• 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:
    - Method and device for automatically determining a speed speed profile for an aircraft. The device comprises a calculation unit which is configured to determine a speed profile (P1) which is such that, from upstream to downstream, the speed (V) is maintained at a speed constraint (V1) imposed on a point B1), until said waypoint (B1), then a deceleration (T2) is carried out from this waypoint (B1) to an optimal speed (Vopt), said optimal speed (Vopt) being maintained until another deceleration (T4) leading directly to a downstream speed limitation (V2) reached at a given altitude level (A2).
    公开号:FR3014213A1
    申请号:FR1362113
    申请日:2013-12-04
    公开日:2015-06-05
    发明作者:Marine Labastie；Adriana Gomez-Zamora
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method and a device for automatically determining a speed profile for descent and / or approach for an aircraft. It is known that, in order to construct a descent and / or approach profile of an aircraft, in particular of a transport aircraft, with a view, in particular, of landing on an airstrip of an airport, a system flight management system (FMS) of the aircraft, determines an optimized vertical profile, and this by performing an upstream calculation, that is to say towards the rear ( "Backward"). This vertical profile includes a speed profile (indicating a variation of the speed of the aircraft as a function of the distance, in particular with respect to the threshold of the landing runway) and an altitude profile (indicating a variation of the altitude of the aircraft also according to said distance). The calculation of the vertical profile towards the rear is carried out starting from a starting point of computation, namely the threshold of the track or, according to the type of approach for example, a usual point (such as a « missed approach point "or a" final end point "), and this up to an end point of calculation, for example the last level of cruising flight. The calculation of the vertical profile is performed, in the usual way, by the flight management system taking into account the speed and / or altitude limitations inserted into the flight plan. The speed profile of the vertical profile comprises a series of constant speed bearings and deceleration sections. The aircraft will in principle be guided during the descent and / or approach so as to follow this vertical profile.
    [0002] Moreover, during the flight, it could be provided that the aircraft has to respect a particular speed constraint at a given waypoint of the descent or the approach, imposed for example by an air traffic controller, and in particular a constraint: - of type "AT", for which the speed must have at a given waypoint of the lateral flight path, a speed value equal to the speed constraint considered; or - of the type "AT or ABOVE", for which the speed must have at a given waypoint of the lateral flight path, a speed value equal to or greater than the speed constraint considered. However, there is currently no means for automatically inserting such a type of speed constraint "AT" or type "AT or ABOVE" in a usual speed profile determined in the aforementioned manner. The present invention aims to overcome this disadvantage. It relates to a method for automatically determining at least one speed profile for descent and / or approach for a flying aircraft. According to the invention, said method, wherein the velocity profile comprises a series of constant speed bearings and deceleration sections and is determined backward from a computation start point, said velocity profile being transmitted to at least one user device, is remarkable in that it further comprises a series of steps consisting of: a) receiving at least one speed constraint, of the "AT" type or of the "AT or ABOVE" type For a given waypoint, the aircraft having to fly at least at a speed corresponding to this speed constraint at said waypoint; and b) determining at least a portion of the velocity profile upstream and downstream of said waypoint, defining backward acceleration (which corresponds to a deceleration stolen by the aircraft) from a limitation of downstream speed (either a speed restriction or a speed related to a deceleration capacity to the track) imposed at a given altitude level up to an optimum speed which is maintained until a new acceleration, this new acceleration resulting directly in said speed constraint at said given waypoint so that said portion of the speed profile is such that, from upstream to downstream, the speed is maintained at said speed constraint up to said waypoint, and then deceleration is carried out from said waypoint to the optimum speed, said optimum speed being maintained until another deceleration directly leading to said limitation of e downstream speed reached at said given altitude level. Thus, thanks to the invention, there is a method for automatically inserting a type of speed constraint "AT" or type "AT or ABOVE" in a speed profile. For this purpose, the speed constraint is maintained only up to the given waypoint, then a direct deceleration is carried out to arrive at an optimum speed which is maintained as long as possible (until a new deceleration must be carried out for ultimately result directly in said speed limit at said given altitude level). Altitude level means an altitude or height above ground or a position in space (at a certain altitude or height from the ground). Advantageously, said optimum speed is a speed that makes it possible to optimize at least one particular cost index, in particular the fuel consumption and / or the flight time. Since, thanks to the invention, the optimum speed is maintained as long as possible, the speed profile obtained makes it possible to optimize the criterion or criteria taken into account in the cost index used to calculate this optimum speed. Furthermore, advantageously, the method determines a vertical profile comprising, in addition to the speed profile, an altitude profile determined simultaneously with said speed profile. Furthermore, advantageously, in step a), said speed constraint can: - be automatically received from an onboard database; and / or - be seized by a pilot of the aircraft; and / or - be received automatically from a control station external to the aircraft, via a data transmission link. The present invention also relates to a device for automatically determining at least one speed profile for descent and / or approach for an aircraft, the speed profile comprising a series of constant speed bearings and sections. deceleration.
