• 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 general field of the invention is that of three-dimensional representation processes of the trajectory of an aircraft (A0, A1) in flight, the method being implemented in a navigation system of an aircraft. The flight plan of the aircraft comprises imposed georeferenced trajectories and predefined non-georeferenced trajectories. When the trajectory of the aircraft depends on a non-georeferenced flight instruction, the three-dimensional representation method is an iterative process comprising the following steps: - Calculation of a predicted trajectory resulting from at least one calculated trajectory (TCT0, TCT1 ) extending over a specified distance or period; - Calculation of a smoothed trajectory from the predicted trajectory to obtain a resultant trajectory; Calculating a displayed trajectory (TP1), said trajectory being equal to the resultant trajectory corrected with constant deviations (EAT1) or deviations depending on the flight director's instructions application; - Display of said displayed trajectory.
    公开号:FR3044402A1
    申请号:FR1502485
    申请日:2015-11-27
    公开日:2017-06-02
    发明作者:Bruno Aymeric；Xavier Servantie；Matthieu Claybrough
    申请人:Thales SA；
    IPC主号:
    专利说明:

    Method for calculating the representation of the trajectory of an aircraft in flight
    The field of the invention is that of the graphical representation of the three-dimensional trajectory of an aircraft in flight in a synthetic visualization system, also called "SVS".
    On modern aircraft, primary flight displays now include a three-dimensional synthetic representation of the outside world. These representations may include an indication of the flight plan followed by the aircraft. The oldest representations are of the "highway in the sky" type. Figure 1 shows one of these representations. The trajectory of the aircraft A is symbolized by a central road 1. This route 1 is framed by a succession of rectangles 2 representing the limits of the "tunnel" representative of the three-dimensional trajectory 1. The ground track of the trajectory is represented by the shadow 3.
    These representations work well for perfectly defined trajectories in a land marker. They are called "georeferenced". Unfortunately, the entire trajectory of an aircraft can not be perfectly georeferenced. When the trajectory is not perfectly defined in a terrestrial reference, the parts of the tunnel of the trajectory not defined in a terrestrial reference then create discontinuities as one sees in figure 1.
    Indeed, in a flight plan, the trajectory can be defined in different ways. As has been said, the simplest way is the planned and georeferenced trajectory, usually calculated by the Flight Management System.
    But in certain phases of the flight, the pilots implement piloting modes that move the aircraft away from this planned trajectory. As a first example, air traffic control may require the crew to take a particular course or descend to a specific altitude. In this case, the representation of the trajectory is no longer obvious. Figure 2 shows a top view of a situation where the aircraft is guided in heading mode. Aircraft A must be heading to heading C. The T track that is actually followed is a prediction that includes a rallying portion to the target heading, and then course holding. This prediction requires the wind to be taken into account since the heading represents the direction of the nose of the aircraft and not the direction of the road. It can therefore be imprecise. The hatched portion represents the variation T 'of the trajectory as a function of the wind force. As a second example, FIG. 3, which represents a top view of the terrain overflown, shows the difference in trajectory as a function of the arming of a navigation mode. In "armed" mode, when the aircraft is close to the planned trajectory TP, this trajectory becomes the guide reference. The overall prediction of the trajectory T of the aircraft therefore includes a first predicted portion T1 and a second portion T2 defined in a georeferenced landmark and close to the planned trajectory Tp. If the navigation mode is not armed, the aircraft continues to follow its initial course and its trajectory T includes a second part T'2 different from the part T2. As a third example, certain parts of the flight can be performed in a mode called "performance" where the engine speed is fixed and the resulting ground slope can vary depending on the wind.
    The above notions explained on the lateral trajectory are also valid for the vertical trajectory. For example, the aircraft can be guided in "Vertical Speed" mode, that is to say a mode where it imposes the holding of a precise value of the vertical speed of the aircraft. Again, taking wind into account affects the prediction. As a general rule, a vertical mode is engaged with a set altitude that ends the descent or climb. The predicted trajectory of the aircraft then stabilizes at this altitude.
    Thus, when the trajectory is not perfectly defined in a terrestrial reference, the parts of the tunnel of the trajectory not defined in this terrestrial reference point create discontinuities as can be seen in FIG.
