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    • 专利摘要:
    The invention relates to a method for inserting a section (Tins) of a flight plan into an initial flight plan (Pini) of an aircraft, implemented by a flight management system (FMS) of said aircraft, the initial flight plan (Pini) comprising an ordered series of initial segments (Sini), said initial fixed segments being indexed by an index i varying from 1 to n, the method comprising the steps of: identifying (110) by a first iterative calculation on the index i, in the section to be inserted (Tins), the fixed segments to be inserted having a position identical to the position of the index segment i (Sini (i)), said segments thus determined. being referred to as occurrences of the segment of index i, said occurrences (O1, O2) being ordered according to a rank k varying from 1 to m, as a function of their position in the section to be inserted (Tins), and to search among the identified occurrences, occurrence of lowest index i and lowest rank k (Oi 0 (k0)) having a type and attribute values identical to the index segment i, denoted equivalent point, * when said equivalent point exists, inserting the section to be inserted (Tins) from said equivalent point, * otherwise, insert the section to insert (Tins) from the identified occurrence of lowest index i and lowest rank k (Oi1 (k1)) called pseudo equivalent point, when said pseudo equivalent point exists.
    公开号:FR3023644A1
    申请号:FR1401560
    申请日:2014-07-11
    公开日:2016-01-15
    发明作者:Vincent Girardeau；Marie Rommel；Castaneda Manuel Gutierrez
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The present invention relates to a method of inserting a flight plan section in an initial flight plan. It applies in particular to the field of avionics, and more particularly to the flight management devices usually designated by the acronym FMS of the English expression "Flight Management System".
    [0002] STATE OF THE ART A flight plan is the detailed description of the route to be followed by an aircraft as part of a planned flight. The flight plan is commonly managed on board civil aircraft by a system designated by the English terminology of "Flight Management System", which will be called FMS thereafter which provides the path to follow available to the staff on board and available to other embedded systems. These systems make it possible, among other things, to assist with navigation, by displaying useful information for pilots, or by communicating flight parameters to an autopilot system. Figure 1 shows a synthetic diagram illustrating the structure of an FMS known from the state of the art. An FMS type system 10 has a man-machine interface 12 comprising for example a keyboard and a display screen, or simply a touch display screen, and at least the following functions, described in the standard ARINC 702: - Navigation (LOCNAV) 101, to perform the optimal location of the aircraft according to the geo-location means 130 such as geo-positioning by satellite or GPS, GALILEO, VHF radionavigation beacons, inertial units . This module communicates with the aforementioned geolocation devices; - Flight plan (FPLN) 102, to enter the geographical elements constituting the skeleton of the route to be followed, such as the points imposed by the departure and arrival procedures, the waypoints, the air corridors or airways according to the English name -sound; - Navigation Database (NAVDB) 103, for constructing geographical routes and procedures from data included in the bases relating to points, tags, interception legacies or altitude ...; - Performance database, (PRFDB) 104, containing the aerodynamic and engine parameters of the aircraft; Lateral Trajectory (TRAJ) 105, to construct a continuous trajectory from the points of the flight plan, respecting aircraft performance and containment constraints (RNP); Predictions (PRED) 106, to construct an optimized vertical profile on the lateral and vertical trajectory. The functions which are the subject of the present invention affect this part of the computer; - Guiding (GUID) 107, to guide the aircraft in the lateral and vertical planes on its three-dimensional trajectory, while optimizing its speed. In an aircraft equipped with an automatic piloting device 11, the latter can exchange information with the guidance module 107; - Linking digital data (DATALINK) 108 to communicate with control centers and other aircraft 13. The flight plan is entered by the pilot, or by data link, from data contained in the navigation. The pilot then enters the aircraft parameters: mass, flight plan, cruising level range, as well as one or a plurality of optimization criteria, such as the IC. These inputs allow the TRAJ 105 and PRED modules 106 calculate respectively the lateral trajectory and the vertical profile, that is to say the flight profile in terms of altitude and speed, which for example minimizes the optimization criterion.
    [0003] The flight plan managed by the FMS is specifically encoded as a series of segments defined by an aeronautical standard. In commercial aeronautics the international standard ARINC 424 defines different types of "legacies" according to Anglo-Saxon terminology.
