• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The device (1) comprises at least one database (3, 4) relating to fixed and mobile obstacles, a data input unit (5), a data processing unit (6) implementing a iterative processing to generate an optimal vertical trajectory between an initial state and an end state as a function of flight strategies, this optimal vertical trajectory being generated so as to be free from any collision with surrounding obstacles and to respect energy constraints, and data transmission link (9) for transmitting this optimal vertical path to at least one user system (10).
    公开号:FR3043456A1
    申请号:FR1560600
    申请日:2015-11-05
    公开日:2017-05-12
    发明作者:Jean-Claude Mere
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    TECHNICAL AREA
    The present invention relates to a method and a device for generating at least one optimum vertical trajectory of a flight path intended to be followed by an aircraft, in particular a transport aircraft.
    More particularly, the object of the present invention is to generate, using on-board means, an optimized real-time trajectory that is viable in constrained dynamic environments, ie in environments that are susceptible to contain objects (or obstacles) with which the aircraft must avoid colliding, and in particular moving objects such as areas of weather disturbance, for example stormy areas, or other aircraft.
    Although not exclusively, the present invention more particularly applies to approach trajectories during an approach phase, for landing on an airstrip of an airport.
    STATE OF THE ART
    It is known that the management of energy downhill and approaching an aircraft, in particular a transport aircraft, is generally left to the discretion of the crew of the aircraft, which must evaluate the energy situation of the aircraft. aircraft and carry out the appropriate pilot actions to manage any cases of over-energy or under-energy of the aircraft. In certain situations where the aircraft has been deviated from its reference trajectory, for reasons of traffic management for example, the combination of this energy management and the modification of the flight plan, which requires multiple interactions with the aircraft systems, generates a significant workload for the crew.
    Also, it may happen that the pilot of an aircraft seeking to reach a target point poorly manages the energy of the aircraft and exceeds this target point, for example by arriving too quickly or too high at said target point. In the case where the target point in the approach phase is a so-called stabilization point, the aircraft must then redo a flight circuit before landing, which generates a waste of time.
    STATEMENT OF THE INVENTION
    The present invention aims to overcome this disadvantage. It relates to a method for generating at least one optimal vertical trajectory of a flight path for an aircraft, in particular a transport aircraft, which is defined in an environment likely to contain obstacles (in particular mobile obstacles), said flight trajectory comprising the vertical trajectory and a lateral trajectory and being defined between a said current state comprising at least one said current point and a said target state comprising at least one target point, preferably a stabilization point during an approach.
    According to the invention, said method comprises a series of steps, preferably implemented automatically, said sequence of steps comprising at least: a generation step, implemented by a generation unit, consisting in generating one or more subsequent states from a so-called calculation state in a given calculation horizon (in flight time or in flight distance), each of said following generated states depending on a particular flight strategy, a next state being generated for each of a set of possible flight strategies from a plurality of predetermined flight strategies, wherein each of said generated subsequent states is associated with a trajectory segment defined between the calculation state and that next state; a validation step, carried out by a validation unit, consisting in validating the following generated states, checking each of the path segments respectively associated with the following generated states with respect to obstacles, and keeping only the validated states; a scoring step, implemented by a scoring unit, of assigning a score to each of said validated states, a note depending on a cost associated with a flight path between an initial state and the validated state considered, as well as a criterion of approximation between said validated state considered and a final state; and an identification step, carried out by an identification unit, of identifying, among said validated states, the state presenting the best rating, said sequence of steps being implemented iteratively, the state identified at the step of identifying a given iteration being used at the next iteration as a calculation state, the calculation state taken into account during the first iteration being an initial said state, the method according to which the two initial and final states, one of said two states corresponds to said current state of the aircraft and the other of said two states corresponds to said target state, said sequence of steps being implemented until the state identified at the identification step is at least at a predetermined proximity to the final state, the vertical trajectory between the initial state and this identified state representing the trajectory v Optimal generated vector, said method also comprising a data transmission step, implemented by a data transmission link, of transmitting at least said optimum vertical path to at least one user system.
    Thus, thanks to the present invention, it generates, in real time, a vertical path, which has the following characteristics, as further specified below: - it is optimized; - it is free from any collision with surrounding obstacles, including moving obstacles; - it respects energy constraints; and it represents a flight trajectory making it possible to connect the current position (or current point) of the aircraft to a target point defined by an operator, generally the pilot of the aircraft. This target point may, for example, correspond to the stabilization point during an approach.
    This overcomes the aforementioned drawback.
    In a first embodiment, the initial state corresponds to said current state of the aircraft, and the final state corresponds to said target state.
    In addition, in a second embodiment, the initial state corresponds to said target state, and the final state corresponds to said current state of the aircraft. In this second embodiment, the calculation is implemented backwards.
    Advantageously, a state comprises a point of the space defined by its position (its altitude and its horizontal position), and at least one flight parameter of the aircraft. Preferably, said flight parameter of the aircraft corresponds to one of the following parameters: a speed of the aircraft; a thrust of engines of the aircraft; a configuration of airbrakes of the aircraft; an aerodynamic configuration of the aircraft.
    In a particular embodiment, the validation step comprises: a substep of calculation consisting in determining a protection envelope around the path segment associated with the next state to be validated; a comparison sub-step of comparing this protective envelope with obstacles, said obstacles comprising at least one of the following types of obstacles: fixed obstacles and moving obstacles; and a validation sub-step consisting in considering that said next state is validated if no obstacle is in said protective envelope.
    In this case, advantageously, to perform a validation test of a next state with respect to moving obstacles, the comparison sub-step consists of comparing the protective envelope to extrapolated positions of these moving obstacles.
    Moreover, advantageously, said approximation criterion (used in the notation step) comprises at least one of the following parameters: an estimated cost for a flight between the next state considered and the final state; at least one difference in values of at least one parameter, between the next state considered and the final state; and - an order of priority between different flight strategies.
