METHOD FOR INTEGRATING A NEW NAVIGATION SERVICE IN AN OPEN AIR ARCHITECTURE OPEN ARCHITECTURE SYSTEM

专利摘要:
A method for integrating a new navigation service is implemented in an avionics avionics system comprising a DAL + core computer and a DAL- peripheral device for managing the application. The integration method determines (112; 212) an optimal functional and physical distribution of the elementary functions FU (i) of the new service within the onboard avionic system over all the possible distributions which makes a global cost criterion CG minimal, a function of several parameters including at least the additional development cost of the basic functions integrated in the digital core computer DAL +, and realizes (114; 214) the integration of the new service.
公开号:FR3038750A1
申请号:FR1501440
申请日:2015-07-07
公开日:2017-01-13
发明作者:Francois Coulmeau；Laurent Deweerdt
申请人:Thales SA；
IPC主号:

专利说明:

Method for integrating a new service into a client-server type open architecture avionics embedded system, in particular an FIM switching service
The present invention relates to a method of integrating a new service or navigation application into a avionics-based open architecture system of the client-server type.
The present invention also relates to the integration architecture of the open architecture avionics system integrating the new service.
In particular, the present invention relates to a method for integrating a relative spacing between aircraft in an aircraft-based avionics system with open architecture of the client-server type, as well as the implementation of a FIM (Flight Interval Management) maneuvering service. of the FIM service by the integrated avionics system. The invention lies in the field of embedded systems, and more particularly that of avionic systems that implement a navigation computer, such as the flight management system FMS (English Flight Management System).
Conventionally, each real-time avionics system is architected and developed to meet performance requirements in terms, in particular, of functional failure rate (Reset) and Quality of Service (QoS), in a defined employment context.
Embedded avionics systems are qualified, with a demonstrated level of performance, for a given environment and have different levels of software development, more or less expensive, corresponding to different security or criticality requirements. Indeed, these levels of software development are derived from the FHA (Functional Hazard Analysis), known as "operational safety analysis", according to the international standards RTCA D0178C (USA) or ED-12C (equivalent EUROCAE). This risk analysis establishes the contribution of each function in the operational chain of the aircraft to determine what maximum level of failure (in English failure level) must be reached. In order to achieve the objective in question, the standard constrains the required quality of the hardware and software that embeds and implements the function. These levels of development quality are called Development Assurance Level (DAL).
The current avionics architectures are the result of a history, in which economic considerations played an important role. Thus, for questions of "certification credit" or incremental qualification, but also for reasons of cabling cost concerning the interfaces, the new navigation functions have been systematically integrated into a single computer, among the system of navigation. Flight Management System (FMS), the taxi system TAXI or the Automatic Pilot PA.
Similarly, monitoring functions are systematically integrated within a single computer according to what is monitored: TCAS (Traffic Collision Avoidance System), TAWS (English Terrain Awareness and Warning System), WMS (English Weather Management System) ), the CMU (constraints related to the airspace), the EFB (operational constraints of the company).
Likewise, the monitoring of the states of the aircraft is centralized in FWS (Flight Warning Systems) and OMS (Onboard Maintenance Systems) computers.
Currently, the PA autopilot is developed in level DAL A which corresponds to the highest criticality level, and the FMS is according to the aircraft developed in level DAL B or C, with a tendency to pass to the level of development DAL B considering of its increasing use in procedures. The TCAS is developed in DAL C or DAL D level, and acts as a backup net not being used to guide the device but to prevent danger when other systems have failed.
But to iso-functional, that is to say for the same service rendered operationally, it can be estimated that each change in development level DAL multiplies by ten the cost of development. Indeed, when the level of software development increases from D to A via C and B, the security requirement increases, which results in an increase in the complexity of the algorithm and the degree of validation of the latter. .
Thus, a visual aid function for navigation, whose risk analysis FHA requires a level D, is currently integrated into one of the existing computers, FMS or PA, level A to C, which generates a development cost ten to one hundred times higher than it would cost in a D-level hardware environment.
In addition to this development cost, the insertion of new functions or services into an existing architecture frequently leads to complex solutions between the systems, which generate a training load for crews and flight crews. maintenance, and increases the risk of mishandling of equipment to perform the function.
Solutions are currently proposed in a first French patent application published under the number FR3012880 and a second French patent application filed May 16, 2014 and registered under the filing number 14/01108 to integrate into an avionics system, comprising a module core and a peripheral module, additional features without the need to modify the core module software elements and using the latter only generic services offered. Thus, the impact of integrating new services or features on a core module of high level of development such as an FMS and / or an AP is minimized.
However, the insertion of a new hardware, peripheral type and development level lower than that of a core module, in existing architectures called "Legacy", and supporting new functionalities compatible level of development, has him - Even a cost of development crippling in terms in particular of the recovery of wiring thousands of aircraft, the hardware integration of the new computer in the cargo for its interfacing with other equipment, its power supply.
Thus, the technical problem of defining an architecture of an avionics avionics system, more flexible, more adaptable, and to ensure the integration of new navigation functions at minimum cost, while ensuring the customers the level of DAL of the aircraft. the whole remains laid.
Thus, this need exists particularly when it is necessary to define a server-client open navigation architecture that makes it possible to integrate the relative spacing maneuvers (in English designated by the acronym FIM for Flight Interval Management) between aircraft.
It is therefore a question of redefining collaborations and functions between aircraft systems that allow to put a new operational service, which minimize the integration costs in an open architecture navigation system having for heart an FMS and / or PA type calculator. high DAL and at least one lesser OAL peripheral computer, which minimizes the cost of personnel training and maintenance, and which in particular minimizes the impact on the high criticality computers (especially the FMS whose development cost is currently among the highest on the plane because of its size and criticality).
The general technical problem is to propose a method of operational, functional, physical integration of a new service or a new aeronautical function in an open architecture avionics system with a "client-server" open architecture, which minimizes the means of development of the integration of the new function in terms of adding hardware, interface and software, hardware recovery, interface and software, number of tasks and hardware and software qualification time, and minimizing the means of operation of the service in terms of maintenance and training time, while guaranteeing the customer the level of DAL of the entire aircraft.
In particular, the technical problem is to propose a method of operational, functional, physical integration of a FIM relative spacing maneuvering service between aircraft in a "client-server" type avionic avionics system, which minimizes the means development of the integration of the new function in terms of adding hardware, interface and software, hardware recovery, interface and software, number of tasks and hardware and software qualification time, and which minimizes the means of operation of the service in terms of maintenance and training time, while guaranteeing the customer the level of DAL of the entire aircraft.
The technical problem is still to provide a "client-server" open-architecture embedded avionics system that functionally, functionally and physically integrates an application of FIM relative spacing maneuvers between aircraft while minimizing the means for developing the integration. the application in terms of adding hardware, interface and software, hardware recovery, interface and software, number of tasks and hardware and software qualification time, and minimizing operation of the application in terms of maintenance and staff training time, while respecting the level of DAL of the entire aircraft. For this purpose, the subject of the invention is a method of functional and physical integration of a new navigation service to be integrated in an avionics avionics system, the avionics embedded system comprising: a digital core computer DAL + having a first level of criticality DAL +, integrated in an initial architecture of peripheral computers and databases having second security levels of criticality DAL-, lower or equal to the first level of criticality DAL +, and serving as server by hosting a first plurality of generic open services Serv_DAL + (j), and a peripheral computer DAL- for managing the new service to be integrated, having a second level of criticality DAL-, less than or equal to the first level of criticality DAL + by sending service requests to the digital heart computer DAL + and / or calculators and databases of the initial architecture through a res communication water, characterized in that the method of functional and physical integration of the new service comprises the steps of: functionally breaking down the new service into a second plurality of elementary functions FU (i); from the second plurality of elementary functions FU (i) determining a first list of elementary functions that can be partially or completely executed by at least one generic open service, and for each elementary function a first service sub-list ( s) open generic (s); determine an optimal functional and physical distribution of the elementary functions FU (i) within the avionics system on all the possible distributions which makes minimum a global cost criterion CG, according to several parameters including at least the cost of development additional basic functions integrated into the DAL + digital core computer; and to realize the integration of the new navigation service by effectively implementing the basic functions and their scheduling according to the optimum functional and physical distribution determined within the onboard avionic system.
