• 专利附录
  • 专利说明
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    • 专利摘要:
    The present invention relates to the field of avionics. It relates in particular to a method, computer program and system for automatically calculating a path of rejoining a vertical reference profile of an aircraft. A vertical reference profile comprises a set of vertical stresses, and a method according to the invention comprises a step of selecting an altitude constraint to be respected, a step of calculating a vertical profile prediction to respect the constraint. , a validation step of the vertical profile prediction, if the vertical profile prediction is validated, a step of applying the vertical profile prediction, if not a step of determining the existence of a next altitude constraint to respect ; if a following altitude constraint exists: a step of selecting a next altitude constraint to be respected; a return to the step of detecting the non-respect of an altitude constraint; otherwise, a step of applying an exit procedure.
    公开号:FR3051057A1
    申请号:FR1600740
    申请日:2016-05-04
    公开日:2017-11-10
    发明作者:Guy Deker；Michel Roger
    申请人:Thales SA；
    IPC主号:
    专利说明:

    Method of automatically joining a vertical reference profile of an aircraft
    FIELD OF THE INVENTION
    The present invention relates to the avionics field. More specifically, it relates to the calculation of trajectory and the guidance of aircraft.
    STATE OF THE ART PREVIOUS
    [0002] In the field of air navigation, an aircraft trajectory comprises a horizontal dimension and a vertical dimension. The skeleton of the horizontal trajectory of an aircraft is called a route which consists of a sequence of flight plan points joined by horizontal segments or legs. Each of these horizontal segments is defined between two waypoints, the final waypoint of a segment also forming the initial waypoint of the next segment of the road. Waypoints may for example be defined by the location of radio navigation beacons, or by geographical coordinates.
    [0003] Each of the waypoints of the road may be associated with an altitude constraint. These constraints may include the following types: "AT" indicates that the aircraft must fly over a navigation point at a specific altitude; "AT OR ABOVE" indicates that the aircraft must fly over a navigation point at an altitude at least equal to the given altitude; "AT OR BELOW" indicates that the aircraft must fly over a navigation point at an altitude at most equal to the given altitude; "WINDOW" indicates that the aircraft must fly over the navigation point at an altitude within a window between a minimum altitude and a maximum altitude. These constraints are said to be one-off, in that they only apply at one point of the trajectory. All these constraints constitute the vertical flight plan. The sequence of vertical segments connecting these vertical stresses is called the vertical reference profile. It is optimized according to the speed constraints of the flight plan and the flight strategy given by the pilot. The joined vertical profile is the profile starting from the airplane which will join the vertical profile of reference (if the plane is not exactly on this one).
    The constraints on a vertical profile may also be of a distributed nature. A distributed constraint applies to a vertical flight segment or subpart of a flight segment. This is the case, for example, for certain descent phases that are subject to constraints of the VPPL (Vertical Path Performance Limit) type. The VPPL constraints are notably formalized by the RTCA standard (from the English acronym Radio Technical Commission for Aeronautics), DO-236C, which defines a lower and upper limit of altitude in which a aircraft can fly at any point while following a vertical profile.
    These altitude constraints compel the calculation of a vertical flight plan for the aircraft. A vertical profile comprises a series of vertical segments making it possible to join altitude constraints at successive given distances from the aircraft. This vertical profile, coupled with the aircraft route, makes it possible to define a prediction of the horizontal and vertical position of the aircraft throughout its trajectory.
    In known FMS type systems, for a given flight plan, the horizontal trajectory on the one hand and the vertical profile on the other hand, are generated separately. Firstly, a horizontal trajectory is determined on the basis of the horizontal flight plan and the speeds and flight level of the associated vertical flight plan. Then, a vertical profile is generated, based on the complete vertical flight plan (constraints and setpoints in the vertical plane) and the horizontal trajectory. At the output of the vertical profile, the FMS has at its disposal forecasts in altitude, speed, time, fuel, etc. for each point of the flight plan. Since the turning radiuses of the lateral trajectory are dependent on the altitude and the airplane speed, an iteration is performed on the flight plan and the lateral trajectory to adjust the angles of curvature (turns), which makes it possible to obtain a flightable trajectory. Since this lateral trajectory has been recalculated, a new vertical profile must be generated. Iterations take place until the algorithm converges. In general, the construction of the horizontal trajectory makes it possible to satisfy the contingency constraints of the trajectory, while the construction of the vertical profile makes it possible to satisfy the constraints relating to the flight envelope of the airplane.
    [0007] Optimally, the aircraft operates according to a guidance mode known as managed mode. In this guidance mode, the position of the aircraft is slaved on a horizontal trajectory and a vertical reference profile. In this mode, the aircraft is enslaved on the road. In other words guide laws are applied to the aircraft so that it follows the road step by step.
    However, the aircraft can sometimes deviate from the reference trajectory. For example, it may deviate from the reference path if air traffic control instructs it for safety reasons. It can also be correctly slaved on its horizontal trajectory, but not on its vertical profile. This is the case, for example, when an unexpected tail wind slightly deflects the aircraft from its trajectory, and the forecasts recalculated on the vertical flight segments initially calculated taking into account this situation no longer respect the vertical constraints to which the trajectory the aircraft is subject. This is also the case when a modification of the horizontal flight plan occurs, and that the recalculated forecasts no longer correspond to the constraints associated with the different navigation points of the aircraft. And this is still the case when a manual lateral guidance instruction disengages the automatic tracking mode of the vertical profile and causes the aircraft to diverge from the latter. Finally, in an evolution of the guidance function, it may no longer be slaved on its lateral trajectory, but continue to be slaved to the vertical profile recalculated from the lateral rejection path, as disclosed for example in the patent FR 2924505. .
    In this case, the predicted vertical profile of the aircraft may no longer comply with certain altitude constraints, and must therefore be adapted.
    A first method is to recalculate a complete vertical profile. This method is for example described in the document FR2983594 and has the disadvantage of being long to implement. In addition, a complete recalculation of the vertical profile can significantly modify the vertical profile of the aircraft (for example, modifying flight phase orders, cruise altitude, etc.), these modifications being difficult to manage by air traffic control when air traffic is dense, and disruptive to the crew of an aircraft with the highly modified vertical profile.
    The invention aims to exceed the limits of the prior art, by proposing a method of automatic adaptation of a vertical trajectory, allowing an aircraft, when its vertical trajectory no longer complies with the vertical stresses weighing on they, to adapt it to join as soon as possible a vertical reference profile, while respecting the flight envelope of the aircraft.
    SUMMARY OF THE INVENTION
    For this purpose, the invention relates to a method of automatic adaptation of the vertical profile of an aircraft comprising: a step of selecting an altitude constraint to be respected; a step of calculating a vertical profile prediction to respect said altitude constraint; a validation step of the vertical profile prediction; if the vertical profile prediction is validated, a step of applying the vertical profile prediction; otherwise: a step of determining the existence of a next altitude constraint to be respected; if a following altitude constraint exists: a step of selecting a next altitude constraint to be respected; a return to the calculation step of a vertical profile prediction to respect said altitude constraint; otherwise, a step of applying an exit procedure.
    Advantageously, the method comprises, prior to the step of selecting an altitude constraint to be respected, a step of selecting a horizontal trajectory.
    Advantageously, the step of selecting the horizontal trajectory comprises the selection of the active lateral trajectory if the managed lateral guidance is engaged, or the selection of a rejoining trajectory if the managed lateral guidance is not engaged.
    Advantageously, the step of validating the vertical profile prediction comprises a sub-step of validating compliance with the altitude constraint according to said vertical profile prediction.
