• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to the field of avionics. It relates in particular to a method for automatically calculating an aircraft joining path of a reference route of the aircraft performed iteratively, in particular when the aircraft is no longer servo-controlled on its reference route, each iteration comprising a step of detecting separation of the active segment of said road; if the separation of the active segment of said road is detected, the method comprises a step of selecting a road segment to join, a step of calculating a rejoining path between a starting point and said road segment to join, and a step of validation of the trajectory of said segment of road to join. In the case where this trajectory is validated, the method according to the invention comprises a step of assigning the path of joining the segment to the path of rejoining the road. If not, it includes a step of verifying the existence of a next road segment fulfilling a selection condition. If a next road segment fulfills a selection condition, it comprises a step of selecting said next road segment as a road segment to be joined, and a return to the step of calculating a rejection path of the road segment to rejoin. If no road segment fulfills the selection condition, it includes a step of applying an exit procedure. The invention also relates to a system and a computer program for implementing this method.
    公开号:FR3031175A1
    申请号:FR1403023
    申请日:2014-12-30
    公开日:2016-07-01
    发明作者:Guy Deker；Michel Roger；Vincent Savarit
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION [0001] The present invention relates to the avionics field. More specifically, it relates to the calculation of trajectory and the guidance of aircraft.
    [0002] PRIOR ART [0002] In the field of air navigation, an aircraft trajectory comprises a horizontal dimension and a vertical dimension. The skeleton of the horizontal trajectory of an aircraft is called a route which consists of a sequence of flight plan points joined by segments. Each of these segments is defined between two waypoints, the final waypoint of a segment also forming the initial waypoint of the next segment of the route. Waypoints may for example be defined by the location of radio navigation beacons, or by geographical coordinates. [0003] For air navigation, an aircraft generally determines its trajectory by following a route and a vertical trajectory calculated in advance. The reference route may for example be a pre-calculated standard route, or a route calculated by a flight management computer to best connect a starting point and an arrival point. In this case, the aircraft successively follows each segment of the road. When he follows one of the segments of the road, his objective is the final waypoint of said segment. As soon as it has passed this waypoint, it follows the next segment. The action of selecting a new waypoint to follow is called sequencing of the current waypoint. The segment followed at a given moment is called the active segment. The aircraft generally operates in a so-called managed guidance mode, in which mode its horizontal trajectory automatically follows the reference route. In this mode, the aircraft is enslaved on the road, in other words guide laws are applied to the aircraft so that it follows the road step by step.
    [0003] However, the aircraft can sometimes deviate from the reference route. For example, it may deviate from the reference route if air traffic control instructs it for safety reasons. [0005] A flight management computer according to the state of the art does not provide a method for permanently proposing a satisfactory rejection trajectory when the aircraft departs from a reference route. Indeed, a flight management computer according to the state of the art provides as indication a distance in a straight line vis-à-vis the next waypoint. However, this distance does not indicate whether the waypoint can be reached under satisfactory conditions. Patent FR2921152 proposes a method of assisting the rejoining of a road. This patent describes a method for automatically selecting a waypoint to join when an aircraft is no longer in managed mode. However, this method does not allow calculation of the rejoining trajectory itself. It is therefore not constantly executed so that the aircraft has at all times a trajectory proposal to be followed without the intervention of a pilot. The invention aims to exceed the limits of the prior art. It aims in particular a method for continuously proposing a continuous flightable path of rejoining a reference route of an aircraft, recalculated periodically at each new position of the aircraft.
    [0004] SUMMARY OF THE INVENTION [0007] To this end, the object of the invention is a method of automatically calculating an aircraft joining path of a reference route of the aircraft executed iteratively at each progress of the aircraft especially when the aircraft is not slaved on said road, each iteration comprising at least: a step of detecting separation of the active segment of said road; if the separation of the active segment of said road is detected: a step of selecting a road segment to join; a step of calculating a joining path between a starting point and said road segment to be joined; a validation step of the rejoining path of said road segment to join; if the rejoining path of said road segment to be joined is validated: a step of assigning the rejection path of said road segment to be joined to the rejoining path of the road; if the rejoining path of said road segment to be joined is not validated: a step of verifying the existence of a next road segment fulfilling a selection condition; if a next road segment fulfills said selection condition; a step of selecting said next road segment as a road segment to join; a return to the calculation step of a joining path of the road segment to join; if no subsequent road segment fulfills said selection condition: a step of applying an exit procedure. Advantageously, the method comprises, prior to the step of selecting a road segment to join, a step of determining the initial point of the joining path at least from a current position of the aircraft. . In one embodiment of the invention, the position of the aircraft at the initial point of the trajectory is determined from a predicted state of the aircraft while maintaining the current guidance mode for a period of time. predefined. [0010] Advantageously, the method further comprises a prior verification step that the aircraft is not controlled according to a so-called managed mode on the active route of the aircraft. In one embodiment of the invention, the spacing condition of said road is verified when a distance between the aircraft and the road is greater than a predefined threshold. In another embodiment of the invention, the spacing condition of said road is verified when an angular difference between the true route of the aircraft and the road is greater than a predefined threshold [0013] Advantageously, the step of selecting a road segment to join selects the active segment when the spacing condition of said road has been verified. In one embodiment of the invention, the step of calculating a rejoining trajectory of said segment uses a predefined rejection angle. [0015] Advantageously, the rejoining path of the segment is validated if said segment rejoining trajectory does not satisfy a sequencing condition of the final waypoint of the segment. Advantageously, the sequencing condition of the final waypoint of the segment is verified if the joining path of the segment passes through a plane containing the final waypoint of the segment. Advantageously, said plane is a vertical plane called a sequencing plane defined by: if the route of the aircraft does not include an obligation to fly over the final waypoint of the segment, a two-sector plane of the horizontal angle between the segment to join and the next segment; if the aircraft route includes an obligation to fly over the final waypoint of the segment, a plane perpendicular to the active segment containing the final waypoint of said active segment. In one embodiment of the invention, when the sequencing condition of at least one final waypoint of a segment is verified, the path of rejoining the segment is saved to the point where it passes through said plan containing the final waypoint of the segment; the next step 35 of calculating a path of rejoining the road segment following the sequenced segment is initialized using said saved trajectory. In one embodiment of the invention, the step of applying an exit procedure comprises a substep of calculating a forced rejoining trajectory of a final waypoint. In one embodiment of the invention, the step of applying an exit procedure of the method comprises an alert sub-step. [0021] Advantageously, the last segment is by default the one whose final waypoint is the final approach point. Advantageously, the last segment may further be determined by the pilot upstream of this final approach point. The invention also relates to a trajectory calculation system, comprising calculation