• 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:
    A navigational aid method (300) for determining an improved trajectory between a starting point (A) and an arrival point (B) as a function of a trajectory cost, comprising the steps of: -determining (310) a grid of nodes (P) -charging (320) meteorological data (M) to said nodes (P), -determining (330) for each node (P) an average instantaneous cost (f) ) from a first instantaneous cost (τ1) according to a ground speed of the aircraft taking into account the meteorological data (M) loaded at the node (P) considered, and a second instantaneous cost (τ2) function of a ground speed of the aircraft not taking into account the meteorological data loaded, -determining (340) a length (l, a + b, b) of a trajectory passing through said node (P) and arriving at the point of arrival (B), -determining (350) a cost grid allocating in each of the nodes (P) of the grid a local cost (Cloc, C1, C2) determined from the average instantaneous cost (τ) and said length, -determining (360) an improved trajectory (Ta) from said cost grid. graphing (370) graphically the improved trajectory and / or the cost grid to a crew.
    公开号:FR3032271A1
    申请号:FR1500173
    申请日:2015-01-30
    公开日:2016-08-05
    发明作者:Christophe Pierre；Merrer Mathieu Le
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The invention relates to a navigation aid method for optimizing a flight trajectory as a function of meteorological conditions. The invention finds particular utility in aircraft-based flight management systems, to allow the crew to optimize an initial flight trajectory in function of changes in meteorological conditions encountered by the aircraft on its trajectory.
    [0002] STATE OF THE ART The known navigation aid systems have means for calculating trajectories between passage points defined in a flight plan which may, for example, be filled in by the pilot. The trajectories, calculated at the beginning of the flight and possibly updated during the flight, are a support for the maneuvers of the aircraft, whether they are decided by the pilot or by an autopilot system. In the state of the art, the calculated trajectory is split between a lateral trajectory, typically characterized by passage points defined by a latitude and a longitude, and a vertical profile applied on this lateral trajectory to take into account constraints, for example relief or management of fuel consumption.
    [0003] Among the navigation aid systems, flight management systems known as FMS, for the English acronym Flight Management System, are known, a functional architecture of which is shown schematically in FIG. 1. In accordance with the ARINC 702 standard, they provide the functions of: - Navigation LOCNAV, 170, to perform the optimal location of the aircraft according to the means of geo-location (GPS, GALILEO, VHF radio beacons, inertial units, etc ...) - Plan of FPLN flight, 110, to enter the geographical elements constituting 5 the skeleton of the route to follow (departure and arrival procedures, crossing points, etc ...), - NAVDB navigation database 130, to build geographical routes and procedures from data included in the bases (points, beacons, interception or altitude bequests ...), 10 - Performance database, PERF DB 150, including the aerodynamic and engine parameters d e the device, - Lateral trajectory TRAJ, 120, to build a continuous trajectory from the points of the flight plan, respecting the airplane performances and the confinement constraints, 15 - PRED predictions, 140, to build an optimized vertical profile on the lateral trajectory, - Guidance, GUIDANCE 200, to guide the aircraft on its 3D trajectory in the lateral and vertical planes, while optimizing the speed, - DATALINK digital data link, 180 to communicate with the 20 control centers, the ground infrastructure of aircraft operators and other aircraft. From the FPLN flight plan defined by the pilot, a lateral trajectory is determined according to the geometry between the crossing points. From this lateral trajectory, a prediction function PRED defines an optimized vertical profile taking into account possible constraints of altitude, speed and time. For this, the FMS system has PERFDB performance tables, which define the modeling of aerodynamics and engines. The prediction function PRED implements equations of aircraft dynamics. These equations are numerically based on values contained in the performance tables to calculate raster, lift, and thrust. By double integration, we deduce the velocity vector and the vector position of the aircraft.