    In addition, advantageously, the possible flight strategies include at least some of the following strategies: a descent at a constant speed; an accelerated / decelerated descent to a given percentage of energy distribution between the potential energy and the kinetic energy; - a descent with a constant slope; - a descent at constant vertical speed; - a steady speed bearing; - an accelerated / decelerated landing; - a climb at a constant speed; an accelerated / decelerated rise to a given percentage of energy distribution between the potential energy and the kinetic energy; - a climb with a constant slope; and - a rise to constant vertical speed.
    The present invention also relates to a device for generating an optimal vertical trajectory of a flight path for an aircraft, in particular a transport aircraft, which is defined in an environment likely to contain obstacles (particularly mobile), said flight path comprising the vertical trajectory and a lateral trajectory and being defined between a so-called current state comprising at least one point called current (or current position) and a said target state comprising at least one so-called target point (or target position).
    According to the invention, said device comprises: at least one database relating to obstacles; - a data entry unit; a data processing unit implementing iterative processing, said data processing unit comprising: a generation unit configured to generate one or more subsequent states from a so-called calculation state in a calculation horizon given (in flight time or flight distance), each of said generated subsequent states depending on a particular flight strategy, a next state being generated for each of a set of possible flight strategies from a plurality of flight strategies predetermined, each of said generated next states being associated a trajectory segment defined between the calculation state and said next state, the calculation state taken into account during a first iteration being an initial said state; A validation unit configured to validate the following generated states, by checking each of the path segments respectively associated with the following generated states with respect to obstacles, and keeping only the validated states; A scoring unit configured to assign a score to each of said validated states, a note depending on a cost associated with a flight path between the initial state and the validated state considered, as well as a matching criterion between said validated state considered and a final state; and an identification unit configured to identify, from among said validated states, the state presenting the best score, the state identified by the identification unit at a given iteration being used, if necessary, by the generation unit. at the next iteration as the calculation state, said data processing unit repeating the iterative processing until the state identified by the identification unit is at least at a predetermined proximity to the final state, the vertical trajectory between the initial state and this identified state representing the optimal vertical trajectory generated, one of the two states among the initial state and the final state corresponding to said current state of the aircraft and the other of said two states corresponding to said target state; and a data transmission link comprising transmitting at least said optimum vertical trajectory to at least one user system.
    In a particular embodiment, the data input unit comprises an information transmission system to allow at least the reception of data received from outside the aircraft.
    In addition, advantageously, said device comprises, as a user system, a display unit configured to display at least said optimum vertical trajectory.
    Furthermore, advantageously, the device also comprises: a database of aircraft performance data; and / or - a database comprising at least one of the following types of data: • data relating to surrounding aircraft; • noise data generated by the aircraft; and • data relating to at least one auxiliary criterion to be taken into account.
    The present invention also relates to an aircraft, in particular a transport aircraft, which is provided with a device such as that described above.
    BRIEF DESCRIPTION OF THE FIGURES
    The appended figures will make it clear how the invention can be realized. In these figures, identical references designate similar elements. More particularly: FIG. 1 is the block diagram of a particular embodiment of a device according to the invention; - Figure 2 is a schematic representation for explaining the generation according to the invention of an optimal vertical path; FIG. 3 is the block diagram of a data processing unit of the device of FIG. 1; and FIG. 4 is the block diagram of successive steps implemented by said device.
    DETAILED DESCRIPTION
    The device 1 for illustrating the invention and shown diagrammatically in FIG. 1, is intended to construct at least one vertical trajectory TV of a flight trajectory intended to be followed by an aircraft AC (FIG. 2). in particular a transport aircraft, in an environment likely to contain obstacles OB1 and OB2 (especially mobile).
    Said flight path includes a lateral (or horizontal) trajectory that is defined in a horizontal plane, and the vertical trajectory that is defined in a vertical plane. It is formed so as to connect a current point PO (corresponding to the current position of the aircraft AC) where the aircraft AC has a so-called current state, at a target point Ptgt, where the aircraft AC has a so-called target state as shown in Figure 2.
    A state includes a point in the space, for example PO, defined by its altitude and horizontal position, and one or more flight parameters of the aircraft. Preferably, the flight parameter or parameters taken into account correspond to one or more of the following parameters: a speed of the aircraft; a thrust of engines of the aircraft; a configuration of airbrakes of the aircraft; an aerodynamic configuration of the aircraft.
    According to the invention, said device 1 which is embarked on the aircraft, comprises, as represented in FIG. 1: a set 2 of databases comprising at least one database 3, 4 relating to obstacles; a data input unit 5 ("DATA ENTERING UNIT" in English); a data processing unit 6 ("DATA PROCESSING UNIT") which is connected via links 7 and 8, respectively, to the set 2 and to the data input unit 5, and which is configured to implement iterative processing for the purpose of determining an optimum vertical path; and a data transmission link 9 consisting of transmitting at least said optimum vertical trajectory to at least one user system of a set of user system (s) (USER SYSTEMS).
    In addition, said data processing unit (or central processing unit) 6 comprises, as represented in FIG. 3: a generation unit 11 ("GENERATION UNIT" in English) configured to generate one or more of the following states from a so-called calculation state of the aircraft in a given calculation horizon (in particular predetermined). This calculation horizon can correspond to a given flight time or to a given flight distance. Each of the following generated states depends on a particular flight strategy, as specified below. Such a next state is generated for each of a set of possible flight strategies from a plurality of predetermined flight strategies. Each of the following generated states is associated with a path segment defined between the calculation state and this next state. In addition, the calculation state taken into account during a first iteration is an initial said state. Said initial state corresponds either to the current state (at the current point PO) or to the target state (at the target point Ptgt), and the other of said current state and target state corresponds to a final said state as specified below ; a validation unit 12 ("VALIDATION UNIT" in English) connected via a link 13 to the generation unit 11 and configured to validate the states generated by the generation unit 11, by checking each trajectory segments respectively associated with said generated states with respect to obstacles, and retaining only the validated states; a notation unit 14 ("notation unit") linked via a link 15 to the validation unit 12 and configured to assign a score to each of the states validated by the validation unit 12 A note depends on a cost associated with a flight trajectory between the initial state and the validated state considered, as well as a criterion for bringing said validated state into consideration and the final state as specified below; and - an identification unit 16 ("IDENTIFICATION UNIT") connected via a link 17 to the rating unit 14 and configured to identify, among the validated states, the state with the best rating.
