of the route to be followed, such as the points imposed by the departure and arrival procedures, the waypoints, the air corridors or airways according to the English name -sound; - Navigation Database (NAVDB) 103, for constructing geographical routes and procedures from data included in the bases relating to points, tags, interception legacies or altitude ...; - Performance database, (PRFDB) 104, containing the aerodynamic and engine parameters of the aircraft; Lateral Trajectory (TRAJ) 105, to construct a continuous trajectory from the points of the flight plan, respecting aircraft performance and containment constraints (RNP); Predictions (PRED) 106, to construct an optimized vertical profile on the lateral and vertical trajectory. The functions which are the subject of the present invention affect this part of the computer; - Guiding (GUID) 107, to guide the aircraft in the lateral and vertical planes on its three-dimensional trajectory, while optimizing its speed. In an aircraft equipped with an automatic piloting device 110, the latter can exchange information with the guidance module 107; - Linking digital data (DATALINK) 108 to communicate with control centers and other aircraft 109.
    [0005] The flight plan is entered by the pilot, or by data link, from data contained in the navigation database. A flight plan typically consists of a succession of segments, usually referred to as "legacies", which are formed of a termination and a geometry, for example a turn-type geometry, or a straight-line type. great circle or loxodrome. The different types of legacy are defined in the international standard ARINC 424. The pilot then enters the parameters of the aircraft: mass, flight plan, range of cruise levels, as well as one or a plurality of optimization criteria, such as These inputs allow the TRAJ 105 and PRED 106 modules to calculate respectively the lateral trajectory and the vertical profile, ie the flight profile in terms of altitude and speed, which for example minimizes the optimization criterion.
    [0006] During the flight, it may be necessary, for a civilian or military necessity, to shorten the flight plan by directly joining a point of the flight plan corresponding to the first point to be reached, and to continue the initial planning from of the last. The pilot may also be required to leave the path of a flight plan during the flight, for example following requests by the air control bodies, or for the purpose of circumventing an obstacle generated by adverse weather conditions, or simply to save time or fuel consumption, etc. In such situations, it is necessary for the aircraft to join the flight plan, from the moment the constraint no longer applies. It is then desirable that a most realistic possible approach trajectory be determined, and taken into account by the FMS for the predictive calculations, in particular time of flight and fuel consumption. If the pilot wishes to shorten the flight plan or reintegrate the flight plan to a selected navigation point, two possibilities are available to him according to the state of the art, as illustrated in Figure 2. Figure 2a illustrates the initial trajectory 20 of the aircraft 10 according to the flight plan PV: the aircraft has just crossed the WPa navigation point and is heading towards the next WPb point of the flight plan, which it must pass without overflight, then it must go to the WPc navigation point, which it must also browse without overflight and then go to the WPd point; FIG. 2b illustrates the "DirTo" function according to the state of the art: it consists in asking the FMS to calculate a direct trajectory 21 towards the selected point, here WPc. The effect is the modification of the arrival vector or "race" of arrival on the point and thus of the trajectory which follows the point. "Stroke" is defined as the angle that the trajectory of the aircraft at a given point has with respect to a reference direction, typically the north (which can be referenced in magnetic or in real terms). The transition transition from the desired point WPc is a turn in the "logical" direction of the point, which has the effect of modifying the remainder of the trajectory. FIG. 2c illustrates the "DirTo Course In" (or "DirTo Radial In") function: the FMS here calculates a rejoining line 22 as a function of a given stroke towards a given point. If the line is calculated with the FMS-recommended course (corresponding to the initial trajectory for the passage of the WPc point), then there will be no change of trajectory after the WPc point. On the other hand, in this case the FMS does not calculate a continuous and flightable trajectory from the aircraft to the right of rejoin 22: it is up to the pilot to fly the trajectory he wishes manually, the trajectory can not be stolen automatically. The problem can be generalized to the calculation of continuous trajectories between a starting point according to a departure race and an arrival point according to an arrival race, corresponding to an alignment constraint on arrival at the point considered. Thus, it does not currently exist in a functional FMS allowing the calculation of such continuous lateral trajectories. An object of the present invention is to overcome the aforementioned drawbacks, by proposing a method for calculating continuous geometrical trajectories of an aircraft between a starting point and a departure race and an arrival point while respecting a constraint of alignment to get to this point. DESCRIPTION OF THE INVENTION The present invention relates to a method for calculating the trajectory of an aircraft, between a starting point and an arrival point comprising the steps of: -charging the starting point and an angle starting from vertex the starting point, separating a first reference line and a departure line oriented according to the direction of movement of the aircraft at the starting point, -determining two waypoints of respectively left and right type from the starting point, 30 -load the arrival point and a vertex arrival angle the arrival point, separating a second reference line and an arrival line oriented in the direction of movement of the aircraft on the end point, -load a departure speed and an arrival speed of the aircraft, -determine two starting circles of respectively left and right type, tangent to the starting straight line respectively on the left and right, and passing respectively by the left-type passing point and right-type passing point, said circles having a starting radius determined from the starting speed, -determining two arrival circles of type respectively left and right 5 tangent to the incoming straight line respectively to its left and to its right and passing through the end point, said circles having a arrival radius determined from the arrival speed, - determining a plurality of continuous geometric lateral trajectories comprising an initial portion comprising a portion of a starting circle, a final portion equal to a portion of an arrival circle, and an intermediate portion, so that the direction of travel of the aircraft on the initial portion and the final portion merges with the direction respectively of the straight line of departure at the starting point and the straight line of arr at the point of arrival. Advantageously, the left and right type crossing points correspond to the departure point translated respectively by a left translation distance and a right translation distance, as a function of the state of the position of the wings of the aircraft at the starting point. According to one embodiment, the step of determining the two crossing points consists in: -charging a state of the position of the wings of the aircraft at the chosen starting point