• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
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  • 优先权
    • 专利摘要:
    - Method and device for generating an optimum flight path to be followed by an aircraft. The device (1) comprises a database (11) comprising data relating to obstacles, a first determination module (10) for determining at least one obstacle intercepted by a direct trajectory connecting an initial point to the target point, a second determination module (20) for determining at least one lateral extreme vertex of at least one intercepted obstacle, an evaluation module (30) for assigning a score to each segment corresponding to a segment between a lateral extreme vertex and the point initial, a storage module (50) for storing in a memory (51) the section corresponding to the optimum extreme vertex having the best rating, the optimum flight trajectory corresponding to all the sections stored in the memory (51), the previous modules being implemented iteratively, the device (1) further comprising a transmission module (60) for transmitting the optimal flight path to a device user itif (70).
    公开号:FR3056778A1
    申请号:FR1659319
    申请日:2016-09-29
    公开日:2018-03-30
    发明作者:Jean-Claude Mere
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    TECHNICAL AREA
    The present invention relates to a method and a device for generating an optimal flight path intended to be followed by an aircraft, in particular a transport aircraft.
    STATE OF THE ART
    The object of the present invention is to generate, using on-board means, optimized trajectories in real time, which are flyable in constrained dynamic environments, that is to say in environments which are likely to contain objects. or obstacles, with which the aircraft should avoid colliding. These objects or obstacles correspond in particular to mobile objects such as areas of meteorological disturbances, for example, thunderstorm areas, or other aircraft.
    It is known that the management of the flight path of an aircraft is generally left to an onboard flight management system. Editing a flight plan, in particular, is often a complicated process, requiring multiple interactions with aircraft systems, the end result of which is not fully optimized. This is in particular due, on the one hand, to the difficulties and limitations inherent in the use of published routes and procedures, and, on the other hand, to the limitations of the already existing functions to generate unpublished trajectories (for example "DIR TO ").
    Document FR 2 968 441 describes a method and a device making it possible to determine an optimal flight path followed by an aircraft. It proposes an algorithm for generating optimized trajectories in real time, which can be carried on board an aircraft, which produces flightable trajectories in dynamic environments. It relies on a discretization of the space around the aircraft, based on the elements used by the flight management system (FMS) and a heuristic calculated based on the distance direct to the joining point which is the point to be reached by the trajectory. It also favors, via heuristics, solutions that minimize the deviations from the course relative to the direct trajectory of the aircraft towards the meeting point. However, the algorithm used does not take into account the location or the geometry of the obstacles to anticipate collisions with the environment. It generates new candidate positions for each iteration and checks a posteriori that these positions are admissible with respect to environmental constraints such as w the absence of collision between the trajectory making it possible to reach this new position and the obstacles. The algorithm therefore goes straight to the meeting point until it encounters an obstacle, then it goes back to bypass this obstacle by trying other directions. The algorithm process has the particularity of being fairly robust to the various possible configurations, but it sometimes leads to a long and crippling calculation time for an on-board function because the absence of anticipation causes the algorithm to calculate unnecessarily a significant quantity of positions at each stage which lead to positions which are inadmissible at the following stages.
    The solution proposed by document FR 2 968 441 could be optimized.
    STATEMENT OF THE INVENTION
    The object of the present invention is to overcome the drawback of unnecessary calculations.
    To this end, the invention relates to a method of generating an optimal flight path intended to be followed by an aircraft, said flight path being defined between a current point and a target point.
    According to the invention, the method comprises the following steps, executed automatically and iteratively:
    a / a first determination step, implemented by a first determination module, consisting in determining at least one obstacle intercepted by a direct trajectory connecting an initial point to the target point, the obstacle or obstacles corresponding to data included in a database data containing data relating to the obstacles, and said initial point corresponding to the current point at a first iteration, the initial point corresponding to an optimal peak at the iterations following the first iteration;
    b / a second determination step, implemented by a second determination module, consisting in determining at least one extreme lateral apex of at least one intercepted obstacle, on either side of the direct trajectory;
    c / an evaluation step, implemented by an evaluation module, consisting in assigning a note to each segment corresponding to a segment between an extreme lateral vertex and the initial point, the note being representative of its capacity to complete a target set, with the highest score being assigned to the optimal extreme peak;
    d / a first storage step, implemented by a first storage module, consisting in storing in a first memory each extreme lateral vertex, with the note assigned to it as well as a section of trajectory between the initial point and the extreme lateral apex;
    e / a second storage step, implemented by a second storage module, consisting in storing in a second memory the section corresponding to the optimal extreme vertex, the series of steps a / to e / previous being repeated until that a section between an optimal extreme summit and the target point does not encounter any obstacle, the optimal flight trajectory then being reconstituted in reverse from the target point and all of the sections stored in the second memory;
    the method further comprising, after a last iteration:
    f / a transmission step, implemented by a transmission module, consisting in transmitting the optimal flight path to a user device.