    Advantageously, the step of validating the vertical profile prediction comprises a substep of validation of the rejoining of the vertical reference profile, at the latest at the altitude constraint.
    Advantageously, the output procedure comprises the calculation of a last vertical profile prediction, said last vertical profile prediction consisting of: if the aircraft is in a climb phase, a rejection prediction of the altitude of cruise; if the aircraft is in a descent or approach phase, in a destination prediction of a final approach point.
    [0018] Advantageously, said altitude constraint to be respected is a point constraint.
    [0019] Advantageously, the altitude constraint is a point constraint marking the end of a vertical climb segment, and the step of calculating a vertical profile prediction making it possible to respect said altitude constraint is performed according to a flight instruction prediction comprising: if a predicted altitude of the aircraft is greater than said altitude constraint, a continuation of the climb to the altitude of the constraint followed by a leveling of the aircraft as the altitude constraint is in front of the aircraft; if a predicted altitude of the aircraft is lower than said altitude constraint: an increase in the engine thrust up to a value making it possible to respect said altitude constraint or a maximum allowable value of the continuous engine thrust; if the increase in the engine thrust does not make it possible to respect said altitude constraint, and the speed guide mode is the managed mode, a reduction in the speed of the aircraft until a slope value is obtained allowing to respect or pass as close to said altitude constraint or a minimum acceptable value of the speed of the aircraft.
    Advantageously, said altitude constraint is a point constraint marking the end of a vertical cruising segment, and the step of calculating a vertical profile prediction to respect said constraint is performed according to a setpoint prediction. flight system comprising: if the altitude of the aircraft is above said altitude constraint, calculating a flight setpoint comprising the maintenance of the current horizontal speed, and a predefined negative vertical speed; if the altitude of the aircraft is below said altitude constraint: a prediction of engine thrust at a maximum allowable value of a continuous thrust; a setpoint for maintaining the current horizontal speed.
    Advantageously, which said altitude constraint to be respected is a constraint distributed over at least one sub-part of a vertical segment.
    Advantageously, said altitude constraint is of the VPPL type.
    Advantageously, said altitude constraint is a point or distributed constraint on a vertical descent segment, and the step of calculating a vertical profile prediction making it possible to respect said altitude constraint is performed according to a prediction of flight instruction comprising: if the current or predicted position of the aircraft is situated above said altitude constraint, the transition from the current configuration to a configuration for the rejoin, said transition being carried out at a constant load factor and the configuration for joining being characterized by: a minimum thrust instruction; a half-exit instruction from the airbrakes; if the current or predicted position of the aircraft is situated below said altitude constraint: a constant vertical speed transition setpoint; one of a set of smooth aerodynamic configuration configuration and aerodynamic configuration used to calculate a vertical downhill reference profile.
    Advantageously, the step of validating compliance with the altitude constraint by the vertical profile prediction comprises calculating a difference between a predicted altitude on the vertical profile prediction and a predicted altitude on the vertical profile. downhill reference.
    Advantageously, the respect of said altitude constraint is not validated if the difference between the altitude predicted on the vertical profile prediction and the predicted altitude on the downward reference vertical profile is greater than one. predefined threshold.
    Advantageously, the respect of said altitude constraint is not validated if the altitude of the aircraft is situated outside a safety margin with respect to the vertical profile of descent reference defined by a constraint of VPPL type.
    Advantageously, the method comprises, when compliance with said altitude constraint is not validated: a step of applying the vertical profile prediction calculated at the step of calculating a vertical profile prediction allowing to respect said altitude constraint; a vertical profile prediction storage up to said altitude constraint; reuse of a predicted state of the aircraft at said altitude constraint, according to the vertical profile prediction stored during the return to the calculation step of a prediction of a flight instruction to hold the constraint.
    The invention also relates to a trajectory calculation system comprising calculation means configured to perform an automatic adaptation of a vertical profile of an aircraft, said adaptation comprising at least: a step of selecting a constraint d altitude to respect; a step of calculating a vertical profile prediction to respect said altitude constraint; a validation step of the vertical profile prediction; if the respect of the vertical profile prediction is validated, a step of applying the vertical profile prediction; otherwise: a step of determining the existence of a next altitude constraint to be respected; if a following altitude constraint exists: a step of selecting a next altitude constraint to be respected; a return to the calculation step of a vertical profile prediction to respect said altitude constraint; otherwise, a step of applying an exit procedure.
    The invention also relates to a computer program for automatically adapting a vertical profile of an aircraft, said program comprising: computer code elements configured to select an altitude constraint to be respected; computer code elements configured to calculate a vertical profile prediction to respect said altitude constraint; computer code elements configured to validate the vertical profile prediction; computer code elements configured to, if the vertical profile prediction is enabled, apply the vertical profile prediction; computer code elements configured for, if the vertical profile prediction is not validated: determining the existence of a next altitude constraint to be complied with; if a following altitude constraint exists: select a next altitude constraint to respect; executing said configured computer code elements to calculate a flight instruction to respect said altitude constraint; if a next altitude constraint does not exist, execute an exit procedure.
    The invention makes it possible to prepare and automatically update an optimal vertical profile and flightable of an aircraft, following a voluntary or involuntary loss of servocontrol of the vertical reference profile or the horizontal flight plan during changes in speed. the flight environment of the aircraft or in the case of an instruction from the air traffic controller to follow a manual instruction.
    The invention makes it possible to prepare and automatically update an optimal vertical profile and flightable aircraft immediately available for servo, following a request by the pilot or the air controller to resume and follow the vertical profile reference.
    The invention allows, in cases where a vertical profile must be recalculated, to have an updated vertical profile that best meets the existing constraints of the vertical flight plan.
    The invention allows an aircraft crew to permanently have a reliable and continuous vertical profile to the destination.
    LIST OF FIGURES
    Other features will appear on reading the detailed description given by way of example and not limiting thereafter made with reference to the accompanying drawings which show: - Figure 1, an FMS system according to the state of the art; FIGS. 2a and 2b, two examples of vertical constraints for the creation of a flight plan, respectively for point constraints separating phases in climb, cruise and descent of a vertical flight plan, and for constraints distributed on a descent phase; FIGS. 3a and 3b, two examples of flow diagrams of a method according to different embodiments of the invention. FIGS. 4a, 4b, 4c, 4d, four examples of a rising phase joining profile calculated by a method according to one embodiment of the invention; FIG. 5, an example of a cruise phase rejoin profile calculated by a method according to an embodiment of the invention; FIG. 6, an example of rejoin profile in the descent phase with performance management of the VPPL type; FIG. 7, two examples of rejoin profile in the descent phase calculated by a method according to one embodiment of the invention.
    Certain English acronyms commonly used in the technical field of the present application may be used during the description. These acronyms are listed in the table below, including their Anglo-Saxon expression and their meaning.
    DETAILED DESCRIPTION
    FIG. 1 represents a system of FMS type known from the state of the art.
    A flight management system may be implemented by at least one on-board computer on board the aircraft. The FMS 100 determines in particular a geometry of a flight plan profile followed by the aircraft. The trajectory is calculated in four dimensions: three spatial dimensions and one dimension time / velocity profile. The FMS 100 also transmits to a pilot, via a first pilot interface, or to an autopilot, guidance instructions calculated by the FMS 100 to follow the flight profile.
    A flight management system may comprise one or more databases such as the database PERF DB 150, and the database NAV DB 130. The databases PERF DB 150 and NAV DB 130 respectively comprise data bases. Aircraft performance data and air navigation data, such as routes and tags.