corresponding to an angle of inclination of the wings with respect to the horizon, and in which: when the state of the aircraft is wings flat, the right and left translation distances are identical and equal to a first turning distance of the aircraft, the points of left and right type passage being merged, - when the state of the aircraft is an engaged bend of a type between left and right: the translation distance is less than or equal to the first distance (dl) for the crossing point of said type, * the distance of translation is equal to a second turning distance for the waypoint of the other type. According to one embodiment, the radius of the start and finish circles is calculated according to the following formula: Ri = V2i / g.tg (0) With i = d or a, R starting radius Rd or arrival Ra V departure speed Vd or arrival Va g gravitational constant (1) roll angle of the aircraft to make a turn According to one embodiment the step of determining the plurality of trajectories comprises a sub-step consisting of: determining a first and a second trajectory comprising an initial portion comprising a portion according respectively to the left starting circle and the right starting circle, a final portion respectively to the left arrival circle and the right arrival circle, and intermediate portion equal to the line segment tangent externally to both the left starting circle and the left arrival circle for the first trajectory, and the right starting circle and the right ending circle for the second trajectory, when the starting circle and the arrival circle 20 are not included one in the other. According to one embodiment, the step of determining the plurality of trajectories comprises, when the left starting circle is disjoint from the right arrival circle, a sub-step of: determining a third trajectory comprising a portion initial portion comprising a portion according to the left departure circle, a final portion according to the right arrival circle and an intermediate portion equal to the straight line tangent internally to the left departure circle and the right arrival circle, and further comprises when the right starting circle is disjoined from the left arrival circle, a sub-step consisting in: determining a fourth trajectory comprising an initial portion comprising a portion according to the right starting circle, a final portion according to the circle of left arrival, and an intermediate portion equal to the line segment tangent internally to the right starting circle and the left arrival circle. According to one embodiment, the step of determining the plurality of trajectories further comprises a sub-step (376) of calculating a mean radius from the start and end radii. According to one embodiment, the step of determining the plurality of trajectories further comprises the substeps of: determining a first and second outer tangent circle to the left-end and the left-end homing circle; radius equal to the mean radius when the left-end departure and arrival circles are separated by a value less than twice the average radius, -determining a fifth and a sixth trajectory comprising an initial portion comprising a portion according to the circle left departure, a final portion according to the left arrival circle and an intermediate portion equal to a portion respectively of the first and second outer tangent circle. According to one embodiment, the step of determining the plurality of trajectories further comprises the sub-steps of: determining a third and a fourth circle tangent outside the circle of departure and arrival of rights and radius type equal to the mean radius, when the right-type start and end circles are distant by a value less than twice the average radius, -determining a seventh and an eighth trajectory comprising an initial portion comprising a portion according to the circle starting right, a final portion according to the right arrival circle and an intermediate portion equal to a portion respectively of the third and fourth outer tangent circle 30. Advantageously, the average radius is equal to the sum of the departure radius and the arrival radius divided by two.
    [0007] Advantageously, the method according to the invention comprises a step of determining an optimum geometric trajectory among the plurality of geometric trajectories according to a first criterion selected from the group comprising: the shortest path in distance; the trajectory minimizing an accumulated angle. In a variant, the method according to the invention comprises a step of calculating a plurality of predicted trajectories of the aircraft from the plurality of geometric trajectories as a function of an overall state of the aircraft. Advantageously, the method according to the invention further comprises a step of determining an optimum predicted trajectory among the plurality of predicted trajectories according to a second criterion selected from the group comprising: the trajectory minimizing the fuel consumption; the trajectory minimizing the travel time. According to one variant, the starting point corresponds to a current position of the aircraft and the departure angle corresponds to a current direction followed by the aircraft. According to one variant, the arrival point and the arrival angle are determined by the pilot. According to a variant, the aircraft follows a flight plan comprising a sequence of one of the preceding claims, an order of navigation points remaining to be traveled comprising preliminary steps of: -charging a target navigation point corresponding to a navigation point of the remaining flight plan and at least one associated operational requirement, -determining the arrival point and the arrival vector, the arrival point being upstream of the target point, according to said operational requirement associated with the point of arrival target. According to another aspect, the invention relates to a device for calculating the trajectory of an aircraft, between a starting point and an arrival point, comprising: a loading module of a starting point, a starting angle of vertex the starting point, separating a first reference line and a departure line oriented according to the direction of movement of the aircraft at the starting point, and a departure speed of the aircraft -un loading module of an arrival point, a vertex arrival angle of the arrival point, separating a second reference line and an arrival line oriented in the direction of movement of the aircraft on the point of arrival, and an arrival speed of the aircraft, a module for determining two waypoints of the left and right type respectively from the starting point, a module for determining two circles of departure of type respectively left and right, tangent to the right orient e respectively on the left and on the right, passing respectively through the left-hand type crossing point and right-type crossing point, the circles having a starting radius determined from the starting speed, -un module for determining two arrival circles of the type respectively left and right tangent to the incoming straight line respectively to its left and to its right and passing through the arrival point, the circles having a determined arrival radius to from the arrival speed, a module for determining a plurality of continuous geometric lateral trajectories comprising an initial portion comprising a portion of a starting circle, a final portion equal to a portion of an arrival circle. , and an intermediate portion, so that the direction of movement of the aircraft on the initial portion and the final portion merges with the direction respectively of the straight line Starting point at the starting point and the straight line ending at the finish point.