    Thus, the invention takes into account the geometry of the obstacles by determining extreme lateral vertices. The method and the device make it possible to obtain rapid convergence by relying on the geometry of the obstacles to define a variable heuristic (or note) adapted to the environmental situation, so as to orient the calculation algorithm described in the document FR 2,968,441 directly to the directions which will allow finding a solution while limiting the number of positions explored.
    Advantageously, the second determination step comprises the following sub-steps:
    if an extreme lateral vertex is directly visible from the initial point, a first determination sub-step, implemented by a first determination sub-module, consisting in determining at least one coordinate of at least one extreme lateral vertex directly visible from the initial point, if a lateral extreme vertex is hidden from the initial point, a second determination sub-step, implemented by a second determination sub-step, consisting in executing the following sub-steps:
    - a sub-step of determining at least one obstacle intercepted by an auxiliary trajectory connecting the initial point to the hidden lateral extreme point,
    - a sub-step of determining at least one coordinate of at least one extreme lateral vertex of at least one intercepted obstacle, on either side of the auxiliary trajectory.
    According to a particular feature, the evaluation step consists in determining, for each lateral extreme vertex, the sum of a first distance between the current point and the lateral extreme vertex and a second distance between the lateral extreme vertex and the point target, the score being inversely proportional to the sum of the first distance and the second distance.
    Furthermore, the first determination step is preceded by an obstacle transformation step, implemented by a transformation module, consisting in applying an obstacle dilation function to the data relating to the obstacles.
    The invention also relates to a device for generating an optimal flight path intended to be followed by an aircraft, said flight path being defined between a current point and a target point.
    According to the invention, the device comprises:
    - a database including data relating to obstacles,
    a first determination module configured to determine at least one obstacle intercepted by a direct trajectory connecting an initial point to the target point, the obstacle or obstacles corresponding to data included in the database, the initial point corresponding to the current point at a first iteration, the initial point corresponding to an optimal peak at the iterations following the first iteration;
    - a second determination module configured to determine at least one extreme lateral apex of at least one intercepted obstacle, on either side of the direct trajectory;
    - an evaluation module configured to assign a score to each segment corresponding to a segment between a lateral extreme vertex and the initial point, the score being representative of its ability to fulfill the objective set, the best score being awarded to the extreme summit optimal;
    - A first storage module configured to store in a first memory each lateral extreme vertex, with the note which is assigned to it as well as the section between the initial point and the lateral extreme vertex;
    - a second storage module configured to store in a second memory the section corresponding to the optimal extreme vertex;
    the previous modules being configured to be implemented iteratively until a section between an optimal extreme summit and the target point does not encounter any obstacle, the optimal flight trajectory then being reconstituted in reverse from the target point and all of the sections stored in the second memory;
    the device further comprising a transmission module configured to transmit the optimal flight path to a user device.
    Advantageously, the second determination module comprises:
    - a first determination sub-module configured to determine at least one coordinate of at least one lateral extreme vertex directly visible from the initial point, if an extreme lateral vertex is directly visible from the initial point;
    - a second determination sub-module configured to execute the following sub-steps, if an extreme lateral vertex is hidden from the initial point:
    - a sub-step of determining at least one obstacle intercepted by an auxiliary trajectory connecting the initial point to the hidden lateral extreme point,
    - a sub-step of determining at least one coordinate of at least one extreme lateral vertex of at least one intercepted obstacle, on either side of the auxiliary trajectory.
    Furthermore, the device comprises a transformation module, consisting in applying an obstacle dilation function to the data relating to the obstacles.
