• 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:
    The system (1) comprises an adjustment unit (2) embarked on the aircraft and configured to adjust a descent trajectory and associated prediction calculations according to an adjustment parameter, said system (1) comprising further information processing units (15, 20, 22, 25) for automatically calculating on the ground, from stored flight data an effective value of a calculation parameter, and a corresponding theoretical value of the calculation parameter , using an auxiliary performance database (23) which is identical to a performance database (3) embarked on the aircraft, for identical flight conditions, and to deduce the parameter d which adjustment will be used later by the adjustment unit (2).
    公开号:FR3020477A1
    申请号:FR1453799
    申请日:2014-04-28
    公开日:2015-10-30
    发明作者:Valentin Vincent；Jean-Pierre Demortier
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method and a system for adjusting a descent trajectory of an aircraft, in particular a transport aircraft. Modern aircraft are known to have on-board systems that allow, using the performance data specified below, to calculate a flight plan, as well as associated predictions, and to guide the aircraft to follow the calculated flight plan. On some aircraft, the performance data are not corrected by flight tests for the descent phases during which the aircraft engines are at idle speed, and may therefore have deviations from the actual performance of the aircraft. aircraft on delivery. In addition, these deviations can increase with the degradation of the aerodynamics or wear of the engines during the lifetime of the aircraft.
    [0002] In this context, means must be developed in order to model the descent performance of the aircraft as accurately as possible. The performance data being used in particular to determine the position of the descent start point during a descent, a model of reduced quality may result in a descent too early or too delayed, which may hinder the operation of the pilot, to drive thrust shifts or downhill brakes and overall, overconsumption of fuel. The next-generation FMS (Flight Management System) flight management systems generally include a feature that allows the adjustment of the descent profiles as well as the predictions associated with these profiles, by effect a value called adjustment parameter. This feature is able to modulate aircraft performance on both descent and approach profiles.
    [0003] However, this adjustment parameter depends on the type of engines, but not the actual capabilities of the aircraft.
    [0004] The object of the present invention is to overcome this disadvantage. It relates to a method of adjusting a descent trajectory of an aircraft which makes it possible to obtain a particularly precise adjustment parameter.
    [0005] For this purpose, according to the invention, said adjustment method comprises an adjustment step of adjusting the descent trajectory and associated prediction calculations according to an adjustment parameter through at least one a performance function using at least one onboard performance database on the aircraft, said adjustment parameter representing a deviation of values of a driving parameter of at least one engine of the aircraft, said method comprising plus a sequence of steps, prior to the adjustment step and consisting automatically of: a) determining and recording on at least one aircraft, during at least one flight of the aircraft, parameter values flight of the aircraft called flight data; b) extracting from said recorded flight data, data relating to conditions stabilized with the engines of the aircraft at idle, representing measuring points, and determining, for each of said measuring points, an effective value of a calculation parameter and associated flight conditions; c) calculating, for said measurement points, theoretical values of the calculation parameter using an auxiliary performance database which is identical to the onboard performance database on the aircraft, for conditions identical to the said flight conditions; and d) calculating, for said measurement points, the differences between the actual values and the theoretical values of said calculation parameter, and deriving a calculation parameter difference (calculating the average of these differences), and determining from this calculation parameter difference, said adjustment parameter which is then used to adjust the descent trajectory and the associated prediction calculations.
    [0006] Thus, thanks to the invention, the adjustment parameter is calculated from actual (or actual) values obtained from recorded flight data and from theoretical values calculated for identical conditions. Therefore, the adjustment is made using an adjustment parameter which is adapted to the actual conditions existing on the aircraft (via the recording and the processing of flight data), which makes it possible to obtain a precise adjustment parameter and thus also a precise adjustment of the descent trajectory and associated prediction calculations. In the context of the present invention, it is understood: - by performance functions, a set of performance and performance data computations, which render a direct service to the pilot and / or to the aircraft and in particular to the management system of the aircraft. flight of the aircraft; by performance data, data tables representing parameters of the aircraft (aerodynamics, engines, etc.) that are used for a calculation of flight mechanics, said performance, said performance data being stored in at least a performance database embarked on the aircraft; and - by calculation of performance, a flight mechanics calculation illustrating the behavior of the aircraft and using performance data.