    [0008] Advantageously, the device according to the invention further comprises: a module for determining an optimal geometric trajectory among the plurality of geometric trajectories according to a first criterion selected from the group comprising: the shortest distance trajectory; the trajectory minimizing an accumulated angle. and / or a module for calculating a plurality of predicted trajectories of the aircraft from the plurality of geometric trajectories as a function of an overall state of the aircraft coupled to a module for determining an optimal predicted trajectory among the plurality of predicted trajectories according to a second criterion selected from the group comprising: the trajectory minimizing the fuel consumption; the trajectory minimizing the travel time. In another aspect, the invention relates to a flight management system of an FMS type aircraft comprising the device according to the invention.
    [0009] Finally, according to a last aspect, the invention protects a computer program product, the computer program comprising code instructions for performing the steps of the method according to the invention.
    [0010] Other features, objects and advantages of the present invention will appear on reading the detailed description which follows and with reference to the appended drawings given by way of non-limiting examples and in which: FIG. 1 already cited shows a diagram synthetic example illustrating the structure of a flight management system FMS type, known from the state of the art. FIG. 2 already cited illustrates the known functions of the state of the art making it possible to join or help to join a different navigation point from the next navigation point of the flight plan. FIG. 3 schematizes the steps of the method according to the invention. FIG. 4 illustrates the determination of the start and end circles of the method according to the invention. FIG. 5 illustrates a preferred embodiment of the step of determining the two points of passage of the method according to the invention. FIG. 6 illustrates the determination of the translation distance of the method according to the invention. FIG. 7 describes the method of geometric determination of the two outer tangents with two circles. - Figure 8 describes the method of geometric determination of the two inner tangents to two circles. FIG. 9 illustrates a preferred variant of the step of determining the trajectories of the method according to the invention. FIG. 10 illustrates the determination of a first trajectory according to a preferred variant of the method according to the invention; FIG. 11 illustrates the determination of a second trajectory according to a preferred variant of the method according to the invention; FIG. determination of a third trajectory according to a preferred variant of the method according to the invention - FIG. 13 illustrates the determination of a fourth trajectory according to a preferred variant of the method according to the invention - FIG. 14 illustrates the notion of distance between two circles. - Figure 15 shows the two outer circles tangent to two circles. FIG. 16 illustrates a case in which the method does not calculate some of the trajectories of the method according to the invention. FIG. 17 illustrates the determination of a seventh trajectory according to a preferred variant of the method according to the invention. FIG. 18 illustrates the determination of an eighth trajectory according to a preferred variant of the method according to the invention. FIG. 19 illustrates a variant of the method according to the invention for which predicted trajectories are calculated from the geometric trajectories. - Figure 20 illustrates the application of the method according to the invention in a flight plan. FIG. 21 shows the steps of a variant of the method according to the invention comprising a preliminary step of loading a target point. FIG. 22 illustrates a device for calculating the trajectory of an aircraft according to the invention. DETAILED DESCRIPTION OF THE INVENTION The method 300 for calculating the trajectory of an aircraft according to the invention is illustrated in FIG. 3. The method calculates a trajectory between a starting point Pd and an arrival point Pa enabling it to reach the latter. arriving in line with a given finish. The functionality associated with the method is referred to as "Dir To Aligned". The method 300 comprises the following steps: A step 310 loads the starting point Pd and a starting angle Ad from vertex the starting point Pd and separating a first reference line Refd and a starting line Dd oriented according to the direction of displacement of the aircraft at the starting point, as shown in FIG. 4. For an aircraft in navigation, the reference line Refd is conventionally the direction of the north (magnetic or true according to the reference selected by the pilot). The starting angle Ad is also referred to as the "starting race". The value of this angle Ad determines the direction of movement of the aircraft on the right Dd, symbolized by an arrow on the right Dd.
    [0011] A step 320 determines two points of passage POL and POR respectively left and right type from the starting point Pd. These crossing points POL and POR belong to the starting line Dd downstream of the starting point Pd (or are coincident with it) with respect to the direction of movement. These points model the distance required for the aircraft to roll to the necessary turn (modeled by the circles defined in step 350, see below). A step 330 loads the arrival point Pa and an arrival angle Aa from vertex the arrival point, which separates a second reference line Refa and an arrival straight line Da oriented in the desired direction of movement of the aircraft at the point of arrival. In aeronautics, the reference line Refa corresponds to the north direction (magnetic or true, according to the reference selected by the pilot) at the arrival point Pa. The arrival angle Aa is also referred to as the "arrival run". . The value of this angle Aa determines the desired direction of movement of the aircraft on the line Da when arriving at Pa, symbolized by an arrow on the line Da. A step 340 loads a departure speed Vd and a desired arrival speed Va of the aircraft.