    [0004] The taking into account of the meteorological conditions and its evolutions is added to the complexity of the calculation of a trajectory of flight. Figures 2a and 2b show an orthodromic trajectory 10 between a point A and a point B, the abscissa and the ordinate respectively corresponding to latitude and longitude. The meteorological conditions in the environment of the trajectory are represented by means of a mesh M; the direction and the length of the arrows at each node of the mesh M illustrating the direction and the intensity of the wind vector at this node. As the wind is not constant on the course, the orthodromic trajectory 10, the geometrically shortest trajectory to connect A and B, does not prove the most fuel-efficient and / or the fastest. An overall optimization of the trajectory calculation such as dynamic programming makes it possible to construct a trajectory 11 for connecting the point A and the point B in an optimized manner, in fuel consumption and / or in time. Such a computation of an optimized trajectory according to the meteorological conditions requires important computing resources and a long calculation time. This calculation can be done in a ground computing station, but it is relatively unsuitable for use in an on-board flight management system. It has been envisaged to enrich the trajectory calculation of FMS-type flight management systems by proposing means for diverting an aircraft from its trajectory on the basis of wind information. We thus know from the applicant, the patent document published under the reference FR2939505 describing an onboard solution for optimizing the lateral trajectory based on a local modification of the flight plan. The diversion is based on the DIRTO function known to those skilled in the art, and described in the ARINC 702 standard. The trajectory is modified with respect to the initial trajectory by adding a diversion point to replace a sequence of points. passage of the flight plan. The use of the DIRTO function necessarily restricts the complexity of the representation of the lateral trajectory to follow. This implementation does not guarantee an optimal trajectory in terms of fuel consumption and / or time. It therefore remains desirable to have effective means of assisting navigation to adapt, on board the aircraft, a flight path by allowing to take into account a changing weather conditions 35 in order to optimize the cost of a journey.
    [0005] DESCRIPTION OF THE INVENTION The subject of the present invention is a navigation aid method, executed by a flight management system, for determining an improved trajectory between a starting point A and an arrival point B. function of a trajectory cost, comprising the steps of: -determining a grid of nodes P within an area of predetermined dimensions and comprising starting points A and arrival B, 10 -charging data at said nodes P, -determining for each node P a mean instantaneous cost from a first instantaneous cost based on a ground speed of the aircraft taking into account the meteorological data loaded at the node P considered, and a second instantaneous cost according to a ground speed of the aircraft not taking into account the meteorological data loaded, -determining a length of a trajectory passing through said node P and arriving in int of arrival B, -determining a cost grid allocating in each of the nodes P of the grid a local cost determined from the average instantaneous cost and of said length, -determining an improved trajectory from the cost grid, -represent graphically the improved trajectory and / or the cost grid to a crew. Preferably, the meteorological data comprise a wind vector and a temperature. Advantageously, the local cost is equal to the product of the average instantaneous cost and of said length. According to a variant, the length taken into account for the determination of the local cost corresponds to the sum of the orthodromic distances between the starting point A and the said node P and between the said node P and the arrival point B. Advantageously, the local cost is determined by the formula: Cl = f. (a + b) 35 with the average instantaneous cost at an orthodromic distance between the point A and the node P, b, the orthodromic distance between the node P and the point B, According to another variant the length taken into account for the determination of the local cost corresponds to the great circle distance between said node and the arrival point. Advantageously, the local cost is determined by the formula: C2 = f .b Preferably the average instantaneous cost is defined as a weighted sum of the first and second instantaneous costs, with a predetermined weighting coefficient making it possible to parameterize the influence of meteorological data in the calculation of the average instantaneous cost, according to the formula: = wz-1 + (1- w) .1-2 With: f average instantaneous cost w weighting coefficient between 0 and 1, zi first instantaneous cost r2 second instantaneous cost a first embodiment the calculation of the first and second instantaneous costs is determined at said node P from the instantaneous cost simplified formula: = - = GS TAS.cos (d) + Wind.cos (a) with 30 GS: aircraft ground speed TAS: aircraft air speed temperature function T Wind: wind vector d: angle between ground speed and air speed a: angle between ground speed and vector The first instantaneous cost is determined by said simplified formula with an airspeed and weather conditions including a wind vector and a temperature determined at the node P, and the second instantaneous cost is calculated by said simplified formula, with a vector of zero wind, a standard temperature at the node P and a ground speed equal to a predetermined air speed. According to a second embodiment, the calculation of the first and second instantaneous costs is determined at said node P from the general formula of instantaneous cost: r = FF + CI FF + CI GS TAS.cos (d) + Wind.cos ( a) with 15 FF: fuel flow per hour Cl: Cost Index GS: ground speed of the aircraft TAS: air speed of the aircraft according to the temperature T Wind: wind vector 20 d: angle between ground speed and the air speed a: angle between the ground speed and the wind vector The first instantaneous cost is determined by said general formula with an air speed and meteorological conditions comprising a wind vector and a temperature calculated at the node P, and the second instantaneous cost is calculated by said general formula, with zero wind, a standard temperature at the node P and a ground speed equal to a predetermined air speed. According to one option, the improved trajectory is determined by the flight management system as the trajectory minimizing local costs over the entire trajectory. According to another option, the improved trajectory is determined by the crew from the graphical representation of the cost grid.
