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    • 专利摘要:
    - Method and device for determining and presenting cost impacts generated by side deviations of an aircraft. - The device (1) comprises a calculation unit (3) for determining a plurality of different flight paths, called alternative trajectories, each of which is laterally offset in the horizontal plane with respect to a reference trajectory, in particular the current trajectory of the aircraft, and a calculation unit (4) configured to calculate, for each of the alternative trajectories, an associated global cost that gives an indication of the cost generated by a flight of the aircraft along this alternative trajectory, the device ( 1) also comprising a display unit (6) configured to present on a navigation screen (8), indication elements which provide indications relating to the position and the associated overall cost for at least some of the alternative trajectories.
    公开号:FR3022625A1
    申请号:FR1455653
    申请日:2014-06-19
    公开日:2015-12-25
    发明作者:Jean-Claude Mere
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method and a device for determining and presenting cost impacts generated by side deviations of an aircraft with respect to a so-called reference trajectory flight path.
    [0002] It is known that an aircraft, in particular a transport aircraft, is provided with a Flight Management System (FMS), which is intended to define a trajectory to be followed by the aircraft. This FMS system allows the crew of the aircraft in particular to modify the parameters of the trajectory, in particular the position of points of the flight plan in the horizontal plane. During such a modification or change, the FMS system generally recalculates predictions (estimated times of passage and remaining fuel quantity vertically from the points of the flight plan) on the new flight plan, which allows the crew to evaluate the impacts induced by the change (of strategy) thus modeled in the FMS system, in particular concerning the time of arrival and the quantity of fuel remaining at destination (or at another point). The changes can be quite complex (for example, several points can be modified / inserted in the flight plan), but the need to model the changes in a flight plan induces the following two limitations: - the crew can only evaluate only one strategy at a time, which obliges it if it wants to compare several strategies in particular to identify the most interesting, to make several modifications of its flight plan and to memorize or note the impacts (quantity of residual fuel and hour of arrival at destination for example) corresponding to each strategy to be able to make the comparison; and - the calculation of the predictions along the amended flight plan is long (several minutes depending on the changes made), which, in the case where the crew wishes to evaluate several strategies, can become prohibitive if a quick decision is to be taken .
    [0003] Furthermore, when a weather disturbance occurs on the active flight plan (that is to say on the flight plan actually followed by the aircraft), the crew has several options to avoid it. , and in particular that of performing a lateral avoidance maneuver.
    [0004] In order to assist it in this task, the crew generally has, on a navigation screen of the aircraft, a representation of the lateral environment of the aircraft, containing various information such as the flight plan, a video image of a weather radar, and various navigation aid points of the FMS system.
    [0005] Generally, the crew tries to follow the route that disturbs the mission as little as possible and is therefore tempted to choose a shortest trajectory possible, allowing it to find its initial flight plan. However, such a trajectory is not necessarily optimal in terms of fuel consumption and time. Indeed, the effects due to the winds encountered are difficult to take into account during the construction of the avoidance trajectory by the crew. Consequently, the crew must perform several trajectory tests (construction of the new lateral profile, entry of wind parameters, calculation of predictions), before finding the one that best suits the current situation. All these tasks of the crew to determine an optimal trajectory according to different criteria, therefore presents a significant workload. The present invention aims to overcome this disadvantage. It relates to a method of determining and presenting on an aircraft cost impacts generated by side deviations of the road (or lateral deviations) of the aircraft relative to a flight path called reference trajectory. According to the invention, said method comprises steps, implemented automatically and consisting respectively of: a) determining a plurality of different flight paths called alternative trajectories, each of said alternative trajectories being offset laterally in the horizontal plane relative to the reference trajectory; b) calculating, for each of said alternative trajectories, an associated overall cost, an overall cost associated with an alternative trajectory providing an indication of the cost generated by a flight of the aircraft along this alternative trajectory; and (c) presenting, on at least one navigation screen of the aircraft, indication elements, the indicating elements providing indications relating to the position and the associated overall cost for at least some of said alternative trajectories. Thus, thanks to the invention, the crew directly has, by the display made on the navigation screen, visual indications (or information) concerning the position and the overall associated cost of alternative trajectories, possible flight trajectories which are laterally offset from the reference trajectory, this reference trajectory preferably (although not exclusively) representing the aircraft's current flight trajectory (that is, that is the one followed at the current time by the aircraft). This information makes it possible, in particular, to provide assistance to the crew to evaluate the relevance of a lateral deviation of the aircraft relative to the reference trajectory and, if necessary, to choose the alternative trajectory to follow, this which reduces the workload of the crew in this situation. Furthermore, in a preferred embodiment, the method comprises a further step of: - determining, among the alternative trajectories, an alternative optimal trajectory in terms of cost; and - to present this optimal alternative trajectory on the navigation screen. The crew is thus informed of the alternative trajectory which is optimal in terms of cost (i.e. that which has a minimal overall cost) compared to the overall costs associated with the other possible alternative trajectories. provides additional assistance to the crew and helps reduce their workload. According to various embodiments of the invention, which may be taken together or separately: the method comprises an additional step of allowing an operator to select an alternative trajectory presented on the navigation screen and to activate it, the alternative trajectory selected and activated by an operator being then followed by the aircraft; at least some of said alternative trajectories determined in step a) have at least different offset distances, an offset distance of any alternative trajectory representing a constant value distance according to which this alternate trajectory is laterally offset in the horizontal plane with respect to the reference trajectory at least for a central portion of this alternative trajectory; step a) consists in determining alternative trajectories making it possible to avoid crossing avoidance zones given from the environment of the aircraft; steps a) and b) implement a multidimensional nonlinear optimization method; the method comprises an additional step of recording the alternative trajectories determined in step a) and the associated overall costs calculated in step b). Furthermore, advantageously, step b) consists, for each alternative trajectory: b1) of calculating a flight time along said alternative trajectory; b2) calculating a so-called complementary cost; and b3) determining the associated overall cost from a cost dependent on said flight time, as well as said additional cost.