    [0012] Once these data Pd, Ad, Vd, Pa, Aa, Va relative to the loaded start point and end point, a step 350 determines two starting circles illustrated in FIG. 4. - A starting circle of left type CdL tangent to the straight line of departure Dd on its left and passing through the left-hand crossing point 35 POL, -a starting circle of right type CdR, tangent to the straight line of departure Dd on its right and passing through the point of Pass type POR. The two circles CdL and CdR have a starting radius Rd identical determined from the starting speed Vd.
    [0013] In step 360, the method determines two illustrated arrival circles also illustrated in FIG. 4: a left-end arrival circle CaL tangent to the arrival oriented straight line Da on its left and passing through the arrival point Pa a right-angle arrival circle CaR tangential to the line of arrival 10 Da on its right and also passing through the arrival point Pa. The two circles CaL and CaR have an arrival radius Ra identical determined from the desired arrival speed Va. In step 370 the method determines a plurality of continuous geometric lateral trajectories 15 of which an example T is shown diagrammatically in FIG. 4. A trajectory comprises: an initial portion Pinit comprising a portion of a starting circle; a final final portion Pfinal to a portion of an arrival circle, and an intermediate portion Pint which connects the initial portion and the final portion. The trajectory is calculated taking into account the direction of movement of the aircraft at the points of arrival and departure, that is to say that the direction of movement of the aircraft on the initial portion merges with the direction from the straight line of departure Dd to the starting point Pd, and the direction of movement of the aircraft on the final portion merges with the direction of the line oriented arrival Da at the arrival point Pa. A trajectory taking a starting circle "backwards" or arriving at the finish point in the opposite direction to the direction of the finish line is impossible. Thus, the method makes it possible to calculate at least one continuous lateral trajectory 30 making it possible to reach the arrival point while arriving aligned with a predetermined arrival run, contrary to the case of FIG. 2c. The aircraft can thus, once arrived in a tangent circle of arrival at the point Pa, immediately resume a specific planned trajectory, it is "in the axis" of this planned trajectory (taking into account an alignment constraint Da), in contrast to the case of Figure 2b. For example, when the aircraft must join the trajectory of a plane PV, the method makes it possible to determine at least one trajectory enabling it to join the planned trajectory of the flight plan at the point Pa and to continue on this planned trajectory. The continuation of the flight plan is not disturbed.
    [0014] According to a preferred embodiment, the crossing points of the left-hand type POL and the right-hand type POR correspond to the starting point Pd respectively translated by a left translation distance dL and a right translation distance dR, depending on the state. from the position of the wings of the aircraft to the starting point Pd. According to a preferred embodiment illustrated in FIG. 5, the step 320 of determining the two POL and POR crossing points consists in: -charging a state of the position of the wings of the aircraft at the selected departure point 15 corresponding to the angle tilt of the wings with respect to the horizon. Typically, the aircraft may be flat wings, or a bend engaged on the left, or a bend engaged on the right. When the state of the aircraft is wings flat, corresponding to an angle of inclination of 0 ° degree, the distances of right translation dR and left dL 20 are identical and equal to a first distance dl of turning of the l the aircraft, the right and left type crossing points being confused: POL = POG, as shown in FIG. 4. Indeed, in order to be able to take a trajectory along one of the departure circles, the aircraft lying flat wings must first turn around. The initial portion of path Pinit 25 in this case includes the line segment of length dl along Da and a portion of one of the starting circles. When the state of the aircraft is a left-handed engaged turn, the translation distance dL is less than or equal to d1, see zero for the left-hand passing point POL, and the right translation distance dR is equal to at a second turning distance d2 (greater than dl) for the right-hand POR. Conversely, as illustrated in FIG. 6, when the state of the aircraft is a right-type engaged turn, the translation distance dR is less than or equal to d1 see zero for the right-hand type crossing point POR, and the distance of translation dL is equal to a second turning distance d2 '(greater than dl) for the left-hand POG waypoint. Indeed, when the aircraft has already engaged a turn on the same side as the circle tangent (right side in Figure 6) that it will follow, it can immediately take it (CdR in Figure 6). On the other hand, if he has already made a turn on the opposite side of the tangent circle that he is going to follow, he must first straighten his wings and then put them in the right turn before he can borrow the circle (CdG in Figure 6). ). So necessarily d2 is greater than dl.