    [0004] In the remainder of the present application, the English terminology of "legacy" will be replaced by the terminology of "segments", it being understood that this substitution is of interest only for translation purposes and that a version in English of this application should preferably retain the original term "leg". In any case, the term "segment" should not be interpreted geometrically here. Legacies of the ARINC 424 standard are described in more detail below. A flight plan is constituted by an ordered series of segments (or "legs"), a segment corresponding to a set point to be followed by the FMS for calculating the trajectory of the aircraft. Each segment generates a portion of trajectory or elementary trajectory. This elementary trajectory corresponds to a geometrical element which can be a stretch of straight line, an arc or combinations of stretch of straight line and arcs, the term segment not being used here not to create confusion with the term "segment Used as a French translation of the term "leg", as explained above. The lateral trajectory is calculated from one segment to the other respecting a certain number of conventions. A flight plan is developed by chaining inter alia from procedures stored in the navigation database 130, structured according to the aforementioned ARINC 424 standard. These procedures, consisting of a set of legacies, are derived from data provided by the states, corresponding to the points and procedures in force in the airspace crossed. For example, to build a flight plan, the pilot chooses different procedures indexed by a name. The FMS then extracts these procedures from the navigation database, then performs a chaining of the successive procedures (of "stringing") to generate the flight plan. The chaining method according to the state of the art is described below. The aeronautical standard ARINC 424 defines a set of segment types, each type having specific characteristics called attributes, corresponding to a nature of data necessary for calculating the elementary trajectory corresponding to the type, for example instructions to be followed in terms of position, altitude, heading or road. The international standard ARINC 424 defines a set of 23 types of 35 segments. The ARINC 424 standard also defines all the combinatorics of linking of these segments, excluding in particular certain sequences. The segments currently defined in ARINC 424 are listed in the table below. Thus, the ARINC 424 standard defines: -8 types of segments called "fixed", the beginning or termination of which is a fixed point of passage on land published in latitude and longitude (waypoint or "waypoint" usually designated by the abbreviation WPT). These are IF, CF, DF, TF, AF, RF, FC, FD segments. -11 types of so-called "floating" segments whose termination consists of the realization of a variable condition, such as segments that end when the aircraft has reached a certain altitude. These are the VA, CA, FA, VI, Cl, VD, CD, VR, CR, VM, FM segments. Some floating segments, FA, FM, CD and CR, however, can use a fixed waypoint. -3 types of so-called "waiting procedure" segments that correspond to racetrack circuits. These are segments of types HM, HA, HF. a type of segments called "inversion approach" which corresponds to a procedure of removal and return. These are the segments of type Pl.
    [0005] Type Name ARINC 424 Meaning IF Initial Fix Initial point fixed to the ground CF Course To a Fix Joined / Followed from a ground road to a fixed point DF Direct to a Fix Joined directly (right) from a fixed point TF Track between two Fixed Orthodrome between 2 fixed points AF Arc DME to a Fix Sets an arc around a specified DME beacon, with an open limit. RF Radius to a Fix Sets an arc between two fixed points (the first point being the fixed point of the previous segment), on a center of the fixed circle. VI Heading to Intercept Course to Intercept Defines a course to follow until the following segment is intercepted Defines a route to follow until the next segment is intercepted Cl VA Heading to Altitude Course to Altitude Sets a course to follow up to a given altitude Set a route to a given altitude CA FA Fix to Altitude Sets a route from a fixed point to a given altitude VD Heading to DME Distance Course to DME Distance Sets a course to follow up to to interception of a specified DME arc Defines a route to follow until a specified DME arc is intercepted CD VR Heading to Radial Course to Radial Sets a course to follow until a specified radial is intercepted Defines a route to track up to intercept a specified radial CR FC Track from Fix to Distance Defines a route to follow from a fixed point over a specified distance FD Track from Fix to DME Distance Sets a route from a fixed point to intercept a DME arc (specified DME distance) VM Heading to Manual Sets a heading without ending (infinite half line) FM Fix to Manual Sets a route from a fixed point , unterminated (half infinite right) HA Racetrack to Altitude Racetrack Track, with exit condition in Altitude Finish HF Racetrack to Fix Termination Racetrack Track, with one turn HM Hippodrome to Manual Racetrack Manual, Unconditional Termination PI Fix to Manual A removal procedure defined by a removal route from a fixed point, followed by a half turn, and intercepting the original removal route for return. ARINC Segments 424 For some chaining calculations, the FMS actually uses only 19 types instead of 23, 4 types that can be decomposed into a combination of other types. These are FC and FD types, which are transformed to CF type, and Cl and VI types, which are transformed into CR / VR or CDND. Thus, the 19 types selected are: IF, CF, DF, TF, AF, RF, VA, CA, FA, VD, CD, VR, CR, VM, FM, HM, HA, HF, Pl. types, a subset of 16 types groups together the types with an attribute, named Fix, corresponding to a WPT navigation point. This subset SEF consists of all the so-called "fixed" types IF, CF, DE, TF, RF, AF, of all types "waiting procedure"> HA, HF and HM, of the PI type, and of certain types of floating segments: VD, VR, FA, FM, CD, CR. Thus, only floating segments of CA, VA and VM type do not have a "Fix" attribute. In the remainder of the description we will call fixed segment any segment whose type belongs to the subset SEF, that is to say any segment whose type includes a Fix attribute, ie a Waypoint WPT which we will call position associated, defined by latitude and longitude. Note that the Fix attribute is used in a different way to calculate the elementary trajectory according to the type of segment. For example, a segment of type CF (Course to a Fix) is a segment whose termination is a Fix (waypoint), and whose bearing relative to the north is specified: thus, the trajectory is calculated to reach the endpoint according to a specific axis corresponding to the bearing. According to another example, a FA (Fix to an Altitude) segment is a segment whose starting point is a Fix (waypoint) and whose termination is the reaching of an altitude specified in the segment, according to a route. lateral (bearing axis from north) specified in the segment. Thus, the calculated trajectory starts at the point, following the specified road axis and until reaching the specified end-of-segment altitude. In certain operational situations, the pilot is required to modify the initial Pini flight plan, for example the current flight plan that he is flying, or a flight plan initially planned when the aircraft is on the ground. .
