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    • 专利摘要:
    A computer-implemented method for managing approaches to a platform (particularly at sea and operated by a helicopter) is described comprising the steps of receiving initial parameters and determining four particular crossing points (so-called IAF, IF , FAF and MAP). These flight plan points respectively determine the starting point of the approach procedure, the intermediate point corresponding to the end of the initial alignment and at the start of the capture of the final approach axis, the starting point of the final approach, and the decision point to complete the approach or initiate a go-around. Various developments describe different types of approaches achievable by this method, the management of descent and speed profiles, the management of safety distances and management of the display of the driving instructions. Aspects of software and system are described.
    公开号:FR3058555A1
    申请号:FR1601600
    申请日:2016-11-10
    公开日:2018-05-11
    发明作者:Ahlam Yvetot；Alain DAYOT
    申请人:Thales SA；
    IPC主号:
    专利说明:

    ® FRENCH REPUBLIC
    NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY © Publication number: 3,058,555 (to be used only for reproduction orders)
    ©) National registration number: 16 01600
    COURBEVOIE © IntCI 8
    G 08 G 5/02 (2017.01), G 05 D 1/00
    A1 PATENT APPLICATION
    ©) Date of filing: 10.11.16. ©) Applicant (s): THALES— FR. ©) Priority: @ Inventor (s): YVETOT AHLAM and DAYOT ALAIN. ©) Date of public availability of the request: 11.05.18 Bulletin 18/19. ©) List of documents cited in the report preliminary research: Refer to end of present booklet (© References to other national documents ©) Holder (s): THALES. related: ©) Extension request (s): ® Agent (s): MARKS & CLERK FRANCE Company in collective name.
    (04 / STANDARDIZATION OF PLATFORM APPROACHES FOR AIRCRAFT.
    FR 3 058 555 - A1 describes a computer-implemented method for managing approaches to a platform (in particular at sea and operated by a helicopter) comprising the steps consisting of receiving initial parameters and determining four waypoints individuals (known as IAF, IF, FAF and MAP). These flight plan points respectively determine the starting point of the approach procedure, the intermediate point corresponding to the end of the initial alignment and to the start of the capture of the final approach axis, the starting point of the final approach, and the decision point to complete the approach or initiate a go-around. Different developments describe different types of approach achievable by this process, the management of descent and speed profiles, the management of safety distances and management of the display of piloting instructions. Software and system aspects are described.
    STANDARDIZATION OF PLATFORM APPROACHES FOR AIRCRAFT
    Field of the invention
    The invention relates to the technical field of flight management systems (FMS) of aircraft, in particular helicopters.
    State of the art
    So-called offshore platforms refer to offshore installations exploiting oil fields. These platforms require specific approaches so that aircraft (e.g. helicopters or drones) can land there.
    The technical problems to be resolved notably consist in being able to define approach trajectories - in four dimensions - to such offshore platforms, then in being able to efficiently guide aircraft on these defined trajectories. Guidance must be carried out safely, in compliance with the regulations in force, by giving the pilot alignment marks, and by unifying the geometry and conduct of the different types of approach.
    The regulations (for example FAA AC90-80) describe different types of approaches (e.g. Parallel OFFSET OSIO / OSIO AUTO, DELTA 30 OSIO, DELTA 10/30 OSIO). These approaches bring the aircraft to a decision point (MAP) to complete manual piloting and land it on the platform when visibility is sufficient or to initiate a go-around. In accordance with ICAO regulations, the approaches are defined by four waypoints, the name and definition of which are standardized: 1) IAF for Initial Approach Fix (starting point for the approach procedure); 2) IF for Intermediate approach Fix (point from which the aircraft begins capturing the final approach point);
    3) FAF for Final Approach Fix (starting point of Γ final approach to the runway or helideck) and 4) MAP for Missed Approach Point (decision point from which the crew chooses to complete its approach or to initiate a go-around which interrupts the current approach procedure)
    The construction of the flight plan of an aircraft approaching a platform (joined by a helideck or a landing zone) includes the definition of the four regulatory checkpoints (IAF, IF, FAF and MAP) as well as that of a set of parameters, in particular the coordinates of the landing zone, a minimum safety height from the sea, a lateral axis of arrival or a sector of arrival towards the platform, a safety distance, an offset value lateral with respect to the so-called 'offsef' approach axis (to the left or right of the axis) to manage approaches of the 'offset' type and an angular spacing value 'Delta' to manage approaches of the 'Delta' type "
    State-of-the-art publications have limitations. For example, the starts of approaches according to this state of the art do not start systematically in the approach axis. The approach profiles for these different types of approach (along the vertical axis and the lateral axis) can notably diverge. For example, the IAF can sometimes be in the axis, but sometimes not, the vertical profile can be different at the same points. This lack of homogeneity generates additional development and training costs, and can pose human factor problems. In addition, the regulations only describe a limited number of approaches.
    The patent literature includes a few documents, the lessons of which are insufficient. For example, document US8442706 remains silent regarding the IF waypoint and the IAF and FAF points are offset by an offset value. This approach is therefore different from the DELTA approach and does not solve the problems of unifying the different types of approaches mentioned above. The document US9189963 describes approaches of the DELTA type but does not describe the offset. Furthermore, the start-up of the proposed approaches differs from the offset type approaches
    There is therefore a need for methods that unify the management of platform approaches, for example offshore platforms at sea, at airports or in urban areas with the presence of obstacles.
