• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    There is disclosed a computer-implemented method for calculating a lateral approach path of an aircraft, comprising the steps of receiving selection of an airstrip; determining a zone Z1, said zone defining trajectory limits enabling a final turn to be made for landing on the indicated runway; receive indication of an FF path point defining an alignment point of the aircraft; determining a rejection trajectory towards a point FAF2, the rejection trajectory going from the aircraft to the point FAF2 and then to the point FF then to the indicated airstrip without crossing the zone Z1. Developments describe the use of a zone Z2 associated with visibility conditions, the calculation of the energy to be dissipated, the use of a predefined descent profile, the issuance of alerts and trajectory adaptations by increasing the length of the joining path or the use of the airbrakes. 146 words
    公开号:FR3027722A1
    申请号:FR1402389
    申请日:2014-10-24
    公开日:2016-04-29
    发明作者:Valerie Bataillon；Sonia Vautier；Emmanuel Dewas
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The invention relates to methods and systems for managing the flight of an aircraft, in particular as regards determining or predicting trajectories. State of the art During an approach trajectory for a landing (whether described as "non-precision", that is to say with no rejection of the runway threshold, or approaching visual or even maneuver free view or forced sight maneuver), no help is proposed to the pilot to determine if the aircraft will manage to reach the runway threshold in a sufficiently stabilized to achieve its landing.
    [0002] In particular, no trajectory between the so-called "MAP" point (according to the VOR or DME tag) and the runway threshold point is available. The procedure is generally "stolen" from the MAP. It is the same for the "non-precision" approach that stops at the beacon and not the runway threshold, the rest of the procedure is stolen by the pilot.
    [0003] In addition, for approaches approach approaches that lead to the runway threshold, when air navigation provides its instructions ("clearances"), the latter do not always correspond to the lateral and / or vertical parameters corresponding to the approach path selected by the pilot. The latter must therefore judge the situation autonomously in relation to the trajectory provided by the FMS. For visual approaches, the approach trajectory is not generally optimized since it does not provide a rejoin of the "Final Fix" point. For the "precision" and "non-precision" approaches that lead to the runway threshold, for example in the case of "radar vectoring" by air navigation (eg the aircraft does not fly the procedure as referenced in the navigational database), the pilot does not receive assistance in locating the aircraft (notably vertically in relation to any ILS beam and determining when to turn to be correctly placed in relation to the ILS beam). runway threshold). The current systems are generally characterized by a lack of possibility to build the approach maneuver (eg no storage: in the NAVDB, difficulties for the existing FMS flight management systems to manage an arrival via a star / VIA on a runway , and to chain this procedure with another runway or "runway" than the one related to the procedure) / Moreover, the current solutions do not make it possible to calculate the dissipation of energy on the trajectory which will be really stolen, this which usually results in false warnings (ie too much energy for landing, alerts that are not necessary). The state of the art generally describes methods for calculating the distance required for landing on the runway ("Required Distance to Land" or RDTL) but this distance is generally determined by a direct distance to the runway and by 1 "energy to This approach has limitations, for example, patent document US6438469 entitled "FLIGHT CONTROL SYSTEM AND METHOD FOR AN AIRCRAFT CIRCLE-TO-LAND MANEUVER" describes a system for calculating a trajectory in a plane. BACKGROUND OF THE INVENTION The present invention discloses several embodiments having advantages in connection with the limitations mentioned above.