    The method according to the invention does not have these disadvantages. It makes it possible to display the totality of the future trajectory of an aircraft in a three-dimensional representation. This displayed trajectory is a succession of segments, each segment corresponding to either a predicted trajectory part or a so-called imposed trajectory. In the first case, the segment is determined from a non-georeferenced flight instruction. In the second case, the segment is determined from a georeferenced flight instruction. In addition, the method according to the invention manages the deviations from the trajectory as well as the passage of "predicted" segments to "imposed" segments. More precisely, the subject of the invention is a method for three-dimensional synthetic representation of the trajectory of an aircraft in flight, said method being implemented in a control and navigation system of an aircraft, said steering and navigation system. navigation comprising at least one navigation system, a cartographic database representative of the terrain overflown, a three-dimensional image calculator and a display system for displaying the calculated synthetic images, the flight plan of the aircraft comprising trajectories georeferenced said imposed and non-georeferenced trajectories said predicted, characterized in that, when the trajectory of the aircraft depends on a non-georeferenced flight instruction, said three-dimensional synthetic representation method is an iterative process, each iteration comprising at least the following steps:
    Calculating a predicted trajectory from at least one calculated trajectory over a specified distance or duration;
    Calculation of a smoothed trajectory from the predicted trajectory to obtain a resultant trajectory;
    Calculation of a displayed trajectory, said trajectory being equal to the resultant trajectory corrected for constant deviations or deviations depending on the application of instructions from the flight director;
    Display of said displayed trajectory.
    Advantageously, the predicted trajectory is a function of three successive trajectories of the aircraft, said trajectories calculated at at least three successive instants in time, separated by a constant duration, each of the three trajectories starting at one of said three instants, each trajectory s' extending over a certain distance or duration.
    Advantageously, the predicted trajectory is a quadratic interpolation of the calculated trajectories.
    Advantageously, when the trajectory of the aircraft depends at the current instant of a non-georeferenced flight instruction and depends at a time of the future of a georeferenced flight instruction, the duration separating the instant from the future of the instant current corresponding to a distance traveled by the aircraft less than or equal to a determined threshold, the resulting trajectory is a function of the calculated trajectories and conditions of engagement of said georeferenced flight instruction.
    Advantageously, when there is a calculated difference between the resultant trajectory and the displayed trajectory, the difference displayed at the current instant is either the sum of the difference displayed at a previous instant corrected by a function depending on the performance of the followed by the flight director, ie the product of the difference displayed at the previous time by a determined coefficient intended to reduce this difference.
    Advantageously, the displayed trajectory is in the form of a road of a determined width positioned laterally as a function of the calculated deviations and above the resulting trajectory of a given height, said road being limited by terminals spaced a distance apart. determined.
    Advantageously, the shape or the color or size of the terminals is different depending on whether the trajectory is imposed or predicted in a lateral plane.
    Advantageously, the shape or the color or size of the terminals is different depending on whether the trajectory is imposed or predicted in a vertical plane. The invention will be better understood and other advantages will become apparent on reading the description which follows given by way of non-limiting example and by virtue of the appended figures among which:
    FIG. 1 represents a perspective view of a trajectory according to the prior art;
    FIG. 2 represents a top view of a cap-mode aircraft trajectory according to the prior art;
    FIG. 3 represents, in plan view, an aircraft trajectory in "armed" mode according to the prior art;
    FIG. 4 shows in a view from above the evolution as a function of time of the trajectories calculated and displayed according to the invention;
    FIG. 5 represents a trajectory displayed by the method according to the invention on the screen of a display device;
    FIGS. 6 to 9 represent examples of representation of the limits of the displayed trajectory according to the type of calculated trajectory.
    The method of three-dimensional synthetic representation of the trajectory of an aircraft in flight according to the invention is implemented in a control system and navigation of an aircraft.
    This navigation and navigation system comprises at least one navigation system, a cartographic database representative of the terrain overflown, a three-dimensional image calculator and a display system for displaying the calculated synthetic images.