    [0006] Preferably, step b1) consists in calculating the flight time AT by dividing the alternative trajectory into a plurality of sub-segments and calculating and summing the flight times ATi of all of said sub-segments. , the flight time ATi of any sub-segment being calculated using the following expression: ATi = WL (xi) ± VA / ci 2 2 - WLat (Xi)). Wherein: - WL. (Xi) and WLat (xi) are respectively longitudinal and lateral components of a wind speed existing on said sub-segment; VA / ci is a speed of the aircraft relative to the air; and - Di is a predetermined distance of sub-segment.
    [0007] In addition, advantageously, step b3) consists in calculating the global cost AC, using one of the following expressions: AC = CF - AT - (FF + CI) + Co (AT) AC = CF - (AT + p (AT)) - (FF + CI) in which: CF is a cost expressed in a monetary unit for a given quantity of fuel; AT is said flight time; - FF is a parameter illustrating a fuel flow, this parameter being considered constant; CI is a cost index representing a ratio between a cost dependent time of flight of the aircraft and a cost dependent on a fuel consumption of the aircraft; - Co (AT) is a time dependent function and includes the additional cost; and 25 - p (AT) is a time value integrating the additional cost. The present invention also relates to a device for the determination and presentation on an aircraft of cost impacts generated by lateral deviations of the aircraft from a flight trajectory called reference trajectory. According to the invention, said device comprises: an information processing unit comprising: a first calculation unit configured to determine a plurality of different flight paths, called alternative trajectories, each of said alternative trajectories being shifted laterally in the horizontal plane with respect to the reference trajectory; and a second calculation unit configured to calculate for each of said alternative trajectories an associated global cost, an overall cost associated with an alternative trajectory providing an indication of the cost generated by a flight of the aircraft along this alternative trajectory; and a display unit configured to present, on at least one navigation screen of the aircraft, indication elements, the indication elements providing indications relating to the position and the associated overall cost for at least some of said alternative trajectories. In addition, in a preferred embodiment, the information processing unit comprises a third calculation unit configured to determine, among said alternative trajectories, an optimal alternative trajectory, this optimal alternative trajectory being presented on the screen of FIG. navigation by the display unit. Furthermore, advantageously, said device comprises: an environment server configured to provide, at least to the information processing unit, meteorological data, as well as avoidance zones defining flight zones to be Avoided by the aircraft; and / or - a performance server configured to provide, at least to the information processing unit, information relating to the flight performance of the aircraft.
    [0008] The present invention further relates to an aircraft, particularly a transport aircraft, which is provided with a device such as that specified above. The appended figures will make it clear how the invention can be realized. In these figures, identical references designate similar elements. Figure 1 is a block diagram of a device that illustrates an embodiment of the invention. Figure 2 shows a flight of an aircraft along a current flight path subjected to a disturbance. FIGS. 3A to 3C show examples of polygons delimiting disturbances. FIG. 4 is a diagram showing the characteristics of an alternative trajectory laterally offset from a current flight path of an aircraft. Figures 5 and 6 are two graphs illustrating examples of flight cost evolution as a function of a delay. Figure 7 is a diagram for explaining a calculation of flight time along a flight path sub-segment.
    [0009] Figure 8 is a diagram for explaining a calculation of an average wind. Figures 9 and 10 are graphs showing the evolution of a cost as a function of an offset distance, respectively in the absence and in the presence of a disturbance.
    [0010] FIGS. 11 and 12 show diagrammatically exemplary displays that can be made by a device according to the invention. The device 1 shown diagrammatically in FIG. 1 and making it possible to illustrate the invention, is a device for determining and presenting on an aircraft, in particular on a transport aircraft, cost impacts relating to lateral deviations of the aircraft with respect to a given flight trajectory, called reference trajectory. Preferably, although not exclusively, this reference trajectory is the current flight trajectory actually followed at the current time by the aircraft. To do this, this device 1 which is embarked on the aircraft comprises: 5 - an information processing unit or central unit 2, which comprises: - a calculation unit 3 configured to calculate a plurality of so-called flight paths alternative trajectories. Each of said alternative trajectories is offset laterally in the horizontal plane relative to the reference trajectory, as specified below; and - a calculation unit 4 connected via a link 5 to the calculation unit 3 and configured to calculate, for each of said alternative trajectories, an associated overall cost (specified hereinafter); and - a display unit 6 which is connected to said central unit 2 via a link 7 and which is configured to present, on at least one navigation screen 8 of the aircraft, elements of FIG. indication. These indication elements provide indications relating to the position and the overall associated cost for at least some of said alternative trajectories, as specified below with reference to FIGS. 11 and 12 in particular.