    In the context of the present invention, the best score is the score, among the various scores considered, which is associated with a most favorable state (in particular with a combination of the most favorable reduced cost and advantageous comparison criterion) for the envisaged transition. The state identified by the identification unit 16 at a given iteration is used, if necessary, by the generation unit 11 at the next iteration, as a calculation state. The data processing unit 6 repeats the iterative processing, implemented by the units 11, 12, 14 and 16, until the state identified by the identification unit 16 is located at least one predetermined proximity of the final state. The vertical trajectory between the initial state and the state thus identified then represents the optimal vertical trajectory generated by the data processing unit 6 of the device 1.
    In the context of the present invention, a state is considered to be situated near the final state, when the difference between this final state and the state under consideration is less than a state threshold. This state threshold may be a distance or a combination of criteria falling within the definition of the state (position, speed, flight parameter (s)).
    Said data processing unit 6 may represent a computer linked to a management system of the FMS type ("Flight Management System") of the aircraft. It can be a module integrated in the FMS system or a remote module compared to the FMS system.
    Furthermore, the data input unit 5 comprises a set of information sources, such as sensors of the aircraft (weather radar for enriching a weather database, aircraft configuration sensors (component, engine speed). motor, gear output, ...)) or measurement or calculation systems. The data input unit 5 also comprises a human / machine interface 20 ("INTERFACE" in English) enabling an operator, in particular the pilot of the aircraft, to enter the device 1 of the parameters such as the point target Ptgt and / or criteria or criteria used in the treatments (weather, noise, ...). This man / machine interface 20 can comprise various usual means, for example a portable keyboard / screen assembly, such as a laptop or a tablet, or an internal means of avionic type (screen, keyboard and control ball of the control station). piloting for example).
    In a particular embodiment, the data input unit 5 also includes an information transmission system to allow at least the automatic reception of data received from outside the aircraft.
    Moreover, said device 1 comprises in particular, as the user system of the assembly 10, a display unit 18 ("DISPLAY UNIT") configured to display at least said optimum vertical trajectory on a cockpit display screen of the aircraft. The assembly 10 may also include onboard systems such as an autopilot system for example, or means for informing the air traffic control (for example via a usual data transmission link) of the results of the processes performed.
    Furthermore, in a preferred embodiment, the set 2 of databases of the device 1 comprises at least: a database of the terrain 3 ("TERRAIN DATABASE" in English) comprising fixed constraints (or obstacles); and a weather database 4 ("METEO DATABASE" in English) comprising mobile constraints (or obstacles). This information can come from weather monitoring on board or be received via a usual data transmission link. The set 2 of databases may furthermore include one or more auxiliary databases 19 ("AUXILIARY DATABASE").
    Preferably, the set 2 of databases may comprise, as auxiliary database 19, at least one of the following bases: an aircraft performance database for estimating, by interpolation in tables, a new state of the aircraft (altitude, speed, mass, configuration, ...) from a previous state following the application of a flight strategy; a database comprising data relating to surrounding aircraft, and containing, for example, the flight plans and the predictions of the aircraft identified in a given area; a database comprising noise data generated by the aircraft according to different configurations of the aircraft; and a database comprising data relating to auxiliary criteria that one wishes to take into account (such as the level of NOx, for example).
    The device 1 therefore refers to two types of database: - a fixed database, representing obstacles whose position does not change during the flight. This database 3 contains discretizations of the obstacles. The representation is a polygonal ground projection associated with a limiting height; and dynamic databases representing all the obstacles in displacement (thunderstorms, aircraft, ...) that the operator wishes to take into account in the evaluation. Dynamic databases integrate additional information about the evolution of zones. For thunderstorm areas, the information is produced by analyzing the recent revolution of the zones (analysis of weather monitoring or data transmitted by data transmission link, for example). The weather database represents a discrete risk zone associated with a cloud cell detected by surveillance. At each point of construction of the risk zone is associated a displacement vector calculated on the evolution of the point during the last minutes of observation.
    In addition to the information from said databases 3, the device 1 uses, in particular, a set of parameters configured by the driver (using the interface 20) or left to default values. The only essential information for the implementation of the invention is the target point Ptgt (that is to say the point where the pilot wants the generated trajectory to end). The target state at this target point Ptgt is defined by a geometric position (latitude, longitude, altitude, heading), but also potentially by ancillary constraints (speed, configuration, ...). The most common Ptgt target point in the approach phase is the stabilization point (1000 or sometimes 1500 feet above the threshold altitude of the airstrip, at the approach speed).
    Depending on the current state of the aircraft (in particular its speed, the engine thrust, its airbrakes configuration (smooth, airbrakes out half, airbrakes completely out) and its aerodynamic configuration (smooth, confl, conf2, conf3, conf4 or outgoing trains), the device 1 takes into account (via the generating unit 11 in particular) all or part of the following flight strategies: - a descent at a constant speed - an accelerated descent / decelerated to a percentage given energy distribution between potential energy and kinetic energy - a constant slope descent - a constant vertical speed descent - a constant speed landing - an accelerated / decelerated landing - a rise to constant speed - an accelerated / decelerated rise to a given percentage of energy distribution between potential energy and kinetic energy - a climb to a slope constant, and - a rise to constant vertical speed.
    To take into account the exclusive nature of certain flight strategies or the fact that once engaged in a flight strategy, we can no longer change, the list of possible flight strategies evolves dynamically depending on the state of flight. the aircraft, as and when processing. For example, when the speed of the aircraft becomes less than the acceptable limit to use the configuration 1, the device 1 adds to the possible flight strategies those envisaged in configuration 1, and thus enriches the list of successive states of the aircraft in the purpose of evaluating whether these flight strategies can constitute interesting solutions for bringing the aircraft into a state close to the desired end state.