    [0007] Said engine driving parameter may correspond to any parameter of an engine for adjusting and controlling this engine. Advantageously, said driving parameter is the speed of the low-pressure body of an engine of the aircraft. The present invention can be implemented for different calculation parameters. In a first embodiment, said calculation parameter corresponds directly to said engine control parameter of the aircraft, and step d) consists in calculating a difference in driving parameter, said adjustment parameter corresponding to this difference in driving parameter.
    [0008] Furthermore, in a second embodiment, said calculation parameter represents the thrust of at least one engine of the aircraft, and step d) consists in calculating a thrust difference and in converting this thrust difference into a driving parameter difference, said adjustment parameter corresponding to this driving parameter difference. Furthermore, in a third embodiment, said driving parameter represents the position of a descent start point, and the step d) consists of: calculating a difference in position of descent start point between a value effective and a theoretical value; - to determine, from this difference in descent start point position, a theoretical descent profile; and - determining, from this theoretical descent profile, a driving parameter difference, said adjustment parameter corresponding to this driving parameter difference. Furthermore, in a particular embodiment, the sequence of steps a) to d) is implemented for a plurality of flights so as to calculate a plurality of adjustment parameters, namely an adjustment parameter for each flight, and said method comprises an additional step of averaging said plurality of adjustment parameters to obtain an optimized adjustment parameter, said optimized adjustment parameter being used to adjust the glide path during the step adjustment. In addition, in a particular variant, the sequence of steps a) to d) is implemented for flights made by different aircraft.
    [0009] The present invention also relates to a system for adjusting a descent trajectory of an aircraft. According to the invention, this system comprises an adjustment unit embarked on the aircraft and configured to automatically adjust the descent trajectory and associated prediction calculations according to an adjustment parameter via at least one a performance function, said performance function using at least one performance database also embarked on the aircraft, said adjustment parameter representing a deviation of values of a driving parameter of at least one engine of the aircraft, said system further comprising: a set of measurement units embarked on the aircraft and configured to automatically determine, during at least one flight of the aircraft, flight parameter values of said aircraft, said data; flight ; a first information processing unit configured to extract automatically from said recorded flight data, data relating to conditions stabilized with the engines of the aircraft at idle, representing measuring points; a second information processing unit configured to determine, for each of said measurement points, an effective value of a calculation parameter and associated flight conditions; a third information processing unit configured to automatically calculate, for said measurement points, a theoretical value of the calculation parameter, using an auxiliary performance database which is identical to the database of embedded performance on the aircraft, for conditions identical to said flight conditions; and a fourth information processing unit configured to automatically calculate, for said measurement points, the differences between the actual values and the theoretical values of said calculation parameter, and to deduce therefrom a difference in calculation parameter (by calculating the average of these differences), and for determining from this difference of calculation parameter the adjustment parameter, said adjustment parameter being transmitted to the adjustment unit and being used by the adjustment unit to adjust the descent trajectory and the associated prediction calculations. In addition, advantageously: said system comprises a flight management system which is embarked on the aircraft and which comprises said adjustment unit and said performance database; and / or - said first, second, third and fourth information processing units, as well as said auxiliary performance database, are part of an adjustment parameter determining device, preferably located on the ground and at the disposal of maintenance operators in particular. The attached figure will explain how the invention can be realized. This single figure 1 is the block diagram of a particular embodiment of an adjustment system, to illustrate the invention.