    The management of a flight plan according to the state of the art can call for means of creation / modification of flight plan by the crew of the aircraft through one or more man-machine interfaces for example: • an MCDU; • a KCCU; • a FMD; • An ND.
    • A DV
    A capacity of the FMS 100 is the flight plan management function 110, usually called FPLN. The capacity FPLN 110 allows in particular a management of different geographical elements constituting a skeleton of a route to be followed by the aircraft comprising: an airport of departure, crossing points, air routes to follow, an airport of arrival. The FPLN 110 also allows management of different procedures that are part of a flight plan such as: a departure procedure, an arrival procedure, one or more waiting procedures. The ability FPLN 110 allows the creation, modification, deletion of a primary or secondary flight plan.
    The flight plan and its various information related in particular to the corresponding trajectory calculated by the FMS can be displayed for consultation on the part of the crew by display devices, also called human-machine interfaces, present in the cockpit of the aircraft as a FMD, an ND, a VD. The VD displays in particular a vertical flight profile.
    The FPLN 110 capacity uses data stored in databases PERF DB 150 and NAV DB 130 to build a flight plan and the associated trajectory. For example, the database PERF DB 150 may include aerodynamic parameters of the aircraft, or even characteristics of the engines of the aircraft. In particular, it contains the performance margins systematically applied in the state of the art to guarantee safe margins on the descent and approach phases. For example, the NAV DB 130 database may include the following: geographic points, beacons, air routes, departure procedures, arrival procedures, altitude, speed or slope constraints.
    A capacity of the FMS, named TRAJ 120 in FIG. 1, makes it possible to calculate a lateral trajectory for the flight plan defined by the capacity FPLN 110. The capacity TRAJ 120 builds in particular a continuous trajectory starting from points of a initial flight plan while respecting the performance of the aircraft provided by the database PERF DB 150. The initial flight plan can be an active flight plan, temporary, secondary. The continuous trajectory can be presented to the pilot by means of one of the man-machine interfaces.
    A capacity of the FMS 100 is the prediction function of the trajectory PRED 140. The prediction function PRED 140 notably constructs an optimized vertical profile from the lateral trajectory of the aircraft, provided by the function TRAJ 120. Finally, the prediction function PRED 140 uses the data of the first database PERF DB 150. The vertical profile can be presented to the pilot by means for example of a VD.
    A capacity of the FMS 100 is the location function 3, named LOCNAV 170 in FIG. 1. The LOCNAV function 170 notably performs an optimized geographical location, in real time, of the aircraft as a function of geolocation means on board. edge of the aircraft.
    A capacity of the FMS 100 is the data link function, named DATA LINK 180 in FIG. 1. The DATA LINK 180 function makes it possible to exchange data with data links. other aircraft or ground operators, for example to transmit a predicted trajectory of the aircraft, or to receive constraints on the trajectory, for example the predicted position of other aircraft or altitude constraints.
    A capacity of the FMS 100 is the guiding function 200. The guiding function 200 provides in particular to the autopilot or to one of the man-machine interfaces, appropriate commands for guiding the aircraft in the lateral and vertical geographical planes ( altitude and speed) for said aircraft to follow the planned trajectory in the initial flight plan.
    FIGS. 2a and 2b show two examples of vertical stresses for the creation of the vertical profile, respectively for discrete altitude constraints on points of the flight plan distributed according to phases in ascending, cruising and descent of a vertical flight plan, and for continuous confinement constraints spread over a descent phase.
    FIG. 2a represents an example of discrete vertical altitude constraints distributed according to phases in rise, cruise and descent of a vertical profile.
    These different constraints define a vertical altitude profile 200a for an aircraft trajectory. This profile represents the planned altitude of the aircraft, displayed on the vertical axis 201a, as a function of the distance traveled since take-off, displayed on the horizontal axis 202a. This vertical profile starts at takeoff point 210a and ends at landing point 211a.
    This vertical profile is formed of several successive vertical flight segments. Segments 220a (initial climb), 221a (acceleration to limited climb speed), 222a (climb at limited climb speed), 223a (acceleration to the optimum climb speed), 224a (climb to optimum speed with CAS reference) and 225a (mounted at optimum speed with reference Mach) form the climb of the aircraft. The flight segments 230a (initial cruise level), 231a (climb step) and 232a (intermediate or final cruise level) form the cruise. Finally, the flight segments 240a (deceleration segment of the cruising speed at the optimum descent speed), 241a (descent at optimum speed with reference Mach), 242a (descent at optimum speed with CAS reference), 243a (deceleration to limited rate of descent), 244a (descent to limited speed of descent), 245a (deceleration segment to landing speed) and 246a (final approach segment) form the descent.
    These vertical segments are constructed to meet specific altitude constraints. Altitude constraints can arise from operational constraints. For example, the following altitude constraints may apply to given navigation points on the aircraft's route: "AT" indicates that the aircraft must fly over a navigation point at a specific altitude; "AT OR ABOVE" indicates that the aircraft must fly over a navigation point at an altitude at least equal to the given altitude; "AT OR BELOW" indicates that the aircraft must fly over a navigation point at an altitude at most equal to the given altitude; "WINDOW" indicates that the aircraft must fly over the navigation point at an altitude within a window with minimum altitude and maximum altitude.
    Figure 2b shows a second example of vertical stresses, distributed over a descent phase.
    This figure represents a set of constraints 200b on a vertical profile segment downhill reference 210b. The vertical navigation tolerance VPPL, described in particular by the RTCA standard DO-236C, defines vertical margins above and below a reference segment 210b which an aircraft must respect on approach. The margins defined in the RTCA DO-236C standard depend on the altitude of the aircraft: on a subset 211b of the reference segment located between 41000 and 29000 feet of altitude, the allowable margin for the altitude of the aircraft is 260 feet, and the vertical trajectory of the aircraft must be within a vertical corridor 221b 260 feet above and below the subset 211b of the vertical reference segment; - on a subset 212b of the reference segment located between 29000 and 5000 feet of altitude, the allowable margin for the altitude of the aircraft is 210 feet, and the vertical trajectory of the aircraft must be included in a vertical corridor 222b 210 feet above and below the subset 212b reference vertical segment; - on a subset 213b of the reference segment below 5000 feet of altitude, the allowable margin for the altitude of the aircraft is 210 feet, and the vertical flight path of the aircraft shall be included in a vertical corridor 223b 160 feet above and below the subset 213b reference vertical segment.
    This standard therefore defines, for each point of a vertical profile below 41,000 feet of altitude, a minimum and maximum altitude at which the aircraft must be, thus defining a distributed continuous altitude constraint for a descent profile.
    Figures 3a and 3b show two examples of flow diagrams of a method according to different embodiments of the invention.
    FIG. 3a represents a flow diagram of a method according to one embodiment of the invention.
    A method 300 according to the invention is a method of automatic adaptation of the vertical profile of an aircraft. This adaptation of the vertical profile can for example be performed in a "TRAJ" module 120 of an FMS 100.
    In a set of embodiments of the invention, the method is executed at the occurrence of an event. For example, the method may be executed if an altitude difference with a vertical reference profile is detected. The method can also be executed if the managed guidance mode of the aircraft is deactivated, during a modification of the vertical flight plan of the aircraft, or on command of a pilot of the aircraft. According to some embodiments of the invention, the method may also be performed iteratively. For example, it can be rerun at each occurrence of a periodic event, for example, as long as the aircraft is not returned to a managed vertical guidance mode.
    The method according to the invention can be implemented to adapt a vertical profile of an aircraft when an initially calculated profile is no longer optimum, for example when an unforeseen event significantly spreads the aircraft from the profile initially. expected, like an unexpected tailwind.