    In a particular embodiment, the validation unit 12 comprises, as represented in FIG. 3: a calculation unit 21 ("COMPUTATION UNIT") configured to determine a protection envelope around the trajectory segment associated with the state to validate. The computing unit 21 may generate around the path segment a protective envelope relating to required navigation performance type RNP ("Required Navigation Performance" in English). The protective envelope is defined around the trajectory, preferably both in the vertical plane and in the horizontal plane; a comparison unit 22 ("COMPARISON UNIT" in English) configured to compare this protective envelope with obstacles coming from the set 2, said obstacles comprising fixed obstacles and / or moving obstacles. More precisely, the comparison unit 22 verifies the existence of a collision between this protective envelope (not shown) and the obstacles OB1 and OB2 (FIG. 2) known and stored in the databases 3 and 4 in particular. The collision detection with the dynamic zones (or moving obstacles) is done by linear extrapolation of positions, based on the vectors stored in the corresponding database; and a validating element 23 ("VALIDATION MEANS" in English) which considers that the evaluated state is validated if no obstacle is in the corresponding protective envelope.
    Consequently, the device 1, as described above, generates, in real time, a vertical flight trajectory TV, which has the following characteristics: it is optimized; it is free from any collision with surrounding obstacles OB1 and OB2, including moving (or dynamic) obstacles, such as a storm cell or an aircraft, guaranteed that an FMS system can not currently produce; - it respects energy constraints; and it makes it possible to connect the current point PO of the aircraft to a target point Ptgt defined by an operator, generally the pilot of the aircraft.
    In a preferred application, the device 1 makes it possible to generate an approach trajectory that takes into account the current energy situation of the aircraft and optimally brings it to an optimal energy situation at the stabilization point of the approach by identifying the crew the succession of optimal flight strategies to track this trajectory.
    The iterative processing implemented by the data processing unit 6 of the device 1 comprises a sequence of steps E1 to E4 shown in FIG. 4. This sequence of steps E1 to E4 is implemented automatically and repetitively. .
    Said sequence of steps comprises, as shown in FIGS. 3 and 4: a generation step E1 implemented by the generation unit 11 and consisting of generating one or more of the following states from a state called calculation. Each of the following states is therefore generated based on a particular flight strategy, and a trajectory segment defined between the calculation state and this next state is associated with each of the generated states; a validation step E2 implemented by the validation unit 12 and consisting in validating the following generated states, checking each of the associated trajectory segments and keeping only the validated states; an evaluation step E3 implemented by the notation unit 14 and consisting in assigning a score to each of said validated states; and an identification step E4 carried out by the identification unit 16 and consisting of identifying, among the validated states, the state presenting the best rating. The state identified at this identification step E4 during an iteration / data is used at the next iteration / + 1, as a calculation state, by the generation step E1.
    This sequence of steps E1 to E4 is implemented iteratively until the state identified at the identification step E4 is located at least at a predetermined proximity to the final state. The vertical trajectory then obtained between the initial state and this identified state represents the optimal vertical trajectory generated.
    The method implemented by the device 1 (and in particular the iterative processing mentioned above) has the following advantages in particular: a capacity to generate the optimal vertical trajectory without using complex optimization techniques (used in the usual way). It can rely on treatments already used in the flight management system to find the optimal trajectory among all the flightable trajectories of the aircraft, avoiding adding the mathematical complexity of the usual optimization methods to the treatment. envisaged; - its application to energy management and multi-criteria optimization of the approach path of an aircraft; - taking into account all the operational constraints of the operation of an aircraft for the generation of the trajectory; and - a rapid generation of the vertical trajectory.
    The research carried out by the data processing unit 6 can take into account usual trajectory calculations, implemented by the FMS system, to propagate the state of the aircraft from point to point (with an integration of the equations of flight mechanics). Alternatively or additionally, to lighten the calculations and accelerate convergence, the data processing unit 6 can use preloaded performance tables.
    The device 1 discretizes the vertical space by considering trajectory segments resulting from the application of the different vertical flight strategies that can be envisaged.
    The process generates an optimal trajectory, free of any obstacle and respecting operational constraints, which is provided to user systems. This optimal trajectory can, in particular, be displayed on an onboard screen or be transmitted to an air traffic controller. It can also be used as a reference for automatic guidance.
    Hereinafter, said steps E1 to E4 mentioned above are specified. In step E1, depending on the current state of the aircraft (mass, speed, engine thrust, configuration, ...), the local atmosphere (wind, temperature, ...) and especially the flight strategy considered (descent at constant speed, descent at constant vertical speed, landing, ...), the generation unit 11 generates a new state of the aircraft at a given horizon (time or distance). This processing is reproduced for each possible flight strategy, which makes it possible to determine the set of possible states that the aircraft is likely to take at the next instant. As an illustration, in Figure 2, there is shown a calculation state for an iteration /, named ef, and the possible states at the next iteration / + 1. All of these possible following states of the aircraft are {eM, ..., ekM, ..., ef + 1}, k and n being integers and k varying from 1 to n. We consider {s1 i.> I + ii ..., sk i-> i + i, sn i-> i + i} the n strategies that can be envisaged to move from the state ef of computation, respectively, to the following states { ej + l, ..., ekM, ..., ef + 1}. In step E2, the validation unit 12 analyzes each of the trajectory segments associated respectively with said states {e] +1, ..., ekM, ..., ef + 1}, that is to say which are defined between the state ef of computation and each one of these states {e] +1, ..., e- + l, ..., enM}. The validation unit 12 evaluates these trajectory segments with respect to various obstacles OB1, OB2 (fixed and mobile), and retains only the validated states. In the example of FIG. 2, the state e "+ 1 whose associated path segment passes through the obstacle OB2 is not validated. In step E3, the rating unit 14 assigns a note to each state validated by the validation unit 12. As indicated above, a note depends on a cost associated with a flight path between the state initial state and the validated state considered, as well as a criterion of approximation between said validated state considered and the final state.
