METHOD AND DEVICE FOR GENERATING AN AIRCRAFT RESPONSE TRACK, COMPUTER PROGRAM PRODUCT AND ASSOCIATED

专利摘要:
This method makes it possible to generate a resulting setpoint trajectory of an aircraft (10), a guidance system which controls the trajectory of the aircraft relative to the resulting setpoint trajectory. The generation method is implemented by an electronic device (30) and comprises the selection of at least one of several modes of operation, the acquisition of a set path prepared by a flight management system (17). ), obtaining an alternative setpoint trajectory derived from an element from a calculation module of a trajectory (40) and an external generation system (18), and the generation of the resulting setpoint trajectory which comprises one or more segments of the set-point trajectory prepared for the time period corresponding to the selection of a first mode, and one or more segments of the alternative set-point trajectory for the time period corresponding to the selection of another mode.
公开号:FR3022357A1
申请号:FR1401360
申请日:2014-06-16
公开日:2015-12-18
发明作者:Sylvain Lissajoux；Eric Guillouet；Christophe Garnavault；Joel Bosson
申请人:Thales SA；
IPC主号:

专利说明:

[0001] The present invention relates to a method for generating a resulting set-point trajectory of an aircraft, destined for at least one aircraft. least one receiving system among at least one guidance system of the aircraft, the resulting target trajectory comprising at least one trajectory segment for at least one of a lateral axis, a vertical axis and a longitudinal axis associated with the aircraft . The guidance system of the aircraft is configured to slave the trajectory of the aircraft with respect to said resulting setpoint trajectory. The method is implemented by an electronic device for generating said trajectory. The invention also relates to a computer program product comprising software instructions which, when implemented by a computer, implement such a method.
[0002] The invention also relates to an electronic device for generating such a trajectory. The invention also relates to an aircraft, such as an airplane or a helicopter, comprising such an electronic device for generating the resulting set-point trajectory, a flight management system, an external setpoint trajectory generation system, one or more several guidance systems, such as an autopilot device and / or electric flight controls and / or an autothrust device, the generated resultant target trajectory being adapted to be transmitted to at least one destination system among the guidance system or systems of the aircraft. The invention applies to the field of avionics, and more particularly to that of flight control systems. The field of use of this invention relates to the course of the flight of an aircraft in the broad sense, including taxiing phases. The invention then relates to all phases of use of flight control systems from the departure to the arrival of the aircraft. Currently, the conduct of the flight of an aircraft involves different automatisms that involve many systems. While the current flight control systems have greatly contributed to the reduction of the accident rate, the fact remains that their implementation has been incremental by successive additions of functions and equipment. This superposition of systems is the historical result of the evolution of technologies over the last decades.
[0003] It is now very common to have the following equipment on board an aircraft: - a flight management system, also called FMS (English Flight Management System): it develops guidelines for trajectories to achieve a flight plan; - An autopilot, also known as AFCS (English Auto Flight Control System): it performs the guidance function, and is as such adapted to enslave the instructions provided by the flight management system (FMS). The use of the FMS combined with the use of the autopilot corresponds to the maximum level of automation. The autopilot also allows control of the trajectory through the acquisition of parameters set by the crew and the maintenance of these parameters; - a self-controller, also known as AT (English Auto Throttle): on fixed-wing aircraft, she is in charge of thrust management; and a flight control system, also known as the Flight Control System (FCS): it is in charge of the short-term stabilization of the aircraft, and also allows the servocontrol of instructions from the autopilot (AFCS ).
[0004] These devices are designed as independent systems with their own means of interface, namely a specific interface for the flight management system, also called MCDU (English Multifunctional Control Display Unit), a dedicated control station for the autopilot, usually consisting of rotors and buttons, also called FGCP (English Flight Guidance Control Panel), a handle or mini-stick for flight controls (FCS), one or more levers or levers for the management of the power of one or more engines. The complexity induced by this plurality of systems currently occupies a significant part of the workload of a crew. In order to be able to make a commercial flight, the crew must then master several complex and dynamic systems, often operating at different levels of automation. This multiplication of systems results in an increase in costs, both in terms of design and the training of the crews who must use them. On the other hand, this plurality of systems and interfaces can be confusing for the crew. At the origin of the incidents / accidents of the type loss of control of an aircraft, there is often a bad identification of the situation by the crew, even a confusion on the states of the systems. An object of the invention is therefore to propose a method and a device for generating a resultant target trajectory of an aircraft, destined for at least one destination system among at least one guidance system of the aircraft, the aircraft guidance system being configured to slave the flight path of the aircraft with respect to said resultant target trajectory, in order to reduce the complexity of the interfaces of the aforementioned avionics systems, thus making it possible to improve the flight safety of the aircraft. aircraft and reduce the workload for the crew. To this end, the subject of the invention is a method for generating a resulting set-point trajectory of an aircraft, in which the method comprises the following steps: selecting at least one operating mode from among a plurality of modes of operation, - the acquisition of a set trajectory prepared by the flight management system, the prepared set-point trajectory comprising one or more trajectory segments for at least one axis among the lateral axis, the vertical axis and the longitudinal axis, - obtaining an alternative setpoint trajectory resulting from an element from the calculation module of a trajectory and an external system for generating a setpoint trajectory, said external generation system being distinct from the flight management system, the alternative set-point trajectory comprising one or more trajectory segments for at least one axis among the lateral axis, the vertical axis and the longitudinal axis, - the the resultant target trajectory comprising the segment or segments of the prepared target trajectory acquired for the time period corresponding to the selection of a first operating mode, and the segment or segments of the trajectory of alternative setpoint obtained for the time period corresponding to the selection of another operating mode. The generation method then makes it possible, by selecting at least one operating mode from among a plurality of operating modes and generating the resulting target trajectory as a function of the selected mode or modes, to centralize the generation of the trajectory of the resultant setpoint within the electronic generation device. The generating device then performs a guidance function by trajectory around a single resulting setpoint trajectory which improves the safety of the flight and facilitate the work of the crew. The organization and the division of tasks between the crew and the flight control systems are thus redesigned around the aircraft trajectory.
[0005] By setpoint trajectory is meant a trajectory intended to be used by an avionics system as a reference for servocontrolling the trajectory of the aircraft. In other words, each corresponding avionic system is configured to slave the trajectory of the aircraft with respect to said setpoint trajectory. By resulting setpoint trajectory is meant the setpoint trajectory delivered at the output of the generating device to the recipient system or systems among the guidance system or systems. In other words, the resulting setpoint trajectory results from the generation performed from the prepared setpoint trajectory and / or the alternative setpoint trajectory. The resulting setpoint trajectory then results from the centralization operated by the generation device.
[0006] According to other advantageous aspects of the invention, the method comprises one or more of the following characteristics, taken separately or in any technically possible combination: the acquisition step is performed only when the first operating mode is selected; the obtaining step is performed only when the other mode of operation is selected; when several operating modes are selected, the other operating mode takes precedence over the first operating mode, and during the generating step, the resulting setpoint trajectory is formed for the time period corresponding to the selection. of these multiple modes of operation, by the segment or segments of the alternative setpoint trajectory obtained; the aircraft furthermore comprises at least one protection system of the aircraft, primary control members, such as a handle or mini-stick, a rudder bar or a throttle lever, one or more auxiliary control members and secondary control members, such as a selector or rotary switch of a control panel, a touch key of a touch screen, or a voice control system, and when the other operating mode selected is a second mode of operation. operation, the alternative setpoint trajectory is a trajectory calculated by the calculation module, as a function of at least one guidance setpoint, each guidance setpoint being produced from at least one constraint resulting from a corresponding protection system or being selected by a crew of the aircraft via one of the control members; the aircraft furthermore comprises primary control members, such as a handle or mini-stick, a rudder bar or a throttle lever; the method furthermore comprises the acquisition of a mechanical quantity relating to one of the primary control elements, and when the other operating mode selected is a third mode of operation, the alternative setpoint path is a trajectory calculated by the calculation module (40) as a function of the mechanical quantity acquired for one of the primary control organs; when the other operating mode selected is a fourth mode of operation, the alternative setpoint path is a setpoint path received from the external generation system; - The third mode of operation is more important than the second mode of operation, the second mode of operation being more important than the fourth mode of operation; each mode of operation is independently selectable for each axis from the lateral axis, the vertical axis and the longitudinal axis; for each trajectory segment, at least one aeronautical characteristic of the aircraft is constant, each aeronautical characteristic being chosen from the group consisting of: a turn radius, a road, a ground gradient, an altitude, a ground speed, vertical speed, roll angle, pitch attitude, heading, load factor, lateral acceleration, roll rate, longitudinal pitch rate, slope acceleration, rate of change 15 slope acceleration, an energy level such as a specific engine speed, a performance level such as a better rate of climb, an acceleration rate and a relative air speed (CAS, TAS, MACH ), a position and a slip angle; at least one trajectory segment comprises one or more predefined points of passage of the aircraft; The aircraft also comprises primary control members, such as a handle or mini-stick, a rudder bar or a throttle lever; the method furthermore comprises the acquisition of a mechanical quantity relative