    [0003] According to the invention, said device of the type comprising a calculation unit configured to determine the speed profile backwards from a computation start point and a data transmission unit configured to transmit the speed profile to at least one user device, is remarkable in that it comprises, in addition, at least one data receiving unit configured to receive at least one speed constraint for a given waypoint, the aircraft having to fly at least a speed corresponding to this velocity constraint at said waypoint, and in that said computing unit is configured to determine at least a portion of the velocity profile upstream and downstream of said waypoint, defining backward a acceleration from a downstream speed restriction imposed at a given altitude level to an optimum speed which is maintained until a new acceleration, this new e acceleration resulting directly in said speed constraint at said given waypoint so that said portion of the speed profile is such that, from upstream to downstream, the speed is maintained at said speed constraint up to said waypoint, and then deceleration is carried out from said waypoint to the optimum speed, said optimum speed being maintained (as long as possible) until another deceleration leading directly to said downstream speed limitation reached at said given altitude level. Advantageously, said device further comprises a display unit for displaying said speed profile. The present invention further relates to: - a flight management system, which comprises such a device for automatically determining a speed profile; and an aircraft, in particular a transport aircraft, which is provided with a system and / or a device such as those mentioned above. The figures of the appended drawing will make it clear how the invention can be realized. In these figures, identical references designate similar elements. Figure 1 is a block diagram of a device for automatically determining a speed profile, which illustrates an embodiment of the invention.
    [0004] Figure 2 schematically shows a vertical profile comprising a speed profile and an altitude profile. The device 1 shown diagrammatically in FIG. 1 and making it possible to illustrate the invention is intended to automatically determine (or construct) at least one speed profile P1 for the purpose of descent and / or approach for an aircraft. (Not shown), particularly a civil transport aircraft, flying along a lateral flight path (not shown) including waypoints. More specifically, the device 1 is configured to construct a vertical profile PV (FIG. 2) comprising in a usual way, in addition to the speed profile P1, also an altitude profile P2 constructed simultaneously with said speed profile P1. To do this, the device 1 for automatically determining at least one speed profile P1, which is embarked on the aircraft, comprises: a calculation unit 2 which is configured to determine (or build) at least one speed profile P1 towards the aircraft; back from a computation start point (not shown); and a data transmission unit (comprising, for example, a link 3) which is configured to transmit the speed profile P1 (and the altitude profile P2) to a set 4 of user device (s). This assembly 4 may comprise an aircraft guidance system, in particular an autopilot system and / or a flight director, which uses a vertical profile to guide or help guide the aircraft. Preferably, the assembly 4 comprises, at least, a display unit 5 for displaying at least the speed profile P1 constructed by the calculation unit 2. The calculation unit 2 is formed so as to construct a profile vertical PV comprising a speed profile P1 and an altitude profile P2. The vertical profile PV thus comprises, as represented in FIG. 2: a speed profile P1 which indicates a variation of the speed V of the aircraft as a function of the distance D, in particular with respect to the threshold of a track of landing (not shown) on which the pilot plans to land. This speed profile P1 comprises a series of constant speed bearings (T1, T3) and deceleration sections (T2, T4); and an altitude profile P2 which indicates a variation of the altitude A of the aircraft, also as a function of said distance D and which comprises a plurality of straight (descent) sections T6, T7, T8, T9, T10 at different slopes. In FIG. 2, the profiles P1 and P2 are superimposed, being aligned on the abscissa as a function of the distance D. According