    [0004] SUMMARY OF THE INVENTION A method is disclosed for determining a laterally optimized approach path (for example depending on the airplane capacity and the visibility available to the pilot) without the possibility of servocontrol on said trajectory. According to one aspect of the invention, a warning based on the calculation of the trajectory thus determined may take into account the energy to be dissipated before landing. According to one aspect of the invention, the method aims at determining one or more appropriate approach paths in order to allow the pilot to put his aircraft in optimal conditions, ie with a distance sufficient to eliminate his energy in order to of the landing and in a suitable trajectory allowing him to realize an approach respecting the rules in use. In other words, the proposed technical solution consists in proposing to the pilot a trajectory allowing him to carry out his approach in the regulatory conditions (eg respect of the authorized zones) and the practical conditions of the flight (for example visualization of the runway, turn not too tight, etc.) while ensuring that the energy to be resorbed for landing (potential and kinetic energy) can be absorbed along this trajectory. As for the "non-precision" approaches (with no threshold of the runway threshold), in visual or in "Circle to Land", the method according to the invention determines an optimized trajectory in terms of the capabilities of the aircraft and management energy for a stabilized arrival on the track, with no possibility of servocontrol on this trajectory. According to an optional embodiment a visual warning can be displayed in case of "non-stability" on the arrival at the threshold of track. In the case of "precision" (xLS type) and "non-precision" approaches leading to the runway threshold, the same determination steps can be proposed to the pilot if the approach is manually stolen from a lateral point of view. , ie if it is not stolen automatically along the trajectory (ie LAT MAN) Advantageously, the method according to the invention proposes to the pilot an optimized trajectory based on the current parameters of the aircraft . Advantageously, the method according to the invention allows the pilot to determine, depending on the situation of the aircraft, whether a landing is feasible without a go-around (calculation of the dissipation of energy) on the proposed trajectory. Advantageously, the method according to the invention allows the pilot to be warned quickly or in real time of the ability of the aircraft to reach the threshold of the runway (eg loopback & recalculation of the trajectory and the energy dissipated along of it). The present invention will advantageously be implemented in all avionic environments (e.g. aircraft, helicopter, etc.), including remote-controlled or autonomous drones. DESCRIPTION OF THE FIGURES Various aspects and advantages of the invention will appear in support of the description of a preferred mode of implementation of the invention, but without limitation, with reference to the figures below: FIG. overall technique of the invention; Figure 2 schematically illustrates the structure and functions of a known FMS flight management system; FIG. 3 illustrates examples of approach trajectory according to various embodiments of the method according to the invention; Figure 4 illustrates a process development for the management of zone boundaries; Figure 5 illustrates the determination of the dissipatable energy for an approach path; FIGS. 6 and 7 illustrate examples of determination of optimized approach trajectories in terms of "energy"; FIG. 8 illustrates examples of steps of the method according to the invention. DETAILED DESCRIPTION OF THE INVENTION Certain terms and technical environments are defined below.
    [0005] The pilot of an aircraft or airplane uses the flight plan information in several contexts: within the avionics equipment by means of the FMS (Flight Management System) and / or by means of an "EFB" (Electronic Flight Bag), for example tablet type. The acronym or acronym EFB corresponds to the English terminology "Electronic Flight Bag" and refers to embedded electronic libraries. Generally translated as "electronic flight bag" or "electronic flight bag" or "electronic flight tablet", an EFB is a portable electronic device and used by the flight crew (eg drivers, maintenance, cabin ..). Different classes of EFB material exist. Class 1 EFBs are portable electronic devices (PEDs), which are not normally used during take-off and landing operations. This device class does not require a specific certification or authorization administrative process. Class 2 EFB aircraft are normally located in the cockpit, e.g. mounted in a position where they are used during all phases of flight. This class of devices requires prior authorization. Class 1 and Class 2 devices are considered portable electronic devices. Class 3 fixed installations, such as computer media or fixed docking stations installed in aircraft cockpits generally require approval and certification by the regulator. The acronym or acronym FMS corresponds to the English terminology "Flight Management System" and refers to the flight management systems of aircraft. During the preparation of a flight or during a diversion, the crew proceeds to enter various information relating to the progress of the flight, typically using a flight management device of an FMS aircraft. An FMS comprises input means and display means, as well as calculation means. An operator, for example the pilot or the co-pilot, can enter via the input means information such as RTAs, or "waypoints", associated with waypoints, that is to say points on the vertical of which the aircraft must pass. The calculation means make it possible in particular to calculate, from the flight plan comprising the list of waypoints, the trajectory of the aircraft, as a function of the geometry between the waypoints and / or altitude and speed conditions. The acronym HMI stands for Human Machine Interface (HMI). The entry of information, and the display of information entered or calculated by the display means, constitute such a man-machine interface. In general, the HMI means allow input and consultation of flight plan information, flight data, etc. A "transition" ("step" in English) corresponds to a change of flight levels (FL for "Flight Level" in English). The flight levels are unobtrusive and those authorized for cruising are imposed by the control of air navigation. Flight levels are measured in multiples of 100 feet (feets). Conventionally, authorized high altitude flight levels are multiples of 1000, 2000 or 4000 feet (ft). For example in some areas, odd flight levels (29,000 feet / FL290, 31,000 feet / FL310, etc.) are allowed without westbound direction to east and even flight levels (30,000ft / FL300, 32,000ft / FL320, etc. ) are allowed in the East to West direction.