    [0006] In tactical operation for example, the pilot may have to modify a search procedure, called "SAR" of the acronym "Search And Rescue", consisting of a sequence of particular segments (search scale for example), for switch to another type of SAR procedure, ie on another sequence of segments (spiral search for example). Common points between the two procedures generally exist when it comes to a search on the same geographical area. For this purpose, a section of a Tins flight plan must be inserted in the initial Pini flight plan, which replaces part of the initial plane or is added thereto, in order to form a modified flight plan Pm. This Tins section corresponds for example to a take-off or landing procedure, a tactical procedure (such as the Seach and Rescue), a low altitude flight procedure, or a hazardous area avoidance procedure (terrain, weather). . Tins is typically a stored procedure in the navigation database. The insertion of Tins into Pini corresponds to the chaining of the series of Pini segments with the Tins segment series. The principle of chaining according to the state of the art is described below for various examples. A first example of insertion according to the state of the art is illustrated in FIG. 2. The initial flight plan Pini is defined by a succession of segments, which we will simplify by a succession of navigation points, which amounts to not considering than the fixed segments (see Figure 2a). So in the following the term point means segment. Pini = A / B / C / D / E / F The aircraft 20 is flying the trajectory associated with this flight plan, and its current position Pcour is between the point / segment A and the point / segment B. The flight plan section to insert Tins is defined by: Tins = G / C / I / J So we try to insert Tins in Pini.
    [0007] For this, a FMS according to the state of the art considers one by one the fixed segments of the Pini flight plan from that located downstream of the current position of the aircraft, here in example B, C, D , E and F, and compares the navigation point associated with the fixed segment of Pini with the navigation points associated with the fixed segments of the section to be inserted Tins. In the example, we first take WPTB associated with B, and we look in Tins if there exists a fixed segment presenting for position VVTPB associated position. If there is none, we go to C in Pini, WPTc associated positron. We look in Tins, following the order of the segments, if there exists a fixed segment having for position associated the position VVTPc. As soon as the FMS has identified a fixed segment of Tins whose position attribute is identical to the fixed segment of Pini considered, here C in the example of Figure 2, the Tins section is inserted from C into Pini, and replaces the following segments of Pini by the segments of Tins from C (see Figure 2b), called junction point: Tins fraction to insert: C / I / J Modified flight plan Pm generated after insertion: Pm = A / B / C / I / J Given the current position of the aircraft between A and B, the fraction of 20 Pm remaining to vote Fmv is (see Figure 2c): Fmv = B / C / I / J Operational illustration is a standard arrival procedure, called STAR in English, which includes bequests A, B, C, D, E, F, and which is followed by an intermediate approach procedure, called VIA in English, comprising points G, C, I, J. The operation of chaining the STAR to the VIA (insertion of VIA in STAR) will give rise to a flight plan including legacies A, B, C, I, J. The point"C" common to both procedures (same position) is considered as the junction point. A second example of insertion is a change of runway for an aircraft approaching an airport. The terminal portion of the initial flight plan (landing procedure) ending on the initially planned runway must then be replaced by a new terminal portion ending on the new runway.
    [0008] To identify the fixed segment to be replaced, here C, the FMS according to the state of the art performs a unique comparison on the value of the associated position, that is to say compares the latitude and longitude. In this situation, the insertion method described above has the drawbacks illustrated in FIG. 3. The initial flight plan is a terminal procedure that ends on an airstrip at F (see FIG. 3a): Pini = B / Caiti500 / D / E / Caiti5o / E This Pini flight plan includes a loop that passes and passes through point 10 C, but at two different altitudes, first at 1500 m and then at 150 m. Assume that the current position of the aircraft 20 Pcour is between E and C, and that it is finishing the loop. The fraction of Pini remaining to fly is Calti50 / F. At this moment the pilot receives an air traffic control command to land along another trajectory ending in M, corresponding to another landing runway. The FMS searches the database for the corresponding landing procedure Tins (see Figure 3b): Tins = B / Caiti500 / D / E / Calti5o / M By applying the method described previously, the FMS inserts the procedure 20 Tins from from the first Tins point which has a WPTc associated position. The fraction of Tins inserted is: Calti500 / D / E / Calt150 / M The new procedure Pm generated is therefore (see FIG. 3c): Pm = B / Calti5oo / D / E / Ca1t1500 / D / E / Ca1t150 / M. given the current position of the aircraft between E and C, the fraction of 25 Pm remaining flying Fmv is equal to: Fmv = Calt1500 / D / E / Calt150 / M. It is found that the aircraft 20 will repeat a turn unnecessarily. Thus the late change of landing strip results in a useless maneuver, not corresponding to the air traffic control instruction, 30 consuming fuel, and performed in a crowded space of other aircraft. To avoid such a disadvantage, the pilot must intervene manually and remove unnecessary segments, which consumes valuable time during the delicate phase of landing. Another disadvantage of the foregoing insertion method is illustrated in FIG. 4.