    [0011] Thus, thanks to the device 1, the crew has directly, by the display made on the navigation screen 8, visual indications (or information) (as specified below) concerning the position and the overall cost. associated alternative trajectories. These alternative trajectories are possible flight trajectories which are offset laterally with respect to the reference trajectory, this reference trajectory preferably (although not exclusively) representing the current flight trajectory of the aircraft. This information makes it possible, in particular, to provide assistance to the crew, on the one hand, to assess the relevance of a lateral shift of the aircraft relative to the reference trajectory, and, on the other hand, to choose, if necessary, the alternative trajectory to be followed, which makes it possible to reduce the workload of the crew in this situation.
    [0012] The device 1 further comprises: an environment server 9 specified below, which provides meteorological data, as well as envelopes surrounding areas to be avoided, to the central unit 2 (via a link 10); and 5 - a performance server 11 which is connected via links 12 and 13, respectively, to said calculation units 3 and 4 of the central unit 2. This performance server 11 provides to said calculation units 3 and 4 different information (speed, mass, turning radius, ...) related to the performance and flight qualities of the aircraft. In the context of a simplified solution specified below, the performance server 11 provides the speed at a point away from the reference trajectory (a speed which is considered constant for the continuation of the avoidance). Furthermore, the central unit 2 receives, via a link 14, an initial flight plan of a flight management system (not shown), of the FMS type ("Flight 15 Management System" in English) of the aircraft . The central unit 2 furthermore comprises a storage unit 18 which records the alternative trajectories, determined by the calculation unit 3, and the associated overall costs, calculated by the calculation unit 4. Moreover, in a In a preferred embodiment, the CPU 2 comprises an optimum seeking unit 19, which is configured to determine an optimum alternative path in terms of cost, as specified below. This optimal alternative trajectory is presented on the navigation screen 8 by the display unit 6. The crew is thus informed of the alternative trajectory which is optimal in terms of cost (that is to say the one which has a minimal overall cost) compared to the overall costs associated with the alternative alternative trajectories. In a particular embodiment, the storage unit 18 and the unit 19 form part of a computing unit 20 which is connected via links 30 and 22, respectively, to the calculation units 3 and 4. .
    [0013] The device 1 also comprises a data transmission link 23, which is linked to the calculation unit 4 and which makes it possible to transmit data, in particular from an airline, such as: time objectives or fuel; 5 - various parameters dependent on time; and - information relating to engine wear (flight time, gear change). This link 23 may be linked to a data source (not shown). In a particular example, it is linked to an input unit 10 16, which allows a crew member to enter the aforementioned information (from the airline) using the input unit 16. By Therefore, and as described in more detail below, the device 1 visually analyzes and renders to the crew the range of possibilities available to it in terms of alternative trajectories to the reference flight plan, taking into account the constraints both operational and environmental, for example to avoid a weather disturbance, a particular airspace or simply to take advantage of an air current. The device 1 graphically characterizes the impact of each of them so that the crew is thus able to choose directly (by simply reading the navigation screen 8) the best trajectory to make an avoidance. As indicated above, the environment server 9 provides meteorological data, as well as envelopes surrounding areas to avoid, which are necessary for various prediction and cost calculations, as specified below. The environment server 9 provides the meteorological data (via the link 10) in the form of a wind grid. This wind chart contains information on intensities and wind directions (in a large area around the initially planned flight plan), as well as envelopes surrounding disturbances, as shown in Figure 2. In the example of 2, the aircraft AC flies along a reference trajectory TR (corresponding to the initial flight plan) which passes through a disturbance E1 surrounded by an envelope F1. In FIG. 2, a trajectory is also represented. alternative TA1 to avoid crossing the disturbance E1, and another disturbance E2 surrounded by an envelope F2. Other areas to be avoided are also provided by the environment server 9 in the form of envelopes with an indication of an additional cost associated with their overflight (tax for example, or infinite cost if the area can not be overflown) . It will be noted that the weather radars on board the aircraft make it possible to generate, in the usual way, a video image of the (wet) weather phenomena in a large area in front of the aircraft. As this type of information is not directly usable, it is processed beforehand (detection of contours of disturbances, classification according to their dangerousness, connection with coordinates expressed in latitudes and longitudes, ...).
    [0014] The environment server 9 vectorially provides volumes containing the areas to be avoided. At an altitude considered, these envelopes are represented by closed polygons F1 and F2, as shown in FIG. 2. They are provided in the form of lists of points which represent the vertices of the polygons F1 and F2 and which are defined, each, 20 by latitude and longitude. Preferably, convex polygons are used, as shown by way of example in FIG. 2. If necessary, a non-convex polygon F3 can be represented as shown in FIG. 3A, as the union of a plurality of polygons. of convex polynomials F3A, F3B and F3C, as illustrated in Figure 3C. Figure 3B shows the clipping of the nonconvex envelope (or polygon) F3 of Figure 3A so as to obtain the convex envelopes (or polygons) F3A, F3B and F3C shown in Figure 3C. Although distinct, it is considered for cost calculations that all the polygons F3A, F3B and F3C from the same initial polygon F3 have the same center of gravity B. This center of gravity B corresponds to that of the initial polygon F3.