    [0006] A "route" includes in particular a list of non-georeferenced identifiers for describing the trajectory of the aircraft. A "flight plan" includes a list of geo-referenced objects associated with the identifiers of the route. A flight plan can generally be represented graphically by a succession (not necessarily continuous) of "segments" (or "flight portions" or "trajectory elements"). A "trajectory" is generally defined as a continuous path, described in 3 or more dimensions (spatial dimensions as to positions, but also speeds, times, mass, etc.), corresponding to a set of data describing the evolution of a plurality of physical parameters of the aircraft, as well as their dynamics as a function of the flight plan. The "reference trajectory" corresponds in particular to the initially calculated trajectory. The "active trajectory" is that on which the aircraft is enslaved. A "candidate trajectory" is derived from an optimization, for example determined according to the invention, e.g. possibly calculated under constraints, but which is not yet activated. The "optimal trajectory" comes from an optimization without any constraint. A vertical flight profile corresponds to the projection in altitude on a vertical plane of the trajectory as defined above. A landing is a portion of trajectory (or segment) made (i.e. stolen) at (substantially) constant altitude.
    [0007] A "change of flight level" (or "transition" or "transition between steps" or "step" in English) is a portion of trajectory describing the change of a bearing made at a given flight level towards the following (eg which may be above or below the current or current flight level) A computer implemented method for calculating a lateral approach path of an aircraft, comprising the steps of receiving a selection, is disclosed. an airstrip; determining a zone Z1, said zone defining trajectory limits enabling a final turn to be made for landing on the indicated runway; receive indication of a FF path point, said point defining an alignment point of the aircraft for landing on the selected airstrip; and determining a rejection path to a point FAF2 different from the point FF, the rejection path going from the aircraft to the point FAF2 and then to the point FF then to the indicated airstrip without crossing the zone Zl. The airstrip is selected by the pilot and / or indicated by air navigation. The point FF (or "Final Fix" in English) is known from the state of the art: it is received and function of the aircraft and published standards. Zone Z1 is calculated or determined by the method according to the invention. Area Z1 360 represents the lower limits of an area allowing the aircraft according to these maneuverability capacities and the external conditions (in particular of visibility and as to the strength of the wind) to make its last turn before landing. . In other words, the zone Z1 is an area to be avoided by the aircraft. Advantageously, if the aircraft does not evolve in zone Z1, it will be possible to fly over the runway and make a final turn to land in the wind. The determination of the zone Z1 is in particular a function of the characteristics of the aircraft (i.e. its capabilities) and / or published standards. Generally the radius of Z1 is associated with the minimum distance from the aircraft to the runway axis to make a turn at 1800 with an optimal roll.
    [0008] The point FAF2 is not known from the state of the art. The point FAF2 according to the invention corresponds to a point making it possible to avoid the zone Z1 as determined by the invention. Since the point FAF2 is determined, one or more rejoining paths are determined (envelope of trajectories). A rejoining trajectory is generally determined by the circumvention of an area Z1 (respectively Z2 defined below). This bypass is in particular a function of the zone (ZG or ZD) where the aircraft is located with respect to the axis determined by the position of the FF point. Zone ZG corresponds to the area on the opposite side of the aircraft landing point of the FF axis where the airplane must determine its lateral trajectory as a function of Z1 (and of Z2 as the case may be). The zone ZD corresponds to the zone located on the adjacent side of the landing point screw of the axis FF, in this case the airplane must determine its lateral trajectory as a function of Z1 only. In certain embodiments of the invention, the area Z1 is equivalent to a half-circle of radius which is a function of a distance called Dmin. In a particular embodiment, the radius of Z1 is equal to Dmin / 2. The value of Dmin 340 is determined by the minimum distance to the runway centreline to achieve a 180 ° turn with maximum roll (in the flight envelope of the aircraft, to maintain a "visual" on the track, ie visibility greater than one or more predefined thresholds or conditions). In a particular case, the Dmin value is in accordance with published volumes to perform a maneuver in the case of a CTL approach (this distance is therefore provided for this type of approach see ARINC424-20 and 5.292 Category Distance.
    [0009] In one development, the method further comprises the steps of determining a zone Z2 delimited by F1 and F2 boundaries, the zone Z2 defining an area associated with visibility conditions of the landing runway, the F1 boundary being associated with an integration length in downwind and the F2 border being associated with the length of the runway; and modifying the rejoining path so as to pass said joined trajectory by one or other of the F1 or F2 boundaries.