According to particular embodiments, the method of functional and physical integration of a new navigation service comprises one or more of the following characteristics: the optimum functional and physical distribution of the elementary functions FU (i) within the onboard avionics system; the set of possible distributions is determined to make minimum a first criterion GC1 of overall cost which only takes into account the additional development cost of the elementary functions integrated within the numerical core computer DAL +; and the integration of the new navigation service is performed by effectively implementing the basic functions and their scheduling according to the optimal functional and physical distribution determined within the avionics system using the first criterion CG1; the optimum functional and physical distribution of the elementary functions FU (i) within the avionics system on all the possible distributions is determined to make minimum a second global cost criterion CG2 which also takes into account the cost of developing the interfaces of communication between the DAL + core computer and the peripheral computers, the cost in response time and the maintainability cost to minimize the communication exchanges; and the integration of the new navigation customer service is achieved by effectively implementing the basic functions and their scheduling according to the optimal functional and physical distribution determined within the avionics system using the second criterion CG2; the optimum functional and physical distribution of the elementary functions FU (i) within the onboard avionics system over all the possible distributions is determined to make minimum a third global cost criterion CG3 which also takes into account the development of certain pieces of code low DAL level in the DAL + core calculator to minimize the complexity of the set for maintenance and evolution; and the integration of the new navigation service is achieved by actually implementing the basic functions and their scheduling according to the optimum functional and physical distribution determined within the avionics system using the third criterion CG3; the optimal functional and physical distribution of the elementary functions FU (i) within the onboard avionics system over all the possible distributions is determined to make minimum a fourth global cost criterion CG4 which also takes into account the use of code libraries DAL + level in the DAL- level peripheral computer to minimize the use of the DAL + core calculator resources; and the integration of the new navigation service is achieved by actually implementing the basic functions and their scheduling according to the optimum functional and physical distribution determined within the avionics system using the fourth criterion CG3; the method of integrating the new navigation service further comprises an additional step, performed after determining an optimal functional and physical distribution of the elementary functions FU (i) within the onboard avionic system, and that the performance of the new are verified and evaluated by emulation or simulation, and / or the performance of the initial services implemented on the core computer and peripheral computers are verified; the new navigation service is a FIM navigation service of relative separation maneuvers between aircraft integrated functionally and physically in the on-board navigation system; and the FIM spacing maneuver is characterized by a succession of elementary functions FIM_FU (i); and the DAL + digital core computer hosts services Serv_DAL + (j) temporal prediction calculations according to a specified guidance mode, used for the implementation of part of the basic functions forming the spacing maneuver OPEN_FIM; and the digital heart computer DAL + is coupled to control computers of the aircraft; the generic Serv_DAL + services (j) of prediction calculations according to a guidance mode comprises:
A first service of time Integration Integration (1) Serv_DAL + to obtain predictions according to a vertical guidance mode among:
Fixed push-up and longitudinal speed setpoint (CAS, TAS, MACH or GS); Open Climb mode 'in classical terminology;
Setpoint increase in longitudinal speed and setpoint in vertical speed (V / S); so-called "CLIMB VS / SPEED" mode in classical terminology;
Setpoint increase in longitudinal speed and slope setpoint (FPA); "CLIMB FPA / SPEED" mode in classical terminology;
Downhill modes (OPEN DES, VS, FPA, climb mode mirrors); according to a horizontal guide mode among:
Acquisition and Heading Hold (Heading Mode)
Acquisition and Road Holding (Track or Race Mode)
FMS trajectory tracking (LNAV mode for Lateral Navigation)
Radio beam tracking (VOR, DME, LOC ...)
Acquisition and holding of lateral roll,
Acquisition and holding of plate,
Acquisition and holding of vertical angle of incidence, and a second service Serv_DAL + (2) integration of the weather on different levels and in the lateral plane; a third service Serv_DAL + (3) particular configuration selection input, a fourth service Serv_DAL + (4) sending guidance instructions Serv_DAL + service (1) to the automations of the aircraft; the relative spacing maneuvering method FIM comprises the following basic functions:
A first elementary function FIM_FU (1) of target navigation element selection and intermediate elements
A second basic function FIM_FU (2) for selecting the guidance mode to join the target element
A third basic function FIM_FU (3) for calculating predictions giving a position and a time of passage of the FIM plane on the intermediate elements
A fourth basic function FIM_FU (4) projection of the reference aircraft, at times corresponding to the passage time
A fifth elementary function FIM_FU (5) for selecting an ITP minimum spacing to be respected
A sixth function FIM_FU (6) for calculating and displaying the spacing between the FIM airplane and the reference aircraft on the intermediate elements
A tenth elementary function FIM_FU (10) executing the vertical maneuver; the FIM avionics process for relative spacing maneuvers has the following additional basic functions:
A seventh elementary function FIM_FU (7) of conflict detection
An eighth elementary function FIM_FU (8) proposing a change of guidance mode
A ninth elementary function FIM_FU (9) of proposed change of maneuver (vertical or lateral)
An eleventh elementary function FIM_FU (11) for monitoring the spacing during the maneuver
A twelfth elementary function FIM_FU (12) for calculating the weather profile on the FIM zone, at the different trajectory elements, in order to refine the predictions of the fourth elementary function FIM_FU (4)
A thirteenth elementary function IM_FU (13) for modifying the airplane state for calculating the predictions of the fourth elementary function FIM_FU (4); the following basic functions are allocated to and implemented in the digital heart computer DAL +: FIM_FU (4) which corresponds to its service Serv_DAL + (1) called for various intermediate elements FIM_FU (10) which corresponds to the service Serv_DAL + (4) for the mode guidance and navigation element selected; while the remaining elementary functions are allocated and implemented in the peripheral computer DAL-; the elementary function FIM_FU (10) which corresponds to the service Serv_DAL + (4) for the guidance mode and the navigation element selected is allocated to and implemented in the digital core computer DAL +; while the elementary function FIM_FU (4) which functionally corresponds to its service Serv_DAL + (1) called for different intermediate elements is allocated and implemented in the peripheral computer DAL-; the elementary functions FIM_FU (1), FUM_FU (2) and FIM_FU (10) are allocated to and implemented in the digital core computer DAL +, only the function FIM_FU (10) corresponding to the use of an existing generic service Serv_DAL + ( 4) for the selected guidance mode and navigation element; while the elementary function FIM_FU (4) which functionally corresponds to its service Serv_DAL + (1) called for different intermediate elements is allocated and implemented in the peripheral computer DAL-; the first basic step FIM_FU (1) comprises the steps of selecting a desired flight level for a vertical maneuver and / or selecting a maneuver start point such as in particular a merge point for a maneuver lateral; the second basic step FIM_FU (2) comprises the steps of selecting a vertical guidance mode for the vertical maneuver and a lateral guidance mode for the lateral maneuver, and selecting intermediate heights for the vertical and one-point maneuvering. lateral passage for lateral maneuvering; the third elementary function FIM_FU (3) comprises the steps of: .- calculating predictions in time T of crossing intermediate altitudes according to the selected vertical guidance mode, up to the altitude desired for an ITP maneuver; and / or calculating predictions in crossing time T of the intermediate positions according to the selected lateral guidance mode, until the end of the lateral maneuver for a maneuver FIM H; the fourth elementary function FIM_FU (4) comprises the steps of projecting traffic to the intermediate elements until time T; the sixth elementary function FIM_FU (6) comprises the steps of calculating the relative spacing in position between the crossover prediction and the traffic projection, and comparing it with respect to a threshold set in the fifth step FIM_FU (5). The invention also relates to an avionics embedded system configured to implement a new navigation service and integrate it functionally and physically, the avionics embedded system comprising: a digital core computer DAL +, having a first level of criticality DAL +, embedded in an initial architecture of peripheral computers and databases having second criticality levels DAL-, lower than or equal to the first level of criticality DAL +, and serving as server by hosting a first plurality of generic open services Serv_DAL + (j); and a peripheral control unit DAL- for managing the new navigation service, having a second level of DAL- criticality, and acting as a client by sending service requests to the DAL + digital core computer and / or to the peripheral computers and databases of the initial architecture through a communications network; the new navigation service being broken down into a plurality of elementary functions FU (i) distributed physically between the digital core computer DAL + and the peripheral management computer DAL- according to an optimal distribution scheme determined by the integration method defined below. above ; the management peripheral computer 6 DAL- being configured to support an application among: an IHM, an integrated IHS, a CMU, a TCAS, a TAWS, an EFB, a tablet, a TRAFFIC COMPUTER, a dedicated generic partition, and the calculator digital heart rate 4 DAL + being configured to support an application among: an FMS flight management system, an Automatic Pilot (AP), an FMGS system combining the functions FMS and PA. The invention will be better understood on reading the description of several embodiments which will follow, given solely by way of example and with reference to the drawings in which: FIG. 1 is a view of an avionic system Embedded in open architecture of the client-server type, centered on a high DAL + DAL + core computer and configured to integrate a new service at low cost, here an FIM maneuvering function; FIG. 2 is a view of the architecture of a DAL + core computer supporting the FMS functionalities; FIG. 3 is a view of the tree structure of the generic services library offered by the DAL + level computer supporting the generic FMS functionalities and acting as a server;
Figure 4 is a flow chart of a method according to the invention for integrating a new service between the FMS heart computer DAL + level and the peripheral computer DAL- management of the new service; FIG. 5 is a flow chart of an OPEN_FIM method according to the invention for integrating a FIM maneuvering function between the DAL + level FMS heart computer and the FIM maneuvering function peripheral control computer DAL-; Figure 6 is a view of a vertical FIM ITP maneuver; FIG. 7 is a view of a horizontal FIM maneuver of the HTMB type; FIG. 8 is a flow diagram of the execution of the integrated FIM maneuvering function according to the OPEN_FIM integration method of the invention of FIG. 5.
According to FIG. 1, an on-board navigation system 2 comprises at least two computers, including a navigation digital core computer 4 and at least one peripheral computer, here three computers 6, 8, 10, and a communication network 20 connecting the computer. digital heart computer 4 and peripherals 6, 8, 10, said communications network 20 being shown only functionally in FIG. 1.
By calculator is meant a hardware and software calculation chain. A computer may consist of several boxes and / or hardware cards and / or several software partitions. Redundancy, dissimilarity, monitoring and monitoring (in English monitoring) of a calculation by a second chain or any other method of diversification known to those skilled in the art come within the definition of this term.
The onboard navigation system 2 is configured to implement a new service, here and as an example a FIM relative spacing maneuver service between aircraft.
One of the peripheral computers, here the peripheral computer 6, is for example a tablet or an EFB (Electronic Flying Bag), configured to manage or coordinate the tasks of the new service. This management peripheral computer 6 is connected through a communications network 20 to the digital core computer 4 and to the other two peripheral computers 8 and 10 to exchange various requests and functional responses that are relevant to the service in question, here illustratively those of a FIM service of relative spacing maneuvers between aircraft.
The digital core computer 4 is configured to support the FMS and / or PA functionalities while the peripheral computers 8, 10 are configured to support respectively the CMU (in English Communications Management Unit) or those of a ground station (peripheral computer) 8) and the TCAS (in English Traffic Collision Avoidance System) or FIS (in English Flight Information System) (peripheral calculator 10).