    In one embodiment of the invention, the horizontal trajectory is continuously updated, and the adaptation of the vertical profile is performed on this horizontal trajectory.
    In other embodiments of the invention, the method 300 may comprise a step 301 for selecting the lateral trajectory supporting the vertical profile. For example, this step 301 may include selecting the active lateral path if the managed lateral guidance is engaged, or a rejoining path if the managed lateral guidance is not engaged.
    It may also be necessary to adapt the vertical profile following a modification of the horizontal trajectory of an aircraft, the vertical profile is then no longer in line with the modified horizontal trajectory of the aircraft. A modification of the horizontal trajectory of the aircraft can for example be obtained by applying the method described in the patent application FR1403023.
    The method according to the invention can also be triggered when a significant altitude difference, for example exceeding the tolerances of VPPL, with respect to a vertical reference profile is detected, or when the managed vertical mode is deactivated when the pilot decides to interrupt the servocontrol of this vertical reference profile, or even following the interruption of servocontrolling of the lateral trajectory (rendering the vertical reference profile obsolete) following, for example, a tactical instruction by the air traffic controller.
    The adaptation of the vertical profile of the aircraft can be carried out according to different modalities. For example, it may consist of a complete re-calculation of a vertical profile, or a subset of a vertical profile of an aircraft. According to one embodiment of the invention, the adaptation of the predicted vertical profile of the aircraft consists in calculating a vertical profile of rejoin towards the vertical reference profile of the aircraft, then in defining the predicted vertical profile of the aircraft. aircraft as the concatenation of the rejoin profile to the rejoining point, with the reference vertical profile from the point of rejoining.
    The method 300 according to the invention comprises a step 310 of selecting an altitude constraint to be respected.
    In a set of embodiments of the invention, the selection of an altitude constraint, and the subsequent calculation of flight instructions, are made from the current state of the aircraft.
    In other embodiments of the invention, the selection of an altitude constraint, and the subsequent calculation of flight instructions, are made from a predicted state of the aircraft, by example, the predicted initial state of the propagated aircraft according to the current guidance instruction for a predefined duration after the instant of calculation.
    According to a set of embodiments of the invention, the method 300 thus comprises, prior to step 310 of selecting a next altitude constraint to be complied with, a step of determining a predicted initial state. of the aircraft. This step of determining a predicted initial state of the aircraft may comprise determining the state of the aircraft at a predefined time horizon, for example 10 seconds, according to the current guidance setpoint.
    In a preferred embodiment of the invention, step 310 consists of selecting the next altitude constraint encountered by the aircraft on its vertical profile. In other embodiments of the invention, said altitude constraint to be respected can be chosen arbitrarily, or by discarding the next altitude constraints. According to various non-limiting embodiments of the invention, the constraint can be a point constraint, a distributed constraint, a constraint of the "AT", "AT OR ABOVE", "AT OR BELOW" or "WINDOWS" type.
    In a set of embodiments of the invention, step 310 consists in selecting, from among a set of vertical stresses, the vertical stress closest to the aircraft, which has not yet been exceeded, that is, sequenced, in distance. In other embodiments of the invention, only certain constraints are taken into account depending on whether the aircraft is in the climb phase or in the descent phase.
    For example, it may be possible in certain embodiments of the invention to take into account only constraints of the type "BELOW", "AT", "AT OR BELOW" or the "BELOW" part of a "WINDOW" constraint during the climb phase. Indeed, in an embodiment in which the aircraft ascends as quickly as possible to a cruising altitude, an "ABOVE" type constraint will not affect the construction of the vertical join profile.
    Conversely, in an embodiment in which the aircraft is in the descent phase, and in which the descending segments are constructed with a descent phase as quickly as possible and then a landing phase, the step 310 may not take into account that constraints "ABOVE", "AT", "AT OR ABOVE", or the "ABOVE" part of constraints "WINDOW". Indeed, the "BELOW" type constraints will have no impact on the construction of this type of joined vertical profile. The method 300 includes, if the non-compliance with the constraint is detected, a step 320 for calculating a guidance setpoint to respect the constraint. This step consists of modifying the vertical profile prediction of the aircraft, in order to maintain the altitude constraint, while remaining in the flight envelope of the aircraft. Many ways to determine a vertical profile prediction are possible. Calculation methods will be described according to various embodiments of the invention in comments of Figures 4a, 4b, 4c, 5 and 6.
    Step 320 consists in validating that the vertical profile prediction validates one or more objectives, at the latest at the selected altitude constraint. Various possible embodiments of the validation of the vertical profile prediction will be described with reference to FIG. 3b. The prediction of vertical profile can in particular be validated if it makes it possible to hold the vertical constraint, and / or if it makes it possible to join a vertical reference profile at the latest at the constraint.
    Step 320 is followed by a step 330 of validation of the vertical profile prediction.
    If compliance with the constraint is validated, the method comprises a step 340 for assigning the calculated vertical profile prediction. This step consists in applying the predicted vertical profile prediction, so that the profile tracked by the aircraft validates the flight constraint. Various embodiments of step 340 are possible. For example, the step 340 for assigning the vertical profile prediction may comprise sending the vertical profile prediction to an autopilot so that the latter controls the trajectory of the aircraft on the calculated vertical profile.
    The step 340 for assigning the vertical profile prediction may also comprise the display of the predicted vertical profile to a pilot of the aircraft, which allows the pilot of the aircraft to manually follow the predicted vertical profile. thus defined. The display of the predicted vertical profile may be accompanied by a set of information. For example, the display of the predicted vertical profile may include the display of the vertical stresses held or not, but also the display of various predicted data along the vertical trajectory, for example the fuel level of the aircraft, the speed and altitude of the aircraft, as well as any other useful information to the pilot at different points of the vertical profile. The display can be operated in different colors. For example, a hold constraint can be displayed in green, while an unstressed constraint can be displayed in amber.
    At the end of step 340, the tracking of the predicted vertical profile can be performed by a sequence of instructions given by the pilot in unmanaged mode or directly by the autopilot when the aircraft is in managed mode. In an embodiment of the invention, the method 300 comprises, at the end of the step 340 for assigning the vertical profile prediction, the programming of a periodic re-calculation event of the profile. vertical. For example, at the end of a predefined duration, for example 5 or 10 seconds, if the aircraft is not ironed in managed mode and / or if it has not joined a vertical profile preferably, the method can be re-executed from step 301 or step 310. This allows periodic readaptation of the vertical profile or the joined vertical profile if it has not been accurately followed, until that the aircraft returns to the managed vertical guidance mode.
    If compliance with the constraint is not validated, the method 300 comprises a step 350 of determining the existence of a next altitude constraint to be respected. This step consists in checking if the following altitude constraints exist on the profile of the aircraft. In a preferred embodiment of the invention, the altitude constraints are arranged in the order defined by the lateral trajectory of the aircraft, and the existence of a next altitude constraint to be respected is validated unless the selected altitude constraint was the last of the trajectory. In one embodiment of the invention, certain constraints may be ignored, either because they will not have an impact on the construction of the vertical profile, or because they are considered already broken, according to the same criteria as at step 310.
    If a next altitude constraint exists, the method 300 comprises a step 360 of selecting a next altitude constraint to be respected. In a preferred embodiment of the invention, the altitude constraints are ordered followed the direction of travel of the lateral trajectory, and the next altitude constraint according to this order is selected. At the end of the selection of the next altitude constraint, step 320 is reactivated to validate if this new constraint is respected.