    [0015] According to a preferred variant, the radii of the departure and arrival circles are determined with the conventional formula for calculating a following turn radius: Rd = V2d / g.tg (te) Ra = V2a / g.tg (0) ) gravitational constant and roll angle of the aircraft to make a turn. For example for an airliner c1) = 25 ° This formula is the classical formula of a turning radius. We will now describe examples of trajectories calculated by the method 300 according to the invention, by more particularly describing examples of calculation of intermediate parts Pint. Figures 10, 11, 12, 13, 17 and 18 illustrate different examples of trajectories calculated between the points POL or POR and the arrival point Pa. These trajectories can of course include an additional initial portion between Pd and POL or POR where appropriate. In these figures the trajectories are plotted with the same radius for the starting circles and the arrival circles, corresponding to a particular non-limiting case. In the general case covered by the invention, the rays Rd and Ra are different. FIGS. 7 and 8 describe the geometrical notions of straight lines tangent to two circles C and C 'of respective centers A and B. Variants of the method determine from tangent lines possible trajectories of the aircraft as described below. FIG. 7 describes the method of geometric determination of the two external tangents tg / ext1 and tg / ext2 at two circles C and C '. FIG. 8 describes the method of geometric determination of the two inner tangents tg / intl and tg / int2 with two circles C and C '. The two outer tangents exist when one circle is not fully included in the other, while the inner tangents exist when the two circles have an empty intersection. According to a preferred variant illustrated in FIG. 9, the determination step 370 of the plurality of trajectories comprises a sub-step 371 of determining a first trajectory T1-LSL illustrated in FIG. 10 comprising an initial portion Pinit comprising a portion according to the starting circle. left CdL, an intermediate portion equal to the line segment externally tangent both to the left departure circle CdL and the left arrival circle CaL and a final portion according to the left arrival circle CaL. a second T2-RSR trajectory illustrated in FIG. 11 comprising an initial portion Pint comprising a portion along the right starting circle CdR, an intermediate portion equal to the line segment tangent externally to both the right starting circle CdR and the circle of CaR straight and a final portion according to the right end circle CaR. For each trajectory, the external tangent to be taken into account is determined by the direction of travel of the aircraft on the trajectory, and only one of the two outer tangents is possible. These trajectories can be determined in the case where the start and end circles in question are not included in each other, as illustrated in FIG. 11. According to another variant, the determination step 370 comprises when the left departure circle CdL is disjoint (i.e. no intersection or inclusion) from the right arrival circle CaR, a sub-step 372 of determining a third trajectory T3- LSR illustrated in FIG. 12 comprising an initial portion comprising a portion along the left departure circle CdL, a final portion according to the right arrival circle CaR and an intermediate portion equal to the straight line tangent internally to the left departure circle CdL and to the left right end circle CaR, the determining step 370 further comprises, when the right starting circle CdR is disjoint (i.e., no intersection or inclusion) of the left arrival circle CaL, a sub stage 373 to determine a fourth trajectory T4-RSL illustrated in FIG. 13 comprising an initial portion comprising a portion along the right starting circle CdR, a final portion according to the left arrival circle CaL, and an intermediate portion equal to the tangent line segment internally to the circle of 10 right departure CdR and the left arrival circle CaL. For each trajectory, the internal tangent to be taken into account is determined by the direction of travel of the aircraft on the trajectory, and only one of the two inner tangents is possible. FIG. 14 illustrates the notion of distance Dist between two circles C and C 'of respective centers O and O' and respective radii R and R '. We have: Dist = 00'-R-R 'There exists an infinity of outer tangent circles with two circles C and C', but there exist only two outer tangent circles with a given radius. FIG. 15 illustrates the two outer circles C1T and C2T tangent to the two circles C and C 'of determined radius Rm. From outside tangent circles, variants of the method determine possible trajectories of the aircraft as described below. According to a variant of the method 300, the determination step 370 of the plurality of paths comprises the following sub-steps: Step 376 calculates a mean radius Rm from the starting radii Rd and the arrival radius Ra. The test of the next step 377 compares the distance between the left starting circle and the left arrival circle Dist (CdL-CaL) with twice the average radius 2.Rm If Dist {CdL-CaL} <2. Rm the method determines in the sub-step 378 a first outer tangent circle C1T and a second outer tangent circle C2T, which are tangent to the left-left CdL start circle and the left-left CaL arrival circle and have an equal radius at the average radius Rm calculated in step 376. The method then determines: a fifth trajectory T5-L C1T L comprising an initial portion comprising a portion according to the left starting circle CdL, a final portion according to the left arrival circle CaL and an intermediate portion equal to a portion of the first tangent circle C1T, a sixth trajectory T6-L C2T L comprising an initial portion comprising a portion along the left starting circle CdL, a final portion according to the arrival circle gauge ca CaL and an intermediate portion equal to a portion of the second tangent circle C2T. If Dist {CdL-CaL}> 2.Rm, as illustrated in FIG. 16, the method does not calculate the corresponding trajectories, which are always longer than trajectories obtained from line segments. According to a variant of the method 300 the determination step 370 of the plurality of trajectories comprises the following sub-steps: The test of the next step 377 compares the distance between the right starting circle and the right ending circle Dist {CdR-CaR} with twice the mean radius 2.Rm 25 If Dist {CdR-CaR} <2. Rm: the method determines in sub-step 381 a third outer tangent circle C3T and a fourth outer tangent circle C4T, which are tangent to the right type start circle CdR and the right type end circle CaR 30 and have a radius equal to the average radius Rm calculated in step 376. The method then determines a seventh trajectory T7 - R C3T R illustrated in FIG. 17, comprising an initial portion comprising a portion along the right starting circle CdR, a final portion according to the right arrival circle CaR and an intermediate portion equal to a portion of the third tangent circle C3T, an eighth t T8 - R C4T R repeater illustrated Figure 18 comprising an initial portion comprising a portion according to the right starting circle CdR, a final portion according to the right end circle CaR and an intermediate portion equal to a portion of the fourth tangent circle C4T.