    [0010] Zone Z2 is the zone to be respected to ensure a good visualization of the track, according to predefined criteria, configured or configurable (by the pilot or the airline or the aeronautical rules). In other words, this zone Z2 represents the lower limits of an area allowing the pilot to keep a good visualization of the track.
    [0011] Area Z2 370 is an area or area that is considered only when the aircraft is in Zone ZG. The dimensions of this zone Z2 in some embodiments are defined as described below. A dimension of zone Z2 is associated with the length of the airstrip, to a factor K near. The value of K is adjustable i.e. usually configured as configurable and ensures a parallel arrival to the track, stabilized, in "against QFU" with guaranteed visibility. In other words, the length of Z2 equals the factor K multiplied by the known track length (with K> = 1). The width of zone Z2 will generally be equal to (Dmax - Dmin).
    [0012] The value Dmax 350 is the value of the maximum distance to the track axis that still allows to have or keep a "visual" on the track, i.e. to maintain minimum visibility conditions, as determined by predefined thresholds. The Dmax value may in particular be determined by the category of the airplane, as well as by the restriction area for the approach carried out (ie ICAO compliant, e.g. for a CTL NC category A, area = 2.4 Nm2).
    [0013] In a development, the method further comprises a step of modifying the rejoining path so that said rejoining path passes through a point FAF3, the point FAF3 being the intersection of the F1 and F2 boundaries.
    [0014] In one development, the method further comprises a step of determining the total energy to be dissipated along the rejoining path. The energy to be dissipated corresponds to the total energy, i.e. resulting from the addition of the kinetic energy (momentum) and the potential energy (altitude) of the aircraft. This energy is calculated by the laws of physics, taking into account in particular the characteristics of the aircraft ("confaero", ie the configuration of the flaps). The state of the art provides various methods of deterministic calculation of this energy (ARINC standard, speed limits, category of devices, etc.). This energy is determined in particular on the basis of a descent profile (current parameters ie speed, altitude, "confaero"). This calculation of the energy can be based on a predefined descent profile or according to the aeronautical rules. The calculation is updated according to the actions of the pilot and / or flight conditions (e.g. winds etc) .30 In a development, said determination being based on a predefined descent profile. In a particular case, the descent profile (vertical) can be known on at least part of the trajectory ("automatic guidance" or slave mode). In this case, the energy to be dissipated can be determined by anticipation on the segment concerned. In one development, the method further comprises a step of comparing the total energy to be dissipated and the energy associated with the determined rejoin path. The energy associated with the rejoining path is the "dissipable" energy that can be dissipated by the aircraft along the rejoining path. In one development, the method further comprises a step of emitting an alert if the energy associated with the determined rejection path is greater than the total energy to be dissipated or to perform a compliance display if the energy if the energy associated with the rejection path as determined is less than the total energy to be dissipated. The notification can be done by display (visual and / or audio, or by other means), for example in the pilot cockpit (for example display on a screen of the FMS). Optionally physical displays on the track itself can be performed. In a development, the method further comprises a step of modifying the rejoining path if the energy associated with the determined rejection path is greater than the total energy to be dissipated. In one development, the method further comprises a step of increasing the length of the rejoining path. The increase in the length advantageously makes it possible to dissipate the energy in excess.
    [0015] In one development, the method further comprises a step of using the airbrakes of the aircraft. In a development, the step of increasing the length of the rejoining path comprises a step of shifting in space any of the determined points FF, FAF2 or FAF3 by adding a straight section. In one development, the previously described steps are reiterated over time. The rejoining path is modified according to the determination of the total energy to be dissipated (which is itself determined in a repeated manner over time, as the aircraft evolves). The steps according to the process are refreshed or repeated or repeated over time. Depending on the pilot actions and / or actual flight conditions, one or more of the process steps are repeated. In other words, as the device evolves in space, the calculations are reiterated in whole or in part. Repetition or repetition can be regular or irregular, periodic or intermittent, etc. The process recalculates constantly / continuously / in real time the energy to be dissipated. For example, the warning light may pass or return to an "alarm" light if the energy becomes insufficient (for example, the pilot may not follow the descent profile, the winds may be or become unfavorable, etc.). function of the recalculation of the energy to be dissipated, the trajectory can also be recalculated (automatically and / or at the request of the pilot).