    [0015] Furthermore, as indicated above, the calculation unit 3 determines alternative trajectories likely to allow lateral avoidance of a disturbance E1. This calculation unit 3 can implement one of the many usual methods for determining such alternative trajectories. The avoidance of weather disturbances (if they are of minor importance) can be determined using a method using a usual function called "offset", which is for example integrated into a flight management system. 'aircraft. This method makes it possible to limit crossings with other roads, and is easily taken into account by ground control. In addition, its impact on the air management of the area where the AC aircraft operates is relatively limited. To do this, the calculation unit 3 defines a lateral offset (or lateral deviation). This lateral shift is a translation (to the right or the left) of the current lateral flight plan of the aircraft AC, as shown in FIG. 4. In this FIG. 4, the aircraft AC flies along a trajectory flight TR passing through points of passage P1, P2, P3, P4 and P5, and there is shown an alternative trajectory TA2. The lateral offset is defined by: an "offset" value D, called "offset distance" in the context of the present invention. The offset distance D of any alternative trajectory TA2 represents a distance of constant value according to which this alternative trajectory TA2 is shifted laterally in the horizontal plane with respect to the reference trajectory TR at least for a central part of this alternative trajectory TA2 ; An upstream intercept angle 131 (or departure angle), in the flight direction E of the aircraft AC; a departure point P1 (that is to say start of avoidance); - a point of arrival P5 (that is to say end of avoidance); and a downstream intercept angle 132 (or capture angle).
    [0016] In a preferred embodiment, in the absence of an interception angle entered by the pilot via the input unit 16, the device 1 uses the interception angles 51 and [32 a default value of preferably 30 °. As a function of the value D of the offset distance (of the lateral spacing or lateral deviation), and from the initial trajectory (and points P1 and P5 start and end of avoidance), received via the link 14, the calculation unit 3 completely determines the new alternative path TA2. The latter is defined by a list of waypoints (defined by their latitude and longitude). Once the trajectory is constructed, a remoteness segment 24 and a capture segment 25 are added. These are constructed by considering respectively the remoteness angle [31 and the capture angle [32 relative to the segments of the reference trajectory TR (corresponding to the initial flight plan). We then obtain the alternative trajectory TA2 passing through points of passage P1, P1A, P2A, P3A, P4A, P5A and P5.
    [0017] In the remainder of the description, the example of alternative trajectories obtained by a lateral offset (or "offset") of the reference trajectory TR, as represented in FIG. 4, is taken into account. However, the device 1 can take in account any type of avoidance trajectories (alternative trajectories), as soon as these are similarly constructed by varying a small number of parameters. Thus, in the context of the present invention, it is possible to take into account in particular: alternative trajectories, whose removal and capture points P1 and P5, as well as the interception angles [31 and [32 are variable; Alternative trajectories consisting of two segments: a remoteness segment and a capture segment; and alternative trajectories, of which a given number of crossing points are replaced by crossing points located in the immediate vicinity. The device 1 thus comprises an automation, in particular alternative trajectory construction operations, which makes it possible to reduce the workload of the crew and to obtain results more rapidly with greater precision. In addition, several alternative trajectories can be obtained and compared by modifying only the offset distance D, the other parameters (caps for distance and capture, distance and capture points) being defined once and for all 5 trajectories . Moreover, for the calculation of the cost, implemented by the central unit 4, an objective selection criterion is determined. This is achieved through a function called "cost". This function notes each alternative trajectory taking into account environmental constraints, operational constraints, and its consumption in terms of fuel and time. It is known that an aircraft flight management system generally provides an optimization of various parameters of the flight through a single parameter called cost index ("Cost Index" in English). This parameter, entered by the crew at the beginning of the flight, makes it possible to establish a report to follow between the time-dependent costs and those related to the fuel consumption. In a simplified manner, the cost C of a flight along at least part of a flight trajectory, in particular of an alternative trajectory, is defined by the following relationship: C = CF-AF + CT-AT + Co CT OR C = CF-AT (-AF + -) + Co AT CF in which: - Co represents so-called fixed costs for the flight; CF is the cost of a given quantity (mass, volume) of fuel, for example one kilogram of fuel; - CT is the average cost of a unit of flight time, for example one minute of flight; AF is the quantity of fuel consumed during the flight, expressed for example in pounds; and 3022625 - AT is the total flight time. The cost index (Ci = CT) is defined as a constant quantity for the flight in question. We then integrate the equation above, between two instants of a part 5 of the flight for which the speed and the engine speed of the aircraft (and therefore AF the flow of fuel FF = -) remain approximately constant . AT The following expression is thus obtained: C = CF - AT - (FF + Cl) + Co. The AT and AF values considered correspond to a part of the flight, for which the fuel flow is considered constant.
    [0018] Since the fuel flow FF is considered constant, the variations in the total cost of a trajectory depend directly on the flight time. Thus, to compare two given trajectories, one simply takes into account the difference between the respective costs of these trajectories. The following expression is then obtained: AC = C-ATI - (FFI ± CI 1) - C F2 - AT2 - (FF2 ± C12), in which the index 1 corresponds to a first trajectory (in particular the reference trajectory TR) and the index 2 corresponds to a second trajectory (in particular an alternative trajectory). Considering that the flights following the two paths are carried out under identical conditions, we finally obtain: AC = C F - (ATI -AT2) - (FF + CI). Therefore, the cost difference AC between two paths can be obtained by analyzing the flight time difference. Thus, as a first approximation, on a stolen flight section 25 for which the fuel flow is constant (short distance, near or equal altitude), and in the absence of any particular additional cost (as specified below), may consider that the difference in cost corresponds to the difference in flight time.