    If, at the end of step 360, no next altitude constraint is identified, an output procedure 370 is activated. This output procedure makes it possible, according to various embodiments of the invention, to warn the pilot that the vertical altitude constraints can not be verified, and / or to recalculate more generally the vertical profile of the aircraft. .
    According to the different embodiments of the invention, the output procedure may for example consist of: - A cockpit alert; - A calculation of a last vertical segment; - A modification of the vertical stresses weighing on the profile of the aircraft; - A recalculation of the horizontal trajectory of the aircraft, for example by means of the method described by the patent FR1403023.
    The step 320 of calculating a vertical profile prediction can be performed on the initial altitude constraint, selected in step 310, or on a following constraint, selected in step 360. According to different Embodiments of the invention, the calculation of a vertical profile prediction to hold a constraint selected in step 360 can be performed according to the position and the current flight instruction of the aircraft.
    In other embodiments of the invention, the vertical profile predicted in step 320 is saved up to the current constraint at each iteration, even if it does not hold the constraint. The calculation of a vertical profile prediction iteration in step 320 of the next iteration then starts at the point where the preceding constraint is exerted, according to the predicted state of the aircraft at this point.
    In a set of embodiments of the invention, the method 300 is re-executed periodically until the aircraft has joined its vertical reference profile or until the managed vertical mode is reengaged. .
    The method 300 according to the invention advantageously allows to update and permanently have a vertical profile of an aircraft for resetting a rejoining mode and tracking closer to a vertical profile reference.
    FIG. 3b represents a flow diagram of a method 300b according to other embodiments of the invention.
    The method 300b is more particularly intended for joining a vertical reference profile from which the aircraft has departed. The method 300b consists in calculating a vertical profile known as rejoin of the reference profile, then defining the vertical profile of the aircraft as the rejoin profile to the rejoining point, and then the vertical reference profile afterwards.
    The method 300b is executed at the occurrence of an event resulting for example in the disengagement of the aircraft from a managed vertical tracking mode and / or if an altitude difference with a vertical reference profile is detected. The method can also be executed if the managed lateral guidance mode of the aircraft is deactivated, during a modification of the flight plan of the aircraft, or on command of a pilot of the aircraft. According to some embodiments of the invention, the method may also be performed iteratively.
    The method 300b includes all the steps of the method 300. It comprises, prior to the step 310 of selecting a constraint to be complied with, a step 302b for determining an initial state of the aircraft. In one embodiment of the invention, step 302b consists in determining the predicted state of the aircraft at a predefined time horizon, according to the current guidance setpoint.
    This time horizon allows, in case the managed vertical mode is engaged on the joined profile, to have a joined profile that does not leave behind the aircraft. According to different modes of implementation of the invention, this duration can be fixed and predefined, for example 5 or 10 seconds. In other embodiments of the invention, this duration can be variable, taking into account the speed of the aircraft and an estimated time of complete calculation of the joined vertical profile according to the method 300 or 300b.
    In a set of embodiments of the invention, this duration therefore corresponds to the minimum between a variable duration calculated, for example, as a function of the estimated time of rejoining the vertical reference profile, and a fixed duration, corresponding at a minimum duration of re-calculation of the joined vertical profile.
    In the method 300b, the step 330 for validating the vertical profile prediction comprises two sub-steps: a first substep 331b for validating compliance with the altitude constraint according to the vertical profile prediction; A second substep 332b for validating the rejection of the vertical reference profile, at the latest at the altitude constraint.
    The first sub-step 331b for validating compliance with the altitude constraint according to the vertical profile prediction consists in verifying whether, by applying the vertical profile prediction calculated in step 320, the aircraft will be in able to hold the altitude constraint. If so, the second substep 332b for validation of the rejection of the vertical reference profile, at the latest at the altitude constraint is activated. The second sub-step 332b for validation of the rejection of the vertical reference profile, at the latest at the altitude constraint, consists in verifying whether the vertical profile makes it possible to join the vertical reference profile at the latest at the altitude constraint. . If the rejection of the vertical reference profile at the latest at the altitude constraint is validated, a step 341b of concatenation of the rejoin profile and the vertical reference profile is activated.
    The concatenation step 341b of the vertical rejoin profile and of the vertical reference profile consists in forming a single vertical profile, comprising the vertical profile segments calculated in step 320 (vertical rejection profile) up to the point of the reference vertical profile, then the remaining elements of the vertical reference profile. At the end of step 341b, step 340 of assigning the vertical profile prediction in order to follow the vertical profile is activated.
    The combination of the two sub-steps 331b and 332b makes it possible to assign the vertical profile prediction only from the moment the calculated vertical profile makes it possible both to hold the current constraint and to join the vertical profile of the vertical profile. reference. If compliance with the altitude constraint is not validated in step 331b, or if joining the vertical reference profile at the latest to the constraint is not validated in step 332b, a step 333b of Vertical profile prediction storage until the constraint is enabled.
    The step 333b of storing the vertical profile prediction of the aircraft up to the constraint consists in storing the predicted state of the vertical trajectory of the aircraft up to the level of the current vertical constraint. The next execution of the step 320 for calculating a vertical profile prediction will then take as the initial state of the aircraft for the calculation of the vertical profile prediction of the rejection of the altitude constraint following the predicted state of the aircraft constrained, according to the stored vertical profile prediction.
    In the method 300b, the step 370 of applying an exit procedure comprises a substep 371 for determining whether the aircraft is in a descent phase, and then: - If the aircraft does not is not in a descent phase, a sub-step 372 of calculating a last vertical segment of joined cruise altitude, then step 340 of assigning the vertical profile prediction; - If the aircraft is in a descent phase, a step 373 pilot alert.
    If the aircraft is not in a descent phase, and there is no longer any next altitude constraint to be respected, the sub-step 372 makes it possible to calculate a last segment to join the cruise altitude. If the aircraft is in a climb phase, it may be a calculation of a joining segment of the cruise altitude as soon as possible.
    If the aircraft is in a descent phase and there is no further altitude constraint to be complied with, the sub-step 373 of alert makes it possible to alert the pilot to the fact that it is not possible to build a vertical profile to hold the last constraint, and thus join the end point of the approach or Final Approach Fix in English (FAF). In other embodiments of the invention, other operations are possible when the aircraft is in the descent phase and there is no further altitude constraint. For example, a complete path may be re-calculated, or a specific rejection path may be triggered.
    In one embodiment of the invention, the step 340 consists in preparing a vertical profile for re-engaging the vertical tracking mode of the trajectory on the rejoin profile. In parallel, the deviation of the altitude of the aircraft vis-à-vis the reference vertical profile can be calculated continuously. This data can be displayed to the pilot, to enable him to verify that the vertical trajectory of the aircraft converges well towards the vertical profile of reference.
    At the end of the step 340 for assigning the prediction of the vertical profile, the method 300b comprises a step 380 for testing the type of vertical guidance mode that can be of the managed or unmanaged type.
    At the end of the step 380 of the type of vertical guidance mode engaged, if the managed vertical guidance mode has been reset, the process is completed and the aircraft follows the vertical reference profile. On the other hand, if, after the step 380 of the vertical guiding mode type test step engaged, the managed vertical guiding mode has not been reset, the method 300b includes a return to the step 302b of determination of an initial state of the aircraft, in order to proceed to a new iteration of calculation of prediction of rejection of the vertical profile. Indeed, the aircraft is not in managed mode, it may have moved away from the vertical profile rejoined, and it is then necessary to recalculate a vertical profile joined.
    [00104] FIGS. 4a, 4b, 4c, 4d represent four examples of joining profiles in the rising phase calculated by a method according to one embodiment of the invention.