In general and in order to support other functionalities than those of an FIM maneuvering service, peripheral computers can support other functionalities such as those of a Terrain Awareness and Warning System (TAWS) or those of a WMS system (Weather Management System).
The peripheral computer 6 for managing or coordinating the tasks of the FIM application comprises an input / output interface 24 for exchanging requests and operational responses with an operator environment 26 formed for example by a pilot 28 and an AOC ground station ( in English Airline Operational Communication) or ATC (Air Traffic Contrai).
The digital core computer 4 is configured to function as a server hosting a first plurality of generic open services Serv_DAL + (j), where j is a generic service score index, and has a first security level of software development or DAL + criticality.
Peripheral computers 6, 8, 10 have a second level of secure software development DAL-, less than or equal to the first level of secure software development DAL +. Among them at least the peripheral management computer 6 of the new service is configured to function as a client vis-à-vis the server 4.
Each embedded system calculator is architected and developed to meet performance requirements, in particular in terms of failure rate and functional Quality of Service (QoS), within a defined framework. Embedded systems are qualified, with a demonstrated level of performance, for a given environment.
These calculators have different levels of software development, and more or less expensive: these levels of software development are derived from the FHA (Functional Hazard Analysis), or "operational safety analysis", plane risk analysis. international standards RTCA D0178C (USA) or ED-12C (European equivalent of EUROCAE). The dependability analysis establishes the contribution of the function in the operational flight chain to determine which maximum failure rate is to be achieved. In order to achieve the objective in question, the standard constrains the required quality of the hardware and software that embeds the function.
Five levels of software development are distinguished and exist, from the most critical (A level) to the least critical (E level) in the RTCA D0178C and ED-12C standards: • Level A: A defect in the system or subsystem studied may cause a catastrophic problem - Flight safety or compromised landing - Aircraft crash • Level B: A defect in the system or subsystem studied can cause a major problem causing serious damage or death to some occupants • Level C: A defect in system or subsystem being investigated may cause a serious problem resulting in a malfunction of the vital equipment of the device. • Level D: A defect in the system or subsystem being studied may cause a problem that may affect the safety of the flight. • Level E: A defect of the studied system or subsystem may cause a problem with no effect on flight safety
These levels of software security development are called Development Assurance Level (DAL). The hardware and software constraint is fixed at the following values: • Level A: a maximum failure rate of 10 "9 / FH (FH = Flight Hours = flight hours) • Level B: a maximum failure rate of 10 ' 7 / FH (FH = Flight Hours) • Level C: a maximum failure rate of 10'5 / FH (FH = Flight Hours = flight hours) • Level D: a maximum failure rate of 10 ' 3 / FH (FH = Flight Hours) • Level E: a maximum failure rate of 10'1 / FH (FH = Flight Hours = flight hours)
The peripheral control computer 6 DAL- for managing the service is configured to support an application among: an integrated HMI, an IHS (Human System Interface),
a CMU
a TCAS
a TAWS
an EFB a tablet a TRAFFIC COMPUTER a dedicated generic partition
The 4 DAL + digital core computer is configured to support an application among: an FMS flight management system, an Autopilot (PA) an FMGS system combining the FMS and PA functions.
In this implementation, a function of allocation and concatenation of basic functions carrying out the new service or application, here the FIM switching service, can be implemented in the integration process by an independent computer of the onboard avionic system 2 , or hosted in one of the applications (eg in an EFB or tablet for dialogue with pilot or crew member, in a CMU for ground dialogue (company, control centers) or in the heart calculator 4 DAL + which acts as a filter in this case.
According to FIG. 2 and an example of a functional architecture, a 4 DAL + digital core computer supporting a standard FMS application 50 according to the ARINC 702A standard (Advanced Flight Management Computer System, Dec 1996), is configured to perform all or some of the functions of: ❖ LOCNAV 52 navigation to perform the optimal location of the aircraft according to the means of geo-location (GPS, GALILEO, VHF radio beacons, inertial units); ❖ FPLN Flight Plan 54 to capture the geographical elements that make up the skeleton of the route to be followed (departure and arrival procedures, waypoints, airways); ❖ NAVDB navigation database 56 to build geographic routes and procedures from data included in the bases (points, tags, interception or altitude legacy ...); ❖ Performance database, PRF DB 58, containing the aerodynamic and engine parameters of the aircraft. ❖ Lateral trajectory TRAJ 60 to build a continuous trajectory from the points of the flight plan, respecting airplane performance and confinement constraints (RNP); ❖ PRED predictions 62 to build an optimized vertical profile on the lateral trajectory; ❖ GUID guidance 64 to guide the aircraft in its 3D trajectory in the lateral and vertical planes, while optimizing the speed; ❖ Link DATALINK 66 digital data to communicate with control centers and other aircraft.
One of the roles of the FMS is to locate the aircraft using its sensors or sensors 67 (inertial units, GPS, radio beacons). It is the LOC NAV 52 part. From the geographic information contained in the NAV DB 56 navigation database, the pilot can build his route, called the flight plan and including the list of waypoints called "waypoints". This is the role of FPLN 54. The FMS can handle multiple flight plans. One of them, known by the acronym "Active" (for Active) in ARINC 702A refers to the flight plan on which the aircraft is guided. There are work flight plans (sometimes called "secondary flight plans" or "inactive"), as well as transient flight plans (temporary flight plans).
The lateral trajectory is calculated according to the geometry between the crossing points (commonly called LEG) and / or the altitude and speed conditions (which are used for the calculation of the turning radius), by the TRAJ 60 part.
On this lateral trajectory, the FMS 50 optimizes a vertical trajectory (in altitude and speed), passing through possible constraints of altitude, speed, time, by using a modeling of the aerodynamic and motor performances contained in the PERF DB 58.
Knowing the location of the aircraft and the 3D trajectory, the FMS 50 can enslave the aircraft on this trajectory. This is the GUIDANCE 64 part. All the information entered or calculated by the FMS 50 is grouped on the display screens HMI 70 (MFD pages, visualizations ND and PFD, HUD or other).
Communication with the ground (company, air traffic control) is carried out by DATALINK 66.
It should be noted that in the terminology FMS, the term "revision" is used to characterize an insertion / modification / erasure of data from the FMS system and that the word "Edition" is also commonly used.
In current architectures and whatever the aircraft, the "Flight Planning" and "optimized trajectory" part is generally included in a dedicated computer called "FMS" for "Flight Management System" (or flight management computer). These functions are the heart of the FM business. This system can also host part of the "Location" and "Guidance". To ensure its mission, the FMS is connected to many other computers (a hundred).
According to FIG. 3, the generic open services Serv_DAL + (j) of a DAL + calculator supporting the set 50 of the FMS functionalities form an 80 FMS server and are classified in three categories.
A first category 82 of generic open services concerns geographic data consultation services 84 and magnetic variation 86 (in English navigation data & dynamic magnetic variation) which enable customers to search for geographic information (NAV DB) or magnetic declination ( MAG VAR) on one point of the globe, most of the procedures still referring to magnetic north.
A second category 88 of generic open services relates to aircraft performance consultancy services (in English aircraft characteristics & performances) involving TRAJ, PRED and PERF DB. The services of the second category 88 provide: o characteristic terminals of the aircraft such as, for example, the minimum and maximum masses, the certified altitude ceiling; the take-off and landing speeds, called characteristic speeds; flight envelope calculations (maximum speeds, stall speeds, maximum roll, etc.) o integration calculations according to selected aircraft modes (rise of a certain number X of feet with constant thrust, descent with an air slope determined and fixed speed, imposed angle turn ...), calculation of packages (for some FMS, simplified performance calculations can be defined in the PERF DB, where the required precision is lower).
A third category 90 of open generic services relates to the services "flight management" (English flight management) that are: o the consultation of the state of the aircraft 92 (position, speed, states of the systems connected to the FMS, as the condition engines, the modes engaged to the autopilot, etc ...)
o consultation and modification 94 of flight plan and 5D trajectory o consultation and modification of flight initialization data (capture of take-off speeds, cruise altitude, forecast weather, flight modes, etc.). fuel consumption ...) o prediction services over a given time horizon according to defined modes of flight guidance (guidance) and airplane status, for example in the case of: an autopilot wishing to know the rate average rise over 2000 ft of altitude evolution with 1 engine failure, of a fuel calculator wishing to compare the average consumption with the FMS consumption predictions ... of a TCAS calculator wishing to know the horizontal evolution ( or 3D) of the aircraft according to a mode of lateral guidance and speed guide determined.
Some generic, so-called basic open service requests may correspond to unit requests for generic services, for example: a request for recovery of the airports around the aircraft, corresponding to a unit service "Get_Airport" of the navigation consultation service database • a request to insert a Company Route in the format AEEC ARINC 424 for example, for a customer is also a unit service "INSERT_COROUTE" offered by the "Flight Preparation" part of the figure above • a request for consultation the airplane status (current fuel, for example) corresponds to a unit service Get_current_Fuel offered by the "Aircraft States" part) • a request to consult the airplane's current flight envelope (min and max speeds, for example) corresponds to a Get_flight_envelope unit service offered by the "Flight envelope Computation" part) Other requests More complex s can be realized by a succession of elementary requests in the form of groups (in English batches) of commands, as typically, an "INSERT FPLN" request for insertion of a flight plan by separate elements, as performed. currently by DATALINK for companies (AOC) and control centers (ATC), defined in ARINC 702A for AOC and D0258 for ATC. The insertion of a complete flight plan is an "INSERT FPLN" request which generally includes the following parameters, defined in the standards in question, that are: o Elements allowing to calculate the route to follow: o Airports ( departure, arrival, alternate) o Take-off procedures (known as departure runway, SID ...) o Cruise procedures (known as airways) o Arrival procedures (known as (eg, arrival runway, STAR, VIA ...) o Go-Around Procedures (known as the Missed Approach) o Clearance procedures upon arrival at a support airport (known as alternate) o Waypoints in addition to procedures o Navigation tags o Altitude, speed, time constraints on points from the above procedures or at waypoints o Initialization elements flight plan, allowing in addition to achieve the trajectory calculations and predictions that are: o The Cruise Level o The expected take-off Mass o The performance index (known as Cost Index) o The initial take-off position o Environmental elements on the plane Flying: o Weather forecast along the flight plan in the form of wind and temperature data on the points from the above procedures or at the crossing points o Predicted departure and arrival barometric timing Figure 4 a method 102 of functional and physical integration of a new navigation service in an avionic avionics system 2, of open architecture, as defined for example in FIG. 1, comprises a set of first, second, third, fourth , fifth, sixth, seventh steps 104, 106, 108, 110, 112, 114, 116.