    [0010] System 1 shown schematically in FIG. 1 is a system for adjusting a descent trajectory of an aircraft (not shown), in particular of a transport aircraft. Although not exclusively, such a descent trajectory is followed, more particularly, during a descent with a view to landing on an airstrip of an airport (not shown). This system 1 comprises an adjustment unit 2 which is embarked on the aircraft and which is configured to adjust the descent trajectory and associated prediction calculations. The adjustment unit 2 performs this adjustment, in the usual way, according to an adjustment parameter. This adjustment unit 2 performs the adjustment via at least one usual performance function that uses information from at least one performance database 3. This performance database 3 also embeds on the aircraft, is connected via a link 4 to the adjustment unit 2. Said adjustment parameter represents, in the usual way, a deviation of values of a driving parameter of at least one engine of the aircraft. Said driving parameter of the motors may correspond to any usual parameter of the engines for adjusting and controlling these motors. Preferably, said driving parameter corresponds to the Ni regime of the low-pressure body of the aircraft engines.
    [0011] In the embodiment shown, the adjustment unit 2 and the performance database 3 are part of a flight management system 5 of type FMS ("Flight Management System" in English), which is embedded on the aircraft.
    [0012] In the usual way, said flight management system 5 also comprises a usual information processing unit 6, whose particular function is to define a trajectory, notably from a flight plan comprising a list of waypoints. ("Waypoints" in English). The flight management system 5 (and in particular its adjustment unit 2) comprises performance calculation means, in particular integration means, which perform all the performance calculations, that is to say flight mechanics calculations illustrating the behavior of the aircraft and using said performance database 3. These performance calculation means contain all the performance calculation functions that can be used on the aircraft for the calculation of predictions on the flight plan. The performance database 3 is preferably a static memory type entity. This performance database 3 stores a large number of usual performance data tables, that is to say data tables representing parameters of the aircraft (aerodynamics, engines, etc.) that are used to usual calculations of flight mechanics, called performance. According to the invention, said system 1 further comprises a data generation unit 7, which comprises: a set 8 of usual measurement elements, which are embedded on the aircraft and which are configured to determine aircraft, during at least one flight of the aircraft, flight parameter values (speed, altitude, ...) of the aircraft, said flight data; and a recording unit 9 embarked on the aircraft and configured to record the flight data, determined by the assembly 8 and received by a link 10.
    [0013] The flight management system 5 and the data generation unit 7 are embarked on the aircraft, as illustrated by a reference 11 in FIG. 1. Said system 1 furthermore comprises a device 12 for determining the parameter of the data. 13, which comprises a central unit 13. According to the invention, the central unit 13 comprises: an information processing unit 15 which is configured to process flight data recorded in the unit 7 and received by a data receiving unit 16 of the device 12, as illustrated by a link 17.
    [0014] To do this, the flight data can be recorded on a usual storage element which is then connected to the device 12 for the data receiving unit 16 to receive the recorded data. The information processing unit 15 is configured to extract from said flight data (received from the unit 16 via a link 18) data relating to conditions stabilized with the engines of the aircraft at idle, representing measurement; an information processing unit 20 which is connected via a link 21 to the unit 15 and which is formed so as to determine, for each of said measuring points (i.e. conditions stabilized with the engines of the aircraft at idle), an actual value (or actual value) of a calculation parameter and associated flight conditions (atmosphere, engine speed, speed, etc.); an information processing unit 22 which is formed so as to calculate, for each of said measuring points, a theoretical value of the calculation parameter, using an auxiliary performance database 23, to which it is connected via a link 24, for conditions identical to said flight conditions. This auxiliary performance database 23 is identical to the performance database 3 on board the aircraft; and - an information processing unit 25 which is connected via links 26 and 27 respectively to the units 20 and 22 and which is formed to automatically calculate, for each of said measuring points, the differences between the values effective and theoretical values of said calculation parameter, and calculating the average of these differences to obtain a calculation parameter difference. The unit 25 then determines from this calculation parameter difference the adjustment parameter. This adjustment parameter is transmitted to the adjustment unit 2 which is embarked on the aircraft, as illustrated by a link 28. In particular, the value of the adjustment parameter can be entered in the flight management system. 