    [0009] It is sought to insert the section Tins = K / L / M / N / 0 to a Pini flight plan = A / B / C / D / E (see FIG. 4a). The WPTm position associated with M is not identical to the WPTD position associated with D, but is close, for example WPTm is located at a distance d less than 1 km from WPTD. The method according to the state of the art described above makes an exact comparison, and finding no common point between Pini and Tins, the FMS inserts Tins at the end of Pini, that is after the last segment of Pini. The modified procedure obtained is (see FIG. 4b): Pm = A / B / C / D / E / K / L / M / N / 0 The enslaved aircraft on the FMS will fly the entire trajectory correspondingly, except for manual intervention the driver to edit Pm. This trajectory does not correspond to what is expected by the air traffic control and will lead to a recovery in hand by the control to avoid the risk of collisions with other aircraft operating in this same space. In addition, this fuel-consuming trajectory will generate stress for the pilot, who is instructed to save fuel. An object of the invention is to overcome the aforementioned drawbacks by proposing a method for determining a modified flight plan from an initial flying flight plan by an aircraft and a section to insert to obtain a modified flight plan without unnecessary duplicates. DESCRIPTION OF THE INVENTION According to a first aspect, the present invention relates to a method of inserting a flight plan section into an initial flight plan of an aircraft, implemented by a flight management system. flight (FMS) of said aircraft, * the initial flight plan comprising an ordered series of initial segments, the section to be inserted comprising an ordered series of segments to be inserted, * a segment corresponding to a setpoint for calculating an elementary trajectory and being defined by an aeronautical standard defining a set of segment types, each type being characterized by at least one attribute corresponding to a nature of data necessary for calculating said elementary trajectory, * a subset of said set of types having an attribute corresponding to a position defined by geographic coordinates of latitude and longitude, a segment of which the type belongs to said subset being denominated a fixed segment having an associated position, said initial fixed segments being indexed by an index i varying from 1 to n, the method comprising the steps of: identifying, by a first iterative calculation on the index i, in the section to be inserted, the fixed segments to be inserted having a position identical to the position of the index segment i, said segments thus determined being called occurrences of the segment of index i, said occurrences being ordered according to a rank k varying from 1 to m, according to their position in the section to be inserted, and search among the identified occurrences, the occurrence of the lowest index i and the lowest rank k having a type and attribute values identical to the index segment i, called equivalent point, * when the said equivalent point exists, insert the section to be inserted from the equivalent point, 20 * otherwise, insert the section to be inserted from the identified occurrence of lowest index i and rank k the lowest called pseudo equivalent point, when said pseudo equivalent point exists. Preferably, the first iterative calculation stops as soon as the equivalent point is identified. Preferably, the pseudo equivalent point and the associated fixed initial segment are stored in the course of the first iterative calculation. According to a preferred embodiment, the aeronautical standard is the ARINC 424 standard. According to a preferred embodiment, the set of types comprises 19 types of segments: Ground-based initial point; Joined from a ground road to a fixed point; Joined directly from a fixed point; Orthodromy between 2 fixed points; Arc around a DME tag; Circle arc between 2 fixed points; Route to follow 35 from a fixed point to a given altitude; Road starting from a fixed point, without termination; Route to follow up to a given altitude; Route to be followed until interception of a specified DME arc; Route to follow until intercept of a specified radial; Course to follow up to a given altitude; Course to follow until interception of a specified DME arc; Cape without termination; Course to follow until interception of a specified radial; Procedure of removal by a road starting from a fixed point then realizing a half turn; Racetrack circuit with high altitude exit condition; Racetrack circuit with a single round; Manual racetrack circuit without exit conditions; According to a preferred embodiment, said subset of types comprises 16 types of fixed segments: ground-based initial point; Joined from a ground road to a fixed point; Joined directly from a fixed point; Orthodromy between 2 fixed points; Arc around a DME tag; Circle arc between 2 fixed points; Route to follow from a fixed point to a given altitude; Road starting from a fixed point, without termination; Route to be followed until interception of a specified DME arc; Route to follow until intercept of a specified radial; Course to follow until interception of a specified DME arc; Course to follow until interception of a specified radial; Procedure of removal by a road starting from a fixed point then realizing a half turn; Racetrack circuit with high altitude exit condition; Racetrack circuit with a single round; Manual racetrack circuit without exit conditions; According to an implementation variant, one or more attributes are chosen from among a list comprising: a direction of turn, a heading, an altitude, a distance, a radial, a maximum excursion in time or in distance. According to a first embodiment, when the pseudo point does not exist, the section to be inserted is inserted into the initial flight plan after the last initial segment. According to a second embodiment, when the pseudo point does not exist, the method 100 according to the invention comprises a further step of: - identifying by a second iterative calculation on the index i, in the section to be inserted, a a fixed segment to be inserted with a lower index i and a lower rank k having a position situated at a distance from the position of the segment of index i less than a predefined distance, called a close segment, * if said close segment exists, insert the section to be inserted from the near segment, if the near segment does not exist, insert the section to insert in the initial flight plan after the last initial segment.
    [0010] Other features, objects and advantages of the present invention will appear on reading the detailed description which follows and with reference to the appended drawings given as non-limiting examples and in which: FIG. 1 already cited represents the different components of a flight management system according to the state of the art. FIG. 2 already cited illustrates the method of inserting a section with an FMS according to the state of the art. FIG. 3 already cited illustrates a disadvantage of the insertion method according to the state of the art. FIG. 4 already cited illustrates another drawback of the insertion method according to the state of the art. FIG. 5 illustrates a method according to the invention. FIG. 6 illustrates an advantage of the method according to the invention to be compared with the disadvantage illustrated in FIG. 3. FIG. 7 illustrates a first embodiment of the method according to the invention. . FIG. 8 describes an exemplary implementation algorithm of the invention according to the first embodiment. FIG. 9 illustrates a second embodiment of the method according to the invention. FIG. 10 illustrates an advantage of the second embodiment of the method according to the invention. DETAILED DESCRIPTION OF THE INVENTION FIG. 5 illustrates the method 100 according to the invention of inserting a flight plan Tins section into an initial Pini flight plan of an aircraft. The method 5 according to the invention is implemented by the flight management system (FMS) of the aircraft. The initial flight plan Pini comprises an ordered series of initial segments Sini (i), i varying from 1 to n, and the section to be inserted Tins also comprises an ordered series of segments to be inserted Sins (j), j varying from 1 to m. A segment corresponds to a setpoint for calculating an elementary trajectory, and is defined by an aeronautical standard defining a set of segment types, each type being characterized by at least one attribute corresponding to a nature of data necessary for calculating the elementary trajectory. . Preferentially, the aeronautical standard is the international standard ARINC 424 that applies to commercial navigation. Among the different types, a SEF subset of the set of types has an attribute which we will call Fix, corresponding to a WPT position, ie a navigation point defined by geographical coordinates of latitude and longitude. of longitude. To define unambiguously the elementary trajectory corresponding to a segment, it is indeed often necessary to use a fixed point of the space, listed in the navigation database 103 or entered by the pilot. A segment whose type belongs to the subset SEF is referred to as a fixed segment, and each fixed segment corresponds to an associated position. The initial fixed segments of Pini are indexed by an index i, i varying from 1 to n. The method 100 according to the invention comprises a step 110 consists of on the one hand identifying by a first iterative calculation on the index i, in the section to be inserted Tins, the fixed segments to be inserted having a position identical to the position of the segment of index i, Sini (i). The segments of Tins thus determined being called occurrences of the segment of index i, and are ordered Ok (i) according to a rank k varying from 1 to m, 01 (i), 02 (i), ..., depending on their position in the section to insert Tins.