In the first step 104, the compatibility of the criticality level of the new service to be integrated with the development level of the DAL + core computer is verified. After determining the criticality level associated with the new service, it is compared to the criticality level of the DAL + core calculator. If the criticality level of the new service is less than or equal to that of the navigation computer DAL +, the new service is candidate to be implemented in part on a peripheral computer DAL- lower level in the broad sense. Otherwise, the new service must be executed by taking the system architecture to include a criticality level calculator higher than that of the original DAL + digital core computer.
Then in the second step 106, when the criticality level is less than or equal to that of the DAL + digital core computer, the calculation capabilities of the open architecture DAL + digital core computer are listed and classified according to a Serv_DAL + generic service library ( 1), ... Serv_DAL + (j) ..... Serv_DAL + (n_Serv), these
generic services resulting from open architecture concepts that are starting to emerge in critical calculators such as for example the FMS
The general classification of these services Serv_DAL + (j) in the case of a digital core computer supporting the FMS functionalities is described in Figure 3 and the text of the description relating thereto.
Then, in the third step 108, a functional analysis of the new service to be integrated is performed by decomposing said new service to integrate into a second plurality of elementary functions FU (1), ..., FU (i), .... FU (n_FU), i denoting a pointer of the elementary functions varying from 1 to the total number n_FU of elementary functions.
Then in the fourth step 110, for each elementary function FU (i) determined in the third step 108, it is determined whether the elementary function FU (i) can be performed in part or entirely by a generic service Serv_DAL + (j) of the calculator 4 digital heart and DAL + navigation. Thus it is determined from the second plurality of elementary functions FU (i) a first list of elementary functions that can be executed in part or entirely by at least one generic open service, and for each elementary function FU (i) a first one. -List of service (s) open (s) generic (s). In other words, a correspondence table (or in English a mapping) is established between the elementary functions FU (i) of the new service to integrate and the open generic services (s) usable by each of them .
Then, in the fifth step 112, an overall cost criterion CG is taken into account to determine an optimal functional and physical distribution of the elementary functions FU (i) within the onboard avionics system 2 over the set of possible distributions which makes said minimum CG overall cost criterion.
In general, the global cost criterion "CG" is a function of several parameters including at least the cost of developing an elementary function in the core calculator DAL +.
According to a first embodiment CG1 of the global criterion CG, the global cost criterion CG1 depends solely on the cost of developing elementary functions within the DAL + core computer and / or DAL + level code library.
The other parameters that can be taken into account are: the development cost of the communication interfaces between the two computers 4 DAL + and 6 DAL-, the cost in response time, the estimated cost of the maintenance, the cost of training, the cost of maintainability and scalability of the function, and possibly other costs to be defined by the designer.
According to a second embodiment CG2 of the global cost criterion CG, it may be generally more advantageous to develop some pieces of low level DAL code, in the DAL + calculator to minimize the exchanges that are expensive in response time, in implementation. in place of communication interfaces, and maintainability.
According to a third embodiment CG3 of the global cost criterion CG, it may be generally more advantageous to develop some pieces of low level DAL code, in the DAL + calculator to minimize the complexity of the assembly, for maintenance purposes. and evolution.
According to a fourth embodiment CG4 of the global cost criterion CG, it may be generally more advantageous to use DAL + level code libraries in the weak DAL calculator to minimize the use of the resources of the DAL calculator.
Then, in the sixth step 114, the calculations, interfaces and sequence of calculations between the two calculators DAL + and DAL- are carried out according to the optimal functional and physical distribution of the elementary functions FU (i) which minimizes the criterion of overall cost CG.
Finally, in a seventh step 116, the new integrated service optimally in the on-board navigation system is executed by coupling the DAL + core computer and the peripheral management computer 6 DAL-.
In general, a new service or new application to be integrated in the avionics system according to the integration method 102 is included in the following set of services:
Calculation of the next flight: the current flight being in the FMS, the next flight is prepared on a tablet or integrated IHS, and the predictions are requested on said FMS, the tablet including information relating to phase "ground" between the two flights with regard to disembarkation, refueling, re-embarkation; - The determination of an operational impact of breakdowns: a management system of diversion or modification of flight level or aircraft speed following a breakdown, dialogue with the FMS to evaluate the different alternatives before starting the operational procedure; o First example concerning the management of an engine failure: an engine failure requires descending due to the loss of lift caused, but paying attention to the terrain, especially in the mountainous area o Second example concerning conditions of low temperature of the fuel ( in English "low fuel temperature: with the outside temperature becoming low, the engines detect a beginning of icing of the kerosene, which entails the need for reheating (with impacts on the predictions of the FMS) or the search for zones of colder passages; - Determination of ETOPS or two-engine support airports managed by a tablet: the choice of ETOPS diversions will depend on the predictions calculated by the FMS, and company criteria (hotels, company presence) hosted by the tablet - Management blocked trains: theft is possible even if we can not get in the landing gear, but the extra drag created element has an effect on fuel consumption: the calculator (for example a tablet) will request the FMS predictions to correct them for the additional drag effect, the FMS not currently having in its database PERF DB knowledge the impact of the train on the drag coefficient; - Ground / edge continuity: the continuity between the TAXI calculator's driving predictions and the FMS flight predictions is done by connecting the time and fuel quantity; - Flight plan check, in particular FMS 3D flight plan verification functions (or alternatives) in relation to terrain, weather, traffic; - Various optimizations: this is a function with complex optimizer in a tablet that calculates a vertical profile according to rules and wants to "test" said profile by injecting it into the FMS to validate the gains in time / fuel.
According to FIG. 5, a method 202 of optimal functional and physical integration of a FIM navigation application relating to the maneuvers of relative spacing between aircraft, in an avionics avionics system 2 of open architecture as defined in FIG. designated by OPEN_FIM and is a particular implementation of the general method 102 of Figure 4 in which the new navigation service to be integrated is an FIM maneuvering service, that is to say maneuvers relative spacing between aircraft.
These FIM maneuvers are in particular standardized by the American organization RTCA in the document RTCA DO-328 (DO-328, Safety, Performance and Interoperability Requirements Document for Airborne Spacing - Flight Deck Interval Management (ASPA-FIM).
The method 202 of optimal functional and physical integration of the FIM navigation application of relative spacing maneuvers between aircraft comprises a set of first, second, third, fourth, fifth, sixth, seventh steps 204, 206, 208, 210 , 212, 214, 216 which respectively correspond to the first, second, third, fourth, fifth, sixth, seventh steps 104, 106, 108, 110, 112, 114, 116 of the general method 2 of FIG. 4.
In the first step 204, the compatibility of the criticality level of the FIM function of the relative spacing maneuvers between aircraft with the development level of the DAL + core computer is verified. After determining the criticality level associated with the FIM function, it is compared to the criticality level of the DAL + core calculator. If the criticality level of the FIM function is less than or equal to that of the DAL + core calculator, the FIM function is candidate to be implemented in part on a lower level DAL-calculator. Otherwise, the FIM function must be executed by taking over the system architecture to include a criticality level calculator higher than that of the original DAL + digital core computer.
Then in the second step 206, the generic services offered by the open architecture and DAL + digital core navigation computer are listed and classified according to the same generic service library Serv_DAL + (1), ..., Serv_DAL + (j),. ... Serv_DAL + (n_Serv) than that provided by the second step 106 of Figure 4, these generic services resulting from concepts that begin to emerge in critical computers such as for example the FMS.
In the case of the vertical FIM maneuver, such as for example ΓΙΤΡ, the second step 206 will use the prediction requests over a given horizon of time or altitude or distance according to modes of driving the given vertical flight (guidance). Thus for an FMS application having an open architecture for simulating predictions, may be listed first, second, third, fourth generic services Serv_DAL + (1), Serv_DAL + (2), Serv_DAL + (3), and Serv_DAL + (4) .
The first generic Serv_DAL + service (1) concerns temporal integration in order to obtain predictions according to a vertical guidance mode among: • Fixed thrust and longitudinal speed setpoint (CAS, TAS, MACH or GS) or so-called "OPEN CLIM" in classical terminology; • Increase in setpoint in longitudinal speed and setpoint in vertical speed (V / S) or mode called "CLIMB VS / SPEED" in classical terminology; • Set-up in longitudinal speed and slope setpoint (FPA) or so-called "CLIMB FPA / SPEED" mode in conventional terminology.
These modes are considered by way of example, other conventional modes of the aircraft can be added, such as attitude keeping and bearing holding. The same modes corresponding to the Descent such as OPEN DES, ... can also be considered.
The second service Serv_DAL + (2) concerns the integration of the weather, in the form of measurements and weather model, on the different levels.