5 by a pilot of the aircraft using a usual input unit. This adjustment parameter is then used by the adjustment unit 2 to adjust in a customary manner the descent trajectory and the associated prediction calculations during a flight of the aircraft. Said information processing units 15, 20, 22 and 24, as well as said auxiliary performance database 23 are part of the adjustment parameter setting device 12, which is preferably on the ground and which is at the disposal of maintenance operators in particular. Thus, from the data from at least one flight, the device 12 performs on the ground an automatic sorting of the stabilized data with the engines at idle. These data are then compared with the values calculated under the same flight conditions (atmosphere, engine speed, speed, ...) with the performance database 23 which is identical to the performance database 3 embedded in the flight data system. flight management 5 of the aircraft. With the results resulting from this comparison, the device 12 of the system 1 calculates the adjustment parameter which will then be used, during a subsequent flight, to adjust the descent profiles and the associated prediction calculations in the management system. flight 5. Thus, thanks to the invention, the adjustment is made using an adjustment parameter that is adapted to the actual conditions existing on the aircraft (via the flight data recording), which makes it possible to obtain a precise adjustment parameter and thus also a precise adjustment of the descent trajectory and associated prediction calculations (performed by the flight management system 5). The engine control parameter thus adjusted allows the flight management system 5 to perform all its calculations with the appropriate correction. Thus, the theoretical thrust for the descent and approach phases is calculated from the adjusted driving parameter, the slope of the trajectory and thus the descent position as well. Therefore, the descent profile, as well as the associated predictions, are corrected by adjusting the driving parameter.
    [0015] In a first preferred embodiment, the calculation parameter directly and simply represents said driving parameter TSP (Thrust Setting Parameter) of an engine of the aircraft. This driving parameter may, for example, correspond to the speed (or speed) Ni of the primary stage of the engine or to a pressure ratio EPR ("Engine Pressure Ratio") of said engine. In this first embodiment, the unit 25 of the device 12 calculates an ATSP difference of the driving parameter TSP when the engines are idling. The adjustment parameter corresponding to this driving parameter difference ATSP.
    [0016] In this first embodiment, the device 12 thus sorts the recording data from a flight to determine the measuring points (stabilized conditions, idling engines) and keeps for each measuring point, the flight conditions as well as the value of the driving parameter. At each of these measurement points, the device 12 calculates, under the same flight conditions, the theoretical TSP parameter derived from the performance model. The comparison between the measured flight data and those calculated under the same conditions makes it possible to determine the value of the corrective parameter. This first embodiment has, in particular, the following advantages: a simplicity of implementation; 302 04 77 11 - speed of calculation; and - a precision of the motor data. In addition, in a second embodiment, the calculation parameter represents the thrust of at least one engine of the aircraft. In this second embodiment, the unit 25 of the device 12 calculates a thrust difference and converts this thrust difference into a driving parameter difference. The adjustment parameter then corresponds to this difference in driving parameter. In this second embodiment, the device 12 thus sorts the recording data from a flight to determine the measurement points (stabilized conditions, idling engines) and keeps for each measurement point, the flight conditions. From these measurements and equations of flight dynamics, the device 12 recalculates for each measurement point a balancing thrust. In parallel, for each of these measurement points, the device 12 calculates from the measured driving parameter a thrust from the performance model. The comparison between these two thrust data makes it possible to obtain the corrective adjustment parameter. This second embodiment takes into account both the aerodynamic degradations and the engine impairments for evaluating the value of the adjustment parameter. On the other hand, in a third embodiment, the driving parameter represents the position of a descent start point. In this third embodiment, the unit 25 of the device 12 performs the following operations: it determines a difference of descent start point position; it determines, from this difference in the position of the start of descent point, a theoretical descent profile; and it determines, from this theoretical descent profile, a difference in driving parameter, said adjustment parameter corresponding to this difference in driving parameter.