means configured to automatically and iteratively calculate a rejection trajectory of an aircraft route, each iteration comprising at least: a step of detecting separation of the active segment of said road; if the separation of the active segment of said road is detected: a step 15 of selecting a road segment to join; a step of calculating a joining path between a starting point and said road segment to be joined; a validation step of the rejoining path of said road segment to join; if the rejoining path of said road segment to be joined is validated: a step of assigning the rejoining path of said road segment to be joined to the rejoining path of the road; if the rejoining path of said road segment to be joined is not validated: a step of verifying the existence of a following road segment fulfilling a selection condition; if a next road segment fulfills said selection condition: a step of selecting said next road segment as a road segment to join; a return to the calculation step 25 of a rejoining path of the road segment to join; if no subsequent road segment fulfills said selection condition: a step of applying an exit procedure. The invention also relates to a computer program for automatically and iteratively calculating a path of rejoining a route of an aircraft, said program comprising at least for each iteration: code elements configured to detecting a spacing of the active segment of said road; elements of computer code configured to perform the following operations when the separation of the active segment of said road is detected: a selection of a road segment to join; calculating a joining path between a starting point and said road segment to be joined; a validation of the rejoining path of said road segment to join; if the rejoining path of said road segment to be joined is validated: an assignment of the rejoining path of said road segment to be joined to the rejoining path of the road; if the rejoin path of said road segment to be joined is not validated: a check for the existence of a next road segment fulfilling a selection condition; if a next road segment fulfills said selection condition: a selection of said next road segment as a road segment to join; a return to calculation 5 of a rejoining path of the road segment to join; if no subsequent route segment fulfills said selection condition: an application of an exit procedure. A method according to the invention has many advantages. It makes it possible to continuously propose a path of rejoining a road to a pilot when an aircraft departs without being enslaved by its reference route. It thus makes it possible to lighten the workload of a pilot in the event of an unforeseen event, by giving him the possibility of immediately engaging the rejoining trajectory presented to him and thus giving him greater confidence. towards the ability of the aircraft to join and follow the active route. A method according to the invention is flexible on the joining modes of a road. It allows in particular a rejoining according to "normal" joining modes whose rejection angle is parameterizable, and, when these "normal" joining modes do not make it possible to join the trajectory correctly, rejection modes 20 of a final waypoint of the road governed by more flexible constraints. LIST OF FIGURES [0028] Other characteristics will become apparent on reading the detailed description given by way of nonlimiting example, which follows with reference to appended drawings which represent: FIG. 1, a flight management system according to the state of the art; - Figure 2, a road of an aircraft according to the state of the art; FIG. 3, a flow diagram of a method according to the invention; FIG. 4 is a flow diagram of an exemplary method according to the invention; FIGS. 5a, 5b and 5c, three examples of joining paths of a road segment calculated by a method according to embodiments of the invention; FIGS. 6a and 6b, two examples of joining paths of a road segment calculated by a method according to one embodiment of the invention, with conservation of the initial trajectories between the different waypoints; FIGS. 7a and 7b, two examples of forced joining path of a final waypoint of a road by an exemplary method according to an embodiment of the invention. FIGS. 8a and 8b, two examples of construction of a waypoint sequencing plane by an exemplary method according to the invention. Certain Anglo-Saxon Acronyms Commonly Used in the Technical Field of the Present Application may be used during the description. These acronyms are listed in the table below, including their Anglo-Saxon expression and their meaning. Acronym Expression Meaning DB DataBase Database. Container to store and retrieve all information related to an activity. Usually comes in computerized form. FAF Final Approach Final Approach Point. Last Fixing Point Fix an aircraft flight path prior to landing, from which it generally enters the final approach flight segment. FMD Flight Flight Management Display. Flight Display Management Display System integrated into an FMS FMS Flight Flight Management System. Computerized system for calculating aircraft flight paths and flight plans, and providing guidance instructions adapted to the pilot or autopilot to follow the calculated trajectory. Management System KCCU Keyboard Keyboard Slider Control Unit. Console Control Interface Man Machine Unit can be integrated into a cockpit with a keyboard so that the driver can enter information in the FMS. MCDU Multi Control Multifunction Display Unit. Interface 3031175 7 Display Unit Man Machine can be integrated in a cockpit allowing the display and the input of a lot of information related to the FMS. ND Navigation Display Navigation Screen. Cockpit display element showing the lateral flight path. NDB No Directional Beacon radionavigation beacon to determine the aircraft's distance to the beacon, by using RNP Required Navigation Performance Performance Navigation Compass. Navigation requirement specifying the 3D points accessible by an aircraft during the flight of a trajectory. In general, it consists of a tolerance in distance with respect to a set of 3D points materializing a predicted trajectory. VD Vertical Display Vertical Display. Display element that can be integrated in a cockpit, and displaying the vertical trajectory of the aircraft. VHF Very High Very High Frequency. The Very High Frequency Band is the part of the Radio Frequency spectrum extending from 30 MHz to 300 MHz VOR VHF Radio positioning system used in aerial navigation and operating with VHF frequencies. Omnidirectional Range DETAILED DESCRIPTION [0030] In the following description, the method according to the invention is illustrated by examples relating to the calculation, on board an aircraft, a path of rejoining a reference route. FIG. 1 represents a system of FMS type known from the state of the art. A flight management system may be implemented by at least one on-board computer on board the aircraft. The FMS 100 determines in particular a geometry of a flight plan profile followed by the aircraft. The trajectory is calculated in four dimensions: three spatial dimensions and a time / profile dimension of 3031175 8 speed. The FMS 100 also transmits to a pilot, via a first pilot interface, or to an autopilot, guidance instructions calculated by the FMS 100 to follow the flight profile. [0033] A flight management system may comprise one or more data bases such as the database PERF DB 150, and the database NAV DB 130. The databases PERF DB 150 and NAV DB 130 respectively comprise aircraft performance data and air navigation data, such as routes and tags. [0034] The management of a flight plan according to the state of the art can call for means for creating / modifying the flight plan by the crew of the aircraft through one or more human interfaces. machine, for example: - a MCDU; - a KCCU; - a FMD; 15 - An ND. - A VD [0035] A capacity of the FMS 100 may be a flight plan management function 110, usually called FPLN. The capacity FPLN 110 allows in particular a management of different geographical elements composing a skeleton of a route to be followed by the aircraft comprising: an airport of departure, crossing points, air routes to follow, an airport of arrival. The FPLN 110 also allows management of different procedures that are part of a flight plan such as: a departure procedure, an arrival procedure, one or more waiting procedures. The FPLN 110 capability allows the creation, modification, deletion of a primary or secondary flight plan. The flight plan and its various information related in particular to the corresponding trajectory calculated by the FMS can be displayed for consultation on the part of the crew by display devices, also called human-machine interfaces, present in the cockpit of the aircraft as a FMD, an ND, a 30 VD. The VD displays in particular a vertical flight profile. The capacity FPLN 110 uses data stored in databases PERF DB 150 and NAV DB 130 to build a flight plan and the associated trajectory. For example, the database PERF DB 150 may include aerodynamic parameters of the aircraft, or even characteristics of the aircraft