to one primary control members, and the selection of the operating mode is performed according to the acquired mechanical magnitude for the primary control member associated with the axis considered among the lateral axis, the vertical axis and the axis longitudinal; during the selection step, switching to the first operating mode is performed only when the primary control member associated with the axis considered among the lateral axis, the vertical axis and the longitudinal axis is in a rest position, said rest position being a corresponding position of the primary member when not manipulated, said primary member having one or more rest positions; during the selection step, the switching to the first operating mode is performed via a specific button, the specific button being preferably arranged against a primary control member; - The guide or guidance is selected from the group consisting of: a turn radius setpoint, a road setpoint, a ground slope setpoint, an altitude setpoint, a ground speed setpoint, a vertical speed setpoint a roll setpoint, a longitudinal attitude setpoint, a heading setpoint, a load factor setpoint, a lateral acceleration set point, a roll rate setpoint, a pitch attitude variation setpoint, an acceleration setpoint on a slope, a slope acceleration variation rate setpoint, an energy level setpoint, a performance level setpoint, a ground trajectory setpoint associated with a waypoint, a setpoint of air speed (CAS, TAS, MACH), a slip angle setpoint and a position setpoint; and the aircraft further comprises at least one aircraft protection system, at least one data display system, and the method further comprises transmitting the resulting target trajectory to at least one destination system among at least one guidance system, at least one protection system and at least one display system. The invention also relates to a computer program product comprising software instructions which, when implemented by a computer, implement the method as defined above. The subject of the invention is also an electronic device for generating a resulting target trajectory of an aircraft, destined for at least one destination system among at least one guidance system of the aircraft, the resulting target trajectory having at least one trajectory segment for at least one axis of a lateral axis, a vertical axis and a longitudinal axis associated with the aircraft, the guidance system being configured to slave the flight path of the aircraft with respect to said flight path. resulting setpoint, the device comprising: a module for calculating a trajectory; means for selecting at least one operating mode from among a plurality of operating modes; means for acquiring a setpoint trajectory. prepared by a flight management system, the prepared set-point trajectory comprising one or more trajectory segments for at least one of the lateral axis, the v-axis and the longitudinal axis, means for obtaining an alternative setpoint trajectory resulting from an element from the calculation module and an external generation system, the alternative setpoint trajectory comprising one or more trajectory segments for at least one axis among the lateral axis, the vertical axis and the longitudinal axis, said external generation system being distinct from the flight management system, means for generating the resulting target trajectory, the target trajectory resultant having the segment or segments of the prepared setpoint trajectory acquired for the time period corresponding to the selection of a first operating mode, and the segment or segments of the alternative setpoint trajectory obtained for the time period corresponding to the selection of another mode of operation. The subject of the invention is also an aircraft, such as an airplane or a helicopter, comprising an electronic device for generating a resultant target trajectory, a flight management system, an external system for generating a set trajectory, one or more guidance systems, such as an automatic piloting device and / or electric flight controls and / or an autothrust device, wherein the generating device is as defined above, the trajectory resulting setpoint generated being adapted to be transmitted to at least one destination system among the one or more guidance systems of the aircraft. These features and advantages of the invention will appear on reading the following description, given solely by way of non-limiting example, and with reference to the appended drawings, in which: FIG. 1 is a diagrammatic representation of a aircraft according to the invention, the aircraft comprising a flight control system, an engine control system, an automatic piloting device, an aircraft guidance system, aircraft protection systems, flight control systems, data display, one or more sleeves or mini-handles, one or more lifters and a set of throttles each forming a primary control member operable to control the aircraft, and an electronic generating device of a resultant target trajectory of an aircraft, intended for at least one destination system among the guidance system, the protection systems and the display systems e, the generation device comprising means for selecting at least one operating mode from among a first, a second, a third and a fourth mode of operation, means for acquiring a set path prepared by the system flight management means, means for obtaining an alternative setpoint path and means for generating the resulting setpoint trajectory according to the selected operating mode; FIG. 2 is a schematic representation of the projections of the axes of a reference frame linked to the aircraft in a reference frame; FIG. 3 is a diagrammatic representation of a first range of values and a second range of values of a travel of the handle of FIG. 1, switching to the third mode, respectively to the second mode, being performed if the value of the deflection belongs to the first range, respectively to the second range; FIG. 4 is a schematic representation of relationships between the different modes of operation; FIG. 5 is a schematic representation of information displayed on a screen of the generating device of FIG. 1; FIG. 6 is a flowchart of a method according to the invention for generating the resulting set trajectory of the aircraft; and FIG. 7 is a logic diagram representing the transitions between the different modes of operation. In FIG. 1, an aircraft 10, such as an airplane or a helicopter, comprises a flight control system 12, also known as FCS (English Flight Control System) or FBW (Fly By Wire English). to act on a set of control surfaces and actuators 13 of the aircraft. In the case of a fixed-wing aircraft, the control surfaces are, for example, ailerons, the elevator or the rudder. In the case of a rotary wing aircraft, the control surfaces are, for example, the collective pitch, the cyclic pitch or the pitch of the tail rotor. The aircraft 10 comprises a motor control system 14, also noted ECU (Engine Control Unit English) to vary the energy delivered by a motor 15 of the aircraft, such as a reactor, a turboprop or a turbine. The aircraft 10 comprises at least one guidance system, such as an automatic piloting device 16, also called AFCS (English Auto-Flight Control System), also called autopilot and noted PA or AP (of the English Automatic Plot), such as a flight management system 17 of the aircraft, also noted FMS (English Flight Management System). In addition, the guidance system is a self-pushing device, not shown, also called self-handle.
[0007] The aircraft 10 comprises at least one external system 18 for generating a target trajectory, and systems 19A, 19B for protecting the aircraft, such as a traffic alert and collision avoidance system 19A. , also noted TCAS (Traffic Collision Avoidance System), and a warning system and collision avoidance with the terrain 19B, also noted TAWS (of the English "Terrain Awareness and Warning System") , a system, not shown, of weather conditions detection (English Weather Radar), or a system, not shown, windshear detection system (Windshear Detection System). The protection systems 19A, 19B are generally adapted to protect the aircraft 10 against a risk of leaving the flight envelope and / or an environment-related conflict (ground, traffic, variation in flight conditions). The aircraft 10 comprises one or more data display systems, such as a head-down display system and / or a head-up display system, also called HUD (Head-Up Display). . The head-down display system is, for example, a navigation data display system (English Navigation Display). The aircraft 10 comprises a set of sensors 21 able to measure different quantities associated with the aircraft 10, in particular quantities associated with the set of control surfaces and actuators 13, and to transmit the measured values of said quantities to the control system. flight controls 12, the engine control system 14, the automatic flight control device 16 and / or the flight management system 17. The aircraft 10 comprises one or more sleeves or mini-sleeves 22, one or more lifters 23 and one or more joysticks or mini-controllers 24, each forming a primary control member adapted to be handled by the crew 26 of the aircraft for piloting the aircraft. The mini-handle 24 designates a joystick with a force feedback to an equilibrium position. Subsequently, the term "sleeve" will refer to either a handle or a mini-stick, and the term "joystick" will denote either a joystick or mini-joystick. In addition, the aircraft 10 comprises an auxiliary control member 28 for incrementing or decrementing a setpoint, or directly designating the value of this setpoint. The aircraft 10 further comprises secondary control members 29, such as a control panel selector, a tactile touch of a touch screen, or a voice control system. The aircraft 10 comprises, according to the invention, an electronic device 30 for generating a resultant target trajectory of the aircraft intended for the guidance system 16, the resulting set trajectory comprising at least one trajectory segment for at least one of a lateral axis Yi, also called a transverse axis, a vertical axis z1 and a longitudinal axis x1, associated with the aircraft and visible in FIG. 2. Each trajectory segment is calculated independently for each axis among the lateral axis y1, the vertical axis z1 and the longitudinal axis x1, or alternatively calculated for a combination of several axes. By way of example, a turning radius instruction of the aircraft 10 is used to calculate a trajectory segment for the lateral axis Yi and a given airspeed performance improvement setpoint is used to calculate a segment of the aircraft. trajectory combining the longitudinal xl and vertical axes z1. The resulting set-point trajectory is adapted to be transmitted to the guidance system 16, or optionally complement one or more protection systems 19A, 19B and one or more display systems 20. The guidance system 16, the one or more protection systems 19A, 19B and the display system (s) 20 then each form a destination system adapted to receive said resulting setpoint trajectory from the generation device 30. The guidance system 16 is then configured to control the trajectory of the aircraft with respect to said resulting setpoint trajectory. Each protection system 19A, 19B is configured to monitor the resulting setpoint trajectory and advantageously protect it, that is to say to propose one or more avoidance trajectories when a danger is detected along the trajectory of the resulting setpoint. The display system 20 is configured to display the resulting setpoint path. The aircraft 10 moves with respect to the ground according to a ground speed vector Vs which forms with the horizontal H an angle Vs called the ground slope of the aircraft, and moves relative to the air according to an air velocity vector Va which form with the horizontal H an angle Va called air slope of the aircraft. The difference between the ground speed vector Vs and the air velocity vector Va corresponds to the wind speed vector V, which represents the movement of the air relative to the ground. The flight control system 12 is known per se, and allows, via its action on the set of control surfaces and actuators 13, to cause a change of attitude of the aircraft 10.