    Summary of the invention
    A method implemented by computer is described to manage different types of approaches on a platform (in particular at sea and for example operated by a helicopter). These methods are advantageously configurable and can in particular allow guidance in 4 dimensions (three spatial dimensions plus the time dimension) starting in particular by alignment in the axis of arrival on the platform.
    This process can include steps consisting of defining the configuration, selecting the initial parameters and determining the four particular waypoints (called IAF, IF, FAF and MAP). These flight plan points respectively determine the departure of the approach procedure aligned with the approach axis of the platform, the intermediate approach point to start capturing the end point of approach, the end point of approach to start the final descent, and the decision point for landing or landing the aircraft or aborting the approach.
    Different developments below describe situations in which different types of approach are treated, the management of descent and speed profiles, the management of safety distances and the management of the display of flight instructions. Software and system aspects are described.
    Advantageously, the method according to the invention makes it possible to ensure and unify the management of different (or even all) platform approaches (in particular for offshore platforms at sea) and allows advantageous developments compared to existing regulations ( eg AC90-80)
    Description of the figures
    Other characteristics and advantages of the invention will become apparent with the aid of the description which follows and from the figures of the appended drawings in which:
    FIG. 1 illustrates an example of lateral trajectory determined by an embodiment of the invention (approach of the mixed OFFSET / DELTA type);
    FIG. 2 illustrates an example of lateral trajectory determined by an embodiment of the invention (OFFSET type approach);
    FIG. 3 illustrates an example of a vertical trajectory determined by an embodiment of the invention applicable to all types of approach.
    FIG. 4 illustrates an example of a speed profile determined by an embodiment of the invention applicable to all types of approach;
    FIG. 5 illustrates examples of steps of the method according to the invention;
    FIG. 6 schematically illustrates the structure and the functions of a flight management system of the type F.M.S. for the implementation of an embodiment of the method according to the invention.
    Detailed description of the invention
    An aircraft according to the invention can be piloted by a human and / or a machine (e.g. automatic piloting, remote piloting). An aircraft can be a helicopter. An aircraft can also be a remotely piloted drone.
    A platform according to the invention can be an installation at sea intended for the exploitation of natural resources (gas, oil), or an altiport or even a landing zone located in an urban environment (comprising obstacles). A platform is generally fixed, but in certain embodiments, the platform can be mobile (e.g. mobile oil platform, aircraft carrier, oceanographic or recreational boat).
    There is described a method for managing the approach of a platform by an aircraft, implemented in a flight management system, the method comprising the steps consisting in: - receiving initial parameters and from these initial parameters determining an approach trajectory comprising at least the coordinates of four waypoints among which: - an IAF waypoint corresponding to the starting point of the approach procedure; - an intermediate waypoint IF corresponding to the end of the initial alignment and the start of the capture of the final approach point; - a FAF waypoint corresponding to the starting point of the final approach to the landing zone; and a MAP waypoint corresponding to the decision point to complete the approach or initiate a go-around.
    In a development, the initial parameters are determined by the steps consisting in:
    - receive geographic coordinates of a so-called H landing zone on said platform;
    - receive the flight parameters relating to an axis of arrival (course) or an angular sector of arrival called CRS leading to said landing zone;
    - receive an offset value called OFFSET; - receive an angular spacing value called DELTA;
    - receive a distance value from the MAP known as D_map;
    - receive a leveling distance value before the MAP;
    - receive a leveling distance value before the FAF;
    - receive a minimum safety altitude value called MDA;
    - receive an altitude value for the start of the final so-called MSA approach;
    - receive a starting altitude value from the so-called MEA procedure.
    In a development, the four waypoints IAF, IF, FAF and MAP are characterized by - the waypoints IAF and IF of altitude MEA located on the axis A starting from the landing point H and oriented by the course CRS ; - the FAF altitude crossing point MSA (preceded by an altitude stabilization level) aligned in the lateral plane on the A axis with the IAF and IF points if the OFFSET value is equal to zero, and offset by this OFFSET value relative to axis A otherwise; and - the altitude MAP crossing point MDA (preceded by an altitude stabilization level) aligned along the orientation of axis A with the crossing point FAF if the angular spacing value DELTA is zero, and angularly offset from the axis A otherwise, said waypoint MAP being located at a distance equal to D_map relative to the landing zone H.
    In a development, the method further comprises a step consisting in graphically displaying one or more of the coordinates of the IAF, IF, FAF and MAP waypoints.
    In a development, the method further comprises a step consisting in graphically displaying one or more instructions for guiding the aircraft to follow the 4D trajectory comprising the waypoints IAF, IF, FAF and MAR
    In a development, the method further comprises a step consisting in receiving at least one indication on the capture conditions of the approach circuit so as to be able to calculate a turn start point called TP to capture the IAF while being aligned on the approach axis.
    In a development, the method further comprises a step consisting in receiving the speed instructions at the various points of passage of the approach procedure in order to be able to manage the speed profile to be respected; these speed setpoints can be air speeds or ground speeds.
    In a development, the method further comprises a step consisting in receiving indication of a safety distance DS associated with the geometry of the platform.
    In a development, the waypoint MAP is then located at a distance equal to the distance D_map protected from the safety distance DS relative to the landing zone H.
    In a development, all the parameters which make it possible to automatically build the 4D approach profile are configurable by a configuration table adaptable for each integrator or each operator, and for some of them adaptable in addition by the pilot (overload default values from the configuration table).
    In a development, all the parameters which give the characteristics associated with a particular platform come from a company (not modifiable on board the aircraft) or user (modifiable on board the aircraft) database loaded in the calculator.