    The invention also relates to an aircraft, in particular a transport aircraft, which comprises a device for generating an optimal flight path, such as that described above.
    BRIEF DESCRIPTION OF THE FIGURES
    The invention, with its characteristics and advantages, will emerge more clearly on reading the description made with reference to the appended drawings in which:
    - Figure 1 schematically shows an embodiment of the w device for generating an optimal flight path intended to be followed by an aircraft;
    - Figure 2 schematically represents the determination of the lateral extreme vertices from the current point;
    - Figure 3 schematically shows an example of determining a score assigned to a section of trajectory;
    - Figure 4 schematically shows the determination of obstacles intercepted by the direct path from the initial point;
    - Figure 5 shows schematically the determination of obstacles intercepted by the direct path from a directly visible extreme lateral vertex;
    - Figure 6 schematically shows the determination of a hidden lateral extreme from the initial point;
    - Figure 7 schematically shows the determination of the direct path between a hidden lateral extreme and the target point;
    - Figure 8 schematically shows an optimal flight path determined from the method;
    - Figure 9 illustrates a block diagram of the method for generating an optimal flight path intended to be followed by an aircraft.
    DETAILED DESCRIPTION
    The remainder of the description will refer to the figures cited above.
    FIG. 1 illustrates an embodiment of a device 1 for generating at least one optimal flight path 15 (FIG. 8) intended to be followed by an AC aircraft.
    The optimal flight path 15 is defined between a current point Pc and a target point Pf (Figure 2).
    It includes a lateral trajectory and a vertical trajectory.
    The current point Pc corresponds to the current position of the aircraft AC 10 from which the optimal flight path 15 is determined. The target point
    Pf corresponds to the final position of the optimal flight path 15.
    Said device 1 (FIG. 1) comprises a database 11 comprising data relating to obstacles 14.
    The data relating to obstacles 14 corresponds to a set of data comprising sets of points representative of obstacles. Each obstacle 14 is defined by a set of points in space. In general, the set of points for an obstacle 14 forms a polyhedron. A polyhedron forming an obstacle 14 has sides separated by segments. The points where at least two segments meet correspond to vertices of the three-dimensional polyhedron.
    The data relating to obstacles 14 can be of several types:
    - field data, representing fixed constraints;
    meteorological data which can be obtained from meteorological monitoring on board the aircraft or be received via a usual data transmission link; and
    - data relating to surrounding aircraft, which contains the flight plans and predictions of the aircraft identified within a given perimeter.
    Said device 1 also includes a determination module 5 COMP1 10 (“COMP1 >> for“ computational module ”in English), a determination module COMP2 20, an evaluation module EVAL 30 (“ EVAL ”for“ evaluation module ”in English), a MEM1 40 storage module (“MEM” for “memorization module” in English) and a MEM2 50 storage module.
    The modules 10, 20 and 30 in connection with the modules 40 and 50 implement an iterative processing as specified below.
    The determination module 10 is configured to determine at least one obstacle 14 intercepted by a direct trajectory 13 connecting an initial point to the target point Pf (FIG. 4). A direct trajectory 13 corresponds to a trajectory in a straight line.
    The initial point corresponds to the current point Pc at a first iteration. The initial point corresponds to an optimal extreme vertex at the iterations following the first iteration. An optimal extreme peak is defined below.
    The determination module 20 is configured to determine among the vertices of the obstacle 14 (polyhedron) at least one so-called extreme lateral vertex 16 and 17 of at least one obstacle 14 intercepted, on either side of the direct trajectory 13 (Figures 2).
    An extreme lateral apex 16 and 17 corresponds to the apex of an obstacle 14 which can be connected by a straight line to the initial point, the straight line intersecting said obstacle 14 only at the apex 14.
    The evaluation module 30 is configured to assign a score to each segment 18 corresponding to a segment between an extreme lateral vertex 16 and the initial point. The score is representative of the capacity of the section 18 to fulfill a fixed objective. The highest score is given to the optimal extreme peak.
    According to one embodiment, the score is determined in the following manner (FIG. 3). The evaluation module 30 determines, for each extreme vertex 16, the sum of a first distance d11 or d21 between the current point Pc and the extreme vertex 16 and a second distance d12 or d22 between the extreme vertex 16 and the target point Pf. The score assigned is inversely proportional to the sum of the first distance d11 (respectively d21) and the second distance d12 (respectively d22). w The objective set is thus defined so that the smaller the sum, the better the score.