[0008] The engine control system 14 is known per se, and makes it possible to cause a variation in the thrust of the engines 15 of the aircraft. The automatic piloting device 16 and / or the autothrust device are known per se, and make it possible to act on the trajectory of the aircraft. The flight management system 17 is known per se, and is adapted to manage a flight plan of the aircraft 10, from takeoff to landing. Each set-point generation system 18 is external to the generation device 30. Each external generation system 18 is furthermore distinct from the flight management system 17. The external generation system 18 is, for example, a second system of generation. flight management of the aircraft, also noted FMS2. In a variant, the external generation system 18 is a system for acquiring a trajectory coming from an apparatus external to the aircraft 10, the reference trajectory coming for example from a data link (from the English datalink ) or an electronic tablet type EFB (Electronic Flight Bag English). The traffic alert and collision avoidance system 19A is known per se, and is adapted to monitor the airspace around the aircraft 10, in order to detect in particular other aircraft equipped with an active transponder, or even to provide one or more trajectory constraints or to propose one or more avoidance trajectories. This detection is independent of the air traffic control performed by the air traffic controllers. The terrain collision warning and avoidance system 19B is known per se, and is adapted to combine flight data (position, speed) with terrain modeling, or measurements from a radio altimeter. , to calculate the potential intersections of the trajectory of the aircraft with the ground, and if necessary, to generate alerts, or even to provide one or more trajectory constraints or to propose one or more avoidance trajectories. The sensors 21 are particularly suitable for providing information relating to the position of elements of the set of rudders and actuators 13, for example the position of a rudder, and / or relating to the state of the engines 15, and / or relating to hypersustentation configurations, and / or relating to the deployed or unfrozen state of the landing gear. The sensors 21 are further adapted to provide information relating to the positioning and dynamics of the aircraft, such as attitudes, accelerations, ground speed, route, altitude, latitude, longitude, and / or or relating to the environment of the aircraft 10, preferably relative to the atmosphere in which the aircraft 10 evolves, for example a pressure, or a temperature. Each handle 22 is adapted to allow a user to control the attitudes of the aircraft 10. In a conventional manner, each handle 22 is a control lever adapted to be actuated according to transverse movements, longitudinal movements or any combination of movements. transverse and longitudinal. In other words, each sleeve 22 is movable in at least two distinct directions of movement, the directions of displacement being further perpendicular to each other in the embodiment described. More specifically, each handle 22 is adapted to allow a user to control the roll angle by transverse movements of the handle, and the pitch angle, also called longitudinal pitch, or the load factor by longitudinal movements of the handle.
[0009] Each rudder 23 is known per se, and is adapted to allow a user to control the evolution of the yaw angle and ground braking of the aircraft 10. Each lever 24 is adapted to generate a variation of the thrust or the power of the engines of the aircraft via the engine control system 14. Each handle 24 is; for example, a control lever adapted to be actuated in longitudinal movements for a fixed-wing aircraft, and in vertical movements for a rotary-wing aircraft. In other words, each handle 24 is movable in a direction of movement, namely the longitudinal or vertical direction. Each primary member 22, 23, 24 each has a rest position for each direction of movement, the rest position, also called the neutral position, being the position of the primary member 22, 23, 24 when not in position. not manipulated, preferably corresponding to the median position between the extreme values of a clearance D of the primary member 22, 23, 24 corresponding in the corresponding direction of displacement. In FIG. 3, the rest position is the position corresponding to the axis PR. In addition, each handle 22 and each handle 24 are each a controllable, ie controllable, mechanical stress return control lever, and a mechanical force return law defines the mechanical force provided by each lever 22, 24 as a function of the clearance D of each lever 22, 24 relative to its rest position. According to this complement, each handle 22 and each handle 24 are then more specifically called mini-handle and mini-joystick. In addition, the mechanical force return law is a function of other parameters, such as the state of the actuators or guidance systems for example. In addition, each control lever, forming each handle 24 and / or each handle 22, comprises at least one predetermined reference position, the reference position or positions corresponding for example to position not shown notches. In addition, the auxiliary control member 28 is attached to each handle 22 and / or to each lever 24. It is movable in at least one direction, in order to increment or decrement at least one corresponding guide setpoint. When the auxiliary control member 28 is positioned on the handle 24, the corresponding guide setpoint is preferably an air speed setpoint (CAS, TAS, MACH) or running ground speed. When the auxiliary control member 28 is movable in two distinct directions, it is adapted to increment or decrement two separate guidance instructions. When the auxiliary control member 28 is positioned on the handle 22, it is preferably movable in two distinct perpendicular directions, one being longitudinal and the other transverse. The guide setpoint corresponding to the longitudinal displacement of the auxiliary control member 28 is then preferably the altitude, and the guide setpoint corresponding to the transverse displacement of the auxiliary control member 28 is then preferably the heading or the road. The auxiliary control member 28 is for example of conical shape when it is movable in two distinct directions, or in the form of a wheel when it is movable in a single direction. The auxiliary control member 28 associated with each handle 22 is preferably of conical shape, and is also called fir, and that associated with each handle 24 is preferably wheel-shaped. By "attitudes" is meant oriented angles taken between predetermined axes of the aircraft, said aircraft axes, and their projection on reference planes. Among the attitudes, one distinguishes the angle of roll or heel, pitch angle or pitch attitude, and heading, known per se and recalled below, with reference to Figure 2. The reference planes are determined from three reference axes. The aircraft axes and the reference axes are concurrent at a predetermined point A of the aircraft 10, A being for example close to the center of gravity of the aircraft.
[0010] The reference axes are the axes of the local terrestrial reference frame and comprise a vertical reference axis zo, a longitudinal reference axis xo and a lateral reference axis yo, forming a direct orthonormal basis (xo, yo, zo) called "base of reference ". The vertical reference axis zo is an axis oriented along the downward direction of the local gravitational field and passing through the predetermined point A of the aircraft. The longitudinal reference axis xo is an axis oriented in a predetermined direction, for example towards magnetic or geographical North, and orthogonal to the vertical reference axis zo. The lateral reference axis yo completes zo and xo to form the "base of reference". The reference axes vertical zo and longitudinal xo form a vertical reference plane. The lateral yo and longitudinal reference axes xo form a horizontal reference plane. The aircraft axes comprise the longitudinal aircraft axis xl, the vertical aircraft axis z1 and the lateral aircraft axis Yi, forming a direct orthonormal base (xi, yi, zi) called "aircraft base".
[0011] The longitudinal aircraft axis x1 is an axis oriented towards the front of the aircraft, passing through the predetermined point A and belonging to a plane of symmetry of the aircraft. The plane of symmetry of the aircraft is generally related to the geometrical definition of the aircraft's cell, for example the plane passing through the nose of the aircraft and the point A and orthogonal to the plane formed by the wing of the aircraft at rest. The lateral aircraft axis Yi is the axis perpendicular to the plane of symmetry and oriented towards the right of the aircraft, that is to say the right of an observer aboard the aircraft and looking towards the front of the aircraft. The vertical aircraft axis z1 completes Y1 and x1 to form the "aircraft base". The angle eP between the lateral aircraft axis y1 and the horizontal reference plane is the roll angle. The angle θ between the longitudinal aircraft axis x1 and the horizontal reference plane is the pitch angle. The angle y between the longitudinal aircraft axis x1 and the vertical reference plane is the heading. I), 8 and are generally referred to as the Euler angles for passing from the aircraft mark to the reference mark. The generation device 30 comprises a display screen 32 and an information processing unit 34 formed for example of a memory 36 and a processor 38 associated with the memory 36.
[0012] In the embodiment of FIG. 1, the generating device 30 is distinct from the flight control system 12, the engine control system 14, the automatic piloting device 16, the flight management system 17, the external generation systems 18 and protection systems 19A, 19B. Alternatively, not shown, the generating device 30 is integrated with any one of the following elements: the flight control system 12, the engine control system 14, the autopilot 16, the system flight management system 17, the external generation system (s) 18 and the protection systems 19A, 19B. The display screen 32, and respectively the information processing unit 34, then correspond to the display screen, and respectively to the information processing unit, not shown, of said element. According to this variant, the generating device 30 is preferably integrated in the flight control system 12. The memory 36 is able to store a software 40 for calculating a setpoint trajectory as a function of at least one guidance setpoint or as a function of a mechanical quantity acquired relative to one of the primary control members 22, 23, 24, such that the deflection D of said member or a mechanical force F applied against said member in the corresponding direction, each guide set being selected by the crew 26 via one of the control members 22, 23, 24, 28, 29 or developed from constraints derived from one of the protection systems 19A, 19B or acquired from the flight management system 17 or acquired from the external generation system or systems 18. The calculation software 40 forms, when executed by the processor 38, a setpoint trajectory calculation module, internal to the generation device 30. re 36 is capable of storing software 42 for selecting at least one operating mode from among a plurality of operating modes, such as a first operating mode M1, a second operating mode M2, a third operating mode M3 and a fourth mode of operation M4. These different operating modes M1, M2, M3, M4 will be described in more detail below. The memory 36 is able to store software 44 for acquiring a setpoint trajectory prepared by the flight management system 17, the prepared setpoint trajectory comprising one or more trajectory segments for at least one axis among the axis lateral y1, the vertical axis z1 and the longitudinal axis xl. The memory 36 is capable of storing a software 46 for obtaining an alternative setpoint trajectory resulting from an element from the calculation module 40 and the external generation system or systems 18, the alternative setpoint trajectory comprising one or more trajectory segments for at least one axis among the lateral axis y1, the vertical axis z1 and the longitudinal axis x1. The memory 36 is able to store a software 48 for generating the resulting set-point trajectory, the resulting set-point trajectory comprising the segment or segments of the prepared set-point trajectory acquired for the time period corresponding to the selection of the first operating mode M1. , and the segment or segments of the alternative setpoint trajectory obtained for the time period corresponding to the selection of another operating mode M2, M3, M4. The memory 36 is furthermore capable of storing a display software 50 on the screen 32 of piloting assistance information intended for the crew 26.