    [0011] For example, the segment of index 2 of Pini Sini (2) has 2 occurrences, m = 2, and the occurrences are 01 (2) and 02 (2). On the other hand, step 110 searches among the identified occurrences, the lowest rank k occurrence having a type and attribute values identical to the index segment i considered: Oio (ko) This identified occurrence presenting an identical type and attributes, is called equivalent point. Thus the iterative computation identifies the occurrences and compares in terms of type and attribute i by i, starting with Sini (1), then Sini (2).
    [0012] The equivalent point is the first occurrence encountered in the iterative computation, of index i0 the weakest among all occurrences, and for this index io of rank k the weakest which has the property of having an identical type and attributes. Let, if several occurrences Oko, 0k1, 0k2 of the same type and of identical attribute values exist for the same index io, with k0 <k1 <k2, we choose the occurrence 0k0 of rank k the weakest. Then, when the equivalent point 0i0 (1 (0) exists, the method 100 inserts the section to be inserted Tins from the equivalent point Once the equivalent point Oio (ko) and the associated segment Sini (io) have been identified, the insertion of Tins is done conventionally, as explained in the state of the art: the part of Tins from 0o (k0) inclusive replaces the Pini starting from Sini (i0), Sini (i0) being replaced by 0 0 (k 0) The insertion is carried out in a conventional manner.
    [0013] If the equivalent point does not exist, the method 100 inserts the section to be inserted Tins from the identified occurrence of the lowest index i and of rank k the lowest 011 (k1) called pseudo equivalent point, when this pseudo point equivalent exists. The pseudo equivalent point is the first occurrence encountered during the course of the iterative calculation, regardless of type or attribute. It corresponds to the occurrence sought by the state of the art. The pseudo equivalent point is used only if the iterative computation that has come to an end, ie up to i = n, has not made it possible to identify an equivalent point.
    [0014] Preferably, the first occurrence encountered (pseudo equivalent point) is stored during the calculation run, as well as the corresponding segment Sini, that is to say the corresponding index, for the case where no equivalent point would be identified.
    [0015] If an equivalent point is identified later, for an index greater than 10, the pseudo equivalent point is not used. Table I at the end of the document explains, by way of an example, the attributes to be compared for segment types according to the ARINC 424 standard.
    [0016] The fixed segments, IF, CF, DF, TF, RF, AF, VD, VR, FA, FM, CD, CR HA, HF and HM, PI, have the Fix attribute, as previously described. The IF segment has only one attribute, Fix, whose value is the latitude and longitude of the associated Waypoint. The TF segment has two attributes, the Fix attribute and the Turn Direction attribute, which describes the direction in which the aircraft is to turn. This attribute can take two values, left or right. The CF segment has three attributes: Fix, Turn Direction, and Race; The race attribute corresponds to a course to be respected by the aircraft, it has the value of an angle which marks this course, typically a value in degrees between 00 and 360 ° and located in relation to the North. Some types of segments have other attributes, for example an altitude (values expressed in m or feet), a distance, a time. For the CD, CR, VD and VR segments, an attribute makes explicit whether the segment is from a combination of other segments. For example: IF procedure (point A) / FA (from point A to altitude 900 m with a heading of 130 °) / CF (heading 140 ° to point B) / CF (heading of 120 ° to the point C). Two segments of the same type necessarily have the same attributes, and the method compares the values of these attributes with each other, and retains the considered occurrence only if all its attributes have values identical to the values of the corresponding attributes of the current segment. For example: Pini = Sini (1) = leg A / Sini (2) = leg CF ( A / PT B, stroke 1000) / Sini (3) = leg CF (VVPT C, stroke 130 °) / leg B Tins = Tins (1) = lex X / Tins (2) = leg CF (VVPT B, stroke 600) / Tins (3) = leg CF (VVPT C, stroke 130 °) / leg Y During iterative calculation, the process first identify, for i = 2, the segment Tins (2) which has the same position VVPT B as the segment Sini (2). Tins (2) is the first occurrence encountered by the process, and the unique occurrence for i = 2: Tins (2) = 01 (2); Tins (2) = 01 (2) is not the equivalent point because the values of the race attribute are different, it is the pseudo equivalent point. Tins (2) is stored as well as the value of i = 2 and / or the corresponding segment Sini (2). The state of the art considers this segment Tins (2) for insertion. Then for i = 3, the method 100 according to the invention identifies the segment Tins (3), corresponding to O1 (3), which has the same position VVPT C as the segment Sini (3), and also the same type and the same values of the race attribute as Sini (3). The Tins (3) segment is the equivalent point. The iterative calculation stops and the part of Pini from Sini (3) included is replaced by the part of Tins from Tins (3) inclusive: Pm = leg A! Sini (2) = leg CF (VVPT B, 100 ° stroke) / Tini (3) = leg CF (WPT 20 C, stroke 130 °) / leg Y Thus the occurrence chosen as the equivalent point is that of the lowest rank in i and k which presents with the current initial segment the following identical characteristics: Position, Type, Attributes. Note that in the method 100 according to the invention, the occurrence of the same type but having different attribute values is not preferred for insertion at the pseudo equivalent point which has only the same position. We are looking for a perfect comparison, and no priority is given to degraded cases. In addition, the section Tins is inserted as such from the equivalent point, that is to say with the fixed and non-fixed segments that it contains, and respecting the order. An advantage of the method according to the invention is that when at least two occurrences exist, the implementation of the method allows the FMS to determine the best occurrence, avoiding unnecessary overflights and fuel consumption, thanks to the use of two additional criteria in relation to the state of the art, type and attributes. This advantage is illustrated in FIG. 6 which takes again the case of FIG.