engines. In particular, it contains the performance margins systematically applied in the state of the art to guarantee safe margins on the descent and approach phases. The database NAV DB 130 may for example comprise the following elements: geographical points, beacons, air routes, departure procedures, arrival procedures, altitude, speed or slope constraints. . [0038] A capacity of the FMS, named TRAJ 120 in FIG. 1, makes it possible to calculate a lateral trajectory for the flight plan defined by the FPLN 110 capacity. The TRAJ 120 capacity builds in particular a continuous trajectory from points of flight. an initial flight plan while respecting the performance of the aircraft provided by the database PERF DB 150. The initial flight plan can be an active, temporary, secondary flight plan. The continuous trajectory can be presented to the pilot by means of one of the man-machine interfaces. [0039] A capacity of the FMS 100 may be a prediction function of the PRED trajectory 140. The prediction function PRED 140 notably constructs an optimized vertical profile from the lateral trajectory of the aircraft, provided by the TRAJ function 120. For this purpose, the prediction function PRED 140 uses the data from the first PERF database DB 150. The vertical profile can be presented to the pilot by means of, for example, a VD. A capacity of the FMS 100 may be a location function 3, named LOCNAV 170 in FIG. 1. The LOCNAV function 170 performs in particular an optimized geographical location, in real time, of the aircraft according to embedded geolocation means. on board the aircraft. A capacity of the FMS 100 may be a guiding function 180. The guiding function 200 notably provides the autopilot or one of the man-machine interfaces with appropriate commands for guiding the aircraft in lateral and lateral geographical planes. vertical (altitude and speed) so that said aircraft follows the planned trajectory in the initial flight plan. Figure 2 shows a horizontal road according to the state of the art. This road can for example be displayed on ND type equipment and its representation is centered on the position 210 of the aircraft. The skeleton of this road is constructed from waypoints or waypoints 220, 221, 222, 223, 224, 225. These points may for example be contained in the base NAV DB 130. It may for example be NDB or VOR type markers or geodetic points identified in the navigation database by their latitude and longitude coordinates alone. Horizontal flight segments or legacies are constructed from these 35 waypoints to form the horizontal skeleton of the flight path of the aircraft. A leg can be a straight segment, such as legacies 230, 231, 232, 233, 234 and 235. It can also be a curvilinear segment, for example the leg 240. During the construction of a horizontal trajectory, a FMS 3031175 10 according to the state of the art can use the aerodynamic performance of the aircraft to build curvilinear segments having the appropriate radius of curvature. [0045] FIG. 3 represents a flow diagram of a method 300 according to the invention. The method according to the invention is intended to execute iteratively. It comprises a step 310 for detecting a separation of the route of the aircraft. The aircraft can for example be considered out of the way, if it is no longer in the so-called managed mode. In a set of embodiments of the invention, the condition of separation of the aircraft route is a distance condition. In one embodiment of the invention, the condition of separation of the road is validated if the distance between the aircraft and the nearest point of the road is greater than a predefined threshold. In one embodiment of the invention, this threshold has a constant value, for example 2 nautical miles. In another embodiment of the invention, the separation threshold may take at any time the value of the required navigation performance (RNP) defined in a flight plan, or a value derived from this RNP value. In another embodiment of the invention, the condition of separation of the road is a condition of deviation of road angle. In one embodiment of the invention, the separation condition is realized if the absolute value of the difference between the true route of the aircraft and the active segment of the road is greater than a predefined threshold, for example °. Other spacing criteria are possible. The separation condition may for example take into account the heading of the aircraft, or the probability of the presence of the aircraft near the short-term route. It is also possible to test successively or in combination several conditions. For example, it is possible to first test a distance condition and then a heading condition, and validate the separation of the road if at least one of these two conditions is true. If the condition of separation of the road is not validated, the aircraft can continue its trajectory in unmanaged mode until the next iteration. In the opposite case, the method 300 comprises a step 320 of selecting a road segment to join. The road segment to join is the first segment for which a join trajectory calculation will be made. In one embodiment of the invention, step 320 selects the so-called active route segment, i.e., the segment on which the aircraft's managed mode was slaved at the instant when the the road has been detected. In another embodiment of the invention, the step 320 selects the segment that would be active for a predicted position of the aircraft, for example the position that the aircraft would occupy after a fixed duration of 30 minutes. retaining its guide mode. Other modes of selection of the road segment to be joined are possible, this selection being able to take into account parameters such as the position and heading of the aircraft, or the distance of the aircraft with respect to each of the segments of the road. Once the selected road segment is selected, the method 300 includes a step 330 of calculating a lateral rejoining path of the segment. The calculation of a trajectory between an aircraft and a segment is known from the state of the art. The lateral rejection path of the segment is calculated with respect to an initial state of the aircraft. In one embodiment of the invention, the initial state of the aircraft is the state of the aircraft at the time of calculation. In another embodiment of the invention, the initial state of the aircraft is a predicted state of the aircraft after a short time. The lateral approach path of the aircraft route takes into account the aerodynamic performance of the aircraft, in particular its turning capacity. It can also meet constraints for joining the segment. For example, the rejoining path may respect a rejection angle of the road segment. Once the trajectory has been calculated, the method 300 comprises a step 340 of validation of the rejoining trajectory. This step 340 confirms that the rejection trajectory calculated in step 330 validates at least one utilization criterion. The rejoining path may, for example, be validated if the aircraft does not check a sequencing condition of the final waypoint of the segment of road to be reached. A sequencing condition is a condition, usually based on the state (position, speed, heading, etc.) of the aircraft and the position of the waypoint, defining whether the waypoint is considered "exceeded" by the and if the next segment is to be considered active. In one embodiment, the trajectory is validated if it does not cross a plane called a sequencing plane of the final waypoint of the segment to be joined. The sequencing plane is a vertical plane comprising a waypoint and defining a half-space within which the waypoint is considered to be exceeded by the aircraft. If the joining path of the segment is validated, the method 300 according to the invention comprises a step 350 of application or assignment of the trajectory. This step consists in using the segment's joining path as the path of rejoining the road. The aircraft can then be enslaved by the re-engagement of the managed mode on this rejoining path, until the effective joining of the reference road 35, or until a next calculation iteration of the rejoining path. In the opposite case, the method 300 according to the invention comprises a step 360 of determining the existence of a next road segment fulfilling at least one selection criterion. This step generally consists in determining whether the rejoining path can be applied to a next segment. In one embodiment of the invention, a rejoin path can be applied to all road segments. Step 360 then consists in determining whether the segment previously tested was the last or not. In another embodiment of the invention, the rejoining path can be calculated for all road segments except those comprising the final approach. Step 360 then determines whether there is a segment in the road that is not part of the final approach. In another embodiment of the invention, the rejoin path can be applied only to those segments fulfilling certain criteria (for example, sufficiently long segments). Step 360 then consists in determining whether there remains at least one road segment fulfilling said