    [0017] In this third embodiment, the device 12 takes as reference the descent point of the aircraft during the flight, and it recalculates a theoretical beginning of descent by calculating a theoretical trajectory with the same conditions as those encountered during the flight.
    [0018] Note the accuracy of the position of the start of descent is essential to facilitate the descent guidance and avoid level thrust shifts or airbrake exits. Moreover, in a particular embodiment, the flight data are acquired for a plurality of flights, with the same aircraft or with different aircraft. The central unit 13 of the device 12 then implements the aforementioned operations so as to calculate a plurality of adjustment parameters, namely a flight adjustment parameter. In this particular embodiment, the device 12 comprises a calculation element 29 (integrated for example in the unit 25) for calculating the average of the plurality of adjustment parameters in order to obtain an optimized adjustment parameter. The adjustment parameter thus optimized is then used by the adjustment unit 2 to adjust the glide path. In this particular embodiment, a statistical analysis is performed on a given number of flights and aircraft, in order to determine an average value of the adjustment parameter for a given aircraft fleet. The advantage obtained is a computation time saving (a single calculation for an entire fleet), but this gain is made at the expense of the calculation precision, the calculated adjustment parameter thus not taking into account a possible dispersion between different aircraft. Furthermore, a regularly calculated adjustment parameter makes it possible to monitor the state of each aircraft of a fleet independently and thus to identify degradation drifts making it possible to initiate or anticipate appropriate maintenance operations.
    [0019] The present invention therefore provides for an automatic identification of the adjustment parameter which serves to adjust the calculations, and this according to the actual performance of the aircraft. Therefore, thanks to the invention, the airline maintenance services have a reliable, accurate and repeatable way to precisely determine the adjustment parameter.
    [0020] This gives: - an adjustment of the calculation of the descent flight plan and the associated predictions; a better accuracy of the indication to the pilot of the moment of descent of the aircraft; and - guidance of the aircraft on a descent plane representative of the actual capacity of the aircraft. System 1 performs automation (by automatically determining the adjustment parameter), and it also achieves significant accuracy, the adjustment parameter being determined with a level of precision suitable for optimum determination of the setting point. descent. Thus, thanks to the invention, with a better optimized descent plan and thus guidance of the aircraft on this new plane, the aircraft will perform a longer part of its descent at idle speed. In particular, a gain in fuel consumption and a reduction in particle emission are obtained.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A method of adjusting a descent path of an aircraft, said method comprising an adjustment step of adjusting the descent trajectory and associated prediction calculations based on an adjustment parameter via at least one performance function using at least one performance database (3) embarked on the aircraft, said adjustment parameter representing a difference in values of a driving parameter of at least one engine of the aircraft, said method further comprising a succession of successive steps, prior to the adjustment step and consisting automatically: a) to determine and record on at least one aircraft, during at least one flight of the aircraft; aircraft, flight parameter values of said aircraft, said flight data; b) extracting from said recorded flight data, data relating to conditions stabilized with the engines of the aircraft at idle, representing measuring points, and determining, for each of said measuring points, an effective value of a calculation parameter and associated flight conditions; C) calculating, for said measurement points, theoretical values of the calculation parameter using an auxiliary performance database (23) which is identical to the performance data base (3) embedded in the aircraft, for conditions identical to said flight conditions; and d) calculating, for said measurement points, the differences between the actual values and the theoretical values of said calculation parameter, and deriving a calculation parameter difference therefrom, and determining, from this parameter difference of calculation, said adjustment parameter which is then used to adjust the descent trajectory and the associated prediction calculations.
    [0002]
    2. Method according to claim 1, characterized in that said calculation parameter corresponds to said driving parameter of the engine of the aircraft, and in that step d) consists in calculating a difference in driving parameter, said parameter d corresponding adjustment to this driving parameter difference.