    [0006] Advantageously, the cost grid is represented graphically in the form of a surface. Preferably, the cost grid is represented graphically in the form of cost iso curves.
    [0007] According to a variant, the graphical representation step comprises a sub-step of determining and representing current lines perpendicular to the cost iso lines on the cost grid.
    [0008] Other features, objects and advantages of the present invention will appear on reading the detailed description which follows and with reference to the appended drawings given as non-limiting examples and in which: FIG. 1, already presented, represents a known navigation aid system 15, commonly known as FMS. Figures 2a and 2b, already presented, illustrate the interest of taking into account the meteorological conditions for the calculation of a flight path, Figure 3 illustrates the method according to the invention. FIG. 4 illustrates the air speed and ground speed vector notions at a point P of an aircraft trajectory between A and B. FIGS. 5a, 5b and 5c illustrate the calculation of a cost grid and a optimized trajectory by means of a first method of calculating the local cost C1 and according to the first embodiment of the method according to the invention (simplified formula), respectively by assigning a zero, intermediate and important weight to the meteorological conditions in the calculation. trajectory. FIGS. 6a, 6b and 6c illustrate the calculation of a cost grid and an optimized trajectory by means of a second method for calculating the local cost C2 and according to the first embodiment of the method according to the invention (formula simplified), respectively by assigning a zero, intermediate and important weight to the meteorological conditions in the optimized trajectory calculation. FIGS. 7a, 7b and 7c illustrate the calculation of current lines associated with the second local cost method C2, respectively by assigning a zero, intermediate and important weight to the meteorological conditions in the optimized trajectory calculation.
    [0009] For the sake of clarity, the same elements will bear the same references in the different figures.
    [0010] DETAILED DESCRIPTION OF THE INVENTION The navigation aid method 300 according to the invention is intended to determine an improved trajectory (Ta) between a starting point A and an arrival point B, as a function of a cost of path. For this, the method according to the invention determines a cost grid, defining in each of its nodes a local cost of a path passing through this node and joining the arrival point B. The method is intended to be executed by a calculator , preferably a flight management system of the aircraft. The term flight management system of the aircraft should be interpreted as any calculator intended to assist the navigation of the aircraft. For example it may be a calculator embedded in the aircraft, typically the FMS as described above, or a laptop or a digital tablet, such as an electronic bag or "electronic flight bag" (EFB). It is also conceivable to implement the ground method, for example in an air traffic control calculation station or an airline. A function of Cglobal cost of a trajectory between A and B is expressed according to the general formula: Cglobal = r.dx (1) A With t instantaneous cost calculated at each point of the trajectory. The instantaneous cost t is a function of the ground speed GS of the aircraft 30 (for Ground Speed in English) at the point considered. Later in the presentation, two alternatives for calculating the instantaneous cost from GS are described. The method according to the invention 300 illustrated in FIG. 3 determines a local cost Cbc at each point P from formula (1) and comprises the following 35 steps: A step 310 determines a grid of nodes P inside a zone 12 of predetermined dimensions comprising the starting points A and arrival B, preferably the zone 12 is located around an orthodromic trajectory connecting the points A and B. The zone 12 is determined by the crew or by the flight management system. Grid means a set of points P in the broad sense, a particular form of which is a regular mesh. A step 320 loads meteorological data M at the nodes P. Indeed, little information on the meteorological conditions is generally available in the current flight management systems, and the method according to the invention therefore comprises this first step of loading these data. data. These meteorological data include, for example, information on the wind (intensity, direction) or on the atmospheric temperature. In one possible implementation of the invention, the meteorological conditions are loaded and stored in the flight management system in the form of a four-dimensional mesh covering the zone 12 of predetermined dimensions around an orthodromic trajectory connecting the starting point A and ending point B.
    [0011] Advantageously, the meteorological data M comprises the values of the wind vectors W and of the temperature T at each point P of the grid considered. Then a step 330 determines for each node P an average instantaneous cost f from a first instantaneous cost T1, which is a function of a ground speed 25 of the aircraft taking into account the meteorological data M loaded at the node P considered, and of a second instantaneous cost T2 based on a ground speed of the aircraft not taking into account the meteorological data loaded. Step 330 therefore allows a determination of f taking into account the knowledge of the meteorological data (wind, temperature) at the point P via T1, and a lack of knowledge of the optimal trajectory passing through P and therefore meteorological data on this. trajectory between A and P and between P and B via T2. T2 corresponds to the instantaneous cost for zero wind and the standard temperature at node P.