    [0019] The cost function specified above essentially takes into account the objectives of an airline through the value of a cost index, which has been defined by the crew (and entered using the input unit 16 for example), i.e. only a "cost of time / fuel cost" ratio is taken into account. However, other costs or additional costs may be considered, such as costs due to compensation for passengers who have missed a connection or need to be housed waiting for a subsequent flight. In addition, various taxes related to pollutant releases (NOx and CO2) or overflight of particular areas may also be considered. It is therefore possible to identify other costs related to the flight and due to a delay of the aircraft, forming part of a "complementary cost" in the context of the present invention, such as for example: - costs relating to wear engines and the airframe of the aircraft; 15 - costs due to missed connections (allowances, hotel nights, ...); - payment of overtime and / or night work; - taxes related to the environment: possible NOx, ETS ("Emissions Trading Scheme" in English), overflight of particular areas. The term Co intervening in the initial cost function, can be represented in the following Eq1 equation by a continuous time function by segments, for more precision: AC -CF - AT - (FF + CI) + Co (AT In addition, the term CF may contain additional fuel-related contributions.
    [0020] 25 The cost function can be adapted to the needs of each airline (short or long haul, cheap flight or not, ...). The example represented in FIG. 5 shows various cases of additional costs Ci generated by delays R (expressed for example in minutes) for a fleet of aircraft having respectively made different flights V1 to V4. The additional cost C1,..., C4 is a linear function of the time (delay R) only in segments, as for example for segments C1A, C1B and C1C relating to the additional cost C1. Different value jumps (S1A and S1 B for C1, S2 for C2 and S3 for C3) are observed. These are due to delays preventing a new rotation, the payment of overtime for the crew or nights, .... In the particular example shown, despite the jumps observed, the slope remains constant. A cost function alone does not optimize an entire fleet of aircraft. However, for an aircraft performing several rotations per day, a delay at the beginning of the day may impact the rest of the day's flights. In particular, a rotation may have to be canceled due to a delay that is too high. These phenomena can be modeled by a segmented affine function that allows the crew to optimize the flight. Thus, the cost C of a flight as a function of flight time AT can be illustrated by: here. AT + blsiAT e [t1; t2 [C = a2. AT + b2siAT e [t2; t3 [Therefore, by taking the equation Eql above, we obtain: AC = CF - AT - (FF + CI) + Co (AT) iksiAT e [t1; t2 [with Co = b2siAT e [t2; t3 [- - - 20 Each of the coefficients enabling the definition of the complementary part of the cost function can be parameterized notably by the airline, for example via the input unit 16. It is considered that the calculation of the cost is implemented by the calculation unit 4 in two distinct main steps: a calculation of the time required for the flight of the determined alternative trajectory; and 3022625 18 - an addition of penalties (said additional cost), preferably defined by segments as a function of time, to obtain the overall cost associated with the alternative trajectory. In a particular embodiment, instead of adding a time dependent term Co (AT), it can be considered that any additional cost is represented by a time penalty, as shown in Fig. 6 where a time penalty p (AT) is illustrated by an arrow S5 to go from a cost CO to a cost C5. Thus, instead of AT, we take into account a time AT + p (AT), where p (AT) is a constant function by segments. We then obtain: AC = CF - (AT + p (AT)) - (FF + CI) The calculation unit 4 calculates the cost from the wind information provided by the environment server 9. In In particular, the calculation unit 4 checks whether the alternative trajectory passes through a disturbance to add (or not) a penalty in terms of cost. This penalty makes it possible, when searching for an optimal alternative trajectory, not to obtain a trajectory passing through the disturbance even if the wind is more favorable there. As indicated above, the cost of an alternative trajectory is determined from the time required to fly along the alternative trajectory. The calculation unit 4 comprises an integrated computing element (and not shown), to estimate, in a fast and sufficiently reliable way, the flight time required for a given trajectory, taking into account in particular environmental constraints, and in particular the wind. The different winds provided by the environment server 9 are taken into account 25 through discrete modeling. We consider a trajectory section (representing at least part of an alternative trajectory) whose cost is to be estimated. This section of trajectory is divided into sub-segments of identical sizes (length D). It is considered that the wind is constant in intensity and orientation over the whole of each sub-segment. Division (or division) into sub-segments therefore depends on the accuracy of the wind grid. It should be noted that it is not useful to have too large a division (no addition of precision) and that it is detrimental to have too small a division (loss of time). Preferably, the sub-segments are at most twice as small as the minimum spacing between two winds data of the wind grid. The analysis of the displacement of an aircraft AC along a sub-segment Si makes it possible to establish the diagram shown in FIG. 7. In this FIG. 7, there is shown: the wind speed Wi; the speed VA / c of the aircraft AC relative to the air; the speed SOLD of the aircraft AC relative to the ground; an angle α between the speed VA / c, and a direction N indicating the North; and an angle Oi between the speed VGND and the direction N.