    In one embodiment, the value of the safety distance DS can be constant (e.g. radius of a circle or fixed at 1.1 NM). In one embodiment, the value of this safety distance DS can be variable (as a function of the polygonal geometry of the obstacle zone around the landing platform), or even configurable (determined by criteria fixed a priori or well calculated dynamically based on local environmental parameters (sea state, local turbulence, presence of pipes or dangerous products nearby, etc.).
    The distance DS can be symmetrical (in the sense that a safety margin is added around the entire periphery of the polygon of the landing zone). In one embodiment, the safety distance DS can be a fixed value taking into account a safety distance margin around the polygon, i.e. in order to create a polygon enlarged by homothety. In one embodiment, the safety distance DS can be a non-constant function, for example a constant function "in pieces", eg whose value depends for example on the direction and the force of the wind relative to the platform ( the distance will be smaller facing the wind and greater back to the wind)
    In a development, the values of the OFFSET offset and the DELTA angular spacing are equal to zero, which makes it possible to create a conventional approach profile in the arrival axis, taking advantage of all the configuration capacity of this profile. .
    In the general case, the pilot selects the OFFSET and DELTA non-harmful parameters, which determines the types of approach. In a particular case, the pilot can choose a "DELTA" or "OFFSET" approach, which sets one or the other of these values to zero. In a particular case, the pilot can choose a non-zero value for the DELTA and OFFSET parameters corresponding to a mixed DELTA / OFFSET type approach.
    A computer program product is described, said computer program comprising code instructions making it possible to carry out one or more of the steps of the method, when said program is executed on a computer.
    A system is described for implementing one or more of the steps of the method. This system may in particular include an avionics type flight management system F.M.S. In one embodiment, the platform can be an “offshore” type platform and the aircraft can be a helicopter. In one embodiment, the platform can be mobile.
    FIG. 1 illustrates an example of lateral trajectory (lateral profile) of an aircraft approaching a platform, according to a mixed OFFSET / DELTA approach).
    The aircraft 100 is approaching the target platform 199, which includes a landing zone 198.
    The finish race CRS 180 designates the lateral axis of arrival Axis A 105 towards the platform, oriented for example relative to the north.
    The landing zone 198 can be associated with a safety distance DS 197 (depending on the platform considered). Upstream of arrival, the aircraft 100 must pass through the so-called TP 101 turning point. The TP turning point is positioned on an arc ending at the IAF waypoint (defined below), and oriented exterior side, radius equal to the nominal turning capacity of the aircraft (eg helicopter, drone) for its approach maneuver.
    The waypoint IAF 110 (IAF for Initial Approach Fix) corresponds to the starting point of the approach procedure, The waypoint IF 120 (IF for Initial Fix) corresponds to the point from which the aircraft begins capturing the final approach axis to the FAF offset by the value of the offset 170 relative to the initial approach axis (so-called “Offset” type approaches). The FAF 130 waypoint (FAF for Final Approach Fix) corresponds to the start point of the final approach. MAP 140 (Missed Approach Point) corresponds to the decision point from which the crew chooses to complete its approach or initiate a go-around; it is positioned according to the values of the OFFSET and DELTA parameters, and is at a distance D_MAP 145 from the landing zone 198.
    The point P_Delta 135 corresponds to the point from which the aircraft begins an angular separation of value Delta 132 (as in the "Delta" type approaches). It is at a distance D_Eloi 133 from the landing zone 198.
    The wind blowing around the platform is represented in the form of a wind vector 160.
    FIG. 2 illustrates an example of lateral trajectory determined by an embodiment of the invention (OFFSET approach), a particular case of the mixed approach of FIG. 1 for which the value of DELTA 132 is zero.
    In this example, the IAF 110 and IF 120 waypoints are aligned on the A axis. The FAF 130 and MAP 140 waypoints are aligned on an offset axis of the OFFSET 170.
    FIG. 3 illustrates an example of the vertical trajectory of an aircraft approaching a platform applicable to all types of approach (DELTA, OFFSET, MIXED). The figure shows several minimum distances or altitudes, including:
    - a MEA 300 end of cruise altitude, associated with the IAF 120 waypoint;
    - a minimum safety altitude MSA 302, associated with the FAF 140 crossing point;
    - a minimum decision height MDA 304 relative to the sea (MDA for Minimum Descent Altitude, also called MDH for Minimum Descent Height).
    In an alternative embodiment, the altitudes MSA and MEA can be confused.
    The indication "Leveling off before FAF" materialized by the vertical point LOP_FAF 326 (in English "Level off before FAF") corresponds to a leveling at short distance D_LOP_FAF 327 before the crossing point FAF 130 (stabilization of the aircraft at speed and altitude before final approach)
    The indication “Leveling off before MAP” materialized by point DLOP_MAP 336 (in English “Level off before MAP”) corresponds to a leveling off at short distance D_LOP_MAP 337 before the waypoint MAP 140 visual acquisition segment for decide whether or not to continue the approach).
    The numerical values of distance (in NM "Nautical Mile") and altitude are given as an indication and can be configurable.
    FIG. 4 illustrates an example of the speed profile of an aircraft approaching a platform applicable to all types of approach (DELTA, OFFSET, MIXED).
    The figure shows the speed constraints (air speed known as “IAS” or ground speed known as “GS”) to be observed at each of the crossing points: VIAF to IAF (IAS 410, GS 411), VINT to IF ( IAS 420, GS 421), VAPP at FAF (IAS 430, GS 31), VMAP at Landing MAP (IAS 435, GS 436), VATT at MAP (IAS 440, GS 441).