criteria. In one embodiment of the invention, the road segments that can be used for calculating the rejoining path are determined at the initialization of the route. They are then stored in a list, following their order in the road. The 15 road segments are removed from the list each time a waypoint is sequenced, or a rejoin path is not validated at step 340. Step 360 then consists of checking whether there remains at least one road segment in said list. In another embodiment of the invention, the step 360 tests successively all segments still not traveled in the road, and successively tests on each of them the at least one selection criterion. If at least one next road segment is selectable, the method 300 according to the invention comprises a step 370 of selecting the next road segment to join. This step includes selecting the first road segment for which the at least one selection criterion is filled. At the end of step 370, step 330 is reactivated in order to calculate a lateral rejection trajectory of this new segment to join, and so on until a rejection path is validated, or that all selectable road segments have been tested. If, at step 370, no next road segment is selectable, an exit procedure 380 is enabled. This exit procedure can for example include a cockpit alert. It can also include a calculation of the path of forced joining of the road. The process according to the invention is particularly advantageous. Indeed, it provides continuous assistance to the pilot for joining a reference road in case of separation thereof. It allows you to join the nearest road segment validating a set of criteria. In addition, an adequate selection of the criteria of the validation of the trajectory makes it possible to obtain a coherence in the calculation of the rejoining trajectory: during the following iteration, if the aircraft is 3031175 13 on its trajectory of rejoining and is always removed from the road, the remaining rejoining path will be calculated almost identically to the initial calculation. Thus, the process can execute iteratively as long as the pilot of the aircraft has not chosen to join his reference route by activating his managed mode. In one embodiment of the invention, the method 300 executes when the managed side mode is disengaged, and ends when it is reengaged. For example, the method may start at the disengagement of the managed side mode, for example by a pilot or a flight management computer. Similarly, it may stop executing when the aircraft has rejoined its route and the managed mode is reengaged, on the initiative of the pilot or a flight management computer for example. In this embodiment of the invention, the method automatically accomplishes the tasks normally assigned to the driver upon the release of the managed mode, and thus alleviates the workload thereof to return to his reference route. In another embodiment of the invention, the method runs continuously. It is then that it causes the disengagement of the managed mode, when it detects, at step 310, the separation of the road. Conversely, the method may cause, when it detects that the separation of the road is no longer validated in step 310, the reengagement of the managed mode, if this mode has previously been disengaged by the system, and not by the pilot. FIG. 4 represents a flow diagram of an exemplary method according to the invention. This method 400 comprises the steps 310, 320, 330, 340, 350, 360, and 370 present in the process 300. It also comprises, prior to step 320, a step 410 of determining the initial position. of the aircraft. In one embodiment of the invention, step 410 considers the current position of the aircraft as the initial position of the rejoining path. In another embodiment of the invention, it uses as initial position a predicted position of the aircraft at the end of a predefined period, in order to take into account the evolution of the position of the aircraft during the calculation and activation time of the rejoining path. It may for example consist of extrapolating the motion vector of the aircraft for a predefined duration in order to obtain the predicted position of the aircraft.
    [0005] It can also predict the position of the aircraft while maintaining its guidance mode for a predefined duration. If the aircraft is in a turn phase, step 410 can also predict the position of the aircraft after a predefined period if it continues its turn. In one embodiment of the invention, this step calculates only the position of the aircraft. It can also predict the heading and speed of the aircraft, as well as other values representative of the state of the aircraft at the initial point of the rejoining path. In the method 400, the output procedure 380 includes an alert substep 420. This alert may for example be a cockpit alert to an aircraft pilot, in the form of an alert. visual and / or luminous. In this embodiment of the invention, it also comprises a sub-step 430 for calculating a forced rejoining trajectory of the last route point of the route. This step automatically provides a trajectory, even if it is not optimal, rather than returning to manual mode. The calculation of the forced rejoining trajectory makes it possible to perform a trajectory calculation with lower stresses than the trajectory calculations in step 330, which have not been validated. For example, if the condition of validation of the trajectory in step 340 is an overshoot of a sequencing plane of a waypoint, the forced rejoining trajectory can be calculated even if a part of the trajectory exceeds the sequencing plan of the final waypoint. This embodiment of the invention is particularly advantageous because it makes it possible to automatically propose a route of rejoining the road, even if the segment joins calculated in step 330 have not been validated. The method 400 also comprises, once the rejoining path has been applied, a step 440 of displaying the trajectory. This step makes it possible to inform a pilot or operator of the chosen trajectory. The display can for example be performed within the cockpit for the pilot. The retained trajectory may also be transmitted and displayed at a ground control station. The trajectory can also be displayed in different colors depending on whether it is a rejection trajectory calculated in step 330 or a forced rejoining trajectory. The method 400 also comprises a step 450 waiting for the next iteration. This step makes it possible to distribute the reconciliation trajectory calculation iterations over time in the most appropriate manner. In one embodiment of the invention, the calculation of the rejoining trajectory is carried out periodically. Step 450 then consists in waiting for the end of a period to restart a calculation iteration. The period may for example be chosen according to an on-board computing capacity in an aircraft, in order to ensure that a computing capacity is available at each iteration for the calculation of the trajectory. The period may also be chosen according to operational criteria, for example as a function of the maximum speed of the aircraft in order to ensure that the aircraft has not deviated from a maximum distance from the road during the flight. calculating a joining path. In another embodiment of the invention, the waiting time between two iterations is variable. It may also vary according to the flight phase of the aircraft, with more frequent iterations in the descent phase. It may also vary according to the instantaneous speed of the aircraft, in order to ensure a calculation iteration of the rejoining trajectory each time the aircraft travels at most a predefined distance. [0071] FIGS. 5a, 5b and 5c show five examples of road rejection paths calculated by a method according to embodiments of the invention. FIG. 5a shows three examples of joining paths 501a, 502a and 503a of a road segment according to one embodiment of the invention, each of which has been calculated with a corner angle parameter. different. Each of these trajectories has been calculated, for example at step 330 of the method 300, to join the active segment 520a of a road from the position 510a of the aircraft. Active segment 520a of the road is characterized by an initial waypoint 530a and a final waypoint 531a. In one embodiment of the invention, the calculation of a path of 20 joined to a road segment takes into parameters the position and the initial heading of the aircraft, a minimum turn radius and an angle Join the segment. In one embodiment of the invention, the rejoining trajectory is calculated using the following steps: a step of constructing a first arc of a circle, starting from the position and 25 of the initial heading for joining it, for example with the minimum turn radius of the aircraft, until reaching the desired angle of rejoin between the heading of the aircraft and the road segment; a step of constructing a rectilinear segment, tangent to the first arc of circle, and having the desired joining angle with respect to the road segment, a step of constructing a second arc of a circle, between the rectilinear segment and the road segment, for example with the