The third service Serv_DAL + (3) concerns the selection of particular configuration (s) as input parameters for a simulation such as for example: the number of engines inoperative, a coefficient of engine degradation (perf. factor, wear) or aerodynamic (drag factor or drag factor).
The second and third generic services Serv_DAL + (2), Serv_DAL + (3) can be advantageously added in the list of services offered by the core calculator DAL +, and will refine the calculation of the generic service Serv_DAL + (1).
The FMS (or the Automatic Pilot PA) offer to manage the vertical guidance of the aircraft in a desired mode. Thus a fourth Generic Serv_DAL + service (4) for sending the guidance instructions of the first Generic Service Serv_DAL + (1) to the automations of the aircraft can be used by the FIM method.
In the case of a horizontal FIM maneuver, as for example a maneuver known as "Merging", "Spacing", "Heading then Merge" according to the classical terminology, the second step 206 of the method 202 OPEN_FIM will use the requests of predictions over a time horizon or given distance according to modes of driving the given horizontal flight (guidance). Thus for an FMS application having an open architecture for simulating predictions, the first, second, third, fourth generic services Serv_DAL + (1), Serv_DAL + (2), Serv_DAL + (3), and Serv_DAL + (4) can be enriched. already listed.
The first Serv_DAL + generic service (1) also includes temporal integration to obtain predictions according to a horizontal guidance mode among: • Acquisition and Heading (Heading) • Acquisition and Tracking (Track or Race mode) ) • FMS trajectory tracking (LNAV mode for Lateral Navigation) • Radio wave tracking (VOR, DME, LOC ...).
These modes are considered as an example, other conventional modes of the aircraft can be added, such as rolling.
The second generic service Serv_DAL + (2) also concerns the integration of the weather in the lateral plane, in the form of measurements and weather model.
The third generic service Serv_DAL + (3) remains the same and by the selection of particular configuration (s) as input parameters allows to perform simulations.
The second and third generic services Serv_DAL + (2), Serv_DAL + (3), advantageously added in the list of services offered by the core calculator DAL +, will refine the calculation of the generic service Serv_DAL + (1) in the case of an FIM maneuver horizontal.
The FMS (or the Automatic Pilot PA) offer to manage the horizontal guidance of the aircraft in a desired mode. Thus the fourth Generic Service Serv_DAL + (4) for sending the guidance instructions of the first Generic Service Serv_DAL + (1) to the automations of the aircraft can be used by the FIM process.
Then, in the third step 208, a functional analysis of the FIM service of relative spacing maneuvers between aircraft is performed by decomposing the FIM service to integrate into a second plurality of elementary functions FIM_FU (1), ..., FIM_FU (i) , ..., FIM_FU (n_FIM_FU), i denoting a pointer of the elementary functions varying from 1 to the total number n_FIM_FU of basic functions of the FIM service.
Subsequently, we designate "FIM AIRCRAFT" the aircraft that embeds the FIM function according to the invention implemented in the following method 202 OPEN_FIM, and must be spaced relatively to the rest of the traffic, consisting of other aircraft referred to as "Aircraft Referenced".
In the case of the FIM vertical maneuver ITP (in English In Trail Procedures) and according to Figure 6, the ITP maneuver operationally consists, for a plane 230 carrying the FIM function and called "FIM Aircraft" to change flight level FL ( in English "Flight Levels") while ensuring a longitudinal separation with the aircraft 232, 234, 236 which occupy the various levels crossed, said aircraft being referred to as "Referenced Aircrafts".
The elementary functions FIM_FU (1), .... FIM_FU (i), ..., FIM_FU (n_FIM_FU) in their order of sequence of the FIM function of the relative spacing maneuvers between planes which will be subsequently allocated between the heart computer DAL + and the peripheral computer DAL- are as follows:
A first basic function FIM_FU (1) for selecting a "navigation element" defined by a "target flight level" (in English Desired_Level) and intermediate altitudes or "intermediate trajectory elements" in the vertical plane;
A second basic function FIM_FU (2) for selecting the vertical guidance mode to reach the target level;
A third elementary function FIM_FU (3) for calculating predictions giving the position and the time of passage of the aircraft "FIM AIRCRAFT" on intermediate altitudes or "intermediate trajectory elements" in the vertical plane;
A fourth basic function FIM_FU (4) for the acquisition of the reference and projection aircraft of the reference aircraft at times corresponding to the passage time;
A fifth elementary function FIM_FU (5) for selecting a minimum spacing to respect (ITP distance);
A sixth basic function FIM_FU (6) for calculating and displaying the spacing between the aircraft 230 "FIM Aircraft" and the aircraft (s) "Referenced Aircraft (s)" on the "intermediate trajectory elements";
A tenth elementary function FIM_FU (10) execution of the vertical maneuver.
The FIM function for relative spacing maneuvers has the following additional basic functions:
A seventh elementary function FIM_FU (7) of conflict detection;
An eighth elementary function FIM_FU (8) proposing a change of vertical guidance mode;
A ninth elementary function FIM_FU (9) of proposed target level change;
An eleventh elementary function FIM_FU (11) for monitoring the spacing during the maneuver
A twelfth elementary function FIM_FU (12) for calculating the weather profile on the ITP zone, at the different flight levels, to refine the predictions of the fourth elementary function FIM_FU (4)
A thirteenth elementary function FIM_FU (13) for modifying the state of the aircraft "FIM AIRCRAFT" for calculating the predictions of the fourth elementary function FIM_FU (4)
In the case of a horizontal FIM maneuver such as the maneuvers designated by "spacing", "merging", "Heading Then Merge Behind" (HTMB) according to the conventional terminology, the horizontal FIM maneuver consists, for the aircraft 230, designated by "FIM AIRCRAFT" to follow a target device 232, designated "REFERENCE AIRCRAFT", maintaining a safety spacing with respect thereto, in distance (typically a few NM nautical miles approaching) or in time (typically at 60 seconds). For example, in the case of a "Heading Then Merge Behind" spacing maneuver (HTMB) and according to Figure 7, it is necessary to move along a radar heading specified by the control tower and then to join from a "point of joining" calculated the melting point or "Point Merge" to ensure that the relative distance spacing or time will be held with the target aircraft "REFERENCE ARICRAFT" from this point "Point Merge ".
The basic functions FIM_FU (1), .... FIM_FU (i), FIM_FU (n_FIM_FU) in their order of concatenation of the FIM function of the relative spacing maneuvers between planes which will be subsequently allocated between the core calculator DAL + and the peripheral calculator DAL- defined for vertical maneuvers are included and also include horizontal FIM maneuvers.
Thus, the elementary functions FIM_FU (1), .... FIM_FU (i), .... FIM_FU (n_FIM_FU) in their order of concatenation of the FIM function of the relative spacing maneuvers between aircraft in the context of maneuvers horizontals are as follows:
The first elementary function FIM_FU (1) for the selection of a navigation element from which the maneuver begins: in the case of the "Merging" where it is necessary to rally a common point of approach of all the planes towards a runway "Point Merge", the navigational element is the "Point Merge", or perhaps all of the airspace between this "merge point" and the runway; in the case of "Spacing", where a single relative spacing is required (uphill, cruise or descent), the navigation element is undefined; in the case of an HTMB maneuver, the navigation element is the "Point Merge"; other examples of lateral maneuvers are also possible;
The second elementary function FIM_FU (2) for selecting the lateral guidance mode to reach the target level, among the modes listed in the second step 206;
The third elementary function FIM_FU (3) for calculating predictions giving the position and the time of passage of the ITP airplane on intermediate "lateral trajectory elements", of which at least "navigational element";
The fourth basic function FIM_FU (4) for the acquisition of the reference and projection aircraft of the reference aircraft "Referenced Aircraft", at times corresponding to the passage time; the fourth elementary function predicts the instants of passage of the reference plane at the passage points of its flight plan as well as to the intermediate lateral trajectory elements;
The fifth elementary function FIM_FU (5) for selecting a minimum spacing to respect (FIM distance);
The sixth basic function FIM_FU (6) for calculating and displaying the spacing between the aircraft 230 "FIM Aircraft" and the aircraft 232 "Referenced Aircraft" on the intermediate lateral trajectory elements (thus including the crossing points after the "Merge point")
The tenth elementary function FIM_FU (10) performing the lateral maneuver
In the case of horizontal maneuvers, the FIM function of the relative spacing maneuvers has the following additional basic functions:
The seventh elementary function FIM_FU (7) of conflict detection;
The eighth elementary function FIM_FU (8) proposes to change the lateral guidance mode;
The ninth elementary function FIM_FU (9) proposing a lateral path change;
The eleventh elementary function FIM_FU (11) for monitoring the spacing during the maneuver
The twelfth elementary function FIM_FU (12) for calculating the weather profile at the crossing points, in order to refine the predictions of the fourth elementary function FIM_FU (4);
The thirteenth elementary function FIM_FU (13) for modifying the airplane state for calculating the predictions of the fourth elementary function FIM_FU (4).
Thus for horizontal and vertical maneuvers, the elementary functions of the same index can be merged due to an equivalence relation existing between the horizontal and vertical maneuvers.
Then in the fourth step 210 according to FIG. 5, for each elementary function FIM_FU (i) determined in the third step 208, it is determined whether the elementary function FIM_FU (i) can be carried out in part or entirely by a generic service of the calculator navigation 4 DAL + existing. Thus it is determined from the second plurality of elementary functions FIM_FU (i) a first list of elementary functions that can be executed in part or entirely by at least one generic open service, and for each elementary function FIM _FU (i) a first sublist of open generic service (s). In other words, a correspondence table is established between the basic functions FU (i) of the new customer service and the generic open services that can be used by each of them.