[0013] The processor 38 is capable of loading and executing each of the software products 40, 42, 44, 46, 48 and 50. The selection software 42, respectively the acquisition software 44, and the obtaining software 46, respectively the software generation 48, and respectively the display software 50 form means for selecting at least one operating mode Ml, M2, M3, M4, means for acquiring the set reference trajectory prepared, means for obtaining of the alternative setpoint trajectory, means for generating the resulting setpoint trajectory and means for displaying piloting assistance information. As a variant, the calculation module 40, the selection means 42, the acquisition means 44, the obtaining means 46, the generating means 48 and the display means 50 are designed as programmable logic components, or in the form of dedicated integrated circuits. The calculation module 40 is adapted to calculate one or more setpoint trajectory segments as a function of at least one guide setpoint or as a function of the mechanical quantity D, F relating to one of the primary control elements 22, 23 , 24. For each set trajectory segment, at least one aeronautical characteristic of the aircraft 10 is constant, each aeronautical characteristic being chosen from the group consisting of: a turn radius, a road, a ground gradient, an altitude ( absolute, barometric, relative to terrain), ground speed, vertical speed, roll angle, pitch attitude, heading, load factor, lateral acceleration, roll rate, rate of change longitudinal attitude, an acceleration on a slope, a rate of variation of acceleration on a slope, an energy level such as a specific engine speed, a level of performance such as a better rate of climb, an acceleration rate lération and a velocity relative to the air CAS (English Calibrated Airspeed), TAS (English True Airspeed), MACH, a position and angle of sideslip. The acceleration setpoint on a slope is an instruction of an acceleration according to the direction carried by a velocity vector chosen from the air velocity vector Va and the ground velocity vector V. The set trajectory segment comprises, for example, a first point or a reference pass plane and a second reference pass point or plane, the first point or reference pass plane forming the start of the segment and the second reference pass point forming the end of the segment.
[0014] As a variant, the set trajectory segment is defined by other start and end conditions, these conditions depending, for example, on the external environment of the aircraft 10 and on the performance of the aircraft. For example, the start condition of a trajectory segment containing a constant CAS speed reference of 250 knots, is the crossing of an altitude of 10,000 feet. By way of additional example, the end condition of a trajectory segment containing a constant vertical speed setpoint is the optimal altitude capture condition of the target trajectory segment following a constant altitude setpoint. The optimal altitude capture condition corresponds for example to an altitude capture made with a load factor not exceeding a predefined comfort threshold, such as a threshold equal to 0.05 g, and leading to a maneuver without exceeding the next trajectory segment. As known per se, an altitude capture is a transition from a phase of altitude variation (ascent or descent) of the aircraft 10 to a phase of maintaining the altitude of the aircraft. Optionally, one or more predefined points of passage are added to a corresponding segment of trajectory, to further define said trajectory segment. These predefined passing points then form intermediate points of passage between the beginning and the end of the corresponding trajectory segment. For example, in the case of a straight flight balanced in step, the resulting set trajectory comprises three segments, one for each axis. The longitudinal segment is a speed behavior, for example a constant CAS segment, the vertical segment is an altitude hold, for example a segment with a constant barometric altitude, and the lateral segment is a heading hold, ie ie a segment with constant heading. As an additional example, to descend to a lower altitude, the resulting setpoint trajectory contains two vertical segments. The first vertical segment is defined by a descent at specific engine speed, for example a minimum IDLE speed, and the second by the desired lower barometric altitude. The first segment is then sequenced, that is to say deleted and replaced by the next segment, as soon as the activation conditions of the next segment are satisfied, ie as soon as the capture condition of optimal altitude is checked.
[0015] As an additional example, to change course by the right, the resulting target trajectory contains two lateral segments. The first, a right turn, is defined by a constant and positive roll (for example 15 ° roll) and the second is defined by the desired exit heading. As an additional example, in the case of a strong action on the handle 22 along the lateral axis, the lateral trajectory comprises in first position, that is to say in the active position, a rate holding segment. roll; the roll rate being calculated from the deflection of the sleeve 22. The lateral trajectory then comprises in second position a constant rolling segment, this rolling instruction being for example a roll prediction calculated by the calculation module 40. The first segment is for example sequenced when the handle 22 returns to the neutral position in the lateral direction, that is to say when the lateral position of the handle 22 no longer leads to calculate a roll rate holding segment. Thus, an action on the handle 22 defines a segment of lateral trajectory. In the case of the calculation of setpoint trajectory segments as a function of the mechanical quantity D, F relative to one of the primary control elements 22, 23, 24, the calculation module 40 is adapted to read a control signal transmitted by each of the primary control elements 22, 23, 24, the control signal being a function of the mechanical quantity D, F, then to convert each control signal into a primary setpoint, such as a longitudinal acceleration setpoint, or in a load factor setpoint, or in a setpoint of longitudinal pitch variation, or in a roll rate setpoint, possibly also from data coming from the sensors 21. The calculation module 40 is then adapted to calculate, from the control signal converted to primary setpoint, an estimate of the variation over time, from a calculation date T to a prediction date T ', of the quantity corresponding to the control signal. The calculation module 40 is also able to calculate the transformation of the control signal via a predetermined transformation. Such a transformation is intended to provide a signal representative of an estimate in at least one date subsequent to the calculation date T, such as in dates prior to and after the prediction date T ', of the evolution future of the control signal from the value of the control signal in at least one date prior to or equal to the calculation date T. For example, a filter is applied to the control signal. For example, in the case of continuous signals, the filter is a predetermined transfer function linear filter H.
[0016] For example, in the case of discrete signals, each sample of the control signal transform is a function of one or more samples of the control signal and one or more preceding samples of the control signal transform. Advantageously, the transfer function H is the transfer function of a filter having a positive phase in a predetermined frequency band. Advantageously, the transfer function filter H has a positive phase in the frequency band between 0 Hz and 20 Hz, preferably between 0 Hz and 10 Hz, more preferably between 0 Hz and 5 Hz. The function of transfer H is for example the transfer function of a high-pass filter. For example, in the case of continuous signals, in the Laplace domain, a simple expression of a high-pass filter H is written: GH (P) = 1+ Kp where the coefficients G, K are the coefficients of the transfer function H and p represents the Laplace variable. (1) The value of all or part of the coefficients G, K of the transfer function H varies as a function of the data supplied by the sensors 21. The different values allowed for the coefficients G, K are stored in the memory 36. , for the prediction of the roll rate or the load factor, the transfer function H is written: H (P) = 1 1 (2) + In the case of discrete signals, the relationship between the input and output samples filter output is conventionally derived from previous expressions of the transfer function H.
[0017] The calculation module 40 is adapted to modify the values of the coefficients G, K as a function of the data provided by the sensors 21. The calculation module 40 is furthermore adapted to calculate an integral with respect to the time of a signal depending on the signal. of control, and to add the value of the calculated integral to the current value of the corresponding quantity.
[0018] In optional complement, the calculation module 40 is adapted to correct the calculated estimate, for example according to an estimate calculated for another aircraft axis. Such a correction notably reflects the variation over time of the angles between the aircraft axes and the reference axes, and therefore the variation over time of the projection of the aircraft velocity vectors in the reference base. Such a correction also reflects the variation over time of the modules of the speeds of the aircraft 10. For example, such a correction takes into account the relationship between the vertical speed and the slope, and the relationship between the vertical speed and the ground speed. Such a correction also reflects, for example, the relationship between the roll angle, the ground speed and a turning radius, the turning radius being a notion known to those skilled in the art.
[0019] The calculation module 40 is also adapted to correct the calculated estimate in case of variation of the measured value by one or more predetermined sensors 21. The calculated estimate is then used, for example, to define a trajectory segment, such as a constant rolling trajectory segment, and / or an acceleration on a constant slope, and / or constant longitudinal pitch, and / or speed vertical or constant slope. The estimate is for example also used for the display of the resulting target trajectory. Each guidance setpoint is selected from the group consisting of: a turn radius setpoint, a route setpoint, a ground slope setpoint, an altitude setpoint (barometric, absolute, relative to the ground), a ground speed setpoint , a vertical speed setpoint, a roll setpoint, a longitudinal attitude setpoint, a heading setpoint, a load factor setpoint, a lateral acceleration setpoint, a roll rate setpoint, a setpoint of longitudinal attitude variation, a slope acceleration set point, a slope acceleration variation rate set point, an energy level set point, a performance level set point, a ground trajectory setpoint associated with a point of passage, an air speed reference (CAS, TAS, MACH), a slip angle setpoint, and a position setpoint. Each guide setpoint is then produced from at least one constraint resulting from one of the protection systems 19A, 19B, or else selected by the crew 26 via one of the control members 22, 23, 24 , 28, 29, or acquired from the flight management system 17, or acquired from the external generation system or systems 18. When the guidance setpoint is developed from constraints derived from one of the protection systems 19A, 19B, the guide setpoint is also called protection setpoint. Of the above-mentioned guidance instructions, any guide set is capable of being developed from stresses originating from one of the protection systems 19A, 19B. When the guide setpoint is selected by the crew 26 via the manipulation of at least one corresponding primary control member 22, 23, 24, and in addition depending furthermore on the manipulation of the auxiliary control member 20 , the calculation module 40 is adapted to calculate each guidance set as a function of the corresponding manipulation. The guidance set selected by the crew 26 is preferably selected from the group consisting of: a turn radius setpoint, a route setpoint, a ground slope setpoint, an altitude setpoint, a ground speed setpoint, a vertical speed setpoint, a roll setpoint, a longitudinal attitude setpoint, a heading setpoint, a lateral acceleration setpoint, an acceleration setpoint on a slope, an energy level setpoint, a setpoint of performance level, a ground trajectory setpoint associated with a waypoint, an air speed reference (CAS, TAS, MACH), a slip angle setpoint, and a position setpoint. The calculation module 40 is for example suitable for calculating a vertical speed setpoint Vzc, or a slope setpoint, as a function of a manipulation of the handle 22 in its longitudinal direction. The vertical speed setpoint Vzc, or the slope setpoint, is associated with the vertical aircraft axis z1. The calculation module 40 is, for example, adapted to calculate a roll setpoint (pc, or a radius of radius setpoint R, of the aircraft, as a function of a manipulation of the stick 22 in its transverse direction. The roll setpoint (pc, or the turning radius setpoint Rc) is associated with the lateral aircraft axis. The calculation module 40 is, for example, capable of converting a longitudinal or transverse clearance acquired from the stick 22 into a control parameter. according to a conventional conversion law, the calculation module 40 is then able to produce the vertical speed setpoint Vzc or the slope setpoint, or else the roll setpoint (pc or the radius of turn setpoint R0, as a function of the position of the aircraft 10 and the control parameter resulting from the previous conversion.