minimum turn radius of the aircraft. In this embodiment of the invention, the first arc allows the aircraft to make a turn causing it to reach the desired angle with respect to the segment of road to be reached; the straight segment allows the aircraft 3031175 16 to approach the road segment; the second arc allows the aircraft to make a turn to capture the road segment to join by tangenting. In another embodiment of the invention, the rejoin path is calculated directly between an initial position and the final waypoint of the road segment to be joined. It can for example be calculated according to the method described in patent FR2787895. The trajectories 501a, 502a and 503a are respectively calculated with joining angles of 90 °, 45 ° and 30 °. This angle can be parameterizable, for example according to operating conditions. A 90 ° join allows, for example, to join short road segments, while a 30 ° rejection permits a shorter distance to the final waypoint 531a, and potentially to limit the gap between them. expected travel times on the road and travel times after separation and rejoining the road. In one embodiment of the invention, the trajectories are all calculated with the same predefined joining angle. In another embodiment of the invention, the rejection angle is chosen according to the length of the road segment to be joined and the position of the aircraft, in order to minimize the total distance traveled. FIG. 5b represents an example of a joining path 500b of a road segment according to one embodiment of the invention. This path of rejoining is calculated between the position of an aircraft 510b and the active segment 520b of the road, said active segment comprising an initial waypoint 530b and a final waypoint 531b. This trajectory can in particular be calculated in step 330 of a method 300. In one embodiment of the invention, the calculation of the segment rejection trajectory takes as parameter the position 510b and the heading 25 540b of the aircraft, the course selected by the pilot for the 541b autopilot as well as a turn radius. The trajectory can for example be calculated using the following steps: a step of building a first arc of the circle, from the position and the initial heading for the joined, for example with the turning radius minimum of 30 aircraft, until reaching the course selected by the pilot for the autopilot; a step of constructing a rectilinear segment, tangent to the first curve in an arc of circle, and presenting the heading selected by the pilot for the autopilot; A step of constructing a second arc of a circle between the rectilinear segment and the active road segment, for example with the minimum turning radius of the aircraft. This method of calculating the rejoining trajectory is particularly advantageous because it makes it possible to join short road segments. FIG. 5c represents an example of a join trajectory 500c of a road segment according to one embodiment of the invention. The road contains in particular the two segments 520c and 521c, defined by the waypoints 530c, 531c and 532c. The aircraft occupies an initial position 510c, and the active route segment when calculating the rejoining path is the segment 520c. At first, step 320 selects the active road segment 520c as the road segment to join. A first join calculation of this segment is made in step 330. The calculation method used is identical to that for the rejoining path 502a, with a rejection angle of 45 °. The trajectory 501c does not make it possible to join the segment 520c satisfactorily. It is therefore not validated in step 340. Step 360 then verifies that at least one next segment is selectable. This is the case of the segment 521c, which is then selected in step 370. The step 330 of calculating a rejoining trajectory is then restarted, this time to join the segment 521c, with the same method calculation and a 45 ° rejection angle. This time, the road segment is reachable. The rejoining path 500c is thus validated at step 340, and applied as a path of rejoining the road at step 350. These examples demonstrate the ability of a method according to the invention to calculate a trajectory to join a route, with different parameters, and the ability to select a new route segment to join if the active segment is not reachable. [0085] FIGS. 6a and 6b show two examples of joining paths of a road segment calculated by a method according to one embodiment of the invention, with conservation of the initial trajectories between the different waypoints. FIG. 6a shows an example of calculating a rejection trajectory 600a of an aircraft road segment according to one embodiment of the invention. The aircraft occupies a position 610a, and the road has at least two segments 620a and 621a, according to three waypoints 630a, 631a and 632a. In one embodiment of the invention, a first rejoin path is calculated at step 330 to join the active segment 620a. This joining path comprises a first portion 601a, and passes through a plane 640a, called a waypoint sequencing plane 631a at a point 650a. Plan 640a represents the plane from which the aircraft is considered to have "passed" waypoint 631a. In one embodiment of the invention, the trajectory 601a is not validated if it passes through the plane 640a in at least one point, the point 650a in the case in point. Advantageously, the sequencing plane of point 631a may be a vertical plane comprising point 631a and the bisector of the road segments whose point 631a is respectively the final and initial waypoint. In one embodiment of the invention, when the trajectory is not validated, a first portion 601a of the trajectory, between the initial point 610a of the trajectory and the point 650a at which it passes through the sequencing plane of a waypoint, is saved for the next calculation step. Thus, the segment 621a is selected at step 370 as the next segment to be joined, and the rejoining path includes a first portion 601a previously saved, and a second portion 602a to finalize the rejoin path to segment 621a. Of course, it is possible to save several successive sub-parts of the trajectory when the joining path 15 is calculated on more than two successive segments. FIG. 6b represents an exemplary calculation of a joining trajectory 600b of an aircraft road segment according to one embodiment of the invention. In this example, the aircraft occupies a position 610b, and the route comprises at least three segments 620b, 621b and 622b, and four waypoints 630b, 631b, 632b and 633b. In this example, step 320 of selecting the route segment to join selects segment 621b rather than active segment 620b as the route segment to join. Indeed, the position of the aircraft 610b is too close to a point 650b of the sequencing plane 640b of the final waypoint 631b of the active segment 620b to allow a correct path of rejoining said segment to be calculated. Step 330 therefore calculates a first path of rejoin segment 621b. This path is not validated in step 340 because it traverses the sequencing plane 641b of waypoint 632b at point 651b. A first trajectory portion 601b is then saved, located between the position 610b of the aircraft and the crossing point 651b of the sequencing plane of the waypoint 632b. step 360 then validates the existence of a next segment to join, in this case segment 622b, and step 370 selects it as the road segment to join. Step 330 then calculates a second path portion 602b, making it possible to join segment 622b from point 651b. Step 340 then validates the trajectory 600b, formed of the two parts 601b and 602b, as the rejoining path of the aircraft route. FIGS. 7a and 7b show two examples of forced rejoining trajectory of a final waypoint of a road by an exemplary method according to one embodiment of the invention. These forced joins can for example be calculated at step 430 of method 400 when no rejection trajectory of a road segment has been validated, and no segment of road is no longer valid. available. They make it possible to calculate a rejoining trajectory with stresses that are more flexible than the trajectories computed and validated in steps 330 and 340 of a method 300 according to the invention. [0096] FIG. 7a represents a first example of a forced rejoin 700a. of a final waypoint of a road by an exemplary method according to one embodiment of the invention. The aircraft, occupying a position 710a, has deviated from its course, which includes the segments 720a, 721a, 722a and 723a, as well as the tracking points 730a, 731a, 732a and 733a. Waypoint 732a is the so-called FAF point, that is, the starting point of the final approach. The final approach includes segments 722a and 723a, waypoint 733a and leads to runway 740a. In this example, it is not possible, for reasons of aerial safety, to join one of the segments 722a and 723a by a conventional joining path. The aircraft must report to the FAF with a heading aligned with the runway in order to be able to make its final approach properly. The steps 330 and 340 of a method according to the invention did not make it possible to calculate and validate a rejoining trajectory of the road segments 720a and 721a.