Thus, it is determined that the digital heart computer 4 DAL + can support:
The fourth elementary function FIM_FU (4) which corresponds to the generic service Serv_DAL + (1) called for different intermediate altitudes in the case of vertical FIM maneuvers (ITP) and called for different crossing points in the case of horizontal FIM maneuvers;
The tenth elementary function FIM_FU (10) which corresponds to the generic service Serv_DAL + (4), for the vertical guidance mode and the target altitude selected in the context of FIM ITP maneuvers, and for the lateral guidance mode and Γ "element of selected in the context of horizontal FIM maneuvers.
Then, in the fifth step 212, a global cost criterion CG is taken into account to determine an optimum functional and physical distribution of the elementary functions FIM_FU (i) within the avionics system 2 on the set of possible distributions that makes minimum said CG overall cost criterion.
In general, the global cost criterion "CG" is a function of several parameters including at least the cost of developing an elementary function in the core calculator DAL +.
According to a first embodiment CG1 of the global criterion CG, the global cost criterion CG1 depends solely on the cost of developing elementary functions within the DAL + core computer and / or DAL + level code library.
The other parameters that can be taken into account are: the development cost of the communication interfaces between the two computers 4 DAL + and 6 DAL-, the cost in response time, the estimated cost of the maintenance, the cost of training, the cost of maintainability and scalability of the function, and possibly other costs to be defined by the designer.
In the fifth step 212, the same embodiments CG2, CG3, CG4 of the overall cost criterion CG as those considered in the fifth step 112 of the general integration method 102 can be repeated.
Then in the sixth step 214, it is proceeded to the implementation of the calculations, interfaces and sequence of calculations between the two computers DAL + and DAL- according to the optimal functional and physical distribution of the elementary functions FIM_FU (i) which minimizes the criterion of cost overall CG considered.
In the case where the first embodiment CG1 of the global criterion CG is considered, that is to say if only the additional development cost of the core calculator DAL + is integrated, the method 202 will allocate to the heart computer DAL + the functions Elementals FIM_FU (4) and FIM_FU (10). The other basic functions do not correspond to the critical functional perimeter of an FMS flight management system or an automatic pilot PA, these functions are rather intended to be integrated in a DAL- calculator.
In the case where the second embodiment CG2 of the global criterion is considered, that is to say if the additional development cost of the core calculator DAL + is integrated with the additional cost of developing the interfaces, and if only these costs are considered jointly, the method will allocate to the core calculator DAL + that the elementary function FIM_FU (10), the automation control being critical for the aircraft and to remain managed by a high level of DAL calculator. It should be noted that in this case the integration of the fourth elementary function FIM_FU (4) will probably be of lower quality and reliability if it is developed in a lower DAL- calculator DAL. Operational risk reduction procedures will have to be put in place to overcome this defect such as a graphical monitoring of the deviation, a calculation by the pilot, confirmation by a ground computer.
In the case of an embodiment of the global cost criterion combining the second CG2 mode and the third CG3 embodiment of the global cost criterion CG, the method 202 allocates only the core computer 4 DAL + the tenth elementary function FIM_FU ( 10) which already exists as a generic service and the first elementary function FIM_FU (1) which requires a reduced development. Indeed, regarding an altitude for a FIM ITP maneuver or a passage point for a FIM HTMB maneuver, these elements already exist in the DAL + core calculator. A preselection of an altitude and a guidance mode is relevant at the AP because the interfaces between the PA and the pilot in the aircraft. Similarly, a pre-selection of the waypoint is relevant at the FMS because the interfaces between the FMS and the driver already exist. This configuration limits the interface costs since the interfaces already exist between the pilot and the PA / FM even if it is necessary to send the preselected elements to the peripheral control unit 6 DAL- for managing the FIM service.
Finally, in the seventh step 216, the FIM function of relative spacing maneuvers between aircraft, optimally integrated in the navigation system 2, is performed by coupling the heart computer DAL + and the at least one peripheral computer DAL-.
According to FIG. 8 and a first embodiment of the FIM function of the relative spacing maneuvers between aircraft according to the method 202 of the invention, the FIM function of the relative interplanar separation maneuvers 302 comprises when it is executed. by the avionics system 2 a set of steps.
In a first step 304, the following tasks are implemented by the management calculator DAL: • the selection of the navigation element corresponding to the execution of the first elementary function function FIM_FU (1); the navigation element selected is the desired flight level for the ITP maneuver (vertical FIM), the point merge-type trajectory element for the horizontal FIM function called "FIM H"); • the selection of the preferred guidance mode which corresponds to the execution of the second elementary function FIM_FU (2).
This selection is performed by an interface with the operator who manipulates the peripheral computer DAL-.
In an alternative, the preferred guidance mode will be a predefined mode such as OPEN mode for ITP and LNAV mode for FIM H.
According to a first alternative, the preferred guidance mode is chosen on the DAL + calculator.
According to a second alternative, the desired flight level is chosen on the DAL + calculator.
At the output of first step 304, two values are provided: • a desired element called "Desired_Element" which is a desired flight level (called "Desired_Level") for vertical FIM maneuvers type ITP, and which is a desired point (called " Desired_Point for horizontal FIM maneuvers designated by FIM H • a preferred guidance mode, commonly referred to as "Preferred_Guidance_Mode", which is designated in particular by "Preferred_Vertical_Guidance_Mode" for vertical FIM type ITP maneuvers and "Preferred_Lateral_Guidance_Mode" for maneuvers Horizontal FIM FIM H.
Then in a second step 306, is implemented by the calculator DAL- the determination of the intermediate trajectory elements which corresponds to the execution of the first elementary function FIM_FU (1), the intermediate trajectory elements being intermediate altitudes for the FIM vertical FIM maneuvers and intermediate crossing points for horizontal FIM maneuvers FIM H).
In the case of ITP vertical FIM maneuvers, this selection is made in a predefined manner by analyzing the altitudes between the current altitude of the aircraft (in English Current_Level) and the target altitude (Desired_Level), occupied by other aircraft . The DAL- calculator is in communication with the receiving computers of the surrounding traffic, such as the TCAS or a TRAFFIC COMPUTER or a TRANSPONDER.
In the case of horizontal FIM maneuvers FIM H, the intermediate trajectory elements are crossing points created by the second step 306 itself.
According to an alternative, the peripheral computer DAL- will choose the intermediate elements with a predefined step.
In the case of ITP vertical FIM maneuvers, the intermediate altitudes are chosen with a pitch equal to or less than the flight levels authorized by the air traffic control. Typically, for authorized levels every 1000 ft (1000 ft), the DAL- calculator chooses the altitudes starting from the current flight level of the aircraft, and incrementing or decrementing it by steps of 1000 ft until 'at the target altitude.
In the case of horizontal FIM maneuvers FIM H, equidistant points of each other are chosen, for example, to ensure a good accuracy of the interpolations between these points, or characteristic points of the lateral trajectory, such as for example the start and end points. end of turn, are chosen from the "point merge" if this point exists, and from the aircraft FIM Aircraft otherwise, until the end of the maneuver (formed by the track for FIM maneuvers approaching for example ). For example, a distance spacing of 2 NM (nautical miles) or 30 seconds can be operationally chosen for HTMB approach maneuvers.
According to an alternative, the DAL + calculator performs the selection of the intermediate trajectory elements.
There is thus at the output of this second step 306 a set of N intermediate elements in the form for example of a table as Table 1 below.
Table 1
Then, in a third step 308, the predictions to the intermediate trajectory elements according to the guidance mode are calculated by the DAL + calculator according to a first embodiment. This step 308 corresponds to the execution of the third elementary function FIM_FU (3).
In the case of ITP vertical FIM maneuvers, the climb (or descent) to the target altitude is calculated by the DAL + core computer. The latter provides predictions at different altitudes, according to the chosen guidance mode, with a pitch at least equal to or less than the altitude step
intermediate. In the example of the 10000ft of the second step 306, the DAL + core calculator provides predictions with an altitude step less than or equal to 1000ft. This ensures that the DAL- calculator can retrieve enough prediction points to perform reliable interpolation at intermediate altitudes.
In the case of horizontal FIM FIM H maneuvers, the lateral trajectory to the navigation element and then to the end of the maneuver is calculated by the DAL + core computer. The latter provides predictions at different intermediate points, depending on the guide mode chosen, with a pitch less than or equal to a minimum pitch. With a minimum step of 2NM / 30sec described as an example in the second step 306, the DAL + core calculator will provide predictions with a pitch of less than or equal to 2NM / 30sec. This ensures that the DAL- calculator can retrieve enough prediction points to perform reliable interpolation at intermediate waypoints.
This integration is carried out by the state-of-the-art methods of current DAL + systems (FMS or PA). The advantage of this solution is that the calculator DAL + does not necessarily need to know the intermediate elements.
If, for example, in the context of ITP vertical FIM maneuvers, predictions are issued every 250 ft, it is certain that the peripheral computer DAL- will find good interpolations, whatever the intermediate altitudes. Indeed the planes are not allowed to be spaced at altitude of less than 500 ft.
According to an alternative, the core computer DAL + has access to the intermediate elements and will make its predictions rise / fall, providing predictions to said intermediate elements This solution requires an additional interface, but avoids interpolation by the second DAL- calculator.
Output of this third step 308 is predicted in the form of a table for example, as Table 2 below comprises for each intermediate element at least the position and the passage time.
Table 2
Then in a fourth step 310, the time projection of the traffic of the intermediate elements is calculated by the peripheral computer DAL- according to the first embodiment. This step corresponds to the execution of the fourth elementary function FIM_FU (4).