    The cost of transition between two states is calculated by the notation unit 14 by integration (in the same way that the flight management system makes its predictions) or by interpolation in tables. This cost may be more or less complete or may vary depending on the optimization sought. For example, it may be to minimize the flight time alone, to minimize the consumption alone, or to find the best compromise between the flight time and the quantity of fuel consumed via a cost index ("Cost Index" in English). The rating unit 14 can also take into account a cost based on the noise generated (provided to embed a database that makes it possible to estimate the noise produced on the ground for each possible flight strategy) if we want to minimize the noise. the sound impact of the trajectory on the populations around the destination airport, or a cost based on a minimization of NOx production or on additional costs related to a delay (passenger compensation).
    In the example of Figure 2, at the transition ski-> i + 1 corresponds the cost Ck i-> i + i which can be the cost of the fuel consumed, the cost of the flight time (taking into account the conditions meteorological noise), the noise generated or the amount of NOx released on the trajectory between the states eh, is ek + i. At least one of the possible costs, which will be used by the device 1, is chosen via the man / machine interface 20 by a pilot. The rating unit 14 also takes into account a matching criterion. This approximation criterion can be defined as a function Hi + i-> f for each state ek + i .. This function Hi + 1.> F makes it possible to characterize the distance of the state ek + i with respect to final state and. Hi + 1.> F can be a combination of the estimated residual cost between the two states, their distance (purely longitudinal distance or 2D or 3D distance), the difference in speed or energy (for the aircraft to converge terms of altitude and velocity at a time) between the two states, and may disadvantage lower priority strategies over others.
    So, for each state ew, the computation of a magnitude (or note) Gi + i = Σ Ckx-> x + i + Hi + 1.> F, x varying from 1 to /, by the unit of notation 14 , allows the identification unit 16 to classify, in step E4, the possible values between them, and to privilege the state for which the value of G is the weakest to continue the calculation, this state corresponding to the trajectory that minimizes the cost up to e, and that is estimated to be the closest to the final state and.
    Preferably, the rating unit 14 evaluates the approximation criterion so as to favor the solution that brings the aircraft to the state closest to the final state. This criterion can represent an evaluation of the cost of the transition between the new state and the final state. Other types of criteria can be used to direct research towards specific solutions. For example, in the case of the approach, one may seek to favor a state that is such that the difference in altitude (so that the aircraft descends quickly) and / or the difference in speed (for it to slow down quickly ) with the end point are minimal. In addition, it may be possible to include in the reconciliation criterion, considerations of priority between the different flight strategies so that some of them are only considered as a last resort, if the others do not allow to reach the end point. However, the closer this criterion is to the real cost of the transition between the new state and the final state, the faster the convergence will be, guaranteeing the optimality of the solution. A preferred method, for example, may be to evaluate the cost of the transition to the final state by considering the flight strategy which has a linear gradient of energy dissipation close to the residual gradient in the current state (ratio between the difference in residual energy to be dissipated and the distance to the end point) and favoring the state for which this cost estimate is minimal.
    Thus, step by step, the data processing unit 6 discretizes the space between the current point PO of the aircraft AC and the end point Pf (in particular the stabilization point of an approach), by defining a network of possible states of the aircraft depending on the different flight strategies possible, each transition between states representing a flightable path to which a cost corresponds. The data processing unit 6 implements iterative processing which consists of analyzing all the possible states from the current position of the aircraft and classifying them in ascending order to continue propagating the state of the aircraft. to the end point Pf where it is supposed to be stabilized in the case of an approach for landing. The data processing unit 6 stops the iterations when an optimal trajectory that makes it possible to reach the end point has been identified. The data processing unit 6 retains all the successive states of the aircraft and therefore the optimum combination of the different flight strategies that can be envisaged to dissipate the energy of the aircraft between its state of calculation and the final state, while avoiding areas prohibited or at risk for the aircraft. The solution is quickly identified in that the search is directed at every moment so that the state of the aircraft converges as quickly as possible to the desired end state.
    Moreover, the objective being to converge in energy on the residual distance to the end point, the data processing unit 6 seeks, for example, to privilege the states for which the available flight strategies make it possible to reduce the difference in energy (a difference in speed, an altitude difference, or both differences) as uniformly as possible (energy dissipation gradient close to the ratio of the residual energy to the distance at the end point) for example. In an alternative embodiment, the device 1 can choose, by means of a parameterizable evaluation function, a solution that favors a dissipation strategy with respect to the others at a given instant or according to a particular situation (for example: example, a dissipation of the entire speed difference first, then a dissipation of the altitude difference uniformly over the remaining distance, which proves a more effective strategy in some cases of over-energy, the aircraft having a higher rate of descent at low speed).
    In a first embodiment, the initial state taken into account by the data processing unit corresponds to the current state of the aircraft at the current point PO as represented in FIG. 2, and the final state taken in counted by the data processing unit corresponds to said target state, to the target point Ptgt. The propagation is thus carried out in the direction of flight in this first embodiment.
    On the other hand, in a second preferred embodiment, the initial state taken into account by the data processing unit corresponds to said target state (target point Ptgt), and the final state taken into account by the processing unit. of data corresponds to said current state (current point PO).
    In this preferred embodiment, the data processing unit 6 thus searches backwards, starting from the end point Pf (FIG. 2), for example the stabilization point (fixed), and propagating the state of the aircraft to the state closest to its current state (at the current point PO). Thus, it is certain that the vertical trajectory generated passes through the end point Pf and even if it does not begin precisely with the current state of the aircraft, the difference can be easily corrected by the guidance.
    On the other hand, to accelerate convergence, we can include in the approximation criterion (characteristic of the future transition between the new state and the final state), which makes it possible to order the following possible states in order to favor those that seem most relevant. evaluation of possible conflicts with the environment of the trajectory joining each possible state with the final state so as to direct the search in priority in directions free from environmental constraints.