    [0006] Step 360 then detects that no subsequent segment is selectable, and activates the output procedure 380. In one set of embodiments of the invention, this output procedure includes a step calculation step. for example, step 430 of the method 400. In this example, the last waypoint of the path is FAF 732a. In one embodiment of the invention, the computation of the forced rejection trajectory of a waypoint obeys different constraints of the computation performed in step 330. In a set of embodiments of the invention, the computation In the invention, the computation of a forced rejoining path makes it possible to join a tracking point 732a, with a heading oriented along the road segment 722a whose waypoint is the initial waypoint. The computation of the forced rejoining trajectory 700a can for example comprise the following steps: a step of constructing a first arc from the position 710a and the initial heading for rejoining, and oriented towards the waypoint 732a; a step of constructing a second arc, to the position of the waypoint 732a to join and to the heading of the road segment 722a whose waypoint is the initial waypoint, for example with the radius minimum turn of the aircraft, and oriented towards the initial position 710a; a step of constructing a rectilinear segment, tangent to the first and second circular arcs. According to this mode of calculation of the trajectory, the first arc allows the aircraft to make a turn towards the waypoint to reach; the second arc allows the aircraft to turn at the end of the forced return path to align with the next road segment, in this case the final road segment. This calculation mode makes it possible to automatically propose a trajectory to a pilot, even if the first calculations of a rejoining trajectory did not work. In addition, the trajectory obtained enables the aircraft to reach the FAF by being aligned with the landing runway, and thus to make its final approach under satisfactory conditions. [00102] Figure 7b shows a second example of a forced join 700b of a final waypoint of a road by an example of a method according to one embodiment of the invention. [00103] The aircraft route comprises the segments 720b, 721b, 722b and 723b, as well as the waypoints 730b, 731b, 732b and 733b, respectively equivalent to the road segments and waypoints 720a, 721a, 722a. , 730a, 731a, 732a and 733a of Figure 7a. The road ends with a final approach including segments 722b, 723b, runway 740b and FAF 732b. As in the previous example, a method according to the invention could not calculate and validate a joining trajectory of segments 720b and 721b. A step of calculating a joining path of the FAF 732b, for example step 430 of the method 400, is thus activated. [00104] In this example, the position 710b of the aircraft does not allow it to construct a trajectory similar to the trajectory 700a. Indeed, the minimum turn radius of the aircraft is too great to allow it to reach point 732b directly. In one embodiment of the invention, an alternative calculation mode 3031175 21 of the forced rejoining path may for example comprise the following steps: a step of constructing a first arc of circle, starting from the position 710a and the initial heading for rejoining, and facing away from tracking point 732a; a step of constructing a second circular arc, to the position of the waypoint 732a to be reached and to the heading of the road segment 722a whose waypoint is the initial waypoint, for example with the radius of minimal turn of the aircraft, and oriented in the opposite direction of the initial position 710a; a step of building a third arc, tangential to the two previous, for example with the minimum turn radius of the aircraft. [00105] This method of calculating a forced rejoining trajectory is particularly advantageous. Indeed, it makes it possible to automatically propose a forced return path of a final waypoint even if the turning radius of the aircraft is too great to calculate a direct forced rejection trajectory. [00106] FIGS. 8a and 8b show two examples of construction of a plan of sequencing a waypoint by an exemplary method according to the invention. These sequencing plans can be used to determine whether the path is valid or has caused the sequencing of the current waypoint. FIG. 8a represents an exemplary sequencing plane 800a in the 25 in the case of a waypoint 810a whose overflight by the aircraft is not mandatory. Waypoint 810a is located at the intersection of Route 830a and Route 831a. As its overflight is not obligatory, a path constructed by the FMS to fly over this waypoint generally comprises a first rectilinear first leg leg 820a, a curvilinear trajectory segment 821a, and a second leg leg 822a. In one embodiment of the invention, the sequencing plane 800a of a waypoint 810a whose overflight is not mandatory is a vertical plane containing the bisector of the road segments 830a and 831a whose point The waypoint is respectively the final waypoint and the initial waypoint. As part of the flight of the trajectory, the waypoint is sequenced when the aircraft reaches the point 840a of intersection between the trajectory and the sequencing plane. In the context of the validation of a joining path of the segment 830a, for example at step 340 of a method according to the invention, the trajectory can for example be validated if it does not cross the plane 800a, that is, if it has no point closer to segment 831a than segment 800a. [00109] FIG. 8b represents an exemplary sequencing plane 800b in the case of a waypoint 810b whose overflight is mandatory. Waypoint 810b is located at the intersection of Route 830b and Route 831b. Since its overflight is mandatory, a trajectory constructed by the FMS to fly over this waypoint may for example comprise a leg 820b, a first curvilinear segment 821b for making a first turn towards the road segment 831b, and a second curvilinear segment 822b. to approach this segment. In one embodiment of the invention, the sequencing plane 800b of a waypoint 810b whose overflight is obligatory is a vertical plane comprising the perpendicular to the road segment 830b of which this waypoint 810b is the final waypoint, including said waypoint 810b. As part of a trajectory tracking, waypoint 810b is sequenced at the time of overhead of waypoint 810b. In the context of the validation of a joining trajectory of the segment 830b, for example at step 340 of a method according to the invention, the trajectory can for example be validated if it does not cross the plane 800b. [00111] The above examples demonstrate the ability of the invention to continuously propose, when an aircraft departs from a reference road, a path of rejection of this route. However, they are only given by way of example and in no way limit the scope of the invention as defined in the claims below.
    权利要求:
    Claims (17)
    [0001]
    REVENDICATIONS1. A method of automatically calculating a rejoining path of an aircraft route executed iteratively, each iteration comprising at least: a step (310) for detecting the separation of the active segment of said road; if the spacing of the active segment of said road is detected: a step (320) of selecting a road segment to join; a step (330) of calculating a joining path between a starting point and said road segment to be joined; a step (340) of validation of the rejoining trajectory of said segment of road to be joined; if the rejoining path of said road segment to be joined is validated: - a step (350) for assigning the rejection path of said road segment to be joined to the rejoining path of the road; if the rejoining path of said road segment to be joined is not validated: - a step (360) of verifying the existence of a following road segment fulfilling a selection condition; if a next road segment fulfills said selection condition: a step (370) of selecting said next road segment as a road segment to be joined; a return to step (330) for calculating a rejoining trajectory of the road segment to be joined; if no subsequent route segment fulfills said selection condition: - a step (380) of applying an exit procedure.
    [0002]
    2. Method according to claim 1, comprising, prior to step (320) for selecting a road segment to join, a step (410) for determining the initial point of the joining path at least from a current position of the aircraft.
    [0003]
    3. Method according to claim 2, wherein the position of the aircraft at the initial point of the trajectory is determined from a predicted state of the aircraft by maintaining the current guidance mode for a predefined duration. 3031175 24
    [0004]
    4. Method according to one of claims 1 to 3, further comprising an initialization step, consisting of a disengagement of a managed mode.
    [0005]
    5. Method according to one of claims 1 to 4, wherein the spacing condition of said road is verified when a distance between the aircraft and the road is greater than a predefined threshold.
    [0006]
    6. Method according to one of claims 1 to 5, wherein the spacing condition of said road is verified when an angular difference between a true route of the aircraft and the road is greater than a predefined threshold.
    [0007]
    7. Method according to one of claims 1 to 6, wherein the step of selecting a road segment to join selects the active segment when the spacing condition of said road has been verified.