    [0016] If Dist {CdR-CaR}> 2. Rm, the process does not calculate the corresponding trajectories, which are always longer than the trajectories obtained from line segments.
    [0017] Advantageously, the average radius Rm is equal to the algebraic mean of the departure and arrival radii: Rm = (Rd + Ra) / 2 According to a preferred variant illustrated in FIG. 19, the method 300 according to the invention further comprises a step 390 for determining an optimal geometric trajectory among the plurality of calculated geometric trajectories T1, T2 .... T8 according to a first criterion selected from the group comprising: the shortest path in distance; the trajectory minimizing an accumulated angle (that is, with the least number of turns).
    [0018] According to one option, the first criterion is predetermined, according to another option the first criterion is chosen by the pilot. In a variant, also illustrated in FIG. 19, the method 300 comprises a step 400 of calculating a plurality of predicted trajectories T'1, T'2, ... T'8 of the aircraft from the plurality of geometric trajectories T1, T2 T8 according to an overall state of the aircraft. The global state covers for example the speed, the altitude, the mass, and the predictions are made from the equations of flight mechanics in the FMS. From the predicted trajectories T'1, T'2, ... T'8, the method 300 determines in step 401 an optimal predicted trajectory among the plurality of predicted trajectories according to a second criterion selected from the group comprising: trajectory minimizing fuel consumption; the trajectory minimizing the travel time. According to one option, the second criterion is predetermined, according to another option the second criterion is chosen by the pilot.
    [0019] The method 300 determines an optimal geometric trajectory and / or an optimal predicted trajectory.
    [0020] According to one embodiment, the starting point Pd corresponds to a current position of the aircraft Pcour and the departure angle Ad corresponds to a current direction Acour followed by the aircraft. According to one embodiment the arrival point Pa and the arrival angle Aa are determined by the pilot.
    [0021] The method 300 is applicable when the aircraft follows a flight plan PV comprising an ordered sequence of navigation points WPb, WPc, WPd, as illustrated in FIG. 20a. In the example illustrated in FIG. 20a, the points Wpb and WPC must be traversed (or sequenced) without overflight, while the point Wpd must be overflown. The pilot determines a starting point for the calculation of the trajectory which can be a point of the remaining flight plan WPO, a point calculated by referencing to a distance or a time of a point of the remaining flight plan WPO , and where the current position of the aircraft Pcour.
    [0022] As previously explained, the pilot may decide not to traverse certain points of the flight plan to directly reach a target navigation point Pci corresponding to a navigation point of the flight plan downstream in the flight plan PV, or a computed point referencing a distance or time of a navigation point downstream of the flight plan. Figure 20b illustrates the case where the pilot decides to go directly to WPc without sequencing WPb. At the target point is associated an operational need defined as the manner in which this point must be traveled (sequenced) by the aircraft. The operational requirement may be set by default, partially or completely, or selected by the pilot. Examples of operational requirements are: - point overflight or overfly; -Alignment on the previous or next legacy. Combinations are possible, depending on the operational need, such as: - Point overview and alignment to the next leg for a launch start point or as part of a runway center or radio beam intercept. approach (LOCALIZER for example), No overflight of the point and alignment with the previous leg, so that the transition to the point is not changed. The method is also applicable between any two points of a flight plan guaranteeing a deterministic trajectory, in the context of a maneuver in a constrained lateral corridor (for example a flight at low altitude). Thus, in a variant, the method 300 comprises a preliminary step 500 of loading this target point Pci, as well as at least one associated operational need, as illustrated in FIG. 21. Then a step 600 determines the arrival point Pa and the angle arrival Aa, the arrival point being located upstream of the target point Pci, according to the operational need associated with the target point Pci. The optimal trajectory to go from the starting point to the arrival point is then calculated as described above. Respect of the alignment constraint Aa at the arrival point allows the aircraft to join the flight plan by an optimized trajectory, as illustrated in FIG. 20b. An example of an algorithm for step 600 is as follows: If the target point is to be overflown then the position of the arrival point Pa to join corresponds to the position of the target point Pci to be reached, If the alignment must be to do on the previous leg then The race Aa of arrival to join corresponds to the race of the leg leading to the target point Otherwise (the alignment must be done on the following leg) then 30 The race to join Aa corresponds to the race of the leg from the target point Else (the point must not be overflown) then: If the alignment must be done on the previous leg The position to join Pa corresponds to the beginning of the transition 35 calculated between the target point and the next point The race to join Aa is the race at the beginning of the calculated transition between the target point and the next point Else (the alignment must be on the next leg) then We consider that the point must be overflown.