    The first storage module 40 is configured to store in a first memory 41 each visible lateral extreme vertex 16, with the note which is assigned to it as well as the section 18 defined between the initial point and this extreme vertex 16.
    The second storage module 50 is configured to store in a second memory 51 the section 18 defined between the initial point and the optimal extreme vertex.
    The previous modules are configured to be implemented iteratively until a section 18 between an optimal extreme vertex and the target point Pf does not encounter any obstacle 14.
    The optimal flight path 15 is reconstituted by a countdown calculation module from the target point Pf and all of the sections 18 stored in the second memory 51 up to the current point Pc.
    The device 1 further comprises a transmission module 60 configured to transmit the optimal flight path 15 to a user device 70. For example, the user device comprises an FMS system.
    According to one embodiment, the determination module 20 comprises a determination sub-module COMP3 21 and a determination sub-module COMP4 22.
    The determination submodule 21 is configured to determine at least one coordinate of at least one lateral extreme vertex 16 directly visible from the initial point, if a lateral extreme vertex 16 is directly visible from the initial point.
    A lateral extreme apex 16 is directly visible if the segment which joins the initial point at the lateral extreme apex 16 does not intersect any obstacle 14 between the initial point and said lateral extreme apex 16.
    In the example of FIG. 2, the initial point corresponds to the current point Pc. However, the initial point may correspond to an optimal extreme vertex 16. In FIG. 2, the only directly visible lateral extreme vertex corresponds to the references a. In the example of FIG. 4, the initial point corresponds to an optimal extreme vertex 16. The lateral extreme vertices directly visible from said lateral extreme vertex 16 correspond to the references c and d.
    The determination sub-module 22 is configured to execute the following sub-steps, if a lateral extreme vertex 17 is hidden from the current point:
    a sub-step for determining at least one obstacle 14 intercepted by an auxiliary trajectory 19 connecting the initial point to the hidden lateral end point 17,
    a sub-step of determining at least one coordinate of at least one lateral extreme apex 16 of at least one obstacle 14 intercepted, on either side of the auxiliary trajectory 19.
    An extreme lateral summit 17 is hidden if the segment 19 which joins the initial point at the lateral extreme summit 17 intersects at least one obstacle 14 other than the obstacle 14 comprising the lateral extreme summit 17.
    In the example of FIG. 2, the lateral extreme vertices hidden from the current position Pc correspond to the references b, c and d. The lateral extreme peaks identified by the determination sub-module 22 on either side of the auxiliary trajectory 19 connecting the initial point to the hidden lateral extreme point corresponding to the reference b, directly visible from the current point Pc, correspond to the references e and F.
    The optimal trajectory 15 obtained by the device 1 may not be flyable because, for example, it does not respect the radii of curvature of a flight trajectory of an AC aircraft. It may not be used as a flight plan to feed an FMS system either, because, for example, relying on the polyhedron vertices representing the obstacles 14 to be avoided, the trajectory that the FMS system could build on the basis of this flight plan could interfere with obstacles 14.
    For this, at least two alternative embodiments making it possible to obtain a flightable trajectory are described below.
    According to one feature, said device comprises a transformation module 12, consisting in applying an obstacle expansion function 14 to the data relating to obstacles 14. The transformation module 12 makes it possible, for example, to dilate polyhedra in a homothetic manner. By this expansion, the polyhedra have dimensions which increase without the shape of the polyhedron being modified.
    This feature makes it possible to free up the margin necessary for calculating the trajectory of the FMS system which would take the calculated trajectory as the reference flight plan.
    In a preferred embodiment, the device 1 for generating an optimal flight path intended to be followed by an AC aircraft, as described above, is used by implementing the following method.