    In an alternative embodiment not shown (alternative embodiment of the OFFSET type approach described above with early alignment), the value of DELTA is zero D_Eloi. The IF, FAF and MAP waypoints are aligned on an axis offset from the IAF-H axis by the value of the OFFSET. The IAF and IF waypoints are at the same MEA altitude and the FAF waypoint is at MSA altitude. The MAP crossing point is at MDA altitude.
    In an alternative embodiment not shown (of the “Approach in the axis” type), the value of the OFFSET offset is zero, DELTA is zero and the distance D_map is zero. The IAF, IF, FAF and MAP waypoints are aligned laterally on the IAF-H axis. The AIF and IF waypoints are at the same MEA altitude and the FAF waypoint is at the MSA altitude. The MAP crossing point is at MDA altitude.
    FIG. 6 illustrates examples of steps of the method according to the invention.
    The method can include one or more of the following steps:
    In step 510, a platform (for example offshore) is selected (for example by the pilot and / or by a machine entity, according to predefined rules in the case of a drone). A database specific to the selected platform is then accessed and information is communicated on request. This database can in some cases be similar to a navigation database according to the AEEC ARINC 424 standard. Such a database includes, for example, the coordinates of the platform (eg latitude, longitude, helideck altitude or the landing zone). Optionally, the database can include or define or determine or communicate a "platform polygon", representing the shape of the platform (obstacle area), a safety distance value called "DS" D_Eloi, a race (180) or default arrival sector, a default Delta angle (132) (and a left / right direction), an default offset value (170) (and a left / right direction), an end of cruise altitude MEA (300) and a minimum safety altitude MSA (302) as well as other parameters that may be useful to the pilot (name of the platform, identification, communication frequencies, ...),
    This information can also be received by external communication. The communication methods can be diverse (authentication, right of access, encryption, etc.). In particular, a digital data link can be used. An air navigation control center may be involved, as may the airline, etc.
    In step 511, a type of approach and the characteristics for carrying out the approach are determined.
    The parameters of helideck H (198), race or finish area, Offset, Delta coordinates are received.
    Examples of intermediate steps are described below.
    In a step 5111, the arrival axis "Axis A" (105) on the platform is determined. This is generally the semi-infinite half-line starting from helideck H, and oriented relative to the north of the value of "finish race". In one embodiment, the half-straight line is automatically oriented within an arrival sector (characteristic of the platform) so as to be as far away from the wind as possible. In an alternative embodiment, the half-right is oriented by a manual entry of the crew or after reception of a command received by digital data link. In an alternative embodiment, the half-line is oriented towards the default value in the database.
    In a step 5112, the direction of Γoffset is determined. In one embodiment, the offset (value and direction) is determined automatically based on the information describing the obstacle zone around the landing zone and / or the safety distance. In an alternative embodiment, the direction of offset is entered by a manual entry of the crew or after reception of a command received by digital data link. In an alternative embodiment, the direction of Γoffset is the default value in the database.
    In a step 5113, the direction and the value of the angular spacing Delta is determined. In one embodiment, the calculation is done automatically based on information describing the obstacle zone around the landing zone and / or the safety distance. In an alternative embodiment, the direction and the value of the DELTA are entered manually by the crew or on reception by digital data link. In an alternative embodiment, the default values in the database are used.
    In a step 5114, a type of approach is determined.
    - If offset defined and Delta = 0, then
    - Approach type = "Offset approach"
    - Otherwise If Offset = 0 and Delta not zero,
    - Approach type = "Delta approach"
    - Otherwise If Offset and Delta not zero,
    - Approach type = "mixed O / fsef / Delta approach". This type of approach is an additional capability that the invention allows.
    - Otherwise (in the case of Offset = 0 and Delta = 0)
    - Approach type = "approach in the axis". This type of approach corresponds to conventional RNAV approaches, which currently only include one FAF; the automatic determination of the IF and the IAF is an additional capacity which the invention allows.
    In step 520, data relating to the external environment which may influence the approach to the platform are received. For example, meteorological conditions (wind direction and force 160), global (in the area) and / or local (anemometry) can be measured and communicated to the aircraft, flight conditions (day / night) to determine the margins of security.
    In one embodiment, in step 520, parameters complementary to those received in step 510 are determined.
    Examples of intermediate steps are described below.
    In a step 5201, the values of MDH 304 (or MDA equivalent) are determined according to the flight conditions (day / night), the safety distance DS and the desired minimum distance D_Eloi 133 and D_Map 145. In a embodiment, these values will be those from the platform database. In an alternative embodiment, these will be values entered manually. In an alternative embodiment, these will be default values. In an alternative embodiment, the safety distance DS will be calculated according to the geometry of the platform, on the basis of the platform polygon provided in the previous step.
    In a step 5202, a security “border” is determined (this perimeter does not exist in the state of the art). In one embodiment, said border is equal to the "platform polygon" representing the obstacle area 199, increased by a safety margin; the safety distance DS relative to the landing zone 198 is then estimated according to the distance to the border in the arrival axis increased by the safety margin. In an alternative, the border is equal to a circle centered on H, of value DS
    In a step 5203, the start of the approach is determined. This step initializes the parameters corresponding to the start of the approach (i.e. at the end of the cruise / descent flight phase which precedes the approach). This phase is defined by an altitude and a speed for the start of the approach procedure (MEA 300, VIAF 410/411) from the navigation computer in a preferred embodiment. In an alternative embodiment, the altitude and the speed may be entered manually by the pilot or received from a third-party system, for example by data link.