    An aeronautical trajectory of an aircraft comprises a lateral component located in a horizontal plane and a vertical component located in a vertical plane. The flight plan of the aircraft comprises georeferenced trajectory portions said imposed and non-georeferenced trajectory portions said predicted. Of course, each lateral or vertical component of the trajectory can be imposed or predicted, ie four possible cases.
    Non-georeferenced trajectories are sometimes followed while the guidance mode normally corresponds to a georeferenced trajectory, for example of the "navigation" type. For example, some segments of departure procedures require the aircraft to follow a course, even if the autopilot side mode is "navigation". Similarly, georeferenced trajectories are tracked while the guidance mode is not of the "navigation" type.
    The method according to the invention makes the distinction between georeferenced trajectory and non-georeferenced trajectory, whatever the underlying modes of the autopilot.
    When the trajectory depends on an imposed setpoint, it is understood that its graphical representation does not pose particular problems. The path is displayed exactly where it should be, in the same way as the surrounding terrain.
    When the trajectory of the aircraft depends on a non-georeferenced flight instruction, the trajectory is no longer imposed and must be calculated from, for example, the flight instructions defining the trajectory, for example a setpoint heading, the wind and the current speed of the aircraft. This calculation therefore leads to an ideal trajectory prediction. This ideal trajectory never quite corresponds to the trajectory actually followed and must be periodically calculated. Thus, for each calculation cycle, a new trajectory must be calculated. By nature, the calculation of a trajectory originates from the current position of the aircraft. However, the permanent representation of a trajectory from the aircraft is not necessarily desirable, especially in the case where the pilot does not perform the commands necessary to track the flight instruction.
    The method of three-dimensional synthetic representation of a predicted trajectory according to the invention is therefore an iterative process, each iteration comprising four steps detailed below.
    In a first step, the calculator calculates a predicted trajectory. This trajectory originates from the airplane and corresponds to the trajectory that would be effectively followed if the controls were perfectly applied and if the taking into account of all the parameters was perfect. For example, it is difficult to fully understand the strength and direction of the wind. This calculation is performed, for example, by the following method.
    In a first step, the computer calculates at least three successive instants ΤΟ, T1 and T2 in time separated by a constant duration, from three successive trajectories Ττο, Tti and TT2 of the aircraft, said calculated trajectories, each of the three trajectories starting at one of said three instants, each path extending over a specified distance or duration. By way of example, the average duration separating two successive instants is of the order of one second. The trajectory is calculated over a distance corresponding to a few nautical miles. It is not necessary that at each instant TO, the computer calculates three new trajectories. Indeed, if at the previous instant T-1, the computer has calculated three trajectories ΤΤ-ι, Ττο and Tn corresponding to the instants T-1, TO and T1, it can then compute only one new trajectory Tt2 corresponding to the moment T2 and keep the old trajectories Tro and T-π corresponding to the successive instants TO and T1. This easily provides a saving of computing time.
    In a second step, the computer determines a predicted trajectory TRt, at a determined frequency, for a current instant T located between the first instant TO and the second instant T1, said predicted trajectory being a function of said calculated trajectories. We call RT the ratio equal to (T - TO) / (T1 - ΤΟ). It is between 0 and 1. The determined frequency is related to the refresh rate of the display system. Typically, it is about fifteen hertz.
    There are different methods of calculating this predicted TRt trajectory. For example, each point of the trajectory is interpolated from the corresponding point or points of the successive trajectories Tro, Tn and Tt2 with a quadratic interpolation from the coefficient Rj. The formula used is known to those skilled in the art. Optionally, the interpolation for the position of the trajectory in the horizontal plane is totally decoupled from the interpolation for the vertical position to ensure a perfect separation of the axes. Of course, other methods than quadratic interpolation can be implemented for this calculation.
    In a second step, the calculator will potentially smooth the predicted trajectory to make it rectilinear in order to obtain a resultant trajectory. Take the example of a heading setpoint. When this setpoint becomes active, the aircraft begins by initiating a turn, which ends when the heading is equal to the setpoint. Strictly speaking, heading is never exactly the set course. The resulting trajectory is always a micro turn followed by a rectilinear segment. This step consists of making the resulting trajectory rectilinear when the flight instruction is almost followed. For example, when the airplane cap is equal to the setpoint cap with a small difference.