    Said method comprises the following steps, executed automatically and iteratively (FIG. 9):
    a / a first determination step E1, implemented by the determination module 10, consisting in determining at least one obstacle 14 intercepted by a direct trajectory 13 connecting an initial point to the target point Pf. The initial point corresponding to the current point Pc to a first iteration (Figure 2). The initial point corresponding to an optimal extreme vertex 16 at the iterations following the first iteration (FIGS. 4, 5, 6, 7);
    b / a second determination step E2, implemented by the determination module 20, consisting in determining at least one extreme lateral apex 16 and 17 of at least one obstacle 14 intercepted, on either side of the trajectory direct 13 (Figures 2 and 4);
    c / an evaluation step E3, implemented by the evaluation module 30, consisting in assigning a score to each section 18 corresponding to a segment between an extreme lateral vertex 16 and the initial point. The score is representative of its ability to fulfill a set objective. The highest score is given to the optimal extreme vertex;
    d / a first step E3 of storage, implemented by the storage module 40, consisting in storing in a memory 41 each extreme vertex 16, with the note which is assigned to it as well as a section 18 of trajectory between the initial point and the extreme lateral vertex;
    e / a second storage step E4, implemented by the storage module 50, consisting in storing in a memory 51 the section 18 corresponding to the optimal extreme vertex.
    The sequence of steps a / to e / above is repeated until a section 18 between an optimal extreme vertex and the target point Pf does not encounter any obstacle 14. The optimal flight path 15 is then reconstituted in reverse at from the target point Pf and all the sections 18 stored in the memory 51 (FIG. 8).
    The method further comprises, after a last iteration f / a transmission step E5, implemented by the transmission module 60, consisting in transmitting the optimal flight path 15 to a user device 70.
    According to one embodiment, the second step E2 of determination comprises the following sub-steps:
    if an extreme lateral vertex 16 is directly visible from the initial point, the method comprises a first determination sub-step E21, implemented by the first determination sub-module 21, consisting in determining at least one coordinate of at least one lateral extreme vertex 16 directly visible from the initial point, if a lateral extreme vertex 17 is hidden from the initial point, the method comprises a second determination sub-step E22, implemented by a determination sub-module 22, consisting in executing the following substeps:
    - a sub-step of determining E221 of at least one obstacle 14 intercepted by an auxiliary trajectory 19 connecting the initial point to the hidden lateral end point 17,
    - a sub-step of determining E222 of at least one coordinate of at least one extreme lateral vertex of at least one obstacle 14 intercepted, on either side of the auxiliary trajectory 19.
    Advantageously, the evaluation step E3 consists in determining, for each extreme vertex 16, the sum of a first distance d11 between the current point Pc and the extreme vertex 16 and a second distance d12 between the extreme vertex 16 and the target point Pf. The determined score is inversely proportional to the sum of the first distance d11 and the second distance d12. The goal is that the lower the sum, the better the score.
    Furthermore, the first determination step E1 is preceded by a obstacle transformation step E10, implemented by the transformation module 12, consisting in applying an obstacle dilation function 14 to the data relating to obstacles 14.
    The method and the device 1 make it possible to obtain rapid convergence by relying on the geometry of the obstacles to define at each stage a heuristic (or note) adapted to the environmental situation so as to orient the calculation algorithm directly towards the directions that will help find a solution while limiting the number of positions explored.
    For this, the vertices 16 of the polyhedra defining the obstacles 14 to be avoided are identified to give the succession of directions to follow in order to bypass the obstacles 14 as short as possible relative to the direct trajectory 13. A pseudo-trajectory 15 is then obtained in the form broken lines 18. This pseudo-trajectory 15 takes into account all of the operational needs associated with the operation of aircraft AC without having recourse to complete discretization of the spatial references between the current point Pc and the final point Pf of the trajectory to generate, which makes it possible to calculate the trajectory much more quickly. However, this trajectory is not always flyable as it is. This is why, it is possible in a second time to apply the method of document FR 2 968 441 to obtain a flightable trajectory by adapting the scores assigned to each iteration by favoring the heading deviations close to that of each section 18 determined in the present invention to converge quickly.