    In a step 5204, other intermediate altitude and speed parameters are determined, such as the altitude value at the FAF (MSA 303) and the speed for starting the final approach (VAPP 430/431). In one embodiment, the altitude and the speed may be set manually by the pilot or received from a third-party system, for example by data link
    In step 530, the four regulatory crossing points MAP, FAF, IF, and IAF are determined in position (lateral and vertical) and in speed. Advantageously, the determination of these four crossing points makes it possible to ensure the management of all the types of possible approaches.
    Details and examples of intermediate steps in this determination are described below.
    In a step 5301, the MAP value is determined by:
    MAP = func_1 (H, course, Offset, D_map, D_Eloi, Delta)
    For the calculation of an angular distance point P_DELTA 135: the P_DELTA is located on the axis (possibly offset along the axis parallel to the approach axis 105 by the offset value 170), at a distance compared to the helideck 198 equal to D_Eloi 133.
    - If approach type = Offset or in the axis, MAP is at distance D_map = max (DS, Default_D_map) from H, Default_D_MAP being a constant numerical value (for example 0.25 NM).
    - If approach type = Delta or Mixed O / feef / delta, the MAP is located at on the half-line starting from P_DELTA, angularly separated from the approach stroke by the value DELTA 132, and located at the distance D_Map projected on the approach axis.
    - For all approaches, Altitude (MAP) is equal to MDA
    In a step 5302, the IAF value is determined by
    IAF = func4 (H, CRS, D_Eloi, confdata), Alt_IF = MEA
    The IAF point is located on the axis departing from the landing zone 198, oriented by the "race" CRS 180. The altitude (IAF) is equal to MEA.
    In one embodiment, the IAF point is located at a given or predefined distance from the helideck, for example from a “conf data” configuration table) or from a database (for example 9 NM on the figure 3), or at a given distance from the IF crossing point which follows it (for example 2 NM in figure 3). In an alternative embodiment, the distance can be determined by the crew through a human-machine interface HMI. In an alternative embodiment, this distance can be calculated “backwards”, with respect to the point P_Delta, for example as a function of the altitude to be absorbed between the altitudes MEA, MSA and MDA (for example along one or more descent slopes determined according to a configuration table or a database and / or by the crew, or even parameters received by digital data link, and according to a minimum landing length at altitude MEA).
    In a step 5303, the value FAF is determined by
    FAF = func_2 (H, CRS, D_Eloi, Offset, Confdata)
    The FAF waypoint is aligned with Axis A 105 if the value "Offset" is zero, and offset by the value "Offset" relative to this axis otherwise; the altitude value (FAF) is equal to MSA.
    In one embodiment, the FAF crossing point is located at a given or predefined distance from the helideck, for example as a function of “confdata” parameters obtained from a configuration table or from a database (for example 5 NM in Figure 3). In one embodiment, this distance can be entered by the crew through an HMI man-machine interface and / or calculated “backwards” with respect to the Delta point, for example as a function of the altitude to be absorbed between the altitudes MSA and MDA (the precise calculation methods can be similar to the previous case on the IAF waypoint, ie according to a slope determined in a configuration table or a database and / or the crew and / or using a digital link of digital data, the intervention of a third system such as air traffic control, radar mechanisms, local wind measurements, etc.).
    In a step 5303, the value IF is determined by:
    IF = func_3 (FAF, CRS, Offset, conf data), Alt_IF = MEA, and selection of dive & drive vertical guidance mode or CDA between IF, FAF
    In a so-called “basic” embodiment, the IF point is always aligned with the Axis A 105. In an so-called “early alignment” embodiment, if the value “Offset 'is not zero, the IF point is offset by value “Offset 'relative to this axis.
    The altitude (IF) is equal to the altitude MEA.
    It is located at a given distance from the helideck, for example as a function of “conf data” parameters from a configuration table or from a database (for example 7 NM in FIG. 3) or at a distance data from the FAF which follows it (for example 2 NM in FIG. 3). In an alternative, the distance can be entered by the crew through an HMI, or calculated backwards from the Delta point, depending on the altitude to be absorbed between MEA, MSA and MDA according to 1 or 2 fixed slopes by a "conf data" configuration table or a database or by the crew or received by digital data link.
    In step 540, the lateral and vertical trajectories are determined.
    In one embodiment, the points IAF, IF, FAF, P_DELTA and MAP are connected by “legs” (flight plan segments) of the TF type (Track between fixes), that is to say, the arrival on the IAF crossing point is made from the TP turning point.
    The lateral trajectory is made up of arcs and orthodromies connecting the different points of the flight plan.
    The vertical trajectory is made up of vertical straight lines connecting the points IAF, IF, FAF and MAP, at the calculated altitudes:
    a) Level between IAF and IF at altitude MEA, and transition from VIAF speed to VINT speed. In a preferred embodiment, the deceleration is done as late as possible so as to arrive just at the speed VINT at the IF. In an alternative, deceleration is done continuously between VIAF and VINT (constant deceleration). In an alternative, deceleration takes place as soon as possible (from the IAF).
    b) Descent segment between IF and FAF to go from altitude MEA to MSA (or level hold if altitude (MEA) = altitude (MSA)) by decelerating from VINT to VAPP.