    [0003]
    3. Method according to claim 1, characterized in that said calculation parameter represents the thrust of at least one engine of the aircraft, and in that step d) consists in calculating a thrust difference and converting this thrust difference in a driving parameter difference, said adjustment parameter corresponding to this driving parameter difference.
    [0004]
    Method according to claim 1, characterized in that said driving parameter represents the position of a descent start point, and that step d) consists of: calculating a difference of starting point position descent between an actual value and a theoretical value; - to determine, from this difference in descent start point position, a theoretical descent profile; and - determining, from this theoretical descent profile, a driving parameter difference, said adjustment parameter corresponding to this driving parameter difference.
    [0005]
    5. Method according to any one of the preceding claims, characterized in that said driving parameter is the speed of the low-pressure body of an engine of the aircraft.
    [0006]
    6. Method according to any one of the preceding claims, characterized in that the sequence of steps a) to d) is implemented for a plurality of flights so as to calculate a plurality of adjustment parameters, namely a an adjustment parameter for each flight, and in that said method comprises an additional step of averaging said plurality of adjustment parameters to obtain an optimized adjustment parameter, said optimized adjustment parameter being used to adjust the descent trajectory during the adjustment step.
    [0007]
    7. Method according to claim 6, characterized in that the sequence of steps a) to d) is implemented for flights made by different aircraft.
    [0008]
    8. A system for adjusting a descent trajectory of an aircraft, said system (1) comprising an adjustment unit (2) embarked on the aircraft and configured to automatically adjust the descent trajectory and prediction calculations associated with an adjustment parameter through at least one performance function, said performance function using at least one performance database (3) also embarked on the aircraft, said parameter of adjustment representing a difference in values of a driving parameter of at least one engine of the aircraft, said system (1) further comprising: a set (8) of measurement units on board the aircraft and configured to automatically determine, during at least one flight of the aircraft, flight parameter values of said aircraft, said flight data; at least one recording unit (7) embarked on the aircraft and configured to automatically record said flight data; - a first information processing unit (15) configured to automatically extract from said recorded flight data, data relating to conditions stabilized with the aircraft engines at idle, representing measurement points; a second information processing unit (20) configured to determine, for each of said measurement points, an actual value of a calculation parameter and associated flight conditions; a third information processing unit (22) configured to automatically calculate, for said measurement points, a theoretical value of the calculation parameter, using an auxiliary performance data base (23) which is identical to the performance database (3) on board the aircraft, for conditions identical to said flight conditions; anda fourth information processing unit (25) configured to automatically calculate, for said measuring points, the differences between the actual values and the theoretical values of said calculation parameter, and to deduce therefrom a calculation parameter difference, and for determining from this calculation parameter difference the adjustment parameter, said adjustment parameter being transmitted to the adjustment unit (2) and being used by the adjustment unit (2) to adjust the descent trajectory and the associated prediction calculations.
    [0009]
    9. System according to claim 8, characterized in that it comprises a flight management system (5) embarked on the aircraft and comprising said adjustment unit (2) and said performance database (3).
    [0010]
    10. System according to one of claims 8 and 9, characterized in that said first, second, third and fourth information processing units (15, 20, 22, 25), as well as said auxiliary performance database. (23), are part of an adjustment parameter setting device (12).
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    引用文献:
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    法律状态:
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    2016-04-21| PLFP| Fee payment|Year of fee payment: 3 |
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    2019-04-18| PLFP| Fee payment|Year of fee payment: 6 |
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    2021-04-23| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1453799A|FR3020477B1|2014-04-28|2014-04-28|METHOD AND SYSTEM FOR ADJUSTING A DOWNWARD TRAJECTORY OF AN AIRCRAFT.|FR1453799A| FR3020477B1|2014-04-28|2014-04-28|METHOD AND SYSTEM FOR ADJUSTING A DOWNWARD TRAJECTORY OF AN AIRCRAFT.|
    US14/690,695| US9927243B2|2014-04-28|2015-04-20|Method and system for adjusting the descent trajectory of an aircraft|
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