In the case of ITP vertical FIM maneuvers, the peripheral computer DAL- provides for each intermediate altitude Alt_int (k) and for each target aircraft located on the level and close to the aircraft Traf1 (k). TrafNT (k), the predicted position, using the Ground Speed of each aircraft, this speed being retrieved in the state of the art by the TCAS or ADS B computers.
For a traffic m given at an altitude k, and starting from an initial position Pini (m, k), with a ground speed GS (m, k), the estimated position will be calculated by the formula:
Traffic_Position (m, k) = Pini (m, k) + GS (m, k) * (Predicted_Time (k) -
Predicted_Time (1))
In an alternative, the DAL-calculator provides the necessary information to the DAL + calculator on the aircraft to intermediate elements, allowing the latter to perform the above calculations.
In an alternative, the calculator DAL- calculates the predicted time Traffic_Time (m, k) for the target airplane (m, k) to reach the predicted position Predicted_Position (k). For example in the case of ITP vertical FIM maneuvers:
Traffic_Time (m, k) = Predicted_Time (1) + [Predicted_Position (k) -
Pini (m, k)] / GS (m, k)
According to an alternative, the peripheral calculator DAL- calculates the predicted altitude of the aircraft ITP Predicted_Alt (m, k) at the time
Traffic_Time (m, k), by the interpolation methods of altitudes from Table 2 determined in the third step 308.
Identical calculations can be performed in the context of horizontal FIM maneuvers. In an alternative, the calculation will also take into account the vertical evolution of the intermediate traffic (m, k) on the basis of their aerodynamic slope FPA (m, k) or their vertical speed V / S (m, k).
Then in a fifth step 312, the predicted spacings on the intermediate elements are calculated and displayed by the calculator DAL-according to a first embodiment. This step corresponds to the execution of the sixth elementary function FIM_FU (6).
According to this first embodiment, it is a longitudinal spatial spacing. For each traffic (m, k), the spacing is expressed by the equation below ::
Spacing (m, k) = Traffic_Position (m, k) - Predicted_Position (k) in the same horizontal plane
Using an axis starting from the FIM aircraft called "FIM AIRCRAFT", with an increasing position value as the aircraft move forward, a negative Spacing value indicates that the target aircraft will still be behind the ITP aircraft. when it crosses the intermediate element Elt_int (k).
According to an alternative, the calculator DAL- uses a temporal spacing defined by the expression:
Time_Spacing (m, k) = Traffic_Time (m, k) - Predicted_Time (k)
A negative value indicates that the target aircraft passed the crossing point 3D (Predicted_Position (k), Alt_int (k)) before the ITP aircraft.
According to an alternative, and in the ITP frame, the calculator DAL-calculates the calculation of the altitude spacing at the time of the longitudinal crossing according to the expression:
Alt_Spacing (m, k) = Alt_int (k) - Predicted_Alt (m, k)
A negative value indicates that the target aircraft has passed the crossing point 2D (Predicted_Position (k), above the ITP aircraft.
Then, in one in a sixth step 314, the function of "conflict detection" is implemented according to the first embodiment by the peripheral computer DAL-. The "conflict detection" function uses the following algorithm: • If | Spacing (m, k) | <Tolerance_spacing then o Conflict detected = true • Else o Conflict detected = false • Finsi in which Spacing_Perference indicates a value managed by DAL-, resulting from ATC recommendations (eg 20 NM ie 37 km between the two aircraft at the time of the crossing for the ITP maneuvers, and 2NM / 30 sec for FIM Fl maneuvers).
According to an alternative, the values of Tolerance_spacing will be different according to the sign of "Spacing". Indeed, it is better to cross behind the target aircraft. A lower tolerance is possible in the case of a strictly positive Spacing.
According to an alternative, the conflict detection is performed according to a time criterion, or vertical spacing, according to similar equations.
In the case where a conflict is detected, i.e. Conflict detected = true, at least one aircraft has too little spacing during the crossing maneuver. In this case, a seventh step 316 for selecting modes and / or alternative navigation elements is implemented by the peripheral computer DAL- according to the first embodiment. In the case where another "navigation element" is selected, they are selected. is a lower desired altitude in the context of vertical FIM maneuvers for example, or a "point merge point merge" farther in the context of a FIMMB horizontal FIM maneuver.
According to the first embodiment, the seventh step 316 tries to keep the desired element, and commands the heart computer DAL + the execution of the third step 308 for a calculation according to a different guidance mode.
In the case of vertical FIM maneuvers of the ITP type, the target aircraft (m, k) crosses the FIM plane in front of it, the method 302 commands a rise / fall mode with a greater resultant vertical speed, for the aircraft to (m, k) passes sufficiently in front. In an alternative, the method 302 controls a mode with a resulting lower vertical speed, so that the aircraft (m, k) passes sufficiently (in the sense of tolerance) behind. In an alternative, the method gives priority to the vertical guidance mode, and proposes to reduce the desired altitude to the nearest level of flight without conflict; the plane will then rise in several times, reiterating the maneuver a little later to try to reach the desired level.
In the case of horizontal FIM maneuvers FIM H, if the target aircraft (m, k) crosses the FIM plane with a too small spacing, the method 302 controls a low longitudinal speed mode, so that the aircraft (m, k) pass sufficiently ahead. o Alternatively, the method proposes a higher heading deviation to lengthen the resulting lateral trajectory
These considerations are valid for time and altitude spacings.
In the case where no conflict is detected, ie Conflict detected = false, an eighth step 318 execution of the maneuver is implemented by the core computer DAL + according to the first embodiment. In this case, the DAL + core calculator engages the Preferred_Guidance_Mode mode to the desired navigation element. With regard to guidance maneuvers, the DAL + core calculator (FMS or PA) is indeed better adapted, given the criticality of the commitment (a higher risk of bad engagement by the existing DAL-calculator).
Validation by the operator, that is to say the driver will be carried out preferably before commitment.
By creating a system with two separate development level computers, the invention makes it possible to minimize the cost criterion.
Advantageously, the fact of performing in the existing navigation computer that the strictly necessary to the function allows to control the performance of the latter in terms of response time.
It also makes it possible to preserve the evolution capabilities of the mission calculator (CPU / RAM / ROM) in order to be able to address other new functions. The invention makes it possible to: o Guarantee the strictly minimum level of development of the FIM function, while minimizing the cost of development o Integrate human factors into the cost criterion: cost of ownership, learning (training), fault management (maintenance) o decouple the evolutions of the two computers, and improve the maintainability: The method allows a spread over time of the deployments of the different functions without calling into question the key structuring elements of the systems that are the "DAL +" o to make the best use of open architecture concepts that are starting to emerge in calculators "DAL +" such as for example the FMS.

权利要求:
Claims (14)
[1]
CLAIMS .1 A method of functional and physical integration of a new navigation service to be integrated in an avionics avionics system, the avionics embedded system comprising a digital core computer (4) DAL +, having a first level of criticality DAL +, integrated in an initial architecture of peripheral computers (6, 8, 10) and databases having second security levels of criticality DAL-, lower than or equal to the first level of criticality DAL +, and serving as a server by hosting a first plurality of open services Generic Serv_DAL + (j), and a peripheral calculator (6) DAL- management of the new service to integrate, having a second level of criticality DAL-, lower or equal to the first level of criticality DAL + by sending service requests to the calculator of digital core (4) DAL + and / or peripheral computers (8, 10) and databases of the initial architecture at through a communications network; characterized in that the method of functional and physical integration of the new service comprises the steps of: .- functionally deconstructing (108; 208) the new service into a second plurality of elementary functions FU (i), .- from the second plurality of elementary functions FU (i) determining (110; 210) a first list of elementary functions that can be partially or entirely executed by at least one generic open service, and for each elementary function a first service sub-list ( s) open generic (s); determining an optimal functional and physical distribution (112; 212) of the elementary functions FU (i) within the onboard avionic system 2 over all the possible distributions which renders a global cost criterion CG minimal, a function of several parameters of which at least the additional development cost of the basic functions integrated in the DAL + digital core computer; and .- implementing the integration (114; 214) of the new navigation service by effectively implementing the basic functions and their scheduling according to the optimal functional and physical distribution determined within the onboard avionic system. .2 Functional and physical integration method of a new navigation service according to claim 1, wherein the optimal functional and physical distribution (112; 212) of the elementary functions FU (i) within the onboard avionic system (2). over all the possible distributions is determined to make minimum a first criterion GC1 of overall cost which only takes into account the additional development cost of the elementary functions integrated within the numerical core computer DAL +; and the integration (114; 214) of the new navigation service is performed by effectively implementing the elementary functions and their scheduling according to the optimum functional and physical distribution determined within the onboard avionic system using the first criterion CG 1. .3 Process functional and physical integration of a new navigation service according to claim 1, wherein the optimal functional and physical distribution (112; 212) of the elementary functions FU (i) within the onboard avionic system (2) on the all possible distributions are determined to make minimum a second global cost criterion CG2 which also takes into account the development cost of the communication interfaces between the DAL + core computer and the peripheral computers, the cost in response time and the cost of maintainability to minimize communication exchanges; and the integration of the new navigation client service is performed (114; 214) by actually implementing the elementary functions and their scheduling according to the optimum functional and physical distribution determined within the onboard avionic system using the second criterion CG2. .4 A method of functional and physical integration of a new navigation service according to any one of claims 1 and 3, wherein the optimal functional and physical distribution (112; 212) of the elementary functions FU (i) within the embedded avionics system on all possible distributions is determined to make minimum a third CG3 overall cost criterion which also takes into account the development of some pieces of low DAL level code in the DAL + core calculator to minimize the complexity of all in a perspective of maintenance and evolution; and the integration of the new navigation service is performed (114; 214) by actually implementing the elementary functions and their scheduling according to the optimum functional and physical distribution determined within the onboard avionic system using the third criterion CG3. .5 Functional and physical integration method of a new navigation service according to any one of claims 1 and 3 to 4, wherein the optimal functional and physical distribution (112; 212) of the elementary functions FU (i) to within the avionics system embedded on all possible distributions is determined to make minimum a fourth global cost criterion CG4 which also takes into account the use of DAL + level code libraries in the DAL- level peripheral computer to minimize the use of the DAL + core calculator resources; and / or .- the integration of the new navigation service is carried out (114; 214) by actually implementing the elementary functions and their scheduling according to the optimum functional and physical distribution determined within the onboard avionic system by using the fourth criterion CG3. A method of functional and physical integration of a new navigation service according to any one of claims 1 to 5, further comprising an additional step, performed after determining an optimal functional and physical distribution of the elementary functions FU (i ) within the onboard avionics system, and that the performance of the new navigation service is verified and evaluated by emulation or simulation, and / or the performance of the initial services implemented on the core computer and the peripheral computers are verified.