to the invention, the device 1 further comprises at least one data receiving unit 6 which is configured to receive at least one velocity constraint V1 for a given waypoint B1, namely an "AT" or "AT or ABOVE" type velocity constraint, the aircraft therefore having to fly at least one speed corresponding to this speed constraint V1 at said waypoint B1. In addition, according to the invention, said calculation unit 2 is configured to determine (or build) at least a part of the speed profile P1 upstream and downstream of said waypoint B1 (Al altitude), defining a backward acceleration (which corresponds to a deceleration stolen by the aircraft) from a speed limit downstream V2 (imposed at an altitude level A2 given) to an optimal speed Vopt, which is maintained until a new acceleration, this new acceleration resulting directly in said speed constraint V1 directly to said given waypoint B1. This construction of said part of the speed profile P1 is such that, from upstream to downstream (that is to say from left to right in FIG. 2): the speed V is maintained at said speed constraint V1 (eg 300 knots) until said waypoint B1; - Then a deceleration (illustrated by a section T2 in Figure 2) is performed from said waypoint B1 to the optimum speed Vopt (reaching a point B3 of altitude A3 between A1 and A2); the optimum speed Vopt is maintained as long as possible until another deceleration (illustrated by a section T4 and starting at a point B4 of altitude A4 between A3 and A2); and the latter deceleration leads directly to said downstream speed limit V2 (for example 250 knots) which is reached at said given altitude level A2 (corresponding to a point B2 on the flight path).
    [0005] In a preferred embodiment, the units 2 and 6 are integrated in a central unit 7, preferably part of a flight management system, of the FMS type ("Flight Management System" in English), of the aircraft . Likewise, preferably, the display unit 5 can also be part of the FMS system. Thus, thanks to the invention, the speed constraint V1 is maintained only up to the given waypoint B1, then a deceleration is performed (illustrated by the section T2) to arrive at the optimum speed Vopt that is maintained on the as long as possible, and finally a new deceleration (illustrated by the section T4) is realized to directly lead to the speed limitation V2 at said given altitude level A2 (for example 10000 feet). By altitude level is meant an altitude A2 or a height relative to the ground, or a B2 position (located at a certain altitude A2 or height relative to the ground).
    [0006] Said optimum speed Vopt is a speed that makes it possible to optimize a particular cost index, in particular fuel consumption and / or noise, and is calculated in the usual way. Since, thanks to the invention, the optimum speed Vopt is maintained as long as possible, the speed profile P1 obtained makes it possible to optimize the criterion or criteria taken into account in the cost index used to calculate this optimum speed Vopt. In particular, this speed profile P1 optimizes fuel consumption, fuel consumption being reduced if the deceleration is performed at reduced altitude. In the context of the present invention, said speed constraint V1 can be received in different ways by the data receiving unit 6. In a first embodiment, the speed constraint V1 is recorded in a database 8 of the device 1, and it is automatically received from the database 8 via a link 9. In an alternative embodiment, said database 8 can be directly integrated into the central unit 7. In addition, in a second embodiment said speed constraint V1 is entered by a pilot of the aircraft, with the aid of an input unit 10, for example a keyboard associated with a screen, which is connected by a link 11 to the central unit 7 Such a capture of a speed constraint V1 can be performed, in particular, after the air traffic control has orally provided this speed constraint V1 to the pilot of the aircraft. Furthermore, in a third embodiment, said speed constraint V1 is automatically received by the device 1 on board the aircraft, after being transmitted from a control station external to the aircraft, in particular from an air traffic control station, using a conventional transmitter 12 (not embarked on the aircraft and shown in broken lines in FIG. 1 for this reason), and transmitted via a data transmission link 13 (between the external station and the aircraft).