    [0021] Taking into account a predetermined distance Di (length of the sub-segments), for each of the sub-segments Si (whose downstream end in the direction of flight E is named xi), a flight time (flight time) is obtained. ) ATi such that: ATi = Di VGND (xi) 20 Therefore, for the whole section of trajectory considered (for example the whole of an alternative trajectory), the following flight time is obtained: AT = E VGND (xi) Taking into account the geometrical characteristics presented in FIG. 7, the following equation Eq2 is obtained: Di AT = E Di 2 2 on (Xi) ± VVA ic W Lat (Xi) 3022625 20 The speed VAIci of the aircraft AC is always considered constant on a sub-segment Si, and the sub-segments Si have a distance Di. Taking into account WLon (xi) and WLat (xi) which are, respectively, the longitudinal and lateral components (with respect to VEND) of the wind speed acting at the downstream end xi of the Si sub-segment and which verify the following expressions: W Lon (xi) = Wi - COS (Cti -0 /) WLat () C1) = Wi - sin (ai - 0i) we deduce from equation Eq2 above that: 10 AT = E wi - cos (au_oi) 2-sin (oci -0i) 2 In order to obtain the speed and direction of the wind at a point xi (corresponding to the downstream end of the sub-segment Si considered in the direction of flight E of the AC aircraft), interpolation is performed via the weighted average of the nearest winds. Indeed, only a grid of winds is available, and the nodes of the grid are not necessarily located at the ends of the segments. The interpolation is performed by considering the k nearest nodes, as shown in Figure 8. In this Figure 8, there is shown four wind vectors iV1 to YV 4 defined at respective distances D1 to D4 of the point xi. The upstream end of the sub-segment Si is named xi-1. The contribution of each node is weighted by the distance D1 to D4 of the node at the end xi of the sub-segment Si considered. The average wind wi (xi) taken into account for this sub-segment Si, is calculated from the following relation: Tek 25 Dk - Di 3022625 21 As indicated above, a disturbance (or area to be avoided) is provided by the environment server 9 in the form of one or more polygonal envelopes F1, F2 (as represented for example in FIG. 2). In the context of the present invention, it is considered that: if the alternative trajectory considered does not cross a disturbance, the cost associated with this alternative trajectory is not modified; if the alternative trajectory crosses a disturbance, such as the perturbation El (of polygonal envelope F1) of FIG. 2, a fixed cost is defined; and 10 - if the alternative trajectory crosses a zone for which a surcharge is applied, this surcharge (or overcost) is added to the cost of the trajectory. In a preferred embodiment, the computing unit 4 causes the cost value to depend on an alternative path passing through a disturbance of its distance from the center of the disturbance. The trajectory passing through the center of the disturbance has a maximum cost, and the other trajectories have a cost linearly dependent on their offset distance with respect to this trajectory passing through the center of the disturbance. Moreover, by means of the cost function and the calculation of shifted trajectories, it is possible to plot the evolution of the cost as a function of the offset distance ("offset"). We can then identify the most interesting trajectories. In the case where there is no weather disturbance, it is possible to obtain the curve CA represented in FIG. 9 which defines the cost (expressed for example in seconds) as a function of the offset distance (expressed for example in miles nautical (NM)) to the right (positive values) and to the left (negative values). The minimum is obtained for 0 NM, that is to say for the reference trajectory. Indeed, the greater the offset distance ("offset"), the greater the flight distance that will be traveled. In the absence of disturbance (and significant wind), only the distance has an impact on the evaluation of the cost of the trajectory. However, beyond a certain offset distance, the cost of the trajectory becomes constant. Indeed, after a certain distance of offset and taking into account the values of angle of removal and capture, no trajectory can no longer be constructed. These are reduced to the remoteness and capture segments. Moreover, in the presence of a perturbation, the latter will locally modify the shape of the cost curve as a function of the offset, as represented in the example of FIG. 10. In this example, the winds encountered penalize the consumption on the the left of the initial flight plan 10 (negative distance values). Conversely, on the right of the flight plan (positive values of distance) lies the center of the disturbance (more favorable winds). Once the offset distance to the right is large enough, it is possible to benefit from more favorable winds, which has the effect of reducing the cost of the flight. However, the gain that can be achieved is, as the offset distance increases, partly offset by the greater distance to fly. The presence of the disturbance results in obtaining two minima M1 and M2 on the cost curve CB (including an overall minimum M1) in the example of FIG. 10.
    [0022] On the other hand, the unit 19 of the calculation unit 20 contains an optimal trajectory search algorithm. Based on the evaluated cost (by the calculation unit 4) of the trajectory, the unit 19 defines new parameter values transmitted by the link 22 to the calculation unit 3, which enable the latter to construct new data. trajectories to be tested. These treatments are performed in a loop. The parameters are chosen so as to obtain a convergence towards an alternative trajectory at minimum cost, called optimal trajectory. In the context of the present invention, this operation may, for example, be implemented by a usual "Nelder-Mead" method, but also by any other multidimensional nonlinear optimization method. The dimension of the optimization (that is to say the number of parameters to be determined) depends directly on the calculation mode used by the calculation unit 3, to construct the alternative trajectories (to be tested). Moreover, a man / machine interface 15 manages the inputs and outputs and the interactions with the crew and takes into account the various 5 parameter entries (avoid and capture points). It also realizes the display in particular of the trajectory considered optimal, as well as the field of alternative trajectory solutions. In a particular embodiment, the display unit 6 is part of the man / machine interface 15 which further comprises the input unit 16.
    [0023] This input unit 16 allows an operator, in particular a pilot of the aircraft, to enter data in the central unit 2, via a link 17. This input unit 16 can correspond to any type of usual unit (touch screen, keypad, keyboard and / or computer mouse, ...) for entering data.
    [0024] Given the evaluation of different trajectories, a map is provided to the crew via the navigation screen 8 to enable it to identify the most favorable avoidance zones. Each trajectory may be assigned a color depending on its cost, as shown in FIG.