    The flight path including the optimal vertical path (thus generated by the data processing unit 6) and a lateral path is provided to user systems. It can, in particular, be displayed using the display unit or be transmitted to an air traffic controller. It can also be used as a reference for automatic guidance.
    The method described above can, in addition, be combined with a conventional method of generating an optimal lateral trajectory to obtain an optimized flight path 4D.
    The device 1, as described above, thus has the following advantages in particular: it allows the crew to be supported in their decision-making on board. The automatic trajectory generation aims to reduce the workload of the crew in situations considered complex on board. These situations are associated with a significant workload of the pilot, due in particular to a change of environment (change of runway approach phase for example). The automatic trajectory generation then intervenes by taking care of the reflection associated with the decision making concerning the trajectory, the pilot intervening as operator of the function and to validate the result; - it makes it possible to validate a vertical trajectory. The trajectory generation simultaneously takes into account a plurality of constraints (terrain, energy, flight physics, etc.). Pilots can use this generation process to validate a trajectory they want to follow (but they can not ensure validity because of a too complex environment); and it makes it possible to produce a vertical trajectory which systematically passes through the aircraft and which is optimal, for display on on-board screens and possibly transmission to air traffic control for acceptance. This vertical trajectory can be used as a reference and coupled to a guidance calculator for automatic tracking (servocontrol of the position of the aircraft to this trajectory). Contrary to the current situation where the flight management system freezes the reference trajectory and tries to keep the aircraft on this trajectory via the guidance modes DES (descent) or APP (approach), leaving it up to the pilot to manage the cases of over-energy by means of the airbrakes or the anticipated exit of the configurations (nozzles / flaps / trains), the device 1 continuously updates the trajectory on the basis of the optimal combination of the different flight strategies possible to dissipate the energy of the aircraft between its current state and the stabilization point of the approach.
    权利要求:
    Claims (14)
    [1" id="c-fr-0001]
    A method for generating at least one optimum vertical trajectory of a flight path for an aircraft, said flight trajectory comprising the vertical trajectory (TV) and a lateral trajectory and being defined between a so-called current state comprising at least one point. said current (PO) and a said target state comprising at least one so-called target point (Ptgt), characterized in that it comprises a sequence of steps, said sequence of steps comprising at least: a generation step, implemented by a generation unit (11), consisting in generating one or more subsequent states from a so-called calculation state in a given calculation horizon, each of said following generated states depending on a particular flight strategy, a next state being generated for each of a set of possible flight strategies from a plurality of predetermined flight strategies, with each of said generated subsequent states being associated é a trajectory segment defined between the calculation state and this next state; a validation step, implemented by a validation unit (12), of validating the following generated states, by checking each of the path segments respectively associated with the following generated states with respect to obstacles (OB1, OB2), and keeping only the validated states; a scoring step, implemented by a scoring unit (14), of assigning a score to each of said validated states, a note depending on a cost associated with a flight path between an initial state and the state validated considered, as well as a criterion of approximation between said validated state considered and a final state; and an identification step, implemented by an identification unit (16), of identifying, among said validated states, the state presenting the best rating, said sequence of steps being implemented iteratively , the state identified in the step of identifying a given iteration being used at the next iteration as a calculation state, the calculation state taken into account during the first iteration being said initial state, the method according to which , concerning the two initial and final states, one of said two states corresponds to said current state of the aircraft (AC) and the other of said two states corresponds to said target state, said sequence of steps being implemented up to the state identified at the identification step is located at least at a predetermined proximity to the final state, the vertical path between the initial state and that identified state representing the an optimized vertical cue (TV) generated, said method also comprising a data transmission step, implemented by a data transmission link (9), of transmitting at least said optimal vertical trajectory (TV) to at least one system user (10).
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that the initial state corresponds to said current state of the aircraft (AC), and the final state corresponds to said target state.
    [3" id="c-fr-0003]
    3. Method according to claim 1, characterized in that the initial state corresponds to said target state, and the final state corresponds to said current state of the aircraft (AC).
    [4" id="c-fr-0004]
    4. Method according to any one of claims 1 to 3, characterized in that a state comprises a point of the space defined by its altitude and its horizontal position, and at least one flight parameter of the aircraft (AC ).
    [5" id="c-fr-0005]
    5. Method according to claim 4, characterized in that said flight parameter of the aircraft corresponds to one of the following parameters: a speed of the aircraft (AC); a thrust of aircraft engines (AC); a configuration of airbrakes of the aircraft (AC); an aerodynamic configuration of the aircraft (AC).
    [6" id="c-fr-0006]
    6. Method according to any one of the preceding claims, characterized in that the validation step comprises: a substep of calculation consisting in determining a protection envelope around the trajectory segment associated with the next state to be validated; ; a comparison sub-step of comparing this protective envelope with obstacles (OB1, OB2), said obstacles comprising at least one of the following types of obstacle: fixed obstacles and moving obstacles; and a validation sub-step consisting of considering that said next state is validated if no obstacle (OB1, OB2) is in said protective envelope.
    [7" id="c-fr-0007]
    7. Method according to claim 6, characterized in that, to perform a validation test of a next state with respect to moving obstacles, the comparison sub-step consists in comparing the protective envelope with extrapolated positions of these moving obstacles.
    [8" id="c-fr-0008]
    8. Method according to any one of the preceding claims, characterized in that said matching criterion used in the scoring step comprises at least one of the following parameters: an estimated cost for a flight between the following state considered and the final state; at least one difference in values of at least one parameter, between the next state considered and the final state; and - an order of priority between different flight strategies.