[0020] For example, in the case of the vertical aircraft axis z1, the vertical speed reference Vzc at time T1 is calculated by integrating, between two times To and T1, the control parameter resulting from the prior conversion of the acquired longitudinal deflection, then adding this integral to the vertical speed reference Vzc at time To.
[0021] Advantageously, the slope setpoint, also noted as FPA setpoint (of the English Flight Path Angle), is calculated on the basis of the vertical speed reference Vzc via an estimate of a ground speed Vsol measured via the sensors 21 of the aircraft using the following equation, verified by the slope FPA: FPA = arctan (Vzc (3) Vso / In a variant, the slope setpoint is first calculated, then the setpoint of For example, in the case of the lateral aircraft axis Yi, the roll target (pc at the instant T1 is calculated by integrating, between two times To and T1, the control parameter resulting from the prior conversion of the acquired transverse clearance, then adding this integral to the roll set point cp, at the instant To. Advantageously, the ground turn radius instruction R0 is calculated on the basis of the roll setpoint (pc previously developed , via an estimate of a speed ground V01 measured via the sensors 21 of the aircraft using the following equation: V2 soil R = (4) tan (çoe) xg Alternatively, first calculates the ground turn radius instruction Rc , then the roll instruction (pc.
[0022] The calculation module 40 is, for example, able to convert a travel of the lever (s) 24 into a motor control parameter, according to a conventional conversion law. The calculation module 40 is then able to develop a longitudinal speed setpoint, as a function of the manipulation of the lever or levers 24. The longitudinal speed setpoint is associated with the longitudinal aircraft axis xl. By way of example, the control parameter is then converted into a slope acceleration instruction via predefined tables depending on the aircraft and its configuration considered. The longitudinal speed instruction at time T1 is then calculated by integrating between two times To and T1 the acceleration setpoint on slope, then adding this integral to the value of the longitudinal setpoint at time To. of guide is selected by the crew 26 via the manipulation of at least one corresponding secondary control member 29, such as the control panel selector, the touch key, or the voice control system, the calculation module 40 is adapted to read the value of the guidance setpoint, this guide setpoint value then being directly informed by means of the secondary control member 29, and does not need to be converted by the calculation module 40 as described. previously in the case of the manipulation of at least one primary control member 22, 23, 24 for the selection of said guide set.
[0023] The calculation module 40 is generally suitable for calculating the setpoint trajectory segments as a function of at least one guidance setpoint, each guide setpoint taken into account for the calculation of a trajectory segment being constant for the period time corresponding to the segment. In the example described above, a first segment is calculated with a constant roll rate, then a second segment is calculated with a constant roll. The selection software 42 is adapted to select one or more operating modes from the first, second, third and fourth operating modes M1, M2, M3, M4. According to a first embodiment, each operating mode M1, M2, M3, M4 is independently selectable for each axis from the lateral axis Yi, the vertical axis z1 and the longitudinal axis x1, and the selection of the modes of operation will now be described for any of the axes among the lateral axis Yi, the vertical axis z1 and the longitudinal axis x1, it being understood that the manner of effecting this selection is identical to a axis to another.
[0024] The first mode M1 is the default mode, also called FLIGHT PLAN mode, and corresponds to the operation where the resulting setpoint trajectory is the prepared setpoint trajectory received from the flight management system 17. The second mode M2 corresponding to the guidance instructions is also called VECTOR mode. The third mode M3 corresponding to the primary instructions is also called MANUAL mode.
[0025] The selection software 42 is adapted to acquire the mechanical quantity D, F relative to one of the primary control members 22, 23, 24 and to select a corresponding operating mode as a function of the acquired mechanical quantity D, F for the primary control member 22, 23, 24 associated with the axis considered among the lateral axis Yi, the vertical axis z1 and the longitudinal axis The selection software 42 is adapted to select the first operating mode M1, or switching from another operating mode M2, M3, M4 to the first operating mode M1, as represented by the arrows F21, F31, F41 in dotted line in FIG. 4, only when the primary control member 22, 23 , 24 associated with the axis considered among the lateral axis Yi, the vertical axis z1 and the longitudinal axis x1 is in its rest position, also called neutral position. Alternatively or in addition, the selection software 42 is adapted to perform the selection of the operating mode, in particular the fourth operating mode M4, as represented by the arrows F14, F24, F34 in solid lines in FIG. the acquisition of the actuation of a specific button, such as the control panel selector or the touch key forming secondary control member 29, or such as the additional control unit 28. The selection software 42 is preferably adapted to switch to the third mode M3, as represented by the arrows F13, F23, F43 in broken lines in Figure 4, when the value of the acquired mechanical value corresponding to the aircraft axis considered, such as the deflection D or the applied force F, belongs to a first range of values. The selection software 42 is preferably adapted to switch to the second mode M2, as represented by the arrows F12, F32, F42 dotted line in Figure 4, when the value of the corresponding acquired mechanical value belongs to a second range of values, the second range being distinct from the first range. The values of the second range are preferably smaller in absolute value than those of the first range, taking as convention that the zero value corresponds to the neutral position of the primary member 22, 23, 24 corresponding. The second range is preferably disjoint from the first range, to allow the establishment of a hysteresis, to avoid spurious switching, or not desired by the user, between the second mode M2 and the third mode M3. In the embodiment of FIG. 3, the mechanical quantity taken into account by the selection software 42 is the position of the handle 22. The first range of values is in the form of a first interval 60 and a second interval 62, the first and second intervals 60, 62 being preferably disjoint and substantially symmetrical with respect to the axis PR corresponding to the neutral position of the handle 22. Similarly, the second range of values is in the form of a third interval 64 and a fourth gap 66, the third and fourth gaps 64, 66 being preferably disjoint and substantially symmetrical with respect to the axis PR associated with the neutral position of the handle 22. In FIG. 3, the first and second intervals 60, 62 correspond to positions of the handle 22 which are farther away from the neutral position than the positions associated with the third and fourth intervals 64, 66. In other words, by measuring the position of the handle 22 in the form of an angular deviation, or the clearance D, between said position and its neutral position, the values of the second range associated with the position of the handle 22 are smaller in absolute value than those of the first range associated with the position of the handle 22, with the zero value corresponding to the neutral position of the handle 22. In FIG. 3, the handle 22 is represented in different positions, in particular in its neutral position, with a value of the deflection D variable from one position to another. In variant not shown, the mechanical quantity taken into account by the selection software 42 is the mechanical force F applied against the handle 22 in the corresponding direction. When the handle 22 is a handle with a linear force return, the movement of the handle 22 in the corresponding direction is a linear function of the force F applied by the user against the handle 22. When the handle 22 is a sleeve with a controllable force return, the displacement of the handle 22 is, for example, a non-linear function of the force F applied by the user against the handle 22. In the embodiment described, the aircraft 10 comprises several primary control members 22, 23, 24, and the selection software 42 is then adapted to acquire mechanical quantities relating to the plurality of primary control members 22, 23, 24. The selection software 42 is then preferably adapted to switch between the second mode M2 and the third mode M3, for each primary control member 22, 23, 24 and as a function of the mechanical quantity acquired for the corresponding primary control member. In the embodiment described, the handle 22 is movable in at least two distinct directions of movement, namely the longitudinal direction and the transverse direction, and the selection software 42 is then preferably adapted to switch between the second mode M2 and the third mode M3, for each direction of movement of the shaft 22 and as a function of the mechanical quantity acquired for said shaft 22 in the corresponding direction of movement. In addition, the selection software 42 is further adapted to allow switching from the third mode M3 to the second mode M2 only if the value of at least one aeronautical magnitude among measurements or estimates of a state vector of the 10, the first and second derivatives of said measurements or estimates of the state vector, the air speed of the aircraft 10, the skidding of the aircraft 10 and the incidence of the aircraft 10, is in a range of corresponding predetermined values. The state vector of the aircraft 10 is composed of the positions and attitudes of the aircraft 10. According to a second embodiment, the selection of one or more modes of operation is coupled between at least two axes among the lateral axes. yi, vertical z1 and longitudinal xl, that is to say that the selection of the operating mode is common for the coupled axes. The selection of the modes will be described in more detail below with reference to FIG. 7. It is moreover specified that FIG. 7 relates to both the first and second embodiments. The transition conditions between the operating modes M1, M2, M3, M4 will be described in more detail also with regard to FIG. 7 for the first and second embodiments. The acquisition software 44 is adapted to acquire the set trajectory prepared by the flight management system 17, the prepared set-point trajectory comprising one or more trajectory segments for at least one of the lateral axis y1, vertical axis z1 and the longitudinal axis x1. In other words, the acquisition software 44 is adapted to receive, from the flight management system 17, said prepared setpoint trajectory. In optional addition, the acquisition software 44 is executed by the processor 38 to acquire said prepared setpoint path only when the first operating mode M1 is selected.