    In these three figures, an aircraft 410 follows a vertical profile, defined by vertical stresses "AT OR ABOVE" 430, "AT" 431 and "AT OR ABOVE" 432. Following an unforeseen event such as a wind back stronger than anticipated, the aircraft 410 missed the vertical stress 430, its altitude at the stress 430 is less than the minimum altitude defined by the constraint "AT OR ABOVE" 430.
    In one embodiment of the invention, the calculation of a vertical profile prediction to hold a constraint at step 320 is performed in the rise phases according to a flight set point prediction comprising: - Si the altitude of the aircraft is greater than the altitude previously predicted at the same point, reducing the engine thrust to reduce the angle of incidence of the aircraft to the minimum value to hold the constraint, while maintaining the speed of the aircraft. This method advantageously makes it possible to join the constraint without requiring a phase of plateau; - If the altitude of the aircraft is lower than the altitude previously predicted at the same point, by successively performing: 1) If the engine thrust is not at the normal continuous maximum thrust value, an increase in engine thrust up to this value; 2) If the engine thrust is already at the normal continuous maximum thrust value, or if the increase in engine thrust to this value is not sufficient to validate the stress, and if the speed guidance mode is automatic, by reducing the speed to a minimum safe speed limit, or until a slope of the aircraft sufficient to satisfy the constraint; (3) If the increase in engine thrust up to the maximum continuous thrust and the reduction in speed to the minimum safe speed are not sufficient to satisfy the altitude constraint, that constraint shall be considered as missed, and the step 360 of verifying the existence of a next altitude constraint is activated.
    [00107] FIG. 4a represents an example of a joining profile in the rising phase calculated by a method according to one embodiment of the invention.
    In this example, a method according to the invention selects, in step 310, the constraint 431 as altitude constraint to be respected. Indeed, the position of the aircraft is that of the constraint 430. This is therefore considered already missed. Step 320 is then activated to calculate a vertical profile prediction to respect this constraint. In one embodiment of the invention as defined above, this vertical profile prediction is calculated according to a flight set point prediction of increasing engine thrust and then, if this increase in engine thrust is not sufficient. to comply with the constraint 431, to reduce the speed of the aircraft to increase the angle of incidence thereof, to meet the constraint.
    In the example illustrated in FIG. 4a, the combination of the increase in the thrust of the engine and the reduction in the speed of the aircraft is sufficient to respect the constraint 431, while respecting the safety limits. defined by the flight envelope of the aircraft. The respect of the constraint 431 is thus validated in step 330, and the vertical profile prediction assigned to the FMS. The aircraft will therefore follow the vertical profile 440a thus defined, to join its vertical reference profile at the constraint 431 and return to managed guidance mode.
    [00110] FIG. 4b represents an example of a vertical joining profile in the climb phase calculated by a method according to one embodiment of the invention.
    In this example, the combination of the increase in the thrust of the engine and the decrease in the speed of the aircraft is not sufficient to respect the constraint 431 while remaining in the flight range of the aircraft. aircraft. The constraint 431 is then identified as unsatisfied, and the constraint 432 identified as the next altitude constraint to be satisfied.
    The combination of the increase in the thrust of the engine and the decrease in the speed of the aircraft is sufficient to respect the constraint 432 while remaining in the flight envelope of the aircraft. The vertical profile prediction thus obtained thus makes it possible to join the constraint 432 along the slope 440b which is just sufficient to satisfy the constraint 432. After reaching the location of this constraint, the aircraft can return to the managed mode in order to be slaved to the rest of its vertical profile.
    [00113] FIG. 4c represents an example of a vertical joining profile in the climb phase calculated by a method according to one embodiment of the invention.
    [00114] Similarly to Figure 4b, in this example the combination of the increase in engine thrust and the decrease in the speed of the aircraft is not sufficient to meet the constraint 431 all remaining in the flight area of the aircraft. The constraint 431 is then identified as unsatisfied, and the constraint 432 identified as the next altitude constraint to be satisfied.
    In this embodiment, the vertical profile prediction to approach closer to the constraint 431 is applied up to this one, and saved. In this example, an engine thrust instruction at the normal continuous maximum thrust value, and a speed reference equal to the minimum safety speed are therefore applied, allowing the aircraft to follow the vertical trajectory segment 440c to the point 441 c.
    The vertical rejection profile prediction of the constraint 432 is calculated according to the same principles, starting from the predicted state of the aircraft at point 441c. A prediction of aircraft guidance commands makes it possible to validate the altitude constraint 432, by stealing the flight segment 442c, before returning to the managed mode.
    [00117] FIG. 4d represents an example of a joining profile in the rising phase calculated by a method according to one embodiment of the invention.
    In this example, a vertical climb profile is represented by the constraints "AT OR ABOVE" 430d, "AT OR BELOW" 431d and "AT OR ABOVE" 432d, to reach a cruise level 433d. Following a tailwind in front, the aircraft 41 Od rises faster than expected and does not respect the constraint 430d. A method according to the invention can be used to calculate a vertical climb rejection profile 440d, 441d, before performing a cruising segment 442d.
    [00119] On the contrary, a state of the art method would calculate a vertical rejoin profile comprising a climbing segment 420d up to the altitude of the opposite 431 d, then a level segment 421 d to join the constraint. The segment 440d according to the invention makes it possible to hold the stress 431 d more efficiently than the two segments according to the state of the art 420d, 421d. Indeed, the stolen profile is closer to the originally planned profile. The rejoin profile according to the invention therefore makes it possible to limit a possible difference in transit time at the various passage points. In addition, a joined profile according to the invention thus allows a lower fuel consumption than a profile according to the state of the art. This example demonstrates the ability of a method according to the invention to calculate vertical rejection profiles more optimized than the methods according to the state of the art.
    FIG. 5 represents an example of a vertical joining profile in cruise phase calculated by a method according to an implementation mode of the invention.
    The cruising phase 520 is characterized by a final altitude constraint 530 embodying the expected cruising altitude of the aircraft during the entire phase 520. In one set of embodiments of the invention, a calculation of the vertical profile prediction for validating a cruising stress is carried out according to a flight setpoint prediction comprising whether the altitude of the aircraft is greater than the expected cruising altitude, a constant vertical speed reference, maintaining the current speed, and airbrake configuration not released, said smooth configuration. In one embodiment of the invention, a predefined value is assigned to the constant speed of rejoining, for example -1000 feet per minute, or -500 feet. The predefined value may depend, for example, on the altitude of the aircraft.
    In a set of embodiments of the invention, a vertical profile prediction calculation for validating a cruise phase constraint is defined according to a flight setpoint prediction comprising, if the altitude of the aircraft is less than the planned cruising altitude, an engine thrust reference to the maximum continuous thrust value, and maintaining the current speed.
    If this vertical profile prediction makes it possible to reach the cruising altitude before the end of the cruise phase, it is applied to a point of rejoining the cruising altitude, at which the aircraft returns to managed mode. Otherwise, the constraint is considered missed.
    The aircraft 510 shown in FIG. 5 is located at an altitude greater than the altitude of the cruising phase 520. In one embodiment of the invention, the calculation of the vertical rejection profile is carried out according to a prediction of a constant vertical speed setpoint at -1000 feet, maintaining the speed in progress, and configuration airbrakes not out, called smooth configuration. In this example, this instruction makes it possible to join, at the end of a downhill profile segment 540, the cruise segment 520 at point 541. Once the point 541 is reached, the aircraft returns to the managed mode in order to follow the 520 cruise segment and the rest of his profile.