    [0016] There is disclosed a computer program product, comprising code instructions for performing one or more of the method steps, when said program is run on a computer. There is disclosed a system comprising means for carrying out one or more process steps. In a development, the system comprises avionics means of flight management system type (FMS type or "Flight Management System") and / or non-avionic means of electronic flight bag type (type EFB or "Electronic Flight Bag ") and / or means of augmented or virtual reality. For example, computations of the FF points made by the FPLN component, that of the lateral trajectory by the component TRAJ, that of the energy calculation by the component PRED, with loopback on FPLN and / or TRAJ, the display being made on the HMI part. Figure 1 illustrates the overall technical environment of the invention. Avionics equipment or airport means 100 (for example a control tower in connection with the air traffic control systems) are in communication with an aircraft 110. An aircraft is a means of transport capable of evolving within the atmosphere earthly. For example, an aircraft may be an airplane or a helicopter (or a drone.) The aircraft comprises a cockpit or a cockpit 120. Within the cockpit are flying equipment 121 (called 30 avionics equipment), comprising, for example, one or more on-board computers (means for calculating, storing and storing data), including an FMS, means for displaying or displaying and for data input, communication means, as well as (possibly ) An EFB 122 can be on board, portable or integrated in the cockpit, said EFB can interact (123 bilateral communication) with the avionic equipment 121. The EFB can also be in communication 124 with the aircraft. external computer resources, accessible by the network (for example cloud computing or "cloud computing" 125. In particular, the calculations can be done locally on the EFB or in a manner tial or total in the calculation means accessible by the network. The on-board equipment 121 is generally certified and regulated while the EFB 122 and the connected computer means 125 are generally not (or to a lesser extent). This architecture makes it possible to inject flexibility on the side of the EFB 122 while ensuring a controlled security on the side of the onboard avionics 121. FIG. 2 schematically illustrates the structure and the functions of a management system known FMS flight type. An FMS 200 type system disposed in the cockpit 120 and the avionics means 121 has a man-machine interface 220 comprising input means, for example formed by a keyboard, and display means, for example formed by a display screen, or simply a touch display screen, and at least the following functions: - Navigation (LOCNAV) 201, to perform the optimal location of the aircraft according to the location-based means 230 such as the satellite or GPS, GALILEO, VHF radionavigation beacons, inertial units. This module communicates with the aforementioned geolocation devices; - Flight Plan (FPLN) 202, to capture 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, commonly designated "airways" according to English terminology. The disclosed methods and systems affect or concern this portion of the calculator. Navigational database (NAVDB) 203, for constructing geographic routes and procedures from data included in the bases relating to points, tags, interception or altitude bequests, etc .; - Performance database, (PERFDB) 204, containing the aerodynamic and engine parameters of the aircraft; Lateral Trajectory (TRAJ) 205, to construct a continuous trajectory from the points of the flight plan, respecting the performance of the aircraft and the confinement constraints (RNP); Predictions (PRED) 206, to construct an optimized vertical profile on the lateral and vertical trajectory and giving estimates of distance, time, altitude, speed, fuel and wind in particular at each point, at each change of pilot parameter and at destination , which will be displayed to the crew. The disclosed methods and systems primarily affect or concern this portion of the calculator. Guidance (GUID) 207, for guiding the aircraft on its three-dimensional trajectory in the lateral and vertical planes, while optimizing its speed, using the information calculated by the Predictions function 206. In an aircraft equipped with a automatic control device 210, the latter can exchange information with the guide module 207; - Linking digital data (DATALINK) 208 to exchange flight information between flight plan / prediction functions and control centers or other aircraft 209. - one or more screens, including so-called FMD, ND and VO screens.
    [0017] The FMD ("Flight Management Display" in English) is an interface, usually a display screen, which can be interactive (for example a touch screen), to interact with the FMS (Flight Management System in English). For example, it makes it possible to define a route and to trigger the calculation of the flight plan and the associated trajectory. It also makes it possible to consult the result of the calculation in textual form. The ND ("Navigation display" in English) is an interface, usually a display screen, which can be interactive (for example a touch screen), to view in two dimensions the lateral trajectory of the aircraft, seen from above. Different viewing modes are available (pink, plane, arc, etc.) as well as different scales (configurable). The VD ("Vertical Display" in English) is an interface, usually a display screen, which can be interactive (for example a touch screen), to view in two dimensions the vertical profile projection of the trajectory. As for ND, different scales are possible. From the flight plan defined by the pilot (list of waypoints called "waypoints"), the lateral trajectory is calculated according to the geometry between the crossing points (commonly called LEG) and / or altitude conditions and speed (which are used for calculating the turning radius). On this lateral trajectory, the FMS flight management system optimizes a vertical trajectory (in altitude and speed), passing through possible constraints of altitude, speed, time.