[0026] The obtaining software 46 is adapted to obtain the alternative setpoint trajectory, this alternative setpoint trajectory being derived from the calculation module 40 or else from a corresponding external generation system 18, and comprising one or more trajectory segments for a minus one axis among the lateral axis Yi the vertical axis z1 and the longitudinal axis x1. In other words, the obtaining software 46 is adapted to receive, from the calculation module 40 or one of the external generation systems 18, said alternative setpoint path. In optional addition, the obtaining software 46 is executed by the processor 38 to obtain said alternative setpoint path only when at least one of the second, third and fourth operating modes M2, M3, M4 is selected.
[0027] In the embodiment described, when the other mode of operation selected is the second mode of operation M2, the obtaining software 46 is adapted to obtain the trajectory calculated by the calculation module 40 as a function of at least one guide setpoint, said trajectory calculated as a function of the guide setpoint then forming the alternative setpoint trajectory used to calculate the resulting setpoint trajectory for the time period corresponding to the selection of the second operating mode M2. In the embodiment described, when the other mode of operation selected is the third mode of operation M3, the obtaining software 46 is adapted to obtain the trajectory calculated by the calculation module 40 as a function of the mechanical quantity D , F relative to the corresponding primary control member 22, 23, 24, said trajectory calculated as a function of the mechanical quantity D, F then forming the alternative setpoint trajectory used to calculate the resulting setpoint trajectory for the time period corresponding to selecting the third mode of operation M3.
[0028] In the embodiment described, when the other operating mode selected is the fourth operating mode M4, the obtaining software 46 is adapted to obtain the target path received from the corresponding external generation system 18, said received setpoint trajectory then forming the alternative setpoint trajectory used to calculate the resulting setpoint trajectory for the time period corresponding to the selection of the fourth operating mode M4. The generation software 48 is adapted to generate the resulting setpoint trajectory according to the selected operating mode, the resulting setpoint trajectory comprising the segment or segments of the prepared setpoint trajectory acquired for the time period corresponding to the selection of the first mode. of operation Ml, and the segment or segments of the alternative setpoint trajectory obtained for the time period corresponding to the selection of another operating mode, that is to say to the selection of any one of the second, third and fourth modes of operation M2, M3, M4 in the embodiment described. When several operating modes are selected, the operating mode other than the first operating mode M1 has priority over the first operating mode M1, and the generating software 48 is then adapted to calculate the resulting setpoint trajectory from the first operating mode M1. or segments of the alternative setpoint trajectory obtained for the time period corresponding to the selection of these multiple modes of operation. In other words, each of the second, third and fourth operating modes M2, M3, M4 has priority over the first operating mode M1. In particular, in the embodiment described, the third mode of operation M3 is more important than the second mode of operation M2 which is itself more important than the fourth mode of operation M4.
[0029] Advantageously, the relative priorities between the first mode M1 and the fourth mode M4 depend on the external generation system 18 at the origin of the trajectory of the setpoint supplied. For example, when the external generation system 18 is an electronic tablet type EFB (Electronic Flight Bag English), the priority is given to the first mode Ml. As an additional example, when the external generation system 18 is a data link system (datalink English) priority is given to the fourth mode M4. The display software 50 is adapted to display, on the screen 32 and for the crew 26, piloting assistance information, such as an artificial horizon line 70, a speed vector symbol 72 and a speed vector reference symbol 74, as represented in FIG. 5. The speed vector symbol 72 indicates the current direction of the ground speed vector V of the aircraft 10. The speed vector reference symbol 74 indicates a commanded speed vector reference by the user, in particular by means of the handle 22. The algebraic difference in the ordinate Ai between the horizon line 70 and the speed vector symbol 72 represents the ground slope y, of the aircraft. The algebraic difference on the ordinate A2 between the horizon line 70 and the speed vector reference symbol 74 represents the slope setpoint. The algebraic difference in abscissa A3 between the speed vector symbol 72 and the speed vector reference symbol 74 represents the difference between the current road setpoint and the current route of the aircraft, the lateral position of the speed vector setpoint symbol 74. representing the road instruction. The algebraic angle (pc between the horizon line 70 and the speed vector reference symbol 74 represents the roll instruction.
[0030] The operation of the generating device 30 according to the invention will now be described with the aid of FIG. 6 representing a flowchart of the method, according to the invention, for generating the resulting setpoint trajectory. During an initial step 100, the generation device 30 begins by acquiring, with the aid of its selection software 42, the actuation of at least one control element among the primary control members 22, 23, 24 , or the auxiliary control members 28 and the secondary control member or bodies 29. By actuation, it is meant any action of the crew 26 on one of these control members 22, 23, 24, 28, 29, such as manipulating one of the primary control members 22, 23, 24 or one of the control members 28, or such as pressing the control panel selector or the touch key , or such as a voice command of the crew 26 to the voice control system. Depending on the actuation acquired during step 100 and optionally additional according to other criteria which will be described in more detail with reference to FIG. 7, the generating device 30 then selects, during the step 110 and using its selection software 42, one or more modes of operation among the first, second, third and fourth operating modes M1, M2, M3, M4. According to the first embodiment, each operating mode M1, M2, M3, M4 is independently selectable for each axis from the lateral axis Y1, the vertical axis z1 and the longitudinal axis x1. According to the second embodiment, the selection of one or more modes of operation is coupled between at least two axes among the lateral axes yi vertical z1 and longitudinal xl. As described above, the selection of the operating mode or modes M1, M2, M3, M4 is performed as a function of the acquired mechanical quantity, such as the deflection D or the applied force F, for the primary control member 22. , 23, 24 associated with the axis considered among the lateral axis Yi the vertical axis z1 and the longitudinal axis x1. In particular, when the value of the acquired mechanical quantity D, F for the primary control member 22, 23, 24 associated with the aircraft axis considered is not zero, then the selection of the operating mode is performed only among the second mode of operation M2 and the third mode of operation M3. In other words, when the primary control member 22, 23, 24 associated with the axis in question is handled by the crew 26, the only selectable operating modes for said axis are the second and third modes of operation M2, M3 .
[0031] Switching to the first operating mode M1 is performed only when the primary control member 22, 23, 24 associated with the aircraft axis considered is in the neutral position. When the first operating mode M1 is selected, the generating device 30 proceeds to the next step 120 during which the set path prepared by the flight management system 17 is acquired by the acquisition software 44. the other operating mode among the second, third and fourth operating modes M2, M3, M4 is selected, the generating device 30 goes directly from step 110 to step 130 in which the set path alternative is obtained, the alternative setpoint trajectory being derived from the calculation module 40 internal to the generation device 30 or else from one of the external generation systems 18. Alternatively, as represented by the dashed line path in FIG. 6 , the acquisition 120 and obtaining steps 130 are, at the end of step 110, performed successively regardless of the operating mode or modes of operation. ctionnés. At the end of the acquisition step 120 or the obtaining step 130, the generating device 30 generates, during the step 140 and using the generation software 48, the setpoint trajectory resultant, the resulting setpoint trajectory comprising the segment or segments of the setpoint trajectory prepared for the time period 20 corresponding to the selection of the first operating mode M1 and the segment or segments of the alternative setpoint trajectory for the time period corresponding to selecting the other mode of operation from the second, third and fourth modes of operation M2, M3, M4. It will be appreciated by those skilled in the art that when several modes of operation are selected, the other mode of operation M2, M3, M4 has priority over the first mode of operation M1, and the resultant target path is then formed by the the segments of the alternative setpoint path for the time period corresponding to the selection of these multiple modes of operation. In particular, when several operating modes are selected from the second, third and fourth modes M2, M3, M4, the third mode M3 has higher priority than the second mode M2 which is itself more important than the fourth mode M4. The resulting target trajectory is then formed, for the time period corresponding to the selection of these multiple modes among the second, third and fourth modes M2, M3, M4, by the alternative setpoint trajectory which is obtained for the most desired mode. priority among the multiple modes selected.
[0032] When the second operating mode M2 is selected, the alternative setpoint path is a trajectory calculated by the calculation module 40 as a function of at least one guidance setpoint, as previously described. When the third mode of operation M3 is selected, the alternative setpoint trajectory is a trajectory calculated by the calculation module 40 as a function of the acquired mechanical quantity D, F for the primary control member 22, 23, 24 corresponding to the the aircraft axis considered among the lateral axis Yi, the vertical axis z1 and the longitudinal axis x1. When the fourth operating mode M4 is selected, the alternative setpoint path is the setpoint trajectory received from the system. external generation 18 corresponding. The generating device 30 then transmits, during the step 150 and using the generation software 48, the resulting setpoint trajectory generated during the step 140, for the destination system or systems 16, 19A, 19B , Respectively in view of the servocontrol of the trajectory of the aircraft 10 with respect to said resultant target trajectory by the guidance system 16, or even the surveillance and / or the protection of the trajectory of the aircraft by one of the protection systems 19A, 19B, and optional addition of the display of the trajectory of the aircraft 10 by one of the display systems 20. In addition to the step 150, the piloting assistance information is displayed on the screen 32 by the display software 50, as shown in FIG. 5. At the end of step 150, the generating device 30 returns to step 100 so that to acquire a new actuation of a control member 22, 23 , 24, 28, 29. The transitions between the different modes of operation M1, M2, M3, M4 will now be described in more detail with the aid of FIG. 7 representing a logic diagram of these transitions. In step 200, the selection software 42 checks whether the engagement conditions of the third mode M3, also known as the MANUAL mode, are fulfilled. The conditions of engagement of the third mode M3 consist, for example, in that the value of the acquired mechanical quantity D, F for the primary control element 22, 23, 24 corresponding to the aircraft axis considered or one of the aircraft axes coupled either in the first interval 60 or the second interval 62, visible in Figure 3. According to the first embodiment, when the conditions of engagement of the third mode M3 are verified for the aircraft axis considered, then the third mode M3 is engaged during step 210 for the single aircraft axis considered.