    In one embodiment, the descent is of the “CDA” type (Continuous descent approach), ie a single line segment joining the 2 points, in an alternative embodiment, the descent ends a little upstream of the FAF point (at D_LOP_FAF equal to 0.25 NM for example, configuration parameter) at point LOP_FAF 326, to guarantee a stabilization level before the FAF (Level Off before FAF) o In an alternative, the descent is of the "Dive & Drive" type, either a descent from the IF at a slope value greater than the CDA, to reach the altitude of the MEA, followed by a plateau at the altitude of the MSA up to the point FAF o In an alternative, the descent is of the "Drive & Dive" type, ie a plateau at the altitude of the MEA starting from the IF, followed by a descent at a slope value greater than the CDA to arrive at the FAF point with an altitude equal to MSA.
    o Regarding speeds, deceleration can be done at the latest (preferred mode), constantly or at the earliest (alternatives) as in step a).
    c) Descent segment between the FAF and the MAP to go from altitude MSA to MDA (or level hold if altitude (MDA) = altitude (MSA)) by decelerating from VAPP to VATT.
    o In one embodiment, the descent is of the “CDA” type (Continuous descent approach), ie a single line segment joining the 2 points
    In an alternative embodiment, the descent is of the “CDA” type (Continuous descent approach), ends a little upstream from the MAP point to the LOP_MAP point (at a distance D_LOP_MAP equal to 0.25 NM for example, configuration parameter) , to guarantee a stabilization level before MAP (Level Off before MAP) o Concerning speeds, deceleration can be done at the latest (preferred mode), constantly or at the earliest (alternatives) as for step a ).
    o The deceleration is done in 2 stages, from VAPP to VMAP between the points FAF and LOP_MAP at the start of the plateau. And from VMAP to VATT between the points LOP_MAP and MAP.
    In step 550, the trajectory parameters are displayed intended for the /
    pilot (e.g. locally in the helicopter pilot cockpit or in a drone cockpit). In local display conditions, the list of flight plan points (e.g. crossing points) is displayed on a screen of the MCDU or FMD type. In one embodiment, the approach (flight plan comprising TP, IAF, IF, FAF, P_DELTA, MAP) and the lateral trajectory as well as the landing zone H are displayed on a screen of the “Navigation Display” type or "Digital Map Display". Optionally, the vertical trajectory is displayed on a Vertical Display (VD) screen. Optionally, the 3D trajectory resulting from the fusion of the lateral and vertical trajectories is displayed on a 2.5D screen (for example collimated) of ND 2.5D or PFD 2.5D or HUD type. In one embodiment, the flight parameters are displayed on a 3D or holographic screen, or even projected by augmented and / or virtual reality.
    In step 550, guidance guidelines are determined. In one embodiment, the guidance is automatic in the lateral plane, for example between the point TP and / or IAF, and the point MAP. In an alternative embodiment, automatic guidance in the vertical plane and in speed is carried out, in addition to the lateral guidance, between these same points.
    Variant embodiments are described below. These variants are optional.
    In certain embodiments, the pilot can select a type of approach from a plurality of proposed approaches (for example from the offset approach or the DELTA approach). The method according to the invention then determines the associated parameters "Offset" and "Delta" accordingly. If the chosen approach is of type Offset, then DELTA is equal to 0. If the chosen approach is of type Delta, then the value of Offset is equal to 0.
    In some embodiments, the coordinates of the IAF waypoint are determined and displayed in place of a TP, that is to say located on an arc outside the axis of approach.
    FIG. 6 schematically illustrates the structure and the functions of a flight management system of the type F.M.S. which can be used for implementing embodiments of the method according to the invention.
    The invention can be integrated into an FMS type computer (or into an FM function of a computer). It can also be managed by an automatic pilot (AP) or by EFB equipment, tablet or other.
    FIG. 6 represents an FMS 600 having the following functions described in the ARINC 702 standard. They normally provide all or part of the functions of i) LOCNAV navigation, 670, for effecting the optimal localization of the aircraft as a function of the geolocation means ( GPS, GALILEO, VHF radio beacons, inertial units, DOPPLER navigation, ...); ii) FPLN flight plan, 610, for entering the geographical elements constituting the skeleton of the route to be followed (departure and arrival procedures, waypoints, airways); iii) NAVDB navigation database, 630, to build geographic routes and procedures from data included in the databases (airports / heliports, en route points, beacons, interception or altitude legs, etc.) ); iv) performance database, PERF DB 650, containing the aerodynamic and engine parameters of the aircraft; v) CONFDB configuration table, 660, used to configure the FMS functions according to the context of operational use; vi) lateral trajectory TRAJ, 620: to calculate a continuous trajectory from the points of the flight plan, respecting the aircraft performance and the confinement constraints (RNP); vii) PRED predictions, 640: to build an optimized vertical profile along the lateral trajectory; viii) guidance, GUID 600, to guide the aircraft in the lateral and vertical planes on its 3D trajectory, while managing the speed (4D); ix) DATALINK digital data link, 680 to communicate with control centers and other aircraft.
    From the flight plan defined by the pilot (list of waypoints called "waypoints"), the lateral trajectory is calculated according to the geometry between the waypoints (commonly called LEG) and / or altitude conditions and speed (which are used to calculate the turning radius). On this lateral trajectory, the FMS optimizes a vertical trajectory (in altitude and speed), passing through possible constraints of altitude, speed, time.
    During the descent to its destination when the aircraft is guided in "Managed mode" (ie by the FMS), the system must determine the segment of the reference profile to be servo-controlled in terms of vertical guidance.