    FIG. 6 represents an example of rejoin profile in the descent phase with performance management of the VPPL type.
    The descent profile segment shown in FIG. 6 is the segment 210b and the stresses 210b, also represented in FIG. 2b, and comprising three sub-segments 211b, 212b and 213b respectively associated with distributed constraints of the VPPL type 221b, 222b and 223b.
    The altitude of the aircraft 610 is located above the maximum altitude allowed by the constraint 221b, and the current guidance instruction does not allow to hold this constraint.
    In a set of embodiments of the invention, a vertical profile spacing warning is detected and displayed if a difference between the current altitude of the aircraft and a predicted altitude on a vertical reference profile. descent exceeds a certain threshold. In one embodiment of the invention, the spacing triggers an alert if this value is greater than a predefined threshold, for example 75 feet. In another embodiment of the invention, the spacing triggers an alert when the value of the deviation is greater than a safety margin defined by a VPPL type of tolerance.
    In one embodiment, the calculation of a vertical profile prediction to hold a constraint at step 320 is performed in the descent phases by calculating a point of rejoining the reference vertical profile by a profile of vertical join calculated according to a flight set point prediction comprising: - if the altitude of the aircraft is greater than the altitude defined at the same point by its reference flight profile, by simultaneously performing: 1) The assignment of an Idle thrust command to the engine (of the English expression meaning minimum thrust usable when the aircraft is in flight); 2) If the automatic speed mode is engaged, an assignment of a speed command higher than the expected speed, for example equal to the theoretical speed of the profile, plus a speed margin of 5 knots; 3) If the automatic speed mode is not engaged, an assignment of a selected speed control to the FCU; 4) A passage in aerodynamic configuration half airbrakes out;
    Through a constant load factor transition step between the current configuration and the join configuration over it - If the aircraft's altitude is lower than the altitude defined at the same point by its reference flight profile , a profile joined from below by simultaneously carrying out: 1) A rejoining of the reference profile carried out at constant vertical speed, possibly interspersed with bearings making it possible to respect the intermediate constraint altitude constraints until the reference profile is reached, 2 ) If the automatic speed mode is engaged, an assignment of a speed command equal to the theoretical speed of the profile, possibly limited to the next speed constraint if it occurs before the theoretical speed; 3) If the automatic speed mode is not engaged, an assignment of a selected speed control to the FCU; 4) A transition to the smooth aerodynamic configuration is used to calculate the rejoin profile of the vertical reference profile.
    [00130] If these commands do not allow to join the vertical profile before the altitude constraint, it is considered in step 330 as missed. In a set of embodiments of the invention, the vertical guidance mode managed by servo-control of the vertical reference profile is reengaged as soon as the difference between the position of the aircraft and the vertical reference profile is less than a threshold. . In one embodiment of the invention, this threshold has a predefined value, for example 75 or 150 feet. In another embodiment of the invention, the threshold is defined by a performance constraint of the VPPL type, for example defined by the standard D0236C.
    In the example described in FIG. 6, the application of the commands defined above makes it possible to define the vertical profile segment 640, which allows the aircraft to validate the altitude tolerances VPPL from point 641. The managed mode can then be reset as soon as the aircraft reaches point 641.
    FIG. 7 represents two examples of rejoin profile in the descent phase calculated by a method according to one embodiment of the invention, for example the method 300b.
    The vertical reference profile is materialized by the cruising segments 710, and descending 711, 712, 713, and 714 complying with the constraints "AT OR BELOW" 720, "AT OR ABOVE" 721, "WINDOW" 722, "AT" 723.
    In a first example, the aircraft 750 is located below the vertical reference profile. The altitude of the aircraft is already below the minimum altitude of the constraint 720. The constraint 721 is then selected as the next vertical constraint to be satisfied, and a vertical profile prediction making it possible to hold it is calculated. This setpoint defines a constant speed descent segment 751, then a level segment 752. It makes it possible to hold the constraint 721. Moreover, it makes it possible to join the vertical reference profile at the level of the constraint 721. reference is then defined as the joined profile consisting of segments 751 and 752, then the remaining segments 713 and 714 of the vertical reference profile.
    In a second example, an aircraft 730 is located at an altitude greater than that defined at the same point by the vertical reference profile. A method according to the invention then calculates a joined profile over, for example according to the embodiment described with reference to FIG. 6, for joining a vertical reference profile when the aircraft is located above . This trajectory 731 does not make it possible to hold the constraint 720. Iteratively, the method 300b calculates a vertical profile prediction to hold the constraints 721 and 722, then, at the step 331b, the respect of the constraints 721 and 722 is not valid. A new calculation iteration is then started to hold the constraint 723. In this case, the vertical profile prediction makes it possible to hold the constraint 723, and to join the vertical reference profile before the constraint 723, at the point 732. The step 341b is then activated, and the vertical profile of the aircraft is defined as the joined profile over 731 to point 732, followed by the remaining portion of segment 713 of the vertical reference profile.
    In a third example, the aircraft 740 is located below the vertical reference profile. The altitude of the aircraft is already below the minimum altitude of the constraints 720 and 721. A profile of rejoined below is thus calculated to join the constraint 722, for example according to the embodiment described with reference to FIG. 6, for joining a vertical reference profile when the altitude of the aircraft is below the reference profile. Firstly, a vertical profile prediction to hold the constraint 722 is calculated, successively forming a segment 741 downhill at constant speed, then a segment 742 in level. This setpoint makes it possible to hold the constraint 722, but not to join the vertical reference profile. A new setpoint is then calculated to take the constraint 723. This setpoint defines a segment 743 downhill at a constant speed, and makes it possible to hold the constraint 723. Moreover, it makes it possible to join the vertical reference profile before the constraint, to the point 744. The vertical profile thus formed thus comprises segments 741, 742, 743 of the rejoin profile up to point 744, then the remaining portion of segment 714 of the reference profile.
    These examples demonstrate the ability of a method according to the invention to calculate a rejoining profile of a downward reference vertical profile, whether the aircraft is initially located above or below the vertical profile of the aircraft. reference.
    In a set of embodiments of the invention, the vertical rejoin profile is displayed on the VD.
    In a set of embodiments of the invention, an artificial waypoint indicates, on the ND and in a list of waypoints, the interception point where the joining of the vertical reference profile is provided.
    The above examples demonstrate the ability of a method according to the invention to propose an adaptation of the vertical profile of an aircraft to join a vertical reference profile of said aircraft. They are however given only by way of example and in no way limit the scope of the invention, defined in the claims below.
    权利要求:
    Claims (18)
    [1" id="c-fr-0001]
    1. A method of automatic adaptation of the vertical profile of an aircraft comprising: - a step (310) for selecting an altitude constraint to be respected; a step (320) for calculating a vertical profile prediction making it possible to respect said altitude constraint; a step (330) for validating the vertical profile prediction; if the vertical profile prediction is validated, a step (340) for applying the vertical profile prediction; - otherwise ,: - a step (360) of determining the existence of a next altitude constraint to be respected; if a next altitude constraint exists: a step (360) for selecting a next altitude constraint to be respected; a return to the step (320) of calculating a vertical profile prediction making it possible to respect said altitude constraint; otherwise, a step (370) of applying an exit procedure.
    [2" id="c-fr-0002]
    2. Method according to claim 1, comprising, prior to the step (310) for selecting an altitude constraint to be complied with, a step (301) for selecting a horizontal trajectory.
    [3" id="c-fr-0003]
    The method of claim 2, wherein the step (301) of selecting the horizontal path comprises selecting the active lateral path if the managed lateral guidance is engaged, or selecting a rejoin path if the guidance Managed side is not engaged.