    [0012] Considering only T1 makes it possible to favor the use of the favorable meteorological conditions notably the wind of back. Consider only -c2 to decrease the length of the trajectory. Considering T1 and T2 allows to make a compromise between favoring the use of favorable weather conditions (especially the back wind) and reducing the length of the trajectory. A step 340 determines a length e of a trajectory passing through the node P and arriving at the arrival point B.
    [0013] In a step 350, the method determines a cost grid allocating in each of the nodes P of the grid a local cost Ch0 determined from the average instantaneous cost f and the length e corresponding to the length of the trajectory considered for the calculation of the local cost.
    [0014] Preferably, the local cost CI. in P corresponds to an estimate of the overall cost Cglobal of a trajectory passing through the node P and arriving at the point of arrival B. The local cost is calculated by applying the formula (1) considering that the average instantaneous cost f s applies over the entire path through the node P and arriving at the point of arrival B (it can be taken out of the integral). CI0 is defined as the product of the average instantaneous cost f in P and the length é. A step 360 determines an improved trajectory Ta from the cost grid determined in step 350. A step 370 graphically represents the improved trajectory Ta and / or the cost grid to a crew.
    [0015] Once the cost grid has been determined, a first variant is to use it as a support for calculating an improved trajectory Ta. The calculation is performed by the flight management system, the improved trajectory is the trajectory from A to B minimizing the local costs calculated in a high number of points P of the zone 12. Many algorithms exploiting the grid of local costs and minimizing global cost are conceivable as algorithms based on systematic enumeration or on the gradients method. Examples are given below. A second variant is that the improved trajectory is determined by the crew, from the visual information consisting of the graphical representation of the cost grid. Specific graphical representations described below allow the crew to visually and intuitively establish favorable routes to be tracked according to weather conditions, and to attempt to minimize the cost represented.
    [0016] Note that it is envisaged to apply the method according to the invention in the widespread case where the flight path is split between a lateral path and a vertical path. To optimize the lateral trajectory, the method then determines a cost grid in the form of a two-dimensional surface, whose graphical representation allows an intuitive reading of the favorable routes. This application of the method for optimizing a lateral trajectory is however not limiting of the invention, which more broadly covers the optimization of a flight path between two points in the three dimensions of space.
    [0017] Two methods of calculating local cost are described below. The method according to the invention can implement one of these two methods, or both methods giving the possibility of selection by the crew at the time of calculation. These calculation methods have for common input data meteorological information (wind, temperature) (and where appropriate the value of Cost Index and the aircraft performance database as explained below). According to a first method of calculation, the length e considered is the sum of a and b: = a + b with - a length of the orthodromic trajectory from A to P and, - b length of the orthodromic trajectory from P to B, such that 3 Preferably, in this case, the local cost C1 is determined by the formula: Cl = f (a + b) with f average instantaneous cost in P at an orthodromic distance between the point A and the node P, b orthodromic distance between the node P and the point B, According to a second method the length considered is only the length b of P to B. Preferably in this case, the local cost C2 is determined by the formula: C2 = fb The respective advantages of the two variants C1 and C2 are explained below. We will now describe through examples methods for calculating the average instantaneous cost f and the first and second instantaneous costs. Preferably, the average instantaneous cost f is defined as a weighted sum of the first zi and second r2 instantaneous costs, with a predetermined weighting coefficient w that makes it possible to parameterize the influence of the meteorological data M in the calculation of the average instantaneous cost, according to the formula : 25 ti- = wa-1 + (1- w) a-2 (2) With: f average instantaneous cost w weighting coefficient between 0 and 1, ri First instantaneous cost 30 r2 second instantaneous cost According to a first mode of realization, we seek the trajectory optimizing only the flight time t, for a constant air speed TAS (or in other words a constant Mach / CAS ratio). The cost here corresponds to a time and one seeks to minimize the expression: t = fB 1 -dx A GS The instantaneous cost is equal to: 1 = - (4) GS At one point, the ground speed GS is equal to the vector sum of the air velocity TAS and the wind vector Wind, as shown in FIG. 3. The direction of GS is known and is equal to tangent to the trajectory considered, here the orthodromic trajectory between P and B. We deduce therefrom: = 1 1 (5) 15 GS TAS.cos (d) + Wind.cos (w) with GS: ground speed of the aircraft TAS: air speed of the aircraft according to the temperature T 20 Wind: wind vector d angle between the ground speed and the air speed w: angle between the ground speed and the