    The method according to the invention can be implemented in a component of “FPLN” type for the construction of points AIF, IF, FAF, P_DELTA, MAP, on the basis of the parameters present in a navigation database NAVDB (characteristics platform, arrival sector, safety distance, ...) and configuration parameters "conf data" among others in a CONFDB 660 for the construction of the approach profile. The MDH, the approach axis A, the offset or Delta value can be initialized (by default) in the NAVDB or the CONFDB, or calculated by the FPLN component or by a TRAJPRED component (because dependent on the wind supplied) by LOC or visibility conditions for some of them). All parameters can also be entered manually by the crew via human-machine interfaces (HMI), or received from the operator by a digital data link (AOC, ATC centers). The lateral trajectory which is based on the list of approach waypoints is the responsibility of the TRAJ component, and the vertical trajectory is usually calculated by the PRED component. The lateral and vertical guidance is the responsibility of the GUID component or can be carried out directly by the Autopilot. The crew visualizes their approach on human-machine interfaces (HMI).
    The present invention can be implemented using hardware and / or software elements. It may be available as a computer program product on computer-readable media. The support can be electronic, magnetic, optical or electromagnetic.
    In one embodiment, the method is implemented by computer.
    In one embodiment, the system for implementing the invention comprises a computer-readable storage medium (RAM, ROM, flash memory or another memory technology, for example disk medium or another storage medium non-transient computer-readable) coded with a computer program (that is to say several executable instructions) which, when executed on a processor or several processors, performs the functions of the embodiments described above. By way of example of a hardware architecture adapted to implementing the invention, a device can include a communication bus to which a central processing unit or microprocessor (CPU, acronym for "Central Processing Unit" in English) is connected, which processor can be multi-core or many-core; a read only memory (ROM, acronym for “Read Only Memory” in English) which may include the programs necessary for implementing the invention; a random access memory or cache memory (RAM, acronym for “Random Access Memory” in English) comprising registers suitable for recording variables and parameters created and modified during the execution of the aforementioned programs; and a communication or I / O interface (I / O acronym for "Input / ouput" in English) adapted to transmit and receive data.
    In the case where the invention is implemented on a reprogrammable computing machine (for example an FPGA circuit), the corresponding program (that is to say the sequence of instructions) can be stored in or on a storage medium removable (for example an SD card, or mass storage such as a hard disk eg an SSD) or non-removable, volatile or non-volatile, this storage medium being partially or totally readable by a computer or a processor. The computer-readable medium can be transportable or communicable or mobile or transmissible (i.e. by a 2G, 3G, 4G, Wifi, BLE, fiber optic or other telecommunications network).
    The reference to a computer program which, when executed, performs any of the functions described above, is not limited to an application program running on a single host computer. On the contrary, the terms computer program and software are used here in a general sense to refer to any type of computer code (for example, application software, firmware, microcode, or any other form of computer instruction, such as web services or SOA or via API programming interfaces) which can be used to program one or more processors to implement aspects of the techniques described here. IT resources or resources can in particular be distributed (Cloud computing), possibly with or according to peer-to-peer and / or virtualization technologies. The software code can be executed on any suitable processor (for example, a microprocessor) or processor core or a set of processors, whether provided in a single computing device or distributed among several computing devices (for example example as possibly accessible in the environment of the device). Security technologies (crypto-processors, possibly biometric authentication, encryption, smart card, etc.) can be used.
    The display devices can comprise or implement one or more sophisticated devices such as virtual reality headsets and / or augmented reality glasses (eg head-mounted display, wearable computer, glasses or a head-mounted display) and / or projection devices (eg holographic). A virtual reality headset worn by the pilot can be opaque or semi-transparent or with configurable transparency). The display can be "high sight". The helmet can include one or more calculation and communication, projection, audio acquisition, projection and / or video acquisition devices (for example for the capture or scraping of data accessible analogically from the cockpit or the flight deck of the aircraft). The helicopter cockpit may also include voice control devices. The on-board instrumentation can advantageously allow the pilot to view his flight plan plan or his trajectory in 3D, in particular the different waypoints according to the invention. For example, the pilot will be able to visualize - for example superimposed on his real environment - the different approaches of the target platform, the trajectory rejoins when these are still possible (switch from one type of approach to another). The safety distance can be visualized by graphic envelopes (cones, volume polyhedra, virtual walls, virtual corridors, etc.), as well as local parameters (for example wind speed, real measurements by laser wind anemometry or local turbulence, or numerical simulations of these.
    Finally, haptic feedback devices incorporated into the system for the implementation of the invention can enrich guidance / piloting (specific vibrations during the effective crossing of a crossing point, etc.).
    Regarding the display, the information can be displayed in one or more virtual and / or augmented reality headphones. The information can therefore be entirely virtual (displayed in an individual helmet), entirely real (for example projected on the flat surfaces available in the real environment of the helicopter cockpit) or a combination of the two (partly a virtual display superimposed or merged with reality and in part a real display via projectors). The display can also be characterized by the application of predefined location rules and display rules. For example, human-machine interfaces (or information) can be distributed (segmented into separate portions, possibly partially redundant, then distributed) between the different virtual or real screens.
    In certain embodiments, the different steps of the method can be implemented in whole or in part on the FMS and / or on one or more EFBs (electronic flight bags or bags) and / or tablets and / or airline calculator or of mission.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    Claims
    1. Method for managing the approach of a platform 199 by an aircraft 100, implemented in a flight management system 600, the method comprising the steps consisting in:
    - receive initial parameters and
    - from these initial parameters, determine an approach trajectory comprising at least the coordinates of four waypoints among which;
    - an IAF 110 waypoint corresponding to the starting point of the approach procedure;
    an IF 120 crossing point corresponding to the point from which the aircraft begins capturing the final approach axis 105;
    - a FAF 130 crossing point corresponding to the starting point of the final approach;
    - a MAP 140 crossing point corresponding to the decision point to complete the approach or initiate a go-around.