    [0008]
    8. Method according to one of claims 1 to 7, wherein the step of calculating a joining trajectory of said segment uses a predefined rejection angle.
    [0009]
    The method according to one of claims 1 to 8, wherein the join path of the segment is validated (340) if said join path of the segment does not satisfy a sequencing condition of the final waypoint of the segment.
    [0010]
    The method of claim 9, wherein the sequencing condition of the final waypoint of the segment is verified if the segment join path traverses a plane (640a, 640b, 641b) containing the point (631a, 631b, 632b). of the final path of the segment.
    [0011]
    11. The method of claim 10, wherein said plane is a vertical plane called a sequencing plane defined by: if the route of the aircraft does not include an obligation to fly over the final waypoint of the segment, a plan b) sector of the horizontal angle between the segment to join and the next segment; if the aircraft route includes an obligation to fly over the final waypoint of the segment, a plane perpendicular to the active segment containing the final waypoint of said active segment.
    [0012]
    The method of one of claims 10 and 11, wherein: when the sequencing condition of at least one final waypoint of a segment is satisfied, the segment join path (601a, 601b). is saved to the point (650a, 650b, 651b) to which it passes through said plane (640a, 650b, 651b) containing the point (631a, 631b, 632b) of the final path of the segment; the next step of calculating a path of rejoining (330) of a road segment is initialized using said saved trajectory (602a, 602b).
    [0013]
    The method according to one of claims 1 to 11, wherein the step of applying an output procedure (380) comprises a substep (430) for calculating a forced rejoining path (700a). , 700b) of a final waypoint.
    [0014]
    14.Procédé according to one of claims 1 to 11, wherein the step of applying an exit procedure of the method (380) comprises a substep (420) alert.
    [0015]
    15. Method according to one of claims 1 to 13, wherein the last segment is the one whose final waypoint is the final point of approach (732a, 732b).
    [0016]
    16. A trajectory calculation system, comprising calculation means configured to automatically and iteratively calculate a rejoining trajectory of an aircraft route, each iteration comprising at least: a step (310) for detecting the separation of the aircraft. active segment of said road; if the spacing of the active segment of said road is detected: a step (320) of selecting a road segment to join; a step (330) of calculating a joining path between a starting point and said road segment to be joined; a step (340) of validation of the joining trajectory of said road segment to be joined; if the rejoining path of said road segment to be joined is validated: - a step (350) for assigning the rejection path of said road segment to be joined to the rejoining path of the road; if the rejoining path of said road segment to be joined is not validated: a step (360) of verifying the existence of a following road segment fulfilling a selection condition; if a next road segment fulfills said selection condition: a step (370) of selecting said next road segment as a road segment to be joined; a return to step (330) for calculating a rejoining path of the road segment to be joined; if no subsequent route segment fulfills said selection condition: - a step (380) of applying an exit procedure.
    [0017]
    17.Computer program for automatically and iteratively calculating a route of rejoining a route of an aircraft, said program comprising at least for each iteration: code elements configured to detect (310) a separation of the active segment of said road; elements of computer code configured to perform the following operations when the separation of the active segment of said road is detected: - a selection (320) of a road segment to join; calculating (330) a rejoin path between a starting point and said road segment to be joined; a validation (340) of the rejoining path of said road segment to be joined; if the rejoining path of said road segment to be joined is validated: - an assignment (350) of the rejoining trajectory of said road segment to be joined to the rejoining path of the road; - if the path of rejoining of said road segment to be joined is not validated: - a check (360) of the existence of a following road segment fulfilling a selection condition; if a next road segment fulfills said selection condition: a selection (370) of said next road segment as a road segment to be joined; a return to calculation (330) of a rejoining path of the road segment to be joined; if no subsequent road segment fulfills said selection condition: - an application (380) of an exit procedure.
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3031175B1|2019-11-29|METHOD FOR AUTOMATICALLY JOINING A ROAD OF AN AIRCRAFT
    FR2945622A1|2010-11-19|METHOD FOR SHORT TERM JOINING A RADAR GUIDED FLIGHT PLAN OF AN AIRCRAFT
    FR2906921A1|2008-04-11|Three dimensional emergency path providing method for aircraft, involves updating searched path based on changes in environmental conditions according to information provided by on-board sensors and exterior information
    FR2923623A1|2009-05-15|SYSTEM FOR SECURING A FLIGHT PLAN FOR AN AIRCRAFT
    FR2872316A1|2005-12-30|METHOD OF CHANGING THE APPROACH PROCEDURE OF AN AIRCRAFT
    FR2921152A1|2009-03-20|AIRCRAFT FLIGHT PLAN JOINT ASSISTANCE METHOD BY INTERCEPTING A FLIGHT SEGMENT CLOSE TO THE AIRCRAFT
    FR2921153A1|2009-03-20|METHOD FOR AIDING NAVIGATION
    FR3051057A1|2017-11-10|METHOD FOR AUTOMATICALLY JOINING A VERTICAL REFERENCE PROFILE OF AN AIRCRAFT
    FR2939883A1|2010-06-18|METHOD FOR CONSTRUCTING A VERTICAL PROFILE IN THE EVENT OF DEPRESSURIZATION IN A RISK AREA AND ASSOCIATED DEVICES
    FR2954847A1|2011-07-01|Navigation information centralized management system for aircraft, has detection units detecting incoherence between created task and road map to get and transmit message to display incoherence message on man-machine interface
    FR3029652A1|2016-06-10|METHOD OF CALCULATING AIRCRAFT TRAJECTORY SUBJECTED TO LATERAL AND VERTICAL CONSTRAINTS
    FR3006049A1|2014-11-28|METHOD AND SYSTEM FOR SELECTING AN APPROACH TRACK