    [0023] According to another aspect the invention relates to a device 90 for calculating the trajectory of an aircraft, between a starting point Pd and an arrival point Pa, illustrated in FIG. 22 and comprising: a loading module 11 of a point starting point Pd, from a starting angle 10 Ad of vertex the starting point, separating a first reference line Refd and a starting line Dd oriented according to the direction of movement of the aircraft at the starting point, and of a starting speed Vd of the aircraft -a loading module 12 of an arrival point Pa, an arrival angle Aa of the arrival point, separating a second reference line Refa and an arrival straight line Da oriented in the direction of movement of the aircraft on the arrival point, and an arrival speed Va of the aircraft, a determination module 13 of two crossing points POL, POR type respectively left and right from starting point Pa - a determination module 14 of two x starting circles of type 20 respectively left CdL and right CdR, tangent to the straight line of departure Dd respectively on the left and on the right, and passing respectively through the left-hand passage point POL and by waypoint of type POR, said circles having a starting radius Rd determined from the starting speed Vd, a determination module 15 of two arrival circles of respectively left and right type CaL, CaR tangent to the straight line of arrival Da respectively on its left and on its right and passing through the arrival point Pa, said circles having an arrival radius Ra determined from the arrival speed, -a determination module 16 of a plurality continuous geometric lateral trajectories comprising an initial portion Pinit comprising a segment [Pd, POL / POR] or not and a portion of a starting circle, a final portion Pfinal equal to a portion of a c arrival circle, and an intermediate portion Pint, so that the direction of movement of the aircraft on the initial portion and the final portion merges with the direction respectively of the starting straight line Dd at the starting point Pd and the oriented line of arrival Da at the arrival point Pa. According to a preferred embodiment, the device 90 further comprises: a module 17 for determining an optimum geometric trajectory among the plurality of geometric trajectories according to a first criterion selected from the group consisting of: the shortest path in distance; the trajectory minimizing an accumulated angle. and / or a calculation module 18 of a plurality of predicted trajectories of the aircraft from the plurality of geometric trajectories as a function of a global state of the aircraft coupled to a trajectory determination module 19 predicted optimally among the plurality of predicted trajectories according to a second criterion selected from the group comprising: the trajectory minimizing the fuel consumption; the trajectory minimizing the travel time. The invention also relates to an FMS type flight management system 900 comprising the device 90 for calculating the trajectory of an aircraft according to the invention.
    [0024] The device 90 can be integrated in the FPLN 102, TRAJ 105 and PRED 106 modules of an FMS. Preferably the device 90 is integrated in the TRAJ module 105. In another aspect, the invention relates to a computer program product, the computer program comprising code instructions for performing the steps of the method according to the present invention. invention.
    权利要求:
    Claims (17)
    [0001]
    REVENDICATIONS1. A method of calculating the trajectory of an aircraft executed by a flight management computer, between a starting point (Pd) and an arrival point (Pa), comprising the steps of: -charging (310) the point of departure (Pd) and a starting angle (Ad) from vertex to the starting point, separating a first reference line (Refd) and a departure line (Dd) oriented according to the direction of movement of the aircraft at the starting point determining (320) two points of passage (POL, POR) of type 10 respectively left and right from the starting point (Pa) -charger (330) the arrival point (Pa) and an arrival angle (Aa) from vertex the arrival point, separating a second reference line (Refa) and an arrival line (Da) oriented in the direction of movement of the aircraft on the arrival point, 15 -load ( 340) a departure speed (Vd) and an arrival speed (Va) of the aircraft, -determining (350) two respective departure circles of the aircraft left (CdL) and right (CdR), tangent to the starting straight line (Dd) respectively on the left and on the right, passing respectively through the left-hand waypoint (POL) and by waypoint of right type (POR), said circles having a starting radius (Rd) determined from the starting speed (Vd), -determining (360) two arrival circles of respectively left and right type (CaL, CaR) tangent to the line of arrival (Da) respectively on its left and on its right and passing through the point of arrival (Pa), said circles having an arrival radius (Ra) determined from the speed of d arriving, -determining (370) a plurality of continuous geometric lateral trajectories comprising an initial portion (Pinit) comprising a portion of a starting circle, a final portion (Pfinal) equal to a portion of an arrival circle , and an intermediate portion (Pint), so that the meaning of dep lacement of the aircraft on the initial portion and the final portion merges with the direction respectively of the straight line of departure (Dd) at the starting point (Pd) and the straight line of arrival (Da) at the point of arrival (Pa).
    [0002]
    2. Method according to claim 1, in which said left-hand (POL) and right-hand (POR) waypoints correspond to the departure point (Pd) translated respectively by a left translation distance (dL) and a distance from each other. right translation (dR), depending on the state of the position of the wings of the aircraft at the starting point (Pd).
    [0003]
    3. Method according to claim 2 wherein the step of determining (320) the two points of passage (POL, POR) consists of: -charging a state of the position of the wings of the aircraft at the chosen starting point corresponding to an angle of inclination of the wings with respect to the horizon, and in which: when the state of the aircraft is flat wings, the distances of translation right (dR) and left (dL) are identical and equal to a first turning distance (dl) 15 of the aircraft, the right and left type crossing points being merged, - when the state of the aircraft is a committed turn of a left and right type * the translation distance is less than or equal to the first distance (dl) for the passage point of said type, * the translation distance is equal to a second turning distance (d2, 2) for the passage of the other type.
    [0004]
    4. Method according to one of the preceding claims wherein the radius 25 of the cerces of departure and arrival is calculated according to the following formula: Ri = V2i / g.tg (0) With i = d or a, R radius of departure Rd or arrival Ra V departure speed Vd or arrival Va 30 g gravitational constant (I) roll angle of the aircraft to make a turn
    [0005]
    5. Method according to one of the preceding claims wherein the step of determining the plurality of trajectories comprises a substep of: - determining (371) a first (T1-LSL) and a second trajectory (T2-RSR) ) comprising an initial portion comprising a portion respectively along the left starting circle (CdL) and the right starting circle (Cd R), a final portion respectively according to the left arrival circle (CaL) and the right arrival circle CaR), and an intermediate portion equal to the line segment tangent externally to both the left starting circle (CdL) and the left arriving circle (CaL) for the first trajectory (T1-LSL), and to the starting circle right (CdR) and right end circle (CaR) for the second trajectory (T2-RSR), when the starting circle and the arriving circle are not included in each other.