    [0025] In the case where several sections of different trajectories are superimposed, the priority (visibility) is given to the path of least cost. This ensures that the optimal trajectory is always displayed. In the examples shown in FIGS. 11 and 12, a flight plan of an aircraft AC ranging from a point of passage PD to a point of passage PF is considered. The cruising altitude is, for example, limited to the last level for which the environment server 9 has a wind grid, for example at flight level FL 300. There appears a disturbance on this trajectory TR. For example, consider a single perturbation delimited by a polygonal envelope F0.
    [0026] From the reference trajectory TR, the central unit 2 constructs a set of alternative trajectories TA3 and TA4 and calculates the corresponding global costs, as well as an optimal trajectory TO. These trajectories are represented on the navigation screen 8 by different colors corresponding to different costs, as illustrated by different traces of said trajectories TA3, TA4 and TO in FIG. 11. A particular color is therefore applied to each of these trajectories. trajectories depending on the corresponding global cost (eg red for a high cost, yellow for a median or average cost, green for a low cost).
    [0027] Furthermore, in a preferred embodiment illustrated in FIG. 12, the costs are represented on the navigation screen 8 in the form of zones Z1 to Z3 of different colors, namely for example: the zone Z1 in dark gray in Figure 12, which is for example shown in red on the display made on the navigation screen 8 and which corresponds to a high cost area; the zone Z2 in light gray in FIG. 12, which is for example shown in yellow on the display made on the navigation screen 8 and which corresponds to a medium-cost zone; and - the hatched zone Z3 in FIG. 12, which is for example shown in green on the display made on the navigation screen 8 and which corresponds to a reduced cost area. This zone Z3 includes the disturbance (envelope F0). Trajectories crossing the disturbance are identified by their high cost. The alternative paths TA3 and TA4 and zones Z1 to Z3, represented in particular by different colors, form part of the aforementioned indication elements which are displayed by the display unit 6 on the navigation screen 8 and which illustrate cost impacts generated by lateral road deviations. In this preferred embodiment, the optimum trajectory TO is also shown. Preferably, this optimum trajectory TO is highlighted by a graphic and / or a particular color to be easily and quickly identified and located by a crew member. In the example shown, the optimum trajectory T0 tangents the envelope FO of the disturbance along the right side 26 (FIG. 12). Furthermore, the device 1 furthermore comprises a selection and activation unit, for example part of the input unit 16. This selection and activation unit allows a pilot to select an alternative trajectory. presented on the navigation screen 8 and activate it. The aircraft is then routinely guided (by guide means not shown) to follow the alternative path so selected and activated by the pilot.
    [0028] Thus, the crew has, thanks to the device 1 as described above, the information it needs to decide on the best possible avoidance strategy (in the presence of a meteorological phenomenon for example) by evaluating directly on the navigation screen 8 the impacts associated with the various possibilities available to him to deviate from the reference trajectory TR. The device 1 provides a graphical representation, on each side of the flight plan, the cost or additional cost generated by lateral avoidance, and more generally by a modification of the side road. In addition, the additional cost information provided to the crew relates to the set of lateral avoidance possibilities around the AC aircraft so that the crew can identify the best avoidance solution immediately and quickly, graphically and at a glance, without having to model the difference of course in a temporary or secondary flight plan. On the other hand, in a particular embodiment (not shown), the costs are represented on the navigation screen as different color areas. Each of these areas has a given cost different from the cost of another area. This particular embodiment makes it possible to indicate to the crew the extra cost generated as a function of the passage in one or the other of the different zones. 30
    权利要求:
    Claims (13)
    [0001]
    REVENDICATIONS1. Device for determining and presenting on an aircraft cost impacts generated by side deviations of the aircraft from a flight trajectory called reference trajectory, characterized in that it comprises: - a processing unit information system (2) comprising: - a first calculation unit (3) configured to determine a plurality of different flight paths, called alternative trajectories (TA1 to TA4), each of said alternative trajectories (TA1 to TA4) being shifted laterally in the horizontal plane relative to the reference trajectory (TR); and - a second calculation unit (4) configured to calculate for each of said alternative trajectories (TA1 to TA4) an associated global cost, an overall cost associated with an alternative trajectory (TA1 to TA4) providing an indication of the cost generated by a flight the aircraft (AC) along this alternative trajectory (TA1 to TA4); and a display unit (6) configured to present, on at least one navigation screen (8) of the aircraft (AC), indication elements (TA3, TA4, Z1, Z2, Z3), the elements indication (TA3, TA4, Z1, Z2, Z3) providing indications relating to the position and the associated overall cost for at least some of said alternative trajectories.
    [0002]
    2. Device according to claim 1, characterized in that the information processing unit (2) comprises a third calculation unit (20) configured to determine, among said alternative trajectories, an optimum alternative path in terms of cost, this optimal alternative trajectory (TOI being presented on the navigation screen (8) by the display unit (6).
    [0003]
    3. Device according to one of claims 1 and 2, characterized in that it comprises at least one of the following servers: 3022625 27 - an environment server (9) configured to provide, at least to the unit information processing (2), meteorological data, as well as avoidance areas defining flight zones to be avoided by the aircraft (AC); a performance server (11) configured to provide, at least to the information processing unit (2), information relating to the flight performance of the aircraft (AC).
    [0004]
    4. Device according to one of claims 1 to 3, characterized in that it comprises at least one of the following: - a gripping unit (16) which allows a crew member to enter 10 data in the information processing unit (2); - a storage unit (18) which records the alternative trajectories, determined by the first calculation unit (3), and the associated overall costs, calculated by the second calculation unit (4).