    [2" id="c-fr-0002]
    2. Method according to claim 1, the initial parameters being determined by the steps consisting in:
    - receive geographic coordinates of a so-called H 198 landing zone on said platform 199;
    - receive the flight parameters relating to a so-called CRS 180 run leading to said landing zone 198;
    - receive an offset value called OFFSET 170;
    - receive an angular spacing value called DELTA 135;
    - receive a distance value called D_Eloi 133;
    - receive indication of a minimum decision altitude known as MDA 304;
    - receive indication of a minimum safety altitude known as MSA 302; and
    - receive indication of a departure altitude from the MEA 300 procedure.
    - receive indication of an initial speed constraint known as VIAF 410/411
    - receive indication of an intermediate speed constraint known as VINT
    420/421
    - receive indication of an approach speed constraint known as VAPP 430/431
    - receive indication of a visual acquisition speed constraint known as VMAP 435/436
    - receive indication of a landing speed constraint known as VATT 440/441
    [3" id="c-fr-0003]
    3. Method according to claim 1, the four passage points IAF 110, IF 120, FAF 130 and MAP 140 being characterized by
    - the IAF 110 and IF 120 crossing points of altitude MEA 300 are located on the A 105 axis starting from the H 198 landing zone and oriented by the CRS 180 run;
    - the waypoint FAF 130 of altitude MSA 302 is aligned in the lateral plane with the points IAF 110 and IF 120 on the axis A 105 if the value OFFSET 170 is equal to zero, and offset by this value of OFFSET 170 with respect to axis A105 otherwise; and
    - the MAP 140 altitude crossing point MDA 304 is aligned in the direction of the A 105 axis with the FAF 130 crossing point if the DELTA 132 angular spacing value is zero, and angularly offset from the A axis 105 otherwise, said MAP 140 crossing point being located at a distance equal to D_map 145 with respect to the landing zone H 198.
    [4" id="c-fr-0004]
    4. The method of claim 1, further comprising a step of graphically displaying one or more of the coordinates of the waypoints IAF 110, IF 120, FAF 130 and MAP 140.
    [5" id="c-fr-0005]
    5. Method according to any one of the preceding claims, further comprising a step consisting in graphically displaying one or more guidance instructions of the aircraft to follow the approach trajectory comprising the waypoints IAF 110, IF 120, FAF 130 and MAP 140 and respecting the speed profile VIAF (410/411), VINT (420/421), VAPP (430/431), VMAP (435/436) and VATT (440/441).
    [6" id="c-fr-0006]
    6. Method according to any one of the preceding claims, further comprising a step consisting in calculating a capture trajectory from the starting point (IAF 110) of the approach procedure from point TP 100.
    [7" id="c-fr-0007]
    7. Method according to any one of the preceding claims, further comprising an optional step consisting in receiving at least one additional parameter relating to the initial OFFSET value 170 for laterally shifting the intermediate point IF 120 from the value of Offset 170.
    [8" id="c-fr-0008]
    8. The method of claim 1, further comprising the step of receiving indication of a safety distance DS 197 associated with the geometry of the platform.
    [9" id="c-fr-0009]
    9. The method of claim 8, the MAP 140 crossing point then being located at a distance D_MAP 145 from the landing zone H 198 equal at most between the distances DS 197 and a default distance Defauklt_D_Map.
    [10" id="c-fr-0010]
    10. The method of claim 8, the safety distance DS 197 being configurable
    [11" id="c-fr-0011]
    11. Method according to any one of the preceding claims, the values of the OFFSET offset 170 and of the angular spacing DELTA 132 being equal to zero.
    [12" id="c-fr-0012]
    12. A computer program product, said computer program comprising code instructions making it possible to carry out the steps of the method according to any one of claims 1 to 11, when said program is executed on a computer.
    [13" id="c-fr-0013]
    13. System for implementing the steps of the method according to any one of claims 1 to 11, comprising a flight management system of avionics type F.M.S.
    [14" id="c-fr-0014]
    14. The system of claim 13, the platform being an offshore platform and the aircraft being a helicopter.
    [15" id="c-fr-0015]
    15. The system of claim 13, the platform being mobile.
    1/4
    OFFSET / DELTA mixed approach case
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    同族专利:
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    US11164468B2|2021-11-02|
    FR3058555B1|2021-02-12|
    CN108073178A|2018-05-25|
    US20180130363A1|2018-05-10|
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    法律状态:
    2017-10-26| PLFP| Fee payment|Year of fee payment: 2 |
    2018-05-11| PLSC| Publication of the preliminary search report|Effective date: 20180511 |
    2018-10-26| PLFP| Fee payment|Year of fee payment: 3 |
    2019-10-29| PLFP| Fee payment|Year of fee payment: 4 |
    2020-10-26| PLFP| Fee payment|Year of fee payment: 5 |
    2021-11-08| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1601600A|FR3058555B1|2016-11-10|2016-11-10|UNIFORMIZATION OF PLATFORM APPROACHES FOR AIRCRAFT|
    FR1601600|2016-11-10|FR1601600A| FR3058555B1|2016-11-10|2016-11-10|UNIFORMIZATION OF PLATFORM APPROACHES FOR AIRCRAFT|
    US15/806,108| US11164468B2|2016-11-10|2017-11-07|Standardizing platform approaches for aircraft|
    CN201711103519.2A| CN108073178A|2016-11-10|2017-11-10|For aircraft platform near standardization|
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