    In a third step, the calculator calculates the displayed trajectory TPT at the instant T, said trajectory being equal to the resultant trajectory corrected by a deviation depending on the past and current application of the instructions of the flight director and a positional deviation. Indeed, the predicted trajectory could have as origin the current position of the aircraft. But, the presentation of this perfect trajectory would give the pilot the impression that his aircraft is always well centered on the right trajectory even if the pilot does not follow the instructions. For example, if the current trajectory segment is to be tracked on a specific heading and the pilot does not attempt to rejoin the heading, the presentation should indicate to the pilot that something is not being correctly done. It is therefore necessary that the displayed trajectory deviates from the position of the aircraft. This gap must follow a fluid evolution according to the actions of the pilot.
    In this case, the displayed trajectory is shifted from the predicted trajectory of a displayed difference EAt to the time T. This difference is calculated as follows:
    At time Ti-1, a resultant trajectory was calculated. Eti then denotes the difference between the actual position of the aircraft at time Ti and the position prediction at time Ti calculated at time Ti-1. In addition, at time Ti-1, a displayed deviation ΕΑτ, -ι has been calculated which corresponds to the difference between the actual position of the aircraft and the displayed trajectory. In the first cycle where the algorithm is applied, this gap is zero. At time Ti, the displayed difference EA-π is calculated in the following way: - If the pilot did not follow the flight director, according to a criterion consisting, for example, in integrating the orders of the director of flight flight to obtain an Idv value, ΕΑΤ, = EAtm + f (ETi, Idv), this difference being limited to a maximum deviation value; - Otherwise, the difference is EAt, = k * EAtm * g, where k is a coefficient less than 1, g a function of the difference between the value of the control parameter and its setpoint. For example, g is a function of the difference between the current heading and the heading setpoint if the segment is a heading segment. This means that if the pilot follows the flight director, the gap will be reduced gradually. In the same way, if the controlled parameter returns to the setpoint value, the gap gradually decreases.
    FIG. 4 schematically represents the different trajectories calculated by the method according to the invention. In this figure, the aircraft represented in black AO represents the true position of the aircraft at a time ΤΟ. The dashed curve from this aircraft AO represents the calculated trajectory TCTO at time TO, the black circle shaped milestones representing the position of the trajectory at different successive instants. The white aircraft A1 represents the true position of the aircraft at a time T1. The dashed curve from this aircraft A1 represents the calculated trajectory TCT1 at the instant T1, the milestones in the form of white circles representing the position of the trajectory at different successive instants. At time T1, the actual position of the aircraft has moved away from the calculated trajectory TCTO by an offset ET1. As has been said, this difference is not fully reflected on the display but only part EAT1 is actually displayed as seen in Figure 4.
    The dotted curve marked with circled crosses represents the path actually displayed TP1 at time T1.
    In a fourth step, the display of the trajectory is performed conventionally on one of the display screens of the dashboard. Generally, as illustrated in FIG. 5, the displayed trajectory TP has the shape of a road R of a determined width positioned laterally as a function of the calculated deviations and situated above the resulting trajectory of a determined height, said road being limited by B terminals spaced a certain distance. In Figure 5, this road R is shown in perspective.
    Advantageously, the shape or the color or size of the terminals is different depending on whether the trajectory is imposed or predicted in a lateral or vertical plane. By way of nonlimiting examples, the terminals may consist of two segments as seen in FIGS. 6 to 9. The first segment SV is horizontal and represents the vertical component of the trajectory, the second segment SL is oblique and represents the lateral component of the trajectory. The first segment is connected to the second segment in the middle. When a segment represents a part of imposed trajectory, it is represented by a continuous line. When a segment represents a predicted trajectory part, it is represented by a dashed line.
    Figures 6 to 9 illustrate the different representations of the road boundaries using this symbolic. In Figure 6, the road is a trajectory predicted both lateral and vertical. In Figure 7, the road is a trajectory predicted in horizontal and imposed in vertical. In Figure 8, the road is a trajectory predicted vertically and imposed in horizontal. Finally, in Figure 9, the road is a trajectory imposed in vertical and horizontal.