wind vector The air speed of the aircraft depends on the temperature T and a relative speed datum referred to as the Mach number, entered by the pilot or chosen by the system according to the flight conditions of the aircraft, according to the formula TAS = Mach .'ly.RT (6) 30 With y coefficient isentropi that of air and R constant of perfect gases From these formulas we calculate ri and r2 (in s / m). ri is the instantaneous cost value taking Wind wind into account and the temperature T at point P: 13 (3) 35 ri = Wind = Wind p, T = Tp 1 Mach. en.R.Tp .cos (d ) + Wind p .cos (a) D2 corresponds to the instantaneous cost value taking into account a zero wind (ground speed air equal to air speed) and a standard temperature corresponding for example to the temperature at the altitude of node P: 1 _ 1 r2 = rwind = 0, T = TsTD TAS Mach. / YRT sm The standard temperature corresponding to the altitude of node P is calculated according to the standard temperature and pressure model defined by the Civil Aviation Organization. International: at sea level: + 15 ° C, from 0 to 11 km: dT / dz = 11km to 20 km: dT / dz = 0 and T = -56.5 ° C. The wind data W and T at P are loaded, the Mach data is predetermined, the angle w between GS (path tangent) and W is easily calculated, and the angle d between TAS and GS from the vectors GS and W 25 and vector sum. This first embodiment of the calculation of ri and 2-2 is very simple and fast and does not require information contained in the database of aircraft performance data. The calculation of the local cost grid is carried out only when updating the weather data on board, and a grid can be used for any pair of points A to B of the zone 12. A first example is illustrated FIGS. 5a, 5b 5c, with a calculation of f from formula (2), the 3 figures respectively corresponding to a coefficient w = 0%, 50% and 100%, with zi and 1-2 calculated with the formulas ci above, and with a calculation of C1 (P): C1 (P) = (a + b) The calculation of the local cost C1 in each of the nodes P makes it possible to establish the cost grid. This cost grid is established in an area 12 of predetermined dimensions around the orthodromic trajectory. The method may include a parameterization step allowing the crew to enter the boundary dimensions of the zone. It is also envisaged a step of resizing the calculation area, for example to reduce the exploration area after a first cost grid calculation has made it possible to target the areas of interest. The cost schedule can be determined on the ground prior to take-off, and then updated at regular intervals based on meteorological data received by the flight management system.
    [0018] According to one embodiment, the method comprises a step 370 for displaying the cost grid for the crew. The graphical representation of the cost grid can take various forms. In the case of a two-dimensional cost grid, making it possible to optimize a lateral trajectory, the cost grid is preferentially displayed in the form of a surface. The reliefs of the cost surface, for example represented graphically in the form of iso-cost level curves, allow an intuitive visualization of the favorable zones, and constitute a decision aid for the pilot, which then intuitively determines the step 360 an improved trajectory, according to various interfaces with the display.
    [0019] According to one embodiment, the method determines by calculation in 360 an optimized trajectory based on the previously established cost grid. Typically, the optimized trajectory can be determined by means of a "snake" type function making it possible to follow the valleys of the surface to connect point A and point B.
    [0020] FIGS. 5a, 5b and 5c represent the cost grid obtained by calculation for three values of the weighting coefficient w, 0%, 50% and 100%, respectively. The cost grid is materialized by the local cost iso-value lines on the surface. An optimized trajectory determined by calculation based on the cost grid is shown. FIG. 5a (w = 0%) illustrates the case where the influence of the wind weather conditions is neglected, the optimized trajectory 15a is logically close to the great circle trajectory. FIG. 5c (w = 100%) illustrates the case where the influence of the meteorological conditions is the strongest, the optimized trajectory 15c is clearly distinct from the great circle trajectory. The higher the value of the weighting coefficient w, the more the optimized trajectory searches for the favorable wind zones. This results in a more choppy trajectory, including many changes of direction. Figure 5b and the optimized trajectory 15b represents an intermediate situation.
    [0021] A second example of a cost grid calculation is illustrated in FIGS. 6a, 6b and 6c, with a calculation of f from formula (2), the 3 figures respectively corresponding to a coefficient w = 0%, 50% and 100%. with r1 and r2 calculated with the formulas above, and with a local cost calculation C2 (P): C2 (P) = f .b Figures 6a, 6b and 6c represent the local cost iso-values on the grid cost, the orthodromic trajectory 10 and the trajectory optimized by calculation respectively referenced 16a, 16b and 16c. Unlike the first example, the local cost in each node P of the grid does not illustrate the cost of a trajectory between the points A and B passing through the node P, but illustrates the cost of a trajectory to rally the point The cost surface has a minimum at the arrival point B. This second example of calculation of the local cost makes it possible to intuitively visualize on the cost grid the favorable trajectories allowing to reach the point. of arrival B.