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A method for automatically determining at least one speed profile for descent and / or approach for an aircraft, wherein the speed profile (P1) comprises a series of constant speed bearings (T1, T3, T5) and deceleration sections (T2, T4) and is determined backwards from a computation start point, said speed profile (P1) being transmitted to at least one user device (4) , characterized in that it further comprises a sequence of steps consisting of: a) receiving at least one speed constraint (V1) for a given waypoint (B1), the aircraft having to fly at least a speed corresponding to this speed constraint (V1) at said waypoint (B1); and b) determining at least a portion of the velocity profile (P1) upstream and downstream of said waypoint (B1), defining backward acceleration from an imposed downstream velocity limitation (V2). at a given altitude level (A2) up to an optimum speed (Vopt) which is maintained until a new acceleration, this new acceleration resulting directly in said speed constraint (V1) at said waypoint (B1), so that said portion of the speed profile (P1) is such that, from upstream to downstream, the speed (V) is maintained at said speed constraint (V1) until said waypoint (B1), then deceleration (T2) is performed from said waypoint (B1) to the optimum speed (Vopt), said optimum speed (Vopt) being maintained until another deceleration (T4) leading directly to said downstream speed limitation ( V2) reached at said given altitude level (A2).
    [0002]
    2. Method according to claim 1, characterized in that said optimum speed (Vopt) is a speed for optimizing at least one particular cost index.
    [0003]
    3. Method according to one of claims 1 and 2, characterized in that in step a), said speed constraint (V1) is automatically received from an onboard database (8).
    [0004]
    4. Method according to one of claims 1 and 2, characterized in that in step a), said speed constraint (V1) is entered by a pilot of the aircraft.
    [0005]
    5. Method according to one of claims 1 and 2, characterized in that in step a), said speed constraint (V1) is automatically received from a control station external to the aircraft, via a link (13) data transmission.
    [0006]
    6. Device for automatically determining at least one speed profile for a descent and / or an approach for an aircraft, the speed profile (P1) comprising a series of constant speed bearings (T1, T3 ) and deceleration sections (T2), said device (1) comprising a calculation unit (2) configured to determine the speed profile (P1) backwards from a calculation start point and a unit data transmission device (3) configured to transmit the speed profile to at least one user device (4), characterized in that it further comprises at least one data receiving unit (6) configured to receive at least one minus a speed constraint (V1) for a given waypoint (B2), the aircraft having to fly at least at a speed corresponding to this speed constraint (V1) at said waypoint (B2), and in that said calculation unit (2) is configured to determine at least part of the profile of speed (P1) upstream and downstream of said waypoint (B1), by defining backward acceleration from a downstream speed limitation (V2) imposed at a given altitude level (A2) up to at an optimum speed (Vopt) which is maintained until a new acceleration, this new acceleration resulting directly in said speed constraint (V1) at said waypoint (B1), so that said portion of the speed profile (P1 ) is such that, from upstream to downstream, the speed (V) is maintained at said speed constraint (V1) until said waypoint (B1), then a deceleration (T2) is performed from said waypoint (B1) to the optimum speed (Vopt), said optimum speed (Vopt) being maintained until another deceleration (T4) leading directly to said downstream speed limit (V2) reached at said altitude level (A2) given.
    [0007]
    7. Device according to claim 6, characterized in that it further comprises a display unit (5) for displaying at least said speed profile (P1).
    [0008]
    8. Flight management system of an aircraft, characterized in that it comprises a device (1) such as that specified in one of claims 6 and 7.
    [0009]
    9. Aircraft, characterized in that it comprises a device (1) such as that specified in one of claims 6 and 7.
    [0010]
    10. Aircraft, characterized in that it comprises a flight management system such as that specified in claim 8.
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    FR3014213B1|2016-02-05|
    US9688417B2|2017-06-27|
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    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2018-12-19| PLFP| Fee payment|Year of fee payment: 6 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 7 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 8 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1362113A|FR3014213B1|2013-12-04|2013-12-04|METHOD AND DEVICE FOR AUTOMATICALLY DETERMINING A SPEED LOAD SPEED PROFILE FOR AN AIRCRAFT.|FR1362113A| FR3014213B1|2013-12-04|2013-12-04|METHOD AND DEVICE FOR AUTOMATICALLY DETERMINING A SPEED LOAD SPEED PROFILE FOR AN AIRCRAFT.|
    US14/559,142| US9688417B2|2013-12-04|2014-12-03|Method and device for automatically determining a speed profile with speed levels for an aircraft|
    CN201410726010.3A| CN104699942B|2013-12-04|2014-12-04|The method and apparatus for automatically determining the VELOCITY DISTRIBUTION of the speed level with aircraft|
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