    权利要求:
    Claims (6)
    [1" id="c-fr-0001]
    1. Method for three-dimensional synthetic representation of the trajectory of an aircraft (A, AO, A1) in flight, said method being implemented in a control and navigation system of an aircraft, said steering and navigation system comprising at least one navigation system, a cartographic database representative of the overflown terrain, a three-dimensional image calculator and a display system for displaying the calculated synthetic images, the aircraft flight plan comprising georeferenced trajectories said imposed and non-georeferenced trajectories said predicted, characterized in that, when the trajectory of the aircraft depends on a non-georeferenced flight instruction, said three-dimensional synthetic representation method is an iterative process, each iteration comprising at least the following steps: - Calculation of a predicted trajectory from minus a calculated trajectory (TCTO, TCT1) extending over a given distance or duration; - Calculation of a smoothed trajectory from the predicted trajectory to obtain a resultant trajectory; Calculating a displayed trajectory (TP1), said trajectory being equal to the resultant trajectory corrected with constant deviations (EAT1) or deviations depending on the flight director's instructions application; - Display of said displayed trajectory.
    [2" id="c-fr-0002]
    2. Method for three-dimensional synthetic representation of the trajectory of an aircraft in flight according to claim 1, characterized in that the predicted trajectory is a function of three successive trajectories of the aircraft called trajectories calculated at least three successive instants in the time separated by a constant duration, each of the three trajectories starting at one of said three instants, each trajectory extending over a determined distance or duration.
    [3" id="c-fr-0003]
    3. A method for three-dimensional synthetic representation of the trajectory of an aircraft in flight according to claim 2, characterized in that the predicted trajectory is a quadratic interpolation of the calculated trajectories. V.
    [4" id="c-fr-0004]
    4. A method for three-dimensional synthetic representation of the flight path of an aircraft in flight according to claim 1, characterized in that, when the flight path of the aircraft depends at the current time of a flight instruction not georeferenced and depends on an instant of the future of a georeferenced flight instruction, the time separating the moment of the future from the current instant corresponding to a distance traveled by the aircraft less than or equal to a determined threshold, the resulting trajectory is a function of the calculated trajectories and conditions of engagement of said georeferenced flight instruction.
    [5" id="c-fr-0005]
    5. A method for three-dimensional synthetic representation of the trajectory of an aircraft in flight according to claim 1, characterized in that, when there is a calculated difference between the resulting trajectory and the displayed trajectory, the difference displayed at the instant current is either the sum of the difference displayed at the preceding instant corrected for a function dependent on the flight director's tracking performance, or the product of the difference displayed at the preceding instant by a given coefficient, intended to reduce this gap.
    [6" id="c-fr-0006]
    6. Method for three-dimensional synthetic representation of the trajectory of an aircraft in flight according to one of the preceding claims, characterized in that the displayed trajectory has the shape of a road (R) of a determined width laterally positioned according to calculated deviations and above the resulting trajectory of a given height, said road being limited by terminals (B) spaced a certain distance.
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    法律状态:
    2016-10-28| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-02| PLSC| Publication of the preliminary search report|Effective date: 20170602 |
    2017-10-26| PLFP| Fee payment|Year of fee payment: 3 |
    2018-10-26| PLFP| Fee payment|Year of fee payment: 4 |
    2019-10-29| PLFP| Fee payment|Year of fee payment: 5 |
    2020-10-26| PLFP| Fee payment|Year of fee payment: 6 |
    2021-11-09| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1502485A|FR3044402B1|2015-11-27|2015-11-27|PROCESS FOR CALCULATING THE REPRESENTATION OF THE TRACK OF AN AIRCRAFT IN FLIGHT|FR1502485A| FR3044402B1|2015-11-27|2015-11-27|PROCESS FOR CALCULATING THE REPRESENTATION OF THE TRACK OF AN AIRCRAFT IN FLIGHT|
    US15/357,702| US10332404B2|2015-11-27|2016-11-21|Method for computing the representation of the trajectory of an aircraft in flight|
    CN201611064945.5A| CN106969765A|2015-11-27|2016-11-28|The method represented for the in-flight track of calculating aircraft|
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