    [0017] Pini = B / Carti5oo / D / E / Calt150 / F Fraction of Pini remaining to fly: Caiti5o / F. Tins = B / Calti500 / D / E / Camo / M For the current segment Sini / yard = Sini (5) equal to the segment Calt150, for example of the type FA whose altitude is an attribute which has the value 150m, 10 l step 110 of identification of occurrences identifies two: 01 (5) = Tins (2) Calt1500 and 02 (5) = Tins (5) = Calt150 assuming that the two segments C of Tins are also of type FA. By comparing the attributes, here the altitude, determines 01 (0 (5) = 02 (5). Unlike a FMS according to the state of the art, which stops at 01 (5), the method makes it possible to select the second most relevant occurrence 02. Thus Tins is inserted from the one and not from Caiti500, which avoids an unnecessary loop to the aircraft (revolving points already stolen) or a pilot intervention: Part of Tins to insert: Calt150 / M 20 Pm = B / Calt1500 / D / E / Calti50 / M. Given the current position of the aircraft between E and C, the fraction of Pm remaining to fly Fmv is equal to: Fmv = Calt150 / M. An optimal insertion of Tins in Pini allows to obtain a modified modified flight plan and also avoids the pilot to intervene to eliminate the duplicates.In addition, the resulting trajectory corresponds to what is expected by the control preferentially, the iterative calculation stops as soon as an occurrence having a type and Identical attributes are identified, and no unnecessary computations are made because the relevant occurrence is identified in the fastest way, which optimizes the computation time. According to a preferred embodiment, a set of 19 types of segments 35 of the ARINC aeronautical standard are considered: IF: Ground initial fixed point; CE: Joined from a ground road to a fixed point; DF: Direct link from a fixed point; TF: Orthodrome between 2 fixed points; AF: Circular arc around a DME beacon; RF: Arc between 2 fixed points; FA: Route to follow from a fixed point to a given altitude; FM: Road starting from a fixed point, without ending; CA: Route to follow up to a given altitude; CD: Route to be followed until interception of a specified DME arc; CR: Route to follow until interception of a specified radial; VA: Course to follow up to a given altitude; VD: Caption to follow until interception of a specified DME arc; VM: Cape without termination; VR: Course to follow until interception of a specified radial; PI: Procedure of removal by a road starting from a fixed point then realizing a half turn; HA: Racetrack circuit with high altitude exit condition; HF: Racetrack circuit with a single lap; HM: Manual racetrack circuit without exit conditions; Alternatively the set consists of the 23 types of the ARINC standard, in addition to the previous 19 types FC, FD, CI and VI.
    [0018] In a preferred embodiment, the SEF subset of fixed segment types consists of 16 types: IF, CF, DE, TF, AF, RF, FA, FM, CD, CR, VD, VR, PI, HA, HF. and HM. According to a preferred mode, the attribute or attributes are chosen from a list comprising: a TD turn direction, a Course heading, an Alt altitude, a distance di, a radial R, a maximum excursion in tex time or in dex distance. Preferably, the list also includes an attribute relating to the combinatorics when the set comprises the 19 segments mentioned above (see Table 1).