    权利要求:
    Claims (8)
    [1" id="c-fr-0001]
    1. Method for generating an optimal flight path (15) intended to be followed by an aircraft (AC), said flight path being defined between a
    5 current point (Pc) and a target point (Pf), characterized in that the method comprises the following steps, executed automatically and iteratively,:
    a / a first determination step (E1), implemented by a first determination module (10), consisting in determining at least one
    10 obstacle (14) intercepted by a direct path (13) connecting an initial point to the target point (Pf), the obstacle (s) (14) corresponding to data included in a database (11) containing data relating to obstacles (14), and said initial point corresponding to the current point (Pc) at a first iteration, the initial point corresponding to an extreme vertex
    15 optimal at iterations following the first iteration;
    b / a second determination step (E2), implemented by a second determination module (20), consisting in determining at least one lateral extreme apex (16, 17) of at least one intercepted obstacle (14), on either side of the direct path (13);
    20 c / an evaluation step (E3), implemented by an evaluation module (30), consisting in assigning a score to each section (18) corresponding to a segment between an extreme lateral vertex (16) and the initial point, the score being representative of its ability to fulfill a fixed objective, the best score being awarded to the optimal extreme vertex;
    25 d / a first storage step (E4), implemented by a first storage module (40), consisting in storing in a first memory (41) each extreme lateral vertex (16), with the note assigned to it and a section (18) of trajectory between the initial point and the lateral extreme vertex (16);
    e / a second storage step (E5), implemented by a second storage module (50), consisting in storing in a second memory (51) the section (18) corresponding to the optimal extreme vertex, the series of steps a / to e / previous being repeated until a section (18) between an optimal extreme vertex (16, 17) and the target point (Pf) does not encounter any obstacle (14), the optimal flight trajectory ( 15) then being reconstituted in reverse from the target point (Pf) and all of the sections (18) stored in the second memory (51);
    the method further comprising, after a last iteration:
    f / a transmission step (E6), implemented by a transmission module (60), consisting in transmitting the optimal flight path (15) to a user device (70).
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that the second determination step (E2) comprises the following substeps:
    if an extreme lateral vertex (16) is directly visible from the initial point, a first determination sub-step (E21), implemented by a first determination sub-module (21), consisting in determining at least one coordinate of at least one lateral extreme vertex (16) directly visible from the initial point, if a lateral extreme vertex (17) is hidden from the initial point, a second determination sub-step (E22), implemented by a second sub-module of determination (22), consisting in carrying out the following substeps:
    - a substep for determining (E221) at least one obstacle (14) intercepted by an auxiliary trajectory (19) connecting the initial point to the hidden lateral end point (17),
    - a substep for determining (E222) at least one coordinate of at least one lateral extreme apex (17) of at least one obstacle (14) intercepted, on either side of the auxiliary trajectory (19 ).
    [3" id="c-fr-0003]
    3. Method according to any one of claims 1 to 2, characterized in that the evaluation step (E3) consists in determining, for each lateral extreme vertex (16), the sum of a first distance (d11, d21) between the current point (Pc) and the lateral extreme vertex (16) and by a second distance (d21, d22) between the lateral extreme vertex (16) and the target point (Pf), the note being inversely proportional to the sum of the first distance (d11, d21) and the second distance (d21, d22).
    [4" id="c-fr-0004]
    4. Method according to any one of claims 1 to 3, characterized in that the first determination step (E1) is preceded by a transformation step (E10) of the obstacles (14), implemented by a module of transformation (12), consisting in applying an obstacle dilation function to the data relating to the obstacles (14).
    [5" id="c-fr-0005]
    5. Device for generating an optimal flight path (15) intended to be followed by an aircraft (AC), said flight path (15) being defined between a current point (Pc) and a target point (Pf), characterized in that it comprises:
    - a database (11) comprising data relating to obstacles (14),
    - a first determination module (10) configured to determine at least one obstacle (14) intercepted by a direct trajectory (13) connecting an initial point to the target point (Pf), the obstacle or obstacles (14) corresponding to data included in the database (11), the initial point corresponding to the current point (Pc) at a first iteration, the initial point corresponding to an optimal peak at the iterations following the first iteration;
    - a second determination module (20) configured to determine at least one extreme lateral vertex (16, 17) of at least one obstacle (14) intercepted, on either side of the direct trajectory (13);
    - an evaluation module (30) configured to assign a note to each segment (18) corresponding to a segment between an extreme lateral vertex (16) and the initial point, the note being representative of its capacity to fulfill the objective set , the best score being given to the optimal extreme vertex;
    - a first storage module (40) configured to store in a first memory (41) each lateral extreme vertex (16), with the note assigned to it as well as the section (18) between the initial point and the extreme vertex lateral (16);
    - a second storage module (50) configured to store in a second memory (51) the section (18) corresponding to the optimum extreme vertex w;
    the previous modules being configured to be implemented iteratively until a section (18) between an optimal extreme vertex (16, 17) and the target point (Pf) does not encounter any obstacle (14), the optimal flight path (15) then being reconstructed in reverse from the
    15 target point (Pf) and all of the sections (18) stored in the second memory (51);
    the device (1) further comprising a transmission module (60) configured to transmit the optimal flight path (15) to a user device (70).