    [0018] From the airstrip - as defined by the pilot, the system calculates (a) the visual approach course as well as the information relating to the landing capacity in "energetic" matter, when the airplane is guided manually (ie not by the FMS), or (b) only the information of landing capacity in energy when the aircraft is guided automatically. FIG. 3 illustrates examples of approach trajectory according to embodiments of the method according to the invention. The process according to the invention comprises in particular two successive stages. In a first step (A), an optimized or "ideal" approach trajectory is proposed according to various predefined criteria (for example such as flight arrival trajectory in the zone, zone to be respected, zone to avoid, etc. The energy that can be dissipated along this approach path is then determined. The comparison of this dissipated energy with the maximum energy required for landing will inform the pilot of the feasibility or non-feasibility of the landing (under the conditions thus fixed). Subsequently, this optimized approach path is modified or adapted to ensure landing from an energetic point of view. Examples of the process steps are described in more detail below. In order to determine the approach trajectory and the "energetic" aspects associated with said trajectory, it is calculated or determined the "FF" point 25 300 (Final Fix). This point is the point on which the airplane must be aligned for landing. This point can be known (for example published by the air navigation authorities and therefore available for example via the navigation databases of the onboard equipment such as the FMS flight management system for approaches leading to the runway threshold). Alternatively, this point can be determined or calculated from the coordinates of the track, considering for example usual values (for example 1500ft above the runway threshold, slope of 30 or 5%; distance (ie the case of visual approaches) The so-called "joined" trajectory (for example 310) is then determined from the arrival point in the approach zone, which can be, for example, the last point of the approach selected by the pilot - (MAP 10 for "Missed Approach Point") or the airplane itself, which hypothesis will be retained in the following description of the process, it is determined or calculated a trajectory starting from this point is able to arrive "aligned" in the runway centreline at point FF 300. The proposed trajectory is generally the shortest trajectory allowing alignment, but this trajectory is not optimal from a regulatory point of view. convenient. ness, its determination or construction can be conducted as follows: Space restrictions are first defined. It is indeed possible to consider the following zones: a so-called "ZD" zone 320 ie a zone to the right of the axis perpendicular to the FF and an area called "ZG" 330 ie a zone to the left of the axis perpendicular to the FF. The minimum distance known as "Dmin" 340 is the minimum distance to the runway axis making it possible to make a 180 ° turn with a maximum roll (in the envelope of the flight path of the aircraft, eg making it possible to conserve a visual adapted on the track), ie in accordance with the published "volumes" to perform the maneuver in case of CTL approach (see ARINC424-20 5.292 Category Distance). The so-called "Dmax" distance 350 is the maximum distance to the runway axis allowing to always have a visual on the runway, determined by the category of A / C and the restriction area for the approach taken ( ie ICAO compliant, eg for a CTL NC category A, area = 2.4 Nm2). From these data, it is possible to determine the following zones: the so-called Z1 360 zone and the so-called Z2 370 zone. The Z1 360 zone is a zone to avoid in order to make a final turn respecting the rules on the roll. The determination of an optimal roll aims to avoid a too low roll or conversely a roll too high (eg to keep an optimal visibility of the track, to avoid a roll too low ie "overshoor at the end of the turn, for avoid a roll too strong eg impacting the stability of the aircraft and / or the comfort of the passengers, passenger comfort.) The radius of the zone Z1 360 is generally equal to the distance value Dmin divided by two. the zone to be respected to ensure a good visualization of the track The value of K is adjustable and makes it possible to guarantee a parallel arrival to the track, stabilized, in "against QFU" with a guaranteed visibility This zone allows the respect of the volumes 3. In a first example, the aircraft is in zone ZD 320. ("Base or Semi-Direct Integration"). case, a path of rejoin 310 of the FF 300 with alignment in the axis of the track is determined. If the path does not cross the zone Z1 then it is retained, otherwise a rejection path is calculated to a point FAF2 301 located on the axis perpendicular to the final approach at the FF 300, remote so as to ensure maximum roll for alignment at FF 300.