    [0019] According to a first embodiment illustrated in FIG. 7, when the pseudo point does not exist, the section to be inserted Tins is inserted into the initial flight plane Pini after the last initial segment Sini (n), and from the first segment. Tins (1) to the last Tins (m), in full. FIG. 8 describes an exemplary implementation algorithm of the invention, according to the first embodiment of the invention. In the algorithm 80 of FIG. 8, the initial flight plan Pini is called the current procedure, and the section to be inserted Tins is called the procedure to be inserted. The fixed initial segment of Pini current Sini (i) loaded for the iterative calculation is initialized with the active leg, which is the first leg in front of the aircraft. The current leg is called "Valid_to_Leg". The algorithm 80 is divided into three branches, no occurrence, an occurrence and more than one occurrence. The pseudo point is stored in the iterative calculation, and as soon as an equivalent point is identified, the Tins procedure is inserted from this point. If during the iteration of all Pini legacies no equivalent point has been identified, the Tins procedure is inserted from the pseudo equivalent point stored in memory, if it exists. According to a second embodiment illustrated in FIG. 9, the method 100 according to the invention furthermore comprises, when the pseudo equivalent point does not exist, the step 120 of identifying by a second iterative calculation on the subscript i, in the section to be inserted Tins, a fixed segment to insert of lower index 12, and of rank k2 the weakest P having a position WPTp located at a distance d from the position WPT (2) of the segment of index i2 Sr (j2 This segment P identified is referred to as a near segment. If the near segment P exists, the FMS inserts the section to insert Tins from the near segment. If the near segment P does not exist, the FMS inserts the section to be inserted Tins in the initial Pini flight plan after the last initial segment. Preferentially, the second iterative calculation stops as soon as the near segment P is identified, to save you computing time. Typically Dist = 50m, 100m, 250m, or 500m or 1000m, or 2000m.
    [0020] In this embodiment, in the case for which no occurrence has been identified (no pseudo equivalent point), the calculation is repeated for each fixed segment of Pini, looking for the lowest order Tins segment of which the associated position is close to the position associated with the considered Pini segment. Thus, the lowest order Tins segment 10 located near one of the Pini segments is identified. The advantage of this second variant is illustrated in FIG. 10, which takes up the case of FIG. 4. It is sought to insert the section Tins = K / L / M / N / 0 to a flight plan Pini = A / B / C / D / E (see Figure 4a). The WPTm position associated with M is not identical to the WPTD position associated with D, but it is close, for example WPTm is located at a distance d less than 1 km from WPTD. For a predefined Dist distance equal to 1km, the point M satisfies the proximity condition, M is the close segment and Tins is inserted from 20 M. Inserted Tins fraction: M / N / O, M replacing D in Pini: Pm = A / B / C / M / N / O Given the current position of the aircraft 20 between A and B, the fraction of Pm remaining to fly is: B / C / M / N / O 25 Advantage of this variant is to avoid stealing unnecessary points, or manual intervention of the driver to remove them. This variant is implemented preferentially during the cruising phase of the aircraft, on roads for which its position is not critical to Dist near. Operationally, in case of modification or insertion in the cruise phase of an airway (sky highway) composed of a fixed list, cross points between airways, close to each other but not confused may exist. Likewise, for a maritime patrol maneuver with tracking of moving points (sonar buoys for example), the mission calculator sends the FMS the procedure with point names corresponding to the position of the buoys. If the system wishes to modify the search procedure, new points are sent, corresponding to the new positions of buoys (mobile on sea). A comparison of the distances takes then all its interest, to allow to integrate effectively the new list of segments in the existing flight plan, the points having moved only of a few tens of meters. This variant must be adjusted in the terminal procedures, when the aircraft is approaching the airport, since the space is generally congested by other aircraft and the requirement on the position of the aircraft more stringent. The choice of the distance value therefore depends on the area in which the aircraft operates (even if it is nil in areas where the position and trajectory are very constrained, such as the RNP AR approaches.
    [0021] According to another aspect, the invention relates to a device for inserting a section Tins flight plan in an initial flight plan Pini of an aircraft, the device being configured to implement the steps of the method according to the invention. According to another aspect, the invention relates to an FMS flight management system comprising the device according to the invention.
    [0022] According to a last aspect, the invention relates to a computer program product, said computer program comprising code instructions for performing the steps of the method according to the invention. Table I - Comparison Attribute Tables luaw6as ap adM Jed Leg Type Attribute Attribute Attribute Attributes - Other Attribute definition of leg in English 'N P direction of turn Combination Left or right of leg IF Fix. . . ! Initial Fix Fix TF: turn direction; :. . : Trackto a CF Fix Fix: turn direction; : Race to a Fis DF Fix; turn direction: Direct to FA Fix; turn direction; Course: altitude (target altitude); Fis t an Altitude FM Fix it direction direction; Course: From a Fix to a f ealual termination CA; tum direction; Course; altitude (target altitude); Course to an Altitude CD Fix; direction: Course: distance (target distance Fix) read CI VI; Race to a OtitE Distance CR Fix itum direction; Stroke; radial (radial target Fix); is Cl VI; Course to a Radial Termination RF Fix n) turn direction:. . : Constant Radius Arc Fix AF (* 2): turn direction; Ft VA: turn_direction: Race: altitude (target altitude); Heading ta an Altitude terminatiorr VD Fix; turn direction; Race distance (target distance from Fix) read Cl VI; Heading to a DME Distance termination VIVI: turn direction; : Heading to a Manual termination VR Fix: turn direction; Radial stroke (target radial of the Fix) read Cl VI: Heading to a Radial determination PI Fix tum_direction Stroke max_excursion (time or maximum distance for half-turn) 045/180 Procedure Turn HA Fix: turn direction; Course; altitude (target altitude) -distance (hold); : Holding in lieu of Procedure Tum (Altitude Termination) HF Fix (* 2); turn direction; Course; distance (distance from hold): Holding in place of Tum Procedure (Single circuit terminating at the fix) HM Fix iturn direction: Course distance (bold distance) 'Holding in place of Tum Procedure (Manual Termination)
    权利要求:
    Claims (12)
    [0001]
    CLAIMS1 A method for inserting a section (Tins) of a flight plan into an initial flight plan (Pini) of an aircraft, implemented by a flight management system (FMS) of said aircraft, * the flight plan initial flight (Pini) comprising an ordered series of initial segments (Sini), the section to be inserted (Tins) comprising an ordered series of segments to be inserted (Sins), * a segment corresponding to a setpoint for calculating an elementary trajectory and being defined by an aeronautical standard defining a set of segment types, each type being characterized by at least one attribute corresponding to a nature of data necessary for calculating said elementary trajectory, a subset of said set of types having a corresponding attribute (Fix) at a position (WPT) defined by geographic coordinates of latitude and longitude, a segment of a type belonging to said subset being referred to as a fixed segment and presenting a associated position, said initial fixed segments being indexed by an index i varying from 1 to n, the method comprising the steps of: - identifying (110), by a first iterative calculation on the index i, in the section to insert (Tins), the fixed segments to be inserted having a position identical to the position of the index segment i (Sini (i)), said segments thus determined being called occurrences of the segment of index i, said occurrences (01, 02 ) being ordered according to a rank k varying from 1 to m, according to their position in the section to be inserted (Tins), and searching among the occurrences identified, the occurrence of the lowest index i and the lowest rank k (010 (4)) having a type and attribute values identical to the index segment i, referred to as equivalent point, * when said equivalent point exists, inserting the section to be inserted (Tins) from said equivalent point, * otherwise, inserting the section to insert (Tins) from the identified occurrence of lowest index i and rank k the lowest (0.1 (k1)) called pseudo equivalent point, when said pseudo equivalent point exists.