    [9" id="c-fr-0009]
    9. Method according to any one of the preceding claims, characterized in that the possible flight strategies comprise at least some of the following strategies: a descent at a constant speed; an accelerated / decelerated descent to a given percentage of energy distribution between the potential energy and the kinetic energy; - a descent with a constant slope; - a descent at constant vertical speed; - a steady speed bearing; - an accelerated / decelerated landing; - a climb at a constant speed; an accelerated / decelerated rise to a given percentage of energy distribution between the potential energy and the kinetic energy; - a climb with a constant slope; and - a rise to constant vertical speed.
    [10" id="c-fr-0010]
    Device for generating at least one optimum vertical trajectory of a flight path for an aircraft, in particular a transport aircraft, said flight trajectory comprising the vertical trajectory (TV) and a lateral trajectory and being defined between a said state current comprising at least one so-called current point (PO) and a target state comprising at least one target point (Ptgt), characterized in that it comprises: at least one database (3, 4) relating to obstacles (OB1, OB2); a data input unit (5); a data processing unit (6) implementing iterative processing, said data processing unit (6) comprising: a generation unit (11) configured to generate one or more subsequent states from a said calculation state in a given calculation horizon, each of said following generated states depending on a particular flight strategy, a next state being generated for each of a set of possible flight strategies from a plurality of predetermined flight strategies, each of said generated subsequent states being associated with a trajectory segment defined between the calculation state and said next state, the calculation state taken into account during a first iteration being an initial said state; A validation unit (12) configured to validate the following generated states, checking each of the path segments respectively associated with the following generated states with respect to obstacles (OB1, OB2), and keeping only the validated states; A notation unit (14) configured to assign a score to each of said validated states, a note depending on a cost associated with a flight path between the initial state and the validated state considered, as well as a criterion approximation between said validated state considered and a final state; and an identification unit (16) configured to identify, from among said validated states, the state having the best score, the state identified by the identification unit (16) at a given iteration being used as appropriate by the generation unit (11) at the next iteration as the calculation state, said data processing unit (6) repeating the iterative processing until the state identified by the identification unit (16) ) is located at least at a predetermined proximity to the final state, the vertical path between the initial state and that identified state representing the optimal vertical path (TV) generated, one of the two states from the initial state and the final state corresponding to said current state of the aircraft (AC) and the other of said two states corresponding to said target state; and a data transmission link (9) comprising transmitting at least said optimal vertical trajectory (TV) to at least one user system (10).
    [11" id="c-fr-0011]
    11. Device according to claim 10, characterized in that it comprises, as user system, a display unit (18) configured to display at least said optimum vertical trajectory (TV).
    [12" id="c-fr-0012]
    12. Device according to one of claims 10 and 11, characterized in that the data input unit (5) comprises an information transmission system to allow at least the reception of data received from outside the the aircraft.
    [13" id="c-fr-0013]
    13. Device according to one of claims 10 to 12, characterized in that it comprises a performance database (19) of the aircraft (AC).
    [14" id="c-fr-0014]
    14. Device according to any one of claims 10 to 13, characterized in that it comprises at least one database (19) comprising at least one of the following types of data: - data relating to surrounding aircraft ; noise data generated by the aircraft; and - data relating to at least one auxiliary criterion to be taken into account.
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3043456A1|2017-05-12|METHOD AND DEVICE FOR GENERATING AN OPTIMUM VERTICAL TRACK TO BE FOLLOWED BY AN AIRCRAFT.
    EP2551836B1|2016-09-14|Method and device for the optimised management of the vertical path of an aircraft
    FR3040785A1|2017-03-10|OPTIMIZATION OF THE FLIGHT TRACK BY NON-LINEAR PROGRAMMING
    EP2375299B1|2014-04-23|Flight management system for an unmanned aircraft
    WO2015166156A1|2015-11-05|Device for signalling objects to a navigation module of a vehicle equipped with this device
    EP2463844A1|2012-06-13|Method and device for creating an optimum flight path to be followed by an aircraft
    FR2939505A1|2010-06-11|FLIGHT MANAGEMENT SYSTEM WITH LATERAL FLIGHT PLAN OPTIMIZATION
    US20190392719A1|2019-12-26|Landing on emergency or unprepared landing strip in low visibility condition
    FR3064762A1|2018-10-05|MANAGEMENT OF THE DOWNHILL PHASE OF AN AIRCRAFT
    FR2953302A1|2011-06-03|Planning, path calculating, predicting and guiding method for respecting passage time constraint of e.g. aircraft with pilot, involves monitoring current prediction of passage time to signal, alter or control readjustment of profile
    US11174034B2|2021-11-16|Optimizing aircraft control based on noise abatement volumes
    FR3076938A1|2019-07-19|Route planning and ground movement of aircraft based on a navigation model driven to increase operational efficiency of the aircraft
    FR2987911A1|2013-09-13|METHOD OF CORRECTING A LATERAL TRACK IN APPROACH IN RELATION TO ENERGY TO BE RESORBED
    FR3064606A1|2018-10-05|AIRCRAFT CONTROL OPTIMIZED BY ITERATIVE OPTIMIZATION BASED ON A MODEL
    FR2978588A1|2013-02-01|METHOD AND DEVICE FOR OPTIMIZED MANAGEMENT OF THE USE OF BECS AND SHUTTERS, AS WELL AS THE LANDING TRAIN OF AN AIRCRAFT
    FR3053781A1|2018-01-12|METHOD OF CALCULATING BY A FLIGHT MANAGEMENT SYSTEM A TRACK HAVING IMPROVED TRANSITIONS
    FR3064739A1|2018-10-05|ITERATIVE OPTIMIZATION FLIGHT MANAGEMENT BASED ON A MODEL
    FR3038750A1|2017-01-13|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
    FR2993974A1|2014-01-31|METHOD FOR CONSTRUCTING A TRACK OF AN AIRCRAFT BY STATE VECTOR
    FR3054712A1|2018-02-02|FLIGHT TRAJECTORY MANAGEMENT SYSTEM
    EP3657213A1|2020-05-27|Learning method of a neural network on-board an aircraft for landing assistance of said aircraft and server for implementing such a method
    EP2523176A1|2012-11-14|Method and device for aiding the piloting of an aircraft during an intermediate approach phase of a descent.