    [0019] In a second example, the aircraft is in zone ZG 330 (this situation corresponds for example to a downwind integration). In this case, a joining path 311 of the FF 300 with alignment in the track axis is calculated. If the trajectory 312 crosses the zone Z1, then this zone is modified, so as to obtain a rejoining path 311 towards a point FAF2 301 located on the axis perpendicular to the final approach at the level of the FF 300, so far away that Ensure maximum roll for alignment at FF 300. Figure 4 illustrates a process development for the management of zone boundaries. In order to guarantee a good visualization of the runway, it is preferable to enter the Z2 370 zone via the F1 401 (integration at the beginning of the tailwind) or F2 402 (after flying over the runway) borders. In the case where the trajectory passes through the zone Z2 and more precisely by the F1 or F2 boundaries, the approach trajectory is retained. In the opposite case, it is calculated an approach trajectory arriving at the point FAF3 403, intersection of F1 and F2. Figure 5 illustrates the determination of the dissipable energy for an approach path. This calculation is notably based on current parameters 500 of the aircraft (for example altitude, speed and "Confaero"). However, the "confaero" and the approach speed (VAPP) selected for the landing will also be taken into account. The vertical profile to be followed will therefore include a deceleration segment between the current aircraft speed towards the VAPP and a landing to reach the selected approach "confaero" (at 1500 ft AGL). The distance 510 necessary for the resorption of energy is determined, in particular from the airplane parameters.
    [0020] If the determined trajectory provides a distance 530 greater than the calculated distance, a compliance symbol is displayed on the track threshold. Otherwise, an alert symbol (marker 520) is displayed. According to one variant, these same symbols can be displayed at the point FF, for example as a function of the difference between the calculated energy (total energy, or altitude / speed pair) and a target energy (altitude of the FF, and stabilization speed VAPP for example). These displays can notably be made on the various screens of the cockpit (FMD, ND, VD, PFD or HUD, helmet ...) The deceleration factor may for example be limited to the segment "deceleration segment" according to the aircraft category . This determination makes it possible to inform the pilot on the feasibility of the landing according to the proposed trajectory so that he can decide accordingly of the action to be taken. In the presence of a marker 520, the aircraft can rejoin the runway in a stabilized manner; in the situation associated with marker 530 the risk of go-around may be important. Figures 6 and 7 illustrate examples of determination of approach paths optimized in terms of "energy". These examples correspond to the second part (B) of the process according to the invention.
    [0021] In the case where the trajectory does not dissipate enough energy for landing, the method according to the invention comprises steps for adjusting the trajectory to increase the distance to be traveled and thus dispel the necessary energy. In the case of a trajectory 610, shown in FIG. 6, starting from the zone ZD and not passing through Z1 (that is, directly joining the point FF), an offset FF 601 will be determined along the the runway axis away from the runway threshold so as to increase the trajectory distance 620 and all the more so as it is necessary to eliminate the excess energy.
    [0022] In the case of a trajectory, represented in FIG. 7, starting from the zone ZD passing through Z1 and therefore joining the point FAF2, an offset FAF2 701 will be calculated along the axis parallel to the track passing through FAF2. to increase the distance of trajectory as much as it is necessary to eliminate the energy in excess. However the offset of the FF point will always be limited to the authorized volume for CTL-type approaches, if this proves to be insufficient we can extend the "straight" from the plane before "roll". In the case of a trajectory, not shown, from the zone ZG passing through Z2 and joining a point FAF3, an offset point FAF3 can similarly be calculated along the axis parallel to the track passing through FAF3 so as to increase the distance of trajectory as much as it is necessary to eliminate the energy in excess. FIG. 8 illustrates examples of steps of the method according to the invention. In step 810 are determined: the point FF, the zones Z1 and Z2, the borders F1 and F2 of Z2. In step 820, the path to the point FF is determined. Optionally in step 830, the offset FF is determined. If necessary, the path to the offset FF is determined. In step 840, it is determined whether the calculated trajectory 20 passes through zone Z1. If the trajectory thus calculated does not pass through the zone Z1, then at step 841, it is determined whether the airplane is in the left zone ZG. If not, it is determined in step 844 whether the energy dissipated on the path and sufficient. If so, it is determined in step 842 whether the path passes through the F1 or F2 boundaries. If so, it is determined in step 844 whether the energy dissipated on the trajectory and sufficient. If the energy dissipated on the path is not sufficient, step 830 of determining the offset FF point is repeated. If the energy dissipated on the trajectory is sufficient, the approach path is validated.