    [0005]
    5. A method for determining and presenting on an aircraft cost impacts generated by side deviations of the aircraft from a flight trajectory said reference trajectory, characterized in that it comprises steps, implemented automatically and consisting respectively of: a) determining, with the aid of an information processing unit (2), a plurality of different flight paths, called alternative trajectories (TA1 to TA4), each of said alternative paths (TA1 to TA4) being offset laterally in the horizontal plane relative to the reference path (TR); b) calculating, with the aid of the information processing unit (2), for each of said alternative trajectories (TA1 to TA4), an associated global cost, an overall cost associated with an alternative trajectory providing an indication the cost generated by an aircraft flight (AC) along this alternative trajectory (TA1 to TA4); and c) presenting, on at least one navigation screen (8) of the aircraft (AC), indicating elements (TA3, TA4, Z1, Z2, Z3), the indicating elements (TA3, TA4, Z1, Z2, Z3) providing indications relating to the position and the associated overall cost for at least some of said alternative trajectories.
    [0006]
    6. Method according to claim 5, characterized in that it comprises a further step of: - determining, among said alternative trajectories, an optimal alternative trajectory in terms of cost; and - to present this optimal alternative trajectory (TO) on the navigation screen 5 (8).
    [0007]
    7. Method according to one of claims 5 and 6, characterized in that it comprises an additional step of allowing an operator to select an alternative path presented on the navigation screen (8) and activate it via a selection and activation unit, the selected alternative trajectory and activated by the operator being then followed by the aircraft (AC).
    [0008]
    8. Method according to one of claims 5 to 7, characterized in that at least some of said alternative trajectories determined in step a) have at least different offset distances (D), an offset distance (D). ) of any alternative trajectory (TA2) representing a constant value distance according to which this alternative trajectory (TA2) is laterally offset in the horizontal plane with respect to the reference trajectory (TR) at least for a central part of this trajectory alternative (TA2). 20
    [0009]
    9. Method according to any one of claims 5 to 8, characterized in that step a) consists of determining alternative paths (TA1 to TA4) to avoid crossing given avoidance areas (F0, F1). , F2) of the aircraft environment (AC).
    [0010]
    10. Method according to any one of claims 5 to 9, characterized in that step b), for each alternative trajectory: b1) calculating a flight time along said alternative trajectory; b2) calculating a so-called complementary cost; and b3) determining the associated overall cost from a cost dependent on said flight time, as well as said additional cost. 30
    [0011]
    11. Method according to claim 10, characterized in that step b1) consists in calculating the flight time AT by dividing the alternative trajectory into a plurality of sub-segments (Si) and calculating and summing the times. ATi flight of all of said sub-segments, the flight time ATi of any sub-segment (Si) being calculated using the following expression: ATi = WLon (xi) ± .NIVAlci2 -Wcat where: - WLon (xi) and Wliii (xi) are respectively longitudinal and lateral components of a wind speed existing on said sub-segment (Si); - VA / ci is a speed of the aircraft (AC) relative to the air, and - Di is a predetermined distance from the sub-segment.
    [0012]
    12. Method according to one of claims 10 and 11, characterized in that step b3) is to calculate the overall cost AC using one of the following expressions: AC = CF - AT - (FF + CI) + Co (AT) AC = CF - (AT + p (AT)) - (FF + CI) in which: CF is a cost expressed in a monetary unit for a given quantity of fuel; AT is said flight time; FF is a parameter illustrating a fuel flow, this parameter being considered constant; CI is a cost index representing a ratio between an aircraft time of flight (AC) cost and an aircraft fuel consumption (AC) cost; Co (AT) is a time dependent function and includes the complementary cost; and - p (AT) is a time value integrating the additional cost. 12. Method according to any one of claims 5 to 11, characterized in that steps a) and b) implement a multidimensional nonlinear optimization method. 30
    [0013]
    13. Method according to any one of claims 5 to 12, characterized in that it comprises an additional step of recording the alternative trajectories (TA1 to TA4), determined in step a), and the costs associated global values calculated in step b). 15. Aircraft, characterized in that it comprises a device (1) such as that specified in any one of claims 1 to 4.
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    法律状态:
    2015-06-19| PLFP| Fee payment|Year of fee payment: 2 |
    2015-12-25| PLSC| Publication of the preliminary search report|Effective date: 20151225 |
    2016-06-27| PLFP| Fee payment|Year of fee payment: 3 |
    2017-06-21| PLFP| Fee payment|Year of fee payment: 4 |
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    2020-06-19| PLFP| Fee payment|Year of fee payment: 7 |
    2021-06-22| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1455653A|FR3022625B1|2014-06-19|2014-06-19|METHOD AND DEVICE FOR DETERMINING AND PRESENTING COST IMPACTS GENERATED BY LATERAL ROAD DEPTHS OF AN AIRCRAFT.|
    FR1455653|2014-06-19|FR1455653A| FR3022625B1|2014-06-19|2014-06-19|METHOD AND DEVICE FOR DETERMINING AND PRESENTING COST IMPACTS GENERATED BY LATERAL ROAD DEPTHS OF AN AIRCRAFT.|
    US14/743,823| US20150371544A1|2014-06-19|2015-06-18|Method and device to estimate costs of deviation in a flight trajectory|
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