    FR2908533A1|2008-05-16|Reference trajectory follow-up monitoring method for civil aircraft, involves triggering alarm, if extrapolated values of flight parameters are not equal to theoretical values or if values are not compatible with real parameters
    FR3064351A1|2018-09-28|METHOD FOR ADJUSTING A JOINT TRACK FOR AN AIRCRAFT
    FR2997066A1|2014-04-25|METHOD FOR AIDING THE CONTROL OF AN AIRCRAFT DURING LANDING, AND A STEERING ASSISTING SYSTEM SUITABLE FOR CARRYING OUT SAID METHOD
    FR3023644A1|2016-01-15|METHOD FOR INSERTING A FLIGHT PLAN FLANGE IN A FLIGHT PLAN
    WO2000039775A2|2000-07-06|Assistance system for avoiding terrain collision for an aircraft
    FR2904706A1|2008-02-08|Aircraft`s e.g. civil transport aircraft, steering assisting method, involves determining minimal decision height corresponding to arrival instant based on performances of satellite localization unit and arrival characteristics of aircraft
    FR3002803A1|2014-09-05|METHOD FOR GUIDING A GIRAVION LIMITING SOUND NUISANCES IN A PROCEDURE FOR APPROACHING A POINT OF INSTALLATION
    FR3007854A1|2015-01-02|METHOD AND APPARATUS FOR CALCULATING A FLIGHT PLAN OF AN AIRCRAFT IN THE APPROACH PHASE OF A LANDING TRAIL
    FR3030794A1|2016-06-24|METHOD AND SYSTEM FOR GUIDING AN AIRCRAFT
    FR3058555A1|2018-05-11|UNIFORMIZATION OF PLATFORM APPROACHES FOR AIRCRAFT
    FR3053780A1|2018-01-12|APPARATUS AND METHOD FOR CALCULATING NAVIGATION PERFORMANCE PREDICTION
    EP3267156B1|2019-08-21|Calculation device and method for predicting estimated navigation performance
    FR3017703A1|2015-08-21|METHOD AND SYSTEM FOR DETERMINING THE COMPATIBILITY OF ANGULAR GUIDANCE WITH AN APPROACH
    同族专利:
    公开号 | 公开日
    US10621875B2|2020-04-14|
    CN107209024A|2017-09-26|
    WO2016107853A3|2016-09-29|
    US20190088143A1|2019-03-21|
    WO2016107853A2|2016-07-07|
    CN107209024B|2020-12-29|
    FR3031175B1|2019-11-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US6163744A|1996-02-10|2000-12-19|Euro Telematic Gmbh|Aircraft flight correction process|
    US20060025899A1|2003-07-25|2006-02-02|Peckham Roger D|Flight management computer lateral route recapture|
    US20090076721A1|2007-09-14|2009-03-19|Thales|Navigation aid method|
    US20100324812A1|2009-05-15|2010-12-23|Thales|Method of short-term rejoining of a flight plan by radar guidance of an aircraft|FR3071053A1|2017-09-13|2019-03-15|Aeromapper|CARTOGRAPHY METHOD IMPLEMENTED BY A DRONE|
    US10380901B2|2016-05-04|2019-08-13|Thales|Method for automatically rejoining a reference vertical profile of an aircraft|
    FR3086404A1|2018-09-26|2020-03-27|Thales|METHOD FOR CONSTRUCTING A MOBILE POINT JOINT PATH, METHOD FOR JOINING A MOBILE POINT, COMPUTER PROGRAM PRODUCT AND RELATED MODULE|
    US10854094B2|2017-03-21|2020-12-01|Thales|Rejoining trajectory adjustment method for aircraft|
    FR3102867A1|2019-11-06|2021-05-07|Thales|METHOD FOR GUIDING A VEHICLE, COMPUTER PROGRAM, ELECTRONIC MODULE AND ASSOCIATED VEHICLE|FR2787895B1|1998-12-23|2001-03-16|Sextant Avionique|METHOD FOR GENERATING A HORIZONTAL PATH FOR AN AIRCRAFT BETWEEN TWO CONSTRAINED GOALS ON THE ROUTE|
    FR2905480B1|2006-08-30|2011-03-25|Thales Sa|METHOD OF CHANGING THE ROAD FOLLOWED BY AN AIRCRAFT, THE AIRCRAFT ORIGINALLY FOLLOWING A PREDEFINED TRACK, THE METHOD FOR AN ANCILLARY RETURN OF THE AIRCRAFT ON THE PREDEFINED TRACK.|
    FR2921152B1|2007-09-14|2010-03-12|Thales Sa|AIRCRAFT FLIGHT PLAN JOINT ASSISTANCE METHOD BY INTERCEPTING A FLIGHT SEGMENT CLOSE TO THE AIRCRAFT|
    US8494766B2|2011-01-07|2013-07-23|Ge Aviation Systems, Llc|Flight management system with integrated tactical commands for use with an aircraft and method of operating same|
    FR2983594B1|2011-12-02|2014-09-26|Thales Sa|METHOD FOR MANAGING A VERTICAL FLIGHT PLAN|
    FR2983598B1|2011-12-06|2013-12-27|Airbus Operations Sas|METHOD FOR AUTOMATIC MONITORING OF AIR OPERATIONS REQUIRING GUARANTEE OF NAVIGATION PERFORMANCE AND GUIDANCE|
    CN102706350A|2012-06-29|2012-10-03|中国航空工业集团公司第六三一研究所|Method for indicating yaw navigation of airplane|
    FR3017967B1|2014-02-21|2016-03-04|Thales Sa|METHOD AND SYSTEM FOR FLIGHT MANAGEMENT|
    FR3019284B1|2014-03-28|2021-05-14|Thales Sa|LATERAL TRAJECTORIES CALCULATION PROCESS|
    FR3020478B1|2014-04-28|2016-05-20|Airbus Operations Sas|METHOD AND ASSEMBLY FOR GUIDING AN AIRCRAFT AT LOW HEIGHT.|
    US10102756B2|2014-10-01|2018-10-16|The United States of Americ as represented by the Administrator of NASA|Method and apparatus for providing in-flight pilot interface for trajectory optimization|
    US10852157B2|2015-07-30|2020-12-01|The Boeing Company|Guidance display for controlling aircraft turns for aircraft spacing|FR3043456B1|2015-11-05|2018-09-21|Airbus Operations|METHOD AND DEVICE FOR GENERATING AN OPTIMUM VERTICAL TRACK TO BE FOLLOWED BY AN AIRCRAFT.|
    CN106249757B|2016-09-21|2018-11-23|中国科学院遥感与数字地球研究所|A kind of automatic selecting method and device of the line of flight|
    WO2021039378A1|2019-08-29|2021-03-04|ソニー株式会社|Information processing device, information processing method, and program|
    CN111127955B|2019-11-28|2021-05-04|中国航空工业集团公司西安航空计算技术研究所|Automatic activation method for flight planning flight segment|
    法律状态:
    2015-11-23| PLFP| Fee payment|Year of fee payment: 2 |
    2016-07-01| PLSC| Publication of the preliminary search report|Effective date: 20160701 |
    2016-11-28| PLFP| Fee payment|Year of fee payment: 3 |
    2017-11-27| PLFP| Fee payment|Year of fee payment: 4 |
    2018-11-27| PLFP| Fee payment|Year of fee payment: 5 |
    2019-11-28| PLFP| Fee payment|Year of fee payment: 6 |
    2020-11-25| PLFP| Fee payment|Year of fee payment: 7 |
    2021-11-25| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1403023A|FR3031175B1|2014-12-30|2014-12-30|METHOD FOR AUTOMATICALLY JOINING A ROAD OF AN AIRCRAFT|
    FR1403023|2014-12-30|FR1403023A| FR3031175B1|2014-12-30|2014-12-30|METHOD FOR AUTOMATICALLY JOINING A ROAD OF AN AIRCRAFT|
    US15/528,455| US10621875B2|2014-12-30|2015-12-28|Method for automatically re-joining a route of an aircraft|
    CN201580071661.6A| CN107209024B|2014-12-30|2015-12-28|Method for automatically reconnecting aircraft routes|
    PCT/EP2015/081308| WO2016107853A2|2014-12-30|2015-12-28|Method for automatically re-joining a route of an aircraft|
    [返回顶部]