[0033] According to the second embodiment, when the conditions of engagement of the third mode M3 are verified for one of the coupled axes of the aircraft, then the third mode M3 is engaged during step 210 for all the axes. coupled with the aircraft. At the end of step 210, after the third mode M3 has been engaged, when the generation device 30 detects during step 220, in particular using the protection systems 19A, 19B or sensors 21 a danger, a hazard communication function of the aircraft 10 is activated (step 230), and the identified hazard is communicated to the crew 26, for example to the screen 32 via the display software 50.
[0034] The type of danger identified has several possible causes, the main causes being the following: a conflict in terms of traffic likely to require an avoidance maneuver, a conflict between the current trajectory of the aircraft and the terrain; a threat of meteorological origin, essentially local phenomena, such as a wind gradient, clear sky turbulence or wake turbulence, the detection of which is carried out on board the aircraft 10, for example via a radar or lidar. Larger weather events, such as thunderstorms, are generally known upstream and then incorporated into the trajectory calculation.
[0035] At the end of step 230, the selected mode, also called active assistance level, is displayed in step 240 on the screen 32 by the display software 50. In this case, the third mode M3 is selected, and the active assist level displayed is then the MANUAL mode. In a variant, the display does not differentiate the levels of assistance MANUAL and VECTOR, the level displayed in MANUAL mode being then the VECTOR level. In this variant, the switching between the MANUAL mode and the VECTOR mode is transparent to the crew, that is to say, he is not aware of it. The active assist level display is optionally performed, and step 240 is optional. When step 240 is not performed, the method returns directly to step 200. If during step 200, the engagement conditions of the third mode M3 are not verified, then the generating device 30 passes. in step 250 which is identical to the hazard detection step 220 described above. If a hazard is detected in step 250, then the generating device proceeds to step 260 during which the protection function of the aircraft 10 is activated.
[0036] It then generates guidance instructions called "protection instructions" for the VECTOR mode to avoid identified dangers. At the end of step 260, the generating device 30 proceeds to step 270 in the course of which the identified hazard is communicated to the crew 26, for example via the screen 32 using the software. At the end of step 270, the generating device 30 proceeds to step 290 which will be described later. If no danger is detected in step 250, the selection software 42 verifies in step 280 whether the engagement conditions of the second mode M2, also called VECTOR mode, are verified. According to the first embodiment, the engagement conditions of the second mode M2 are verified for the aircraft axis considered when one of the following conditions is true: the value of the acquired mechanical quantity D, F for the primary member 22, 23, 24 corresponding to the aircraft axis considered is included in the third interval 64 or the fourth interval 66, visible in Figure 3, and the aircraft is in a compatible flight range, for example with a dynamic of the aircraft 10 which is not too important. In other words, the selection of the second mode M2 is possible if the dynamics of the aircraft for the aircraft axis considered is not greater than a predefined threshold; or - the primary control member 22, 23, 24 corresponding to the aircraft axis considered is in neutral position, the aircraft 10 is stabilized on the steering axis concerned, and the first mode M1 or the fourth mode M4 n is not active for the aircraft axis considered. According to the first embodiment, when the engagement conditions of the second mode M2 are verified for the aircraft axis considered, then the second mode M2 is engaged during step 290 for the single aircraft axis considered. According to the second embodiment, the conditions of engagement of the second mode M2 are verified when one of the following conditions is true: the value of the acquired mechanical quantity D, F is included in the third interval 64 or the fourth interval 66 for at least one of the primary control members 22, 23, 24 corresponding to the coupled aircraft axes, the absolute value of the acquired mechanical quantity D, F is less than the maximum limits of the third and fourth intervals 64, 66 for the other primary control members 22, 23, 24 35 corresponding to the coupled aircraft axes, and the aircraft is in a compatible flight range, for example with a dynamic of the aircraft 10 which is not too important along the axes coupled. In other words, the selection of the second mode M2 is possible if the dynamics of the aircraft 10 for the various coupled axes of the aircraft are not greater than predefined respective thresholds; or - the primary control members 22, 23, 24 corresponding to the coupled aircraft axes are all in the neutral position, the aircraft 10 is stabilized on all the coupled control axes and the first mode M1 or the fourth mode M4 does not is not active for the coupled aircraft axes. According to the second embodiment, when the aforementioned engagement conditions of the second mode M2 are satisfied, then the second mode M2 is engaged in step 290 for all the coupled axes. of the aircraft. At the end of step 290, the generating device 30 goes to step 240 of displaying the active assistance level, during which information relating to the selection of the second mode M2 is displayed on the display. screen 32 by the display software 50. The active assistance level displayed is then the VECTOR mode. If, during step 280, the conditions of engagement of the second mode M2 are not verified, then the selection software 42 proceeds to step 300 during which the conditions of engagement of the fourth mode M4 are verified. . The conditions of engagement of the fourth mode M4 are as follows: the primary member corresponding to the axis considered or to the coupled axes is in a neutral position according to the direction or directions considered; and the crew actuates a specific button, such as the control panel selector or the touch key forming secondary control member 29, or such as the additional control member 28. According to the first embodiment, when the conditions the fourth mode M4 is checked for the aircraft axis considered, then the fourth mode M4 is engaged in step 310 for the single aircraft axis considered. According to the second embodiment, when the engagement conditions of the fourth mode M4 are verified, then the fourth mode M4 is engaged in step 310 for all the coupled axes of the aircraft. step 310, the generating device 30 goes to step 240 of displaying the active assistance level, during which information relating to the selection of the fourth mode M4 is displayed on the screen 32 by the software 50. If during step 300, the conditions of engagement of the fourth mode M4 are not verified, then the selection software 42 goes to step 320 during which the conditions of engagement of the first mode M1 are checked.
[0037] According to the first embodiment, the engagement conditions of the first mode M1 are verified for the aircraft axis considered when one of the following conditions is true: the value of the acquired mechanical quantity D, F for the primary member 22, 23, 24 corresponding to the aircraft axis considered is zero, ie the corresponding primary member 22, 23, 24 is in the neutral position, and the crew 26 press a specific button, not shown, also called "SUMMARY NOW ", for example present on one of the primary organs 22, 23, 24; or - via the manipulation of the primary control member 22, 23, 24 corresponding to the aircraft axis considered, the crew 26 has selected a setpoint corresponding to the flight plan on the aircraft axis considered; or the crew 26 has selected a setpoint corresponding to the trajectory prepared on the aircraft axis considered via the actuation of the secondary control members. According to the first embodiment, when the engagement conditions of the first mode M1 are verified for the aircraft axis considered, then the first mode M1 is engaged in step 330 for the single aircraft axis considered. According to the second embodiment, the conditions of engagement of the first mode M1 are verified when one of the following conditions is true: the primary control elements 22, 23, 24 corresponding to the coupled axes of the aircraft are all in neutral position according to the direction or directions considered, and the crew 26 presses the specific button, said "SUMMARY NOW"; or - via the manipulation of one of the primary members 22, 23, 24, the crew 26 has selected a setpoint corresponding to the flight plan on one of the aircraft axes, while all the other primary members 22, 23, 24 corresponding to the coupled axes are in neutral position. According to the second embodiment, when the aforementioned engagement conditions of the first mode M1 are verified, then the first mode M1 is engaged in step 330 for all the coupled axes of the aircraft. At the end of step 330, the generating device 30 proceeds to the step 240 of displaying the active assistance level, during which information relating to the selection of the first mode M1 is displayed on the display. screen 32 by the display software 50. The active assistance level displayed is then the FLIGHT PLAN mode. If during step 320, the conditions of engagement of the first mode M1 are not verified, then the selection software 42 goes to step 240.
[0038] Those skilled in the art will then understand that the notion of mode engagement corresponds to the notion of mode selection combined with the notion of priority between modes M1, M2, M3, M4. It is specified that the described operation is such that at least one operating mode among the first, second, third and fourth modes M1, M2, M3, M4 is still selected for each of the three axes of the aircraft. Upon initialization of the generation device 30, an operating mode is selected by default for each aircraft axis, for example the first mode M1. The generation of the resulting setpoint trajectory is then centralized within the generation device 30, which makes it possible to reduce the complexity of the human-machine interface with respect to the multiple interfaces of the numerous avionic systems that are distinct from the state of the art. The generation device 30 and the generation method according to the invention thus make it possible to improve the safety of the flight of the aircraft 10 and to reduce the workload for the crew 26.