    [0006]
    6. Method according to one of the preceding claims, in which the step of determining the plurality of trajectories comprises, when the left starting circle (CdL) is disjoint from the right arrival circle (CaR), a sub-step consisting of to: determining (372) a third trajectory (T3-LSR) comprising an initial portion comprising a portion along the left starting circle (CdL), a final portion according to the right arrival circle (CaR) and a portion intermediary equal to the straight line tangent internally to the left departure circle (CdL) and the right arrival circle (CaR), and furthermore comprises when the right starting circle (CdR) is disjoined from the arrival circle left (CaL), a sub-step consisting in: -determining (373) a fourth trajectory (T4-RSL) comprising an initial portion comprising a portion according to the right starting circle (CdR), a final portion according to the circle of left arrival (CaL), and a por intermediate ratio equal to the tangent line tangent internally to the right starting circle (CdR) and the left arriving circle (CaL).
    [0007]
    The method according to one of the preceding claims, wherein the step of determining (370) the plurality of trajectories further comprises a substep (376) of: calculating (376) a mean radius (Rm) ) from the departure and arrival rays.
    [0008]
    The method of claim 7 wherein the step of determining (370) the plurality of trajectories further comprises the substeps of: -determining (378) a first (C1T) and a second (C2T) tangent circle outside the start and end circle of left type and of radius equal to the mean radius (Rm), when the left-end (CdL) and arrival (CaL) start circles are separated by a value of less than two once the mean radius (Rm), -determining (379) a fifth (T5-L C1T L) and a sixth (T6-L C2T L) trajectories comprising an initial portion comprising a portion along the left starting circle (CdL), a final portion according to the left arrival circle (CaL) and an intermediate portion equal to a portion respectively of the first (C1T) and the second (C2T) outer tangent circle.
    [0009]
    The method of claim 7 or 8 wherein the step of determining (370) the plurality of trajectories further comprises the substeps of: -determining (381) a third (C3T) and a fourth (C4T) circles tangent outside the circle of departure and arrival of right type and radius equal to the mean radius (Rm), when the starting circles (CdR) and arrival (CaR) of rights type are distant from a lower value at twice the mean radius (Rm), -determining (382) a seventh (T7 R C3T R) and an eighth (T8 - R C4T R) trajectories comprising an initial portion comprising a portion according to the right starting circle (CdR) a final portion according to the right arrival circle (CaR) and an intermediate portion equal to a portion of the third (C3T) and the fourth (C4T) outer tangent circle, respectively.
    [0010]
    10. Method according to one of claims 7 to 9 wherein the average radius is equal to sum of the starting radius (Rd) and the arrival radius (Ra) divided by two.
    [0011]
    The method according to one of the preceding claims, comprising a step of determining (390) an optimal geometric trajectory 29 among the plurality of geometric trajectories according to a first criterion selected from the group consisting of: the trajectory the shortest distance; the trajectory minimizing an accumulated angle. 5
    [0012]
    12. Method according to one of the preceding claims comprising a step of calculating (400) a plurality of predicted trajectories of the aircraft from the plurality of geometric trajectories according to a global state of the aircraft. 10
    [0013]
    The method of claim 12 further comprising a step of determining (401) an optimal predicted trajectory among the plurality of predicted trajectories according to a second criterion selected from the group consisting of: the trajectory minimizing fuel consumption; the trajectory minimizing the travel time. 15
    [0014]
    14. Method according to one of the preceding claims wherein the starting point (Pd) corresponds to a current position of the aircraft and the departure angle (Ad) corresponds to a current direction followed by the aircraft. 20
    [0015]
    15. Method according to one of the preceding claims wherein the arrival point (Pa) and the arrival angle (Aa) are determined by the pilot.
    [0016]
    16. The method as claimed in one of the preceding claims, in which said aircraft follows a flight plan (PV) comprising a continuation of one of the preceding preceding orders of navigation points (WPb, WPc, WPd ...) remaining to be traveled. comprising preliminary steps of: -charging (500) a target navigation point (Pci) corresponding to a navigation point of the remaining flight plan and at least one associated operational requirement; -determining (600) the point of arrival (Pa) and the arrival vector (Va), the arrival point being located upstream of the target point (Pci), according to said operational requirement associated with the target point.
    [0017]
    17. A system for calculating the trajectory of an aircraft between a starting point (Pd) and an arrival point (Pa), comprising a flight management computer and lines of computer code intended to be executed on said computer, said computer code lines comprising instructions for executing the method according to one of claims 1 to 16.10
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    法律状态:
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1400754A|FR3019284B1|2014-03-28|2014-03-28|LATERAL TRAJECTORIES CALCULATION PROCESS|FR1400754A| FR3019284B1|2014-03-28|2014-03-28|LATERAL TRAJECTORIES CALCULATION PROCESS|
    US14/671,943| US9846039B2|2014-03-28|2015-03-27|Method of computing lateral trajectories|
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