    [0022] From these cost grids, FIGS. 7a, 7b and 7c illustrate current lines corresponding to the curves perpendicular to the cost iso lines respectively referenced 17a, 17b and 17c. Each curve starts from a predetermined starting point. Thus, according to an option of the method, the step 370 of displaying the cost grid comprises a sub-step of determining and representing the current lines perpendicular to the cost iso lines on the cost grid. It is noted that the increasing influence of meteorological conditions (that is to say, for increasing values of the weighting coefficient w) makes it possible to identify lines of currents that stand out from the orthodromic trajectory.
    [0023] Another advantage of this second example of C2 local cost calculation is to allow a simple calculation of an optimized trajectory between the points A and B. A trajectory calculation by the gradient method can for example be easily implemented.
    [0024] Another variant of graphical representation is graphically representing the cost grid in the form of a color image. A first embodiment previously described consisted in seeking a trajectory optimizing only the flight time from the formula (3). A second embodiment of the method consists in seeking a compromise between the costs related to the duration of flight and the cost of fuel. Traditionally airlines use a weighting factor, known by its English name Cost Index, to calculate a minimum cost per trip by expressing the search for this compromise.
    [0025] More specifically, the cost of operating a flight for an airline can be expressed by the following formula: DOC = Pc * c + Pt * t + Cf in which DOC (for the English Direct Operating Cost) represents the 20 direct operating costs, Pc represents the price of the fuel, c the consumption of the stage, Pt the hourly cost of the flight, t the duration of the flight on the stage considered, and Cf represents fixed costs. Minimizing the cost of the flight means minimizing the variable costs, ie: 25 PC * c + Pt * t The fuel price being fixed and determined at the time of filling the tanks of the aircraft, the cost function to optimize can be expressed by the following relation: 30 DOC, Pt (7) T = - = C -r - * t PC Pc Thus is defined the coefficient Cost Index (Cl): (8) The Cost Index links the cost of time and the cost of fuel. It is determined by each company according to its economic policy. The use of this Cl coefficient is widespread in the aeronautical industry. The value of the Cost Index is in particular an input data of the FMS management systems, taken into account in the performance calculations. In the rest of the document, the denominations of "cost criterion", CI or Cost Index are equivalent and refer to the coefficient according to formula (8). The second embodiment makes it possible to parameterize the local cost according to the Cost Index; the local cost value in each node is therefore adapted to the airline's policy. The cost value depends on the weather conditions. The instantaneous cost expressed in kilograms per nautical mile can be written, starting from the equation (7) already presented, in the following form: GS (9) in which: - GS, for the acronym Ground Speed, represents ground speed (ie air speed plus wind speed), 25 - SR for Specific Range, represents the specific radius of action (ie the distance traveled per unit of fuel expressed in NM / kg or NM / tonne). This formula is to be compared with the formula (5) of the first embodiment, which takes into account only GS for the calculation of the cost t. The specific radius of action SR can be expressed in the following form: D GS SR (ground) = C = FF (fuel flow per hour) in which FF represents the fuel flow per hour.
    [0026] These notions known to those skilled in the art are not described in detail here. Thus, in this second embodiment of the methods according to the invention, optimizing the cost of the trajectory between the point A and the point B therefore means minimizing the following mathematical function: BFF (10) / 1 f AB T. dx = fA c dx 10 Hence: FF + CI FF + CI r = GS TAS.cos (d) + Wind.cos (a) FF + CI MachVy.RTcos (d) + Wind.cos (a) Cl input by the pilot or the system, and determined by the airline FF: fuel flow per hour And as before: 20 GS: ground speed of the aircraft TAS: air speed of the aircraft temperature function T Wind: wind vector d: angle between the ground speed and the air speed w: angle between the ground speed and the wind vector 25 y isentropic coefficient of the air and R constant gas perfect Mach relative speed entered by the pilot or determined by the system of flight management. is measured here in kg / m From the formula (11) we calculate ri and r2 (in kg / m) ri is the instantaneous cost value taking into account wind Wind and temperature T at point P, and r2 corresponds to the instantaneous cost value taking into account a zero wind (ground speed air equal to air speed) and the standard temperature corresponding to the altitude of the node P: 15 = = wind = 0, T = TsTD = Wind = 0, T = TeD. / Y-Mach R-TsTD ± CI FF Wind = Windp, T = Tp Mach (P) is a relative velocity entered by the pilot or determined by the flight management system at point P.