    [0023] If the calculated trajectory passes through the zone Z1, in step 850 a trajectory is determined towards the point FAF2 (respectively the offset point FAF2). In step 844, it is determined whether the energy dissipated on the trajectory and sufficient. If the energy dissipated on the path is not sufficient, step 830 of determining the offset FF point is repeated. If the energy dissipated on the trajectory is sufficient, the approach trajectory is validated. According to an alternative embodiment of the method according to the invention, in the case where the aircraft is guided laterally along the planned trajectory, the calculation can be limited to the steps of determining the dissipated energy (along the planned trajectory by the pilot) to inform him about his ability to land from an energy point of view. The present invention can be implemented from hardware and / or software elements. It may be available as a computer program product on a computer readable medium. The support can be electronic, magnetic, optical or electromagnetic. The means or computing resources can be distributed ("Cloud computing"). 25
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. A computer-implemented method for calculating a lateral approach path of an aircraft, comprising the steps of: - receiving a selection of an airstrip; determining a zone Z1, said zone defining trajectory limits enabling a final turn to be made for landing on the indicated runway; receiving an indication of a FF trajectory point, said point defining an alignment point of the aircraft for landing on the selected airstrip; - Determine a rejection path to a point FAF2 different from the point FF, the rejection path from the aircraft at the point FAF2 and then at the point FF and the indicated airstrip without crossing the zone Z1. 15
    [0002]
    2. Method according to claim 1, the method further comprising the steps of: determining a zone Z2 delimited by borders F1 and F2, the zone Z2 defining an area associated with visibility conditions of the landing runway , the F1 boundary being associated with an integration length downwind and the boundary F2 being associated with the length of the runway; and - modifying the rejoining path so as to pass said path joined by one or other of the F1 or F2 boundaries. 25
    [0003]
    The method of claim 1 or 2, further comprising a step of modifying the rejoining path so that said rejoining path passes through a point FAF3, the point FAF3 being the intersection of the F1 and F2 boundaries. 30
    [0004]
    The method of any of the preceding claims, further comprising a step of determining the total energy to be dissipated along the rejoining path.
    [0005]
    The method of claim 4, wherein said determination is further based on a predefined descent profile.
    [0006]
    The method of claim 4 or 5, further comprising a step of comparing the total energy to be dissipated and the energy associated with the determined rejoin path.
    [0007]
    The method of claim 6, further comprising a step of emitting an alert if the energy associated with the meet path as determined is greater than the total energy to be dissipated or to perform a compliance display if the energy if the energy associated with the rejoin trajectory as determined is less than the total energy to be dissipated.
    [0008]
    The method of any of the preceding claims, further comprising a step of modifying the rejoin path if the energy associated with the determined rejection path is greater than the total energy to be dissipated.
    [0009]
    The method of claim 8, further comprising a step of increasing the length of the rejoining path. 25
    [0010]
    The method of claims 8 or 9, further comprising a step of using the airbrakes of the aircraft.
    [0011]
    11. The method according to claim 8, the step of increasing the length of the rejoining path comprising a step of moving in space any of the determined points FF, FAF2 or FAF3 by adding a straight section. .
    [0012]
    12. Method according to any one of claims 4 to 11, said 5 steps being reiterated in time.
    [0013]
    A computer program product, comprising code instructions for performing the steps of the method according to any one of claims 1 to 12, when said program is run on a computer.
    [0014]
    14. System comprising means for implementing one or more steps of the method according to any one of claims 1 to 12.
    [0015]
    15. System according to claim 14, comprising avionics FMS or Flight Management System type flight management system and / or non-avionics electronic flight bag type EFB type or Electronic Flight Bag and / or means 20 of augmented or virtual reality.
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    法律状态:
    2015-09-23| PLFP| Fee payment|Year of fee payment: 2 |
    2016-04-29| PLSC| Search report ready|Effective date: 20160429 |
    2016-09-28| PLFP| Fee payment|Year of fee payment: 3 |
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    2018-09-28| PLFP| Fee payment|Year of fee payment: 5 |
    2019-09-27| PLFP| Fee payment|Year of fee payment: 6 |
    2020-10-13| PLFP| Fee payment|Year of fee payment: 7 |
    2021-09-30| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1402389A|FR3027722B1|2014-10-24|2014-10-24|ENERGY MANAGEMENT IN THE APPROACH TRAJECTORY|FR1402389A| FR3027722B1|2014-10-24|2014-10-24|ENERGY MANAGEMENT IN THE APPROACH TRAJECTORY|
    US14/885,866| US9709991B2|2014-10-24|2015-10-16|Management of the energy in an approach trajectory|
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