    FR3090090A1|2020-06-19|Method and device for generating an optimal vertical trajectory intended to be followed by an aircraft
    FR3038751A1|2017-01-13|METHOD FOR INTEGRATING A CONSTRAINED ROAD OPTIMIZATION APPLICATION IN AN OPEN ARCHITECTURE AIRCRAFT SYSTEM OF CLIENT-TYPE SERVER
    FR3068490B1|2019-08-23|METHOD FOR CALCULATING A VERTICAL TRACK OF AN AIRCRAFT FROM ITS CURRENT POSITION, COMPUTER PROGRAM PRODUCT AND CALCULATION SYSTEM THEREFOR
    同族专利:
    公开号 | 公开日
    US10636313B2|2020-04-28|
    US20170132942A1|2017-05-11|
    FR3043456B1|2018-09-21|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US6266610B1|1998-12-31|2001-07-24|Honeywell International Inc.|Multi-dimensional route optimizer|
    EP2463844A1|2010-12-07|2012-06-13|Airbus Operations |Method and device for creating an optimum flight path to be followed by an aircraft|
    FR2993974A1|2012-07-27|2014-01-31|Thales Sa|METHOD FOR CONSTRUCTING A TRACK OF AN AIRCRAFT BY STATE VECTOR|FR3090090A1|2018-12-17|2020-06-19|Airbus Operations|Method and device for generating an optimal vertical trajectory intended to be followed by an aircraft|US3666929A|1969-09-02|1972-05-30|Lear Siegler Inc|Flight control system for following multi-stage descent profile|
    US4792906A|1986-08-29|1988-12-20|The Boeing Company|Navigational apparatus and methods for displaying aircraft position with respect to a selected vertical flight path profile|
    FR2754364B1|1996-10-03|1998-11-27|Aerospatiale|METHOD AND DEVICE FOR VERTICAL GUIDANCE OF AN AIRCRAFT|
    US6529821B2|2001-06-05|2003-03-04|The United States Of America As Represented By The Secretary Of The Navy|Route planner with area avoidance capability|
    US7366591B2|2004-06-21|2008-04-29|Honeywell International, Inc.|System and method for vertical flight planning|
    US8886369B2|2010-02-11|2014-11-11|The Boeing Company|Vertical situation awareness system for aircraft|
    US8406939B2|2010-09-03|2013-03-26|Honeywell International Inc.|Systems and methods for RTA control of multi-segment flight plans with smooth transitions|
    FR2973526B1|2011-03-29|2013-04-26|Airbus Operations Sas|METHOD AND DEVICE FOR AUTOMATICALLY MANAGING THE VERTICAL PROFILE OF A FLIGHT PLAN OF AN AIRCRAFT|
    US9234982B2|2012-08-06|2016-01-12|Honeywell International Inc.|Aircraft systems and methods for displaying weather information along a flight path|
    FR3007854B1|2013-06-28|2015-07-03|Thales Sa|METHOD AND APPARATUS FOR CALCULATING A FLIGHT PLAN OF AN AIRCRAFT IN THE APPROACH PHASE OF A LANDING TRAIL|
    US9691287B1|2013-09-26|2017-06-27|Rockwell Collins, Inc.|Graphical method to set vertical and lateral flight management system constraints|
    FR3017967B1|2014-02-21|2016-03-04|Thales Sa|METHOD AND SYSTEM FOR FLIGHT MANAGEMENT|
    FR3031175B1|2014-12-30|2019-11-29|Thales|METHOD FOR AUTOMATICALLY JOINING A ROAD OF AN AIRCRAFT|
    US9536435B1|2015-07-13|2017-01-03|Double Black Aviation Technology L.L.C.|System and method for optimizing an aircraft trajectory|EP3415868A3|2015-07-14|2018-12-26|The Boeing Company|Method and system for autonomous generation of shortest lateral paths for unmanned aerial systems|
    US10089886B2|2016-02-03|2018-10-02|Honeywell International Inc.|Vehicle decision support system|
    US10242578B2|2016-08-01|2019-03-26|Ge Aviation Systems Llc|Flight path management system|
    US10692385B2|2017-03-14|2020-06-23|Tata Consultancy Services Limited|Distance and communication costs based aerial path planning|
    US10228692B2|2017-03-27|2019-03-12|Gulfstream Aerospace Corporation|Aircraft flight envelope protection and recovery autopilot|
    FR3079942B1|2018-04-04|2021-02-26|Airbus Operations Sas|METHOD AND DEVICE FOR DETERMINING THE TRACK TOWARD AN OPTIMAL POSITION OF A FOLLOWING AIRCRAFT IN RELATION TO VORTEX GENERATED BY A LEADING AIRCRAFT|
    JP2022500733A|2018-08-27|2022-01-04|ガルフストリーム エアロスペース コーポレーション|Predictive Aircraft Flight Envelope Protection System|
    EP3839919A1|2019-12-16|2021-06-23|The Boeing Company|Aircraft flight strategy selection systems and methods|
    法律状态:
    2016-11-18| PLFP| Fee payment|Year of fee payment: 2 |
    2017-05-12| PLSC| Publication of the preliminary search report|Effective date: 20170512 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-11-23| PLFP| Fee payment|Year of fee payment: 4 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 6 |
    2021-11-22| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1560600A|FR3043456B1|2015-11-05|2015-11-05|METHOD AND DEVICE FOR GENERATING AN OPTIMUM VERTICAL TRACK TO BE FOLLOWED BY AN AIRCRAFT.|
    FR1560600|2015-11-05|FR1560600A| FR3043456B1|2015-11-05|2015-11-05|METHOD AND DEVICE FOR GENERATING AN OPTIMUM VERTICAL TRACK TO BE FOLLOWED BY AN AIRCRAFT.|
    US15/342,203| US10636313B2|2015-11-05|2016-11-03|Method and device for generating an optimum vertical path intended to be followed by an aircraft|
    [返回顶部]