    [0027] FF (P) is the fuel flow per hour at point P. These two quantities are calculated by the system at point P according to a known method of the state of the art (by requesting the performance data of the aircraft) . The values of the angles w and d are determined from the vectorial equality illustrated in FIG.
    [0028] As in the first embodiment, at each node P of the cost grid, the method determines the local cost Cbc, for example Ci and / or C2 from f, obtained from the calculation of ri and r2. All the variants of calculation and graphical representation described for the first embodiment apply to the second mode, only differs the calculation method of ri and r2. According to another aspect, the invention relates to a flight management system comprising code instructions for carrying out the steps of the navigation aid method according to the invention. This new function can be integrated in a flight management system, for improving or optimizing the trajectory during flight. According to a last aspect, the invention relates to a computer program product, the computer program comprising code instructions for performing the steps of the method according to the invention. The method can be implemented from hardware and / or software elements. The method may be available as a computer program product on a computer readable medium. The method can be implemented on a system that can use one or more dedicated electronic circuits or a general purpose circuit. FFWind = 0, T = Tsu. + CI = I-Wind = Wiridp, T = T = P Mach Wind = Windp, T = Tp I Y .R.Tp .cos (d) + Wind p. co s (w) The technique of the method according to the invention can be realized on a reprogrammable calculation machine (a processor or a microcontroller for example) executing a program comprising a sequence of instructions, or on a dedicated computing machine ( for example a set of logic gates such as an FPGA or an ASIC, or any other hardware module). The different modules of the system according to the invention can be implemented on the same processor or on the same circuit, or distributed over several processors or several circuits. The modules of the system according to the invention consist of calculation means including a processor.
    [0029] The reference to a computer program that, when executed, performs any of the functions described above, is not limited to an application program running on a single host computer. On the contrary, the terms computer program and software are used herein in a general sense to refer to any type of computer code (for example, application software, firmware, microcode, or any other form of computer code). computer instruction) which can be used to program one or more processors to implement aspects of the techniques described herein.
    权利要求:
    Claims (16)
    [0001]
    REVENDICATIONS1. A navigational aid method (300) executed by a flight management system for determining an improved trajectory between a starting point (A) and an arrival point (B) as a function of a flight cost. trajectory, comprising the steps of: -determining (310) a grid of nodes (P) within an area (12) of predetermined dimensions and including starting points (A) and arrival points (B) ), -charging (320) meteorological data (M) at said nodes (P), -determining (330) for each node (P) an average instantaneous cost (f) from a first instantaneous cost (T1) function a ground speed of the aircraft taking into account the meteorological data (M) loaded at the node (P) considered, and a second instantaneous cost (T2) according to a ground speed of the aircraft not taking into account counts the loaded meteorological data, -determine (340) a length (e, a + b, b) of a path passing through said node (P) and arriving at the point of arrival (B), -determining (350) a cost grid (13a, 13b, 13c, 14a, 14b, 14c) allocating in each of the nodes (P) of the grid a local cost (Cbc, Ci, C2) determined from the average instantaneous cost (f) and said length, -determining (360) an improved trajectory (Ta) from said cost grid. graphing (370) graphically the improved trajectory (Ta, 15a, 15b, 15c, 16a, 16b, 16c) and / or the cost grid to a crew. 25
    [0002]
    The method of claim 1, wherein the meteorological data (M) comprises a wind vector and a temperature.
    [0003]
    3. Method according to claim 1 or 2 wherein the local cost (Cloc, Cl, C2) is equal to the product of said average instantaneous cost (f) and said length (é, a, ai-b).
    [0004]
    4. Method according to claims 1 to 3 wherein the length (a + b) taken into account for the determination of the local cost (C1) corresponds to the sum of the orthodromic distances between the starting point (A) and said node (P). ) and between said node (P) and the end point (B).
    [0005]
    5. Method according to claim 4, in which the local cost (C1) is determined by the formula: C1 = f (a + b) with f average instantaneous cost at an orthodromic distance between the point A and the node P, b great circle distance between the node P and the point B,
    [0006]
    The method of claims 1 to 3 wherein the length taken into account for the determination of the local cost (C2) corresponds to the orthodromic distance (b) between said node (P) and the arrival point (B).