权利要求:
Claims (19)
[0001]
CLAIMS1.- A method for generating a resultant target trajectory of an aircraft (10), intended for at least one destination system among at least one system (16) for guiding the aircraft, the resulting target trajectory having at least one trajectory segment for at least one of a lateral axis (yi), a vertical axis (z1) and a longitudinal axis (x1) associated with the aircraft, the guidance system (16) being configured to slave the trajectory of the aircraft (10) with respect to said resulting setpoint trajectory, the aircraft (10) comprising an electronic device (30) for generating said setpoint trajectory, a flight management system (17) and the guidance system (16), the generating device (30) comprising a trajectory calculation module (40), the method being implemented by said generating device (30) and comprising the following steps: - the selection (110) ) at least one mode of one of a plurality of operating modes (M1, M2, M3, M4), - the acquisition (120) of a set-point trajectory prepared by the flight management system (17), the prepared set-point trajectory comprising a or more trajectory segments for at least one of the lateral axis (yi), the vertical axis (z1) and the longitudinal axis (xi), - obtaining (130) an alternative setpoint trajectory one of the trajectory calculation module (40) and an external set-point generation system (18), said external generation system (18) being separate from the flight management system (17), the alternative set-point trajectory comprising one or more trajectory segments for at least one of the lateral axis (y1), the vertical axis (z1) and the longitudinal axis (x1), - the generation (140) of the resulting setpoint trajectory, the resulting setpoint trajectory comprising the segment or segments of the traj prepared setpoint record acquired for the time period corresponding to the selection of a first operating mode (M1), and the segment or segments of the alternative setpoint trajectory obtained for the time period corresponding to the selection of another mode of operation (M2, M3, M4).
[0002]
The method of claim 1, wherein the acquiring step (120) is performed only when the first operating mode (M1) is selected.
[0003]
3. A method according to claim 1 or 2, wherein the obtaining step (130) is performed only when the other operating mode (M2, M3, M4) is selected.
[0004]
4. A method according to any one of the preceding claims, wherein when several modes of operation (M1, M2, M3, M4) are selected, the other mode of operation (M2, M3, M4) has priority over the first operating mode (M1), and during the generating step (140), the resulting setpoint trajectory is formed, for the time period corresponding to the selection of these multiple operating modes (M1, M2, M3, M4 ), by the segment or segments of the alternative setpoint trajectory obtained.
[0005]
5. A method according to any one of the preceding claims, wherein the aircraft (10) further comprises at least one system (19A, 19B) for protecting the aircraft, primary control members, such as a handle or mini-stick (22), a rudder bar (23) or a throttle lever (24), one or more auxiliary control members (28) and secondary control members (29), such as a selector or rotator a control panel, a touch key of a touch screen, or a voice control system, and wherein, when the other operating mode selected is a second operating mode (M2), the alternative setpoint path is a trajectory calculated by the calculation module (40), as a function of at least one guide setpoint, each guide setpoint being produced from at least one constraint resulting from a protection system (19A, 19B) corresponding or selected by a crew (26) of the aircraft via one control members (22, 23, 24, 28, 29).
[0006]
6. A method according to any one of the preceding claims, wherein the aircraft (10) further comprises primary control members, such as a handle or mini-handle (22), a rudder (23) or a thrust lever (24), wherein the method further comprises acquiring (100) a mechanical quantity (D, F) relative to one of the primary control members (22, 23, 24), and which, when the other operating mode selected is a third operating mode (M3), the alternative setpoint path is a trajectory calculated by the calculation module (40) as a function of the acquired mechanical quantity (D, F) for one of the primary control members (22, 23, 24).
[0007]
7. A method according to any one of the preceding claims, wherein, when the other operating mode selected is a fourth operating mode (M4), the alternative setpoint path is a target path received from the system. external generation (18).
[0008]
8. A method according to claims 4 to 7, wherein the third mode of operation (M3) is more important than the second mode of operation (M2), the second mode of operation (M2) being more important than the fourth mode of operation. operation (M4). 10
[0009]
9. A method according to any one of the preceding claims, wherein each operating mode (M1, M2, M3, M4) is selectable independently for each axis from the lateral axis (y1), the vertical axis ( z1) and the longitudinal axis (xi). 15
[0010]
10. A method according to any one of the preceding claims, wherein, for each path segment, at least one aeronautical characteristic of the aircraft (10) is constant, each aeronautical feature being selected from the group consisting of: cornering, a road, a ground slope, an altitude, a ground speed, a vertical speed, a roll angle, a pitch attitude, a heading, a load factor, a lateral acceleration, a roll rate, a rate of longitudinal pitch variation, an acceleration on a slope, a rate of variation of acceleration on a slope, an energy level such as a specific engine speed, a level of performance such as a better rate of climb, a rate of acceleration and relative air speed (CAS, TAS, MACH), a position and a slip angle.
[0011]
11. A method according to any one of the preceding claims, wherein at least one trajectory segment comprises one or more predefined points of passage of the aircraft (10). 30
[0012]
12. A method according to any one of the preceding claims, wherein the aircraft (10) further comprises primary control members, such as a handle or mini-handle (22), a rudder (23) or a the throttle (24), wherein the method further comprises acquiring (100) a mechanical magnitude (D, F) relative to one of the primary control members (22, 23, 24), andin wherein the selection of the operating mode is performed as a function of the acquired mechanical quantity (D, F) for the primary control member (22, 23, 24) associated with the axis considered among the lateral axis (yi), the vertical axis (z1) and the longitudinal axis (xi).
[0013]
The method according to claim 12, wherein, in the step of selecting (110), the switching to the first operating mode (M1) is performed only when the primary control member (22, 23, 24 ) associated with the axis considered among the lateral axis (y1), the vertical axis (z1) and the longitudinal axis (x1) is in a rest position, said rest position being a corresponding position of the organ primary (22, 23, 24) when not manipulated, said primary member (22, 23, 24) having one or more rest positions.
[0014]
14. A method according to any one of the preceding claims, wherein during the selection step (110), switching to the first operating mode (M1) is performed via a specific button, the specific button being preferably disposed against a primary control member (22, 23, 24).
[0015]
15.- Method according to any one of the preceding claims taken with claim 5, wherein the one or more guidance instructions are selected from the group consisting of: a turning radius setpoint, a road setpoint, a slope setpoint ground, an altitude setpoint, a ground speed setpoint, a vertical speed setpoint, a roll setpoint, a longitudinal attitude setpoint, a heading setpoint, a load factor setpoint, a lateral acceleration setpoint , a roll rate set point, a pitch attitude variation setpoint, a slope acceleration setpoint, a slope acceleration variation rate setpoint, an energy level setpoint, a setpoint of performance level, a ground trajectory setpoint associated with a crossing point, an air speed reference (CAS, TAS, MACH), a slip angle setpoint and a position setpoint.
[0016]
16.- Method according to any one of the preceding claims, wherein the aircraft (10) further comprises at least one system (19A, 19B) for protecting the aircraft, at least one display system (20). in which the method further comprises transmitting (150) the resulting target trajectory to at least one destination system among at least one guidance system (16), at least one protection system (19A, 19B) and at least one least one display system (20).
[0017]
Computer program product comprising software instructions which, when implemented by a computer, implement the method of any one of the preceding claims.
[0018]
18.- electronic device (30) for generating a resultant target trajectory of an aircraft (10), intended for at least one destination system among at least one system (16) for guiding the aircraft, the resulting set trajectory comprising at least one trajectory segment for at least one of a lateral axis (y1), a vertical axis (z1) and a longitudinal axis (xi) associated with the aircraft (10), the guidance system (16) being configured to slave the trajectory of the aircraft (10) with respect to said resultant target trajectory, the device (30) comprising: - a module (40) for calculating a trajectory, - means (42) ) for selecting at least one operating mode from among a plurality of operating modes (M1, M2, M3, M4), - means (44) for acquiring a set-point trajectory prepared by a management system of the flight (17), the prepared set-point trajectory comprising one or more trajectory segments re for at least one axis among the lateral axis (Yi), the vertical axis (z1) and the longitudinal axis (xi), - means (46) for obtaining an alternative setpoint path resulting from one of the calculation module (40) and an external generation system (18), the alternative setpoint path having one or more trajectory segments for at least one of the lateral axis (Yi), the vertical axis (z1) and the longitudinal axis (x1), said external generation system (18) being distinct from the flight management system (17), - means (48) for generating the resulting target trajectory, the trajectory of resulting setpoint comprising the segment or segments of the prepared setpoint trajectory acquired for the time period corresponding to the selection of a first operating mode (M1), and the segment or segments of the alternative setpoint trajectory obtained for the corresponding time period to select another mode of operation (M2, M3, M4).
[0019]
19. Aircraft (10), such as an aircraft or a helicopter, comprising: an electronic device (30) for generating a resultant target trajectory; a flight management system (17); set-point external generation path (18), and one or more aircraft guidance systems (16), such as an autopilot and / or electrical flight controls and / or a flight control device. self-pushing device, characterized in that the generating device (30) is according to claim 18, the generated resultant target path being adapted to be transmitted to at least one destination system among the one or more guidance systems (16).

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优先权:

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申请号 | 申请日 | 专利标题

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FR1401360A|FR3022357B1|2014-06-16|2014-06-16|METHOD AND DEVICE FOR GENERATING AN AIRCRAFT RESPONSE TRACK, COMPUTER PROGRAM PRODUCT AND ASSOCIATED AIRCRAFT|FR1401360A| FR3022357B1|2014-06-16|2014-06-16|METHOD AND DEVICE FOR GENERATING AN AIRCRAFT RESPONSE TRACK, COMPUTER PROGRAM PRODUCT AND ASSOCIATED AIRCRAFT|

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PCT/EP2015/062575| WO2015193125A1|2014-06-16|2015-06-05|Method and device for generating a set flight path resulting from an aircraft, and related computer programme product and aircraft|

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CA2952094A| CA2952094A1|2014-06-16|2015-06-05|Method and device for generating a set flight path resulting from an aircraft, and related computer programme product and aircraft|

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CN201580033291.7A| CN106662870B|2014-06-16|2015-06-05|Method and device for generating a resulting setpoint trajectory for an aircraft, and associated aircraft|

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US15/319,489| US10055999B2|2014-06-16|2015-06-05|Method and device for generating a resulting setpoint trajectory of an aircraft, related computer program product and aircraft|