[7]
7. A method of functional and physical integration of a new navigation service according to any one of claims 1 to 6, wherein the new navigation service is a FIM navigation service of relative separation maneuvers between aircraft functionally integrated and physically in the on-board navigation system; and the FIM spacing maneuver is characterized by a succession of elementary functions FIM_FU (i); and the DAL + digital core computer hosts services Serv_DAL + (j) temporal prediction calculations according to a specified guidance mode, used for the implementation of part of the elementary functions forming the spacing maneuver OPEN_FIM, and the calculator digital heart DAL + is coupled to control computers of the aircraft.
[8]
8. A method of functional and physical integration of a new navigation service according to claim 7, wherein the generic services Serv_DAL + (j) of prediction calculations according to a guidance mode comprises: .- A first service Serv_DAL + (1 ) of temporal integration in order to obtain predictions according to a vertical guidance mode among: Fixed push up and set in longitudinal speed (CAS, TAS, MACH or GS); Open Climb mode 'in classical terminology; Setpoint increase in longitudinal speed and setpoint in vertical speed (V / S); so-called "CLIMB VS / SPEED" mode in classical terminology; Setpoint increase in longitudinal speed and slope setpoint (FPA); "CLIMB FPA / SPEED" mode in classical terminology; Downhill modes (OPEN DES, VS, FPA, climb mode mirrors); in one of the following horizontal guidance modes: Acquisition and Course Holding (Heading Mode) Acquisition and Course Holding (Track or Course Mode) FMS Tracking (LNAV mode for Lateral Navigation) Radio wave tracking (VOR, DME, LOC. ..) Acquisition and lateral roll hold, acquisition and attitude hold, Acquisition and hold of vertical angle of incidence, and a second service Serv_DAL + (2) integration of the weather on different levels and in the plane lateral; a third service Serv_DAL + (3) particular configuration selection input, a fourth service Serv_DAL + (4) sending guidance instructions Serv_DAL + service (1) to the automations of the aircraft.
[9]
9. A method of functional and physical integration of a new navigation service according to any one of claims 7 to 8, wherein the FIM avionics relative spacing maneuver method comprises the following basic functions: A first elementary function FIM_FU (1) for selection of target navigation element and intermediate elements A second elementary function FIM_FU (2) for selecting the guidance mode to join the target element A third elementary function FIM_FU (3) for calculating predictions giving a position and an hour of passage of the FIM plane on the intermediate elements A fourth elementary function FIM_FU (4) projection of the reference aircraft, at times corresponding to the passage time A fifth elementary function FIM_FU (5) of selection of a minimum ITP spacing to meet A sixth function FIM_FU (6) calculating and displaying space between the FIM airplane and the reference aircraft on the intermediate elements A tenth elementary function FIM_FU (10) for executing the vertical maneuver.
[10]
10. A method of functional and physical integration of a new navigation service according to claim 9, wherein the FIM avionics process of the relative spacing maneuvers optionally comprises the following additional elementary functions: A seventh elementary function FIM_FU (7) of conflict detection An eighth elementary function FIM_FU (8) for proposing a change of guidance mode A ninth elementary function FIM_FU (9) for a proposed change of maneuver (vertical or lateral) An eleventh elementary function FIM_FU (11) for monitoring the spacing during the maneuver A twelfth elementary function FIM_FU (12) for calculating the weather profile on the FIM zone, at the different trajectory elements, to refine the predictions of the fourth elementary function FIM_FU (4) A thirteenth elementary function IM_FU (13) ) change of the airplane state for the calculation of the predictions of the fourth Elementary function FIM_FU (4).
[11]
11. A method of functional and physical integration of a new navigation service according to any one of claims 9 to 10 combined with claim 2, wherein the following elementary functions are allocated to and implemented in the digital heart computer DAL + : FIM_FU (4) which corresponds to its service Serv_DAL + (1) called for various intermediate elements FIM_FU (10) which corresponds to the service Serv_DAL + (4) for the selected guidance mode and navigation element; while the remaining elementary functions are allocated and implemented in the peripheral computer DAL-.
[12]
12. A method of functional and physical integration of a new navigation service according to any one of claims 9 to 10 combined with claim 3, wherein the elementary function FIM_FU (10) which corresponds to the service Serv_DAL + (4) for the selected guidance mode and navigation element is allocated to and implemented in the digital core computer DAL +, while the elementary function FIM_FU (4) which functionally corresponds to its called Serv_DAL + (1) service for different intermediate elements is allocated and implemented in the peripheral computer DAL-.
[13]
13. A method of functional and physical integration of a new navigation service according to any one of claims 9 to 10 combined with claims 2 and 3, wherein .- the elementary functions FIM_FU (1), FUM_FU (2) and FIM_FU (10) are allocated to and implemented in the DAL + digital core computer, only the function FIM_FU (10) corresponding to the use of an existing generic service Serv_DAL + (4) for the guidance mode and the navigation element selected, while .- the elementary function FIM_FU (4) which functionally corresponds to its service Serv_DAL + (1) called for different intermediate elements is allocated and implemented in the peripheral computer DAL-.
[14]
14. A method of functional and physical integration of a new navigation service according to any one of claims 9 to 13, wherein the first elementary step FIM_FU (1) comprises the steps of selecting a desired flight level for a vertical maneuver and / or .- select from a maneuver start point such as in particular a merge point for a lateral maneuver.
[15]
15. A method of functional and physical integration of a new navigation service according to any one of claims 9 to 14, wherein the second basic step FIM_FU (2) comprises the steps of selecting a vertical guidance mode for the vertical maneuver and a lateral guidance mode for lateral maneuvering, and select intermediate altitudes for vertical maneuvering and a lateral crossing point for lateral maneuvering.
[16]
16. A method of functional and physical integration of a new navigation service according to any one of claims 9 to 15, wherein the third elementary function FIM_FU (3) comprises the steps of: .- calculate time predictions. T crossing intermediate altitudes according to the selected vertical guidance mode, up to the desired altitude for an ITP maneuver; and / or .- calculate predictions in crossing time T of the intermediate positions according to the selected lateral guidance mode until the end of the lateral maneuver for a FIM maneuver H
[17]
17. A method of functional and physical integration of a new navigation service according to any one of claims 9 to 16, wherein the fourth elementary function FIM_FU (4) comprises the steps of .- projecting traffic to the intermediate elements. until the moment T.
[18]
18. A method of functional and physical integration of a new navigation service according to claim 9, wherein the sixth elementary function FIM_FU (6) comprises the steps of: relative position between the prediction of crossing and the projection of the traffic, and .- to compare it compared to a threshold set in the fifth step FIM_FU (5).
[19]
19. An avionics avionics system configured to implement a new navigation service and to integrate it functionally and physically, the avionic avionics system comprising a digital core computer (4) DAL +, having a first level of criticality DAL +, integrated into an architecture initial of peripheral computers (6, 8, 10) and databases having second levels of criticality DAL-, lower or equal to the first level of criticality DAL +, and serving server by hosting a first plurality of generic open services Serv_DAL + ( j), and a peripheral DAL- management calculator (6) of the new navigation service, having a second level of DAL- criticality, and acting as a client by sending service requests to the 4 DAL + digital core computer and / or calculators (8, 10) and peripheral databases of the initial architecture through a communications network, the new ser navigation defect being decomposed into a plurality of elementary functions FU (i) distributed physically between the digital core computer (4) DAL + and the peripheral management computer (6) DAL-according to an optimal distribution scheme determined by the method of integration defined according to any one of claims 1 to 15, the peripheral management device (6) DAL- being configured to support an application among: a HMI, an integrated IHS, a CMU a TCAS a TAWS an EFB a tablet a TRAFFIC COMPUTER a dedicated generic partition, and the DAL + digital heart computer (4) being configured to support an application among: an FMS flight management system, an Automatic Pilot (AP) an FMGS system combining the FMS and PA functions.

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CN106385442B|2020-09-29|

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FR3038750B1|2018-06-22|

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2017-01-13| PLSC| Search report ready|Effective date: 20170113 |

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FR1501440|2015-07-07|

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FR1501440A|FR3038750B1|2015-07-07|2015-07-07|METHOD FOR INTEGRATING A NEW NAVIGATION SERVICE IN AN OPEN AIR ARCHITECTURE OPEN ARCHITECTURE SYSTEM OF A CLIENT-SERVER TYPE, IN PARTICULAR A FIM MANUFACTURING SERVICE|FR1501440A| FR3038750B1|2015-07-07|2015-07-07|METHOD FOR INTEGRATING A NEW NAVIGATION SERVICE IN AN OPEN AIR ARCHITECTURE OPEN ARCHITECTURE SYSTEM OF A CLIENT-SERVER TYPE, IN PARTICULAR A FIM MANUFACTURING SERVICE|

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