    [0007]
    7. The method of claim 6 wherein the local cost (C2) is determined by the formula: C2 = f .b
    [0008]
    8. Method according to one of the preceding claims wherein the average instantaneous cost (f) is defined as a weighted sum of the first and second instantaneous costs, with a weighting coefficient (w) predetermined for setting the influence of the data. metric (M) in the calculation of the average instantaneous cost, according to the formula: = w.21 + (1- w) .22 30 f average instantaneous cost w weighting coefficient between 0 and 1, ri First instantaneous cost r2 second cost instantaneous
    [0009]
    9. Method according to one of the preceding claims wherein the calculation of the first (ro and second (r2) instantaneous costs is determined at said node (P) from the simplified formula of instantaneous cost: 1 1 = = GS TAS.cos (d) + Wind.cos (a) with GS: ground speed of the aircraft TAS: aircraft air speed temperature function T 10 Wind: wind vector d: angle between ground speed and air speed a the angle between the ground speed and the wind vector and in which the first instantaneous cost (r 1) is determined by said simplified formula with an air speed and meteorological conditions including a wind vector and a temperature determined at the node P, and the second instantaneous cost (r2) is determined by said simplified formula, with a zero wind vector, a standard temperature at the node P and a ground speed equal to a predetermined air speed.
    [0010]
    10. Method according to one of claims 1 to 8 wherein the calculation of the first (ri) and second (r2) instantaneous costs is determined at said node (P) from the general formula of instantaneous cost: r = FF + CI FF + CI GS TAS.cos (d) + Wind.cos (a) with FF: fuel flow per hour Cl: Cost Index 30 GS: ground speed of the aircraft TAS: air speed of the aircraft according to the temperature T Wind: wind vector d: angle between the ground speed and the air speed a: angle between the ground speed and the wind vector 1 35 and in which the first instantaneous cost (ri) is determined by said general formula with a speed air and weather conditions comprising a wind vector and a temperature calculated at the node P, and wherein the second instantaneous cost (r2) is determined by said general formula, with a zero wind, a standard temperature at the node P and a ground speed equal to a predetermined air speed.
    [0011]
    The method of one of the preceding claims wherein the improved trajectory is determined by the flight management system as the path minimizing local costs over the entire trajectory.
    [0012]
    12. Method according to one of claims 1 to 10 wherein the improved trajectory is determined by the crew from the graphical representation of the cost grid. 15
    [0013]
    13. Method according to one of the preceding claims wherein the cost grid is represented graphically in the form of a surface.
    [0014]
    14. Method according to one of the preceding claims wherein the cost grid 20 is represented graphically in the form of contour lines of the cost function.
    [0015]
    The method of claim 1, wherein the step of graphing comprises a substep of determining and representing current lines (17a, 17b, 17c) perpendicular to the cost iso lines on the cost grid (14a). 14b, 14c).
    [0016]
    A flight management system for determining an improved trajectory between a starting point (A) and an arrival point (B) as a function of a trajectory cost, comprising a flight management computer and flight lines. computer code intended to be executed on said computer, said computer code lines comprising instructions for carrying out the calculation steps of the navigation aid method according to one of claims 1 to 15. 35
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    同族专利:
    公开号 | 公开日
    US9940841B2|2018-04-10|
    US20160225265A1|2016-08-04|
    CN105844969B|2020-08-18|
    FR3032271B1|2017-01-13|
    CN105844969A|2016-08-10|
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    法律状态:
    2015-12-23| PLFP| Fee payment|Year of fee payment: 2 |
    2016-08-05| PLSC| Publication of the preliminary search report|Effective date: 20160805 |
    2016-12-29| PLFP| Fee payment|Year of fee payment: 3 |
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    2021-12-24| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1500173A|FR3032271B1|2015-01-30|2015-01-30|METHOD FOR IMPROVING A FLIGHT TRACK OF AN AIRCRAFT BASED ON WEATHER CONDITIONS|FR1500173A| FR3032271B1|2015-01-30|2015-01-30|METHOD FOR IMPROVING A FLIGHT TRACK OF AN AIRCRAFT BASED ON WEATHER CONDITIONS|
    US14/994,007| US9940841B2|2015-01-30|2016-01-12|Method for improving a flight trajectory of an aircraft as a function of meteorological conditions|
    CN201610059466.8A| CN105844969B|2015-01-30|2016-01-28|Method for improving the flight trajectory of an aircraft as a function of meteorological conditions|
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