    [0002]
    2. The method of claim 1 wherein said first iterative calculation stops as soon as said equivalent point is identified.
    [0003]
    3. Method according to claims 1 or 2 wherein said pseudo equivalent point and the associated fixed initial segment are stored in the course of the first iterative calculation.
    [0004]
    4. Method according to one of the preceding claims wherein the aeronautical standard is the ARINC 424 standard.
    [0005]
    The method of claim 4 wherein said set of types comprises 19 types of segments: ground-based initial point (IF); Joined from a ground road to a fixed point (CF); Joined directly from a fixed point (DE); Orthodromy between 2 fixed points (TF); Circular arc around a DME (AF) beacon; Circle arc between 2 fixed points (RF); Route to follow from a fixed point to a given altitude (FA); Road starting from a fixed point, without termination (FM); Route to a given altitude (CA); Route to be followed until interception of a specified DME arc (CD); Route to be followed until interception of a specified radial (CR); Course to follow up to a given altitude (VA); Course to follow until interception of a specified DME arc (VD); Cape without Termination (VM); Course of action until interception of a specified radial (VR); Procedure of removal by a road starting from a fixed point then realizing a half turn (PI); Racetrack circuit with exit condition at altitude (HA); Racetrack circuit with one turn (HF); Manual racetrack circuit without exit conditions (HM);
    [0006]
    The method of claim 5 wherein said subset of types comprises 16 types of fixed segments: ground-based initial point (IF); Joined from a ground road to a fixed point (CF); Joined directly from a fixed point (DE); Orthodromy between 2 fixed points (TF); Circular arc around a DME (AF) beacon; Circle arc between 2 fixed points (RF); Route to follow from a fixed point to a given altitude (FA); Road starting from a fixed point, without termination (FM); Route to follow until interception of a specified DME arc (CD); Route to follow until interception of a specified radial (CR); Course to follow until interception of a specified DME arc (VD); Course of action until interception of a specified radial (VR); Procedure of removal by a road starting from a fixed point then realizing a half turn (PI); Racetrack circuit with high altitude exit condition (HA); Racetrack circuit with one turn (HF); Manual racetrack circuit without exit conditions (HM);
    [0007]
    7. Method according to one of the preceding claims wherein one or attributes are selected from a list comprising: a direction of turn 10 (TD), a heading (Course), an altitude (Alt), a distance (di), a radial (R), a maximum excursion in time or distance (tex, dex).
    [0008]
    8. Method according to one of the preceding claims wherein, when the pseudo equivalent point does not exist, the section to insert (Tins) is inserted in the initial flight plan (Pini) after the last initial segment.
    [0009]
    9. Method according to one of the preceding claims further comprising, when the pseudo equivalent point does not exist a step consisting in: - identifying (120) by a second iterative calculation on the index i, in the section 20 to be inserted (Tins), a fixed segment to insert of lowest index i and lowest rank k (P1) having a position (WPT1) located at a distance (d) from the position (WPT (12)) of the segment of index i (S1n1 (i2)) less than a predefined distance (Dist), referred to as a close segment, * if said close segment exists, insert the section to be inserted (Tins) from the near segment, if the near segment exists not, insert the section to insert (Tins) in the initial flight plan (Pini) after the last initial segment.
    [0010]
    10. Device for inserting a flight plan section (Tins) in an initial flight plan (Pini) of an aircraft, the device being configured to implement the steps of the method according to one of claims 1 to 9. .
    [0011]
    A flight management system (FMS) comprising the device of claim 10.
    [0012]
    12. A computer program product, said computer program comprising code instructions for performing the steps of the method according to any one of claims 1 to 9.5
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    法律状态:
    2015-06-29| PLFP| Fee payment|Year of fee payment: 2 |
    2016-01-15| PLSC| Search report ready|Effective date: 20160115 |
    2016-06-28| PLFP| Fee payment|Year of fee payment: 3 |
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    2021-06-24| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
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    US14/795,199| US9666083B2|2014-07-11|2015-07-09|Method for inserting a segment of flight plan in a flight plan|
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