    [4" id="c-fr-0004]
    4. Method according to one of claims 1 to 3, wherein the step (330) for validating the vertical profile prediction comprises a substep (331b) validation of compliance with the altitude constraint according to said prediction vertical profile.
    [5" id="c-fr-0005]
    5. Method according to one of claims 1 to 4, wherein the step (330) for validating the vertical profile prediction comprises a substep (332b) validation of the rejoin of the vertical profile reference, at most late to the altitude constraint.
    [6" id="c-fr-0006]
    6. Method according to one of claims 1 to 5, wherein the output procedure comprises the calculation of a last vertical profile prediction, said last vertical profile prediction of: if the aircraft is in a climb phase, in a prediction of rejoining the cruising altitude; if the aircraft is in a descent or approach phase, in a destination prediction of a final approach point.
    [7" id="c-fr-0007]
    7. Method according to one of claims 1 to 6, wherein said altitude constraint to be complied with is a point constraint.
    [8" id="c-fr-0008]
    The method according to claim 4, wherein the altitude constraint is a point constraint marking the end of a vertical climb segment, and the step (320) of calculating a vertical profile prediction making it possible to respect said altitude constraint is performed according to a flight set point prediction comprising: if a predicted altitude of the aircraft is greater than said altitude constraint, a continuation of the climb up to the altitude of the constraint followed by leveling the aircraft as long as the altitude constraint is in front of the aircraft; if a predicted altitude of the aircraft is lower than said altitude constraint: an increase in the engine thrust up to a value making it possible to respect said altitude constraint or a maximum allowable value of the continuous engine thrust; if the increase in engine thrust does not make it possible to respect said altitude constraint, and the speed guide mode is the managed mode, a reduction in the speed of the aircraft until a slope value is obtained to respect or pass as close to said altitude constraint or a minimum acceptable value of the speed of the aircraft.
    [9" id="c-fr-0009]
    9. The method of claim 4, wherein said altitude constraint is a point constraint marking the end of a vertical cruising segment, and the step (320) of calculating a vertical profile prediction to respect said constraint is carried out according to a flight setpoint prediction comprising: if the altitude of the aircraft is above said altitude constraint, the calculation of a flight instruction comprising the maintenance of the current horizontal speed, and a predefined negative vertical speed; if the altitude of the aircraft is below said altitude constraint: a prediction of engine thrust at a maximum admissible value of a continuous thrust; a setpoint for maintaining the current horizontal speed.
    [10" id="c-fr-0010]
    10. Method according to one of claims 1 to 3, wherein said altitude constraint to be respected is a constraint distributed over at least one subpart of a vertical segment.
    [11" id="c-fr-0011]
    The method of claim 10, wherein said altitude constraint is of the VPPL type.
    [12" id="c-fr-0012]
    12. Method according to one of claims 1 to 7, wherein said altitude constraint is a point constraint or distributed on a vertical segment of descent, and the step (320) for calculating a vertical profile prediction allowing to respect said altitude constraint is performed according to a flight set point prediction comprising: if the current or predicted position of the aircraft is situated above said altitude constraint, the transition from the current configuration to a configuration for rejoining, said transition being carried out at constant load factor and the configuration for joining being characterized by: a minimum thrust instruction; - a half-exit instruction of the airbrakes; if the current or predicted position of the aircraft is situated below said altitude constraint: a constant vertical speed transition setpoint; - A setpoint among a set of smooth aerodynamic configuration and aerodynamic configuration used to calculate a vertical reference profile downhill.
    [13" id="c-fr-0013]
    The method according to claim 12, wherein the step (330) of validating compliance with the altitude constraint by the vertical profile prediction comprises calculating a difference between a predicted altitude on the vertical profile prediction and a predicted altitude on the downhill reference vertical profile.
    [14" id="c-fr-0014]
    The method according to claim 13, wherein compliance with said altitude constraint is not validated if the difference between the predicted altitude on the vertical profile prediction and the predicted altitude on the vertical reference profile in descent is greater than a predefined threshold.
    [15" id="c-fr-0015]
    15. Method according to one of claims 11 and 13, wherein the respect of said altitude constraint is not validated if the altitude of the aircraft is located outside of a margin of safety compared to the profile. vertical downward reference defined by a VPPL constraint.
    [16" id="c-fr-0016]
    16. Method according to one of the preceding claims, comprising, when compliance with said altitude constraint is not validated: a step of applying the vertical profile prediction calculated in the calculation step (320); a vertical profile prediction to respect said altitude constraint; a vertical profile prediction storage (332b) up to said altitude constraint; a reuse of a predicted state of the aircraft at said altitude constraint, according to the vertical profile prediction stored during the return to step (320) of calculating a prediction of a flight instruction to hold the constraint.
    [17" id="c-fr-0017]
    17. A trajectory calculation system comprising calculation means configured to perform an automatic adaptation of a vertical profile of an aircraft, said adaptation comprising at least: a step (310) for selecting an altitude constraint at respect; a step (320) for calculating a vertical profile prediction making it possible to respect said altitude constraint; a step (330) for validating the vertical profile prediction; if the respect of the vertical profile prediction is validated, a step (340) for applying the vertical profile prediction; - otherwise: - a step (360) of determining the existence of a next altitude constraint to be respected; if a next altitude constraint exists: a step (360) for selecting a next altitude constraint to be respected; a return to the step (320) of calculating a vertical profile prediction making it possible to respect said altitude constraint; otherwise, a step (370) of applying an exit procedure.
    [18" id="c-fr-0018]
    A computer program product comprising program code instructions recorded on a computer-readable medium for automatically adapting a vertical profile of an aircraft when said program is running on a computer, said program code instructions being configured for: select an altitude constraint to respect; calculating a vertical profile prediction making it possible to respect said altitude constraint; - validate the vertical profile prediction; - if the vertical profile prediction is validated, apply the vertical profile prediction; - if the vertical profile prediction is not validated: - Determine the existence of a next altitude constraint to be respected; - If a following altitude constraint exists: - Select a next altitude constraint to respect; - Execute said computer code elements configured to calculate a flight instruction to respect said altitude constraint; - If a next altitude constraint does not exist, execute an exit procedure.
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    同族专利:
    公开号 | 公开日
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    US20170323573A1|2017-11-09|
    US10380901B2|2019-08-13|
    FR3051057B1|2021-11-26|
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    法律状态:
    2017-04-27| PLFP| Fee payment|Year of fee payment: 2 |
    2017-11-10| PLSC| Publication of the preliminary search report|Effective date: 20171110 |
    2018-05-01| PLFP| Fee payment|Year of fee payment: 3 |
    2019-04-29| PLFP| Fee payment|Year of fee payment: 4 |
    2020-05-05| PLFP| Fee payment|Year of fee payment: 5 |
    2021-04-26| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1600740A|FR3051057B1|2016-05-04|2016-05-04|PROCESS FOR AUTOMATICALLY JOINING A VERTICAL REFERENCE PROFILE OF AN AIRCRAFT|FR1600740A| FR3051057B1|2016-05-04|2016-05-04|PROCESS FOR AUTOMATICALLY JOINING A VERTICAL REFERENCE PROFILE OF AN AIRCRAFT|
    US15/492,693| US10380901B2|2016-05-04|2017-04-20|Method for automatically rejoining a reference vertical profile of an aircraft|
    CN201710303033.7A| CN107402576A|2016-05-04|2017-05-03|Method for the reference Vertical Profile of automatic reclosing aircraft|
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