    20
    [6" id="c-fr-0006]
    6. Device according to claim 5, characterized in that the second determination module (20) comprises:
    - a first determination sub-module (21) configured to determine at least one coordinate of at least one lateral extreme vertex (16) directly visible from the initial point, if an lateral extreme vertex (16) is
    25 directly visible from the initial point;
    - a second determination sub-module (22) configured to execute the following sub-steps, if an extreme lateral vertex (17) is hidden from the initial point:
    - a substep for determining (E221) at least one obstacle (14) intercepted by an auxiliary trajectory (19) connecting the initial point to the hidden lateral end point (17),
    - a substep for determining (E222) at least one coordinate 5 of at least one lateral extreme apex (17) of at least one obstacle (14) intercepted, on either side of the auxiliary trajectory ( 19).
    [7" id="c-fr-0007]
    7. Device according to any one of claims 5 to 6, characterized in that it comprises a transformation module (12), consisting in applying an obstacle expansion function to the data relating to
    10 obstacles (14).
    [8" id="c-fr-0008]
    8. Aircraft, characterized in that it comprises a device (1) such as that specified under any one of claims 5 to 7.
    1/5
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    引用文献:
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    FR2789771A1|1999-02-12|2000-08-18|Sextant Avionique|METHOD FOR THE GENERATION OF A HORIZONTAL PATH TO AVOID HAZARDOUS AREAS FOR AN AIRCRAFT|
    US20020183922A1|2001-06-05|2002-12-05|Tomasi Steven W.|Route planner with area avoidance capability|
    FR2868835A1|2004-04-09|2005-10-14|Thales Sa|METHOD FOR SELECTING, FOR AN AIRCRAFT, A POINT OF ACCESS TO A FREE ZONE OF LATERAL EVOLUTION|
    EP2463844A1|2010-12-07|2012-06-13|Airbus Operations |Method and device for creating an optimum flight path to be followed by an aircraft|
    FR3022625A1|2014-06-19|2015-12-25|Airbus Operations Sas|METHOD AND DEVICE FOR DETERMINING AND PRESENTING COST IMPACTS GENERATED BY LATERAL ROAD DEPTHS OF AN AIRCRAFT.|EP3594870A1|2018-07-11|2020-01-15|Dassault Aviation|System for calculating a mission of an aircraft by a combination of algorithms and associated method|FR2749677B1|1996-06-07|1998-09-11|Sextant Avionique|AUTOMATIC STEERING METHOD OF A VEHICLE FOR THE LATERAL AVOIDANCE OF A FIXED AREA|
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    FR3072815B1|2017-10-19|2019-09-27|Airbus Operations|FLIGHT MANAGEMENT ASSEMBLY FOR AIRCRAFT|
    US11270593B2|2019-09-20|2022-03-08|Honeywell International Inc.|Advisory method and system for flight trajectory optimization|
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    2018-09-24| PLFP| Fee payment|Year of fee payment: 3 |
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    2021-09-21| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1659319A|FR3056778B1|2016-09-29|2016-09-29|METHOD AND DEVICE FOR GENERATING AN OPTIMUM FLIGHT PATH TO BE FOLLOWED BY AN AIRCRAFT|
    FR1659319|2016-09-29|FR1659319A| FR3056778B1|2016-09-29|2016-09-29|METHOD AND DEVICE FOR GENERATING AN OPTIMUM FLIGHT PATH TO BE FOLLOWED BY AN AIRCRAFT|
    US15/708,355| US10475347B2|2016-09-29|2017-09-19|Method and device for generating an optimum flight path intended to be followed by an aircraft|
    CN201710866800.5A| CN107883954A|2016-09-29|2017-09-22|For generating the method and apparatus for being intended for the flight optimization path that aircraft follows|
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