• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    The general field of the invention is that of methods of adjusting a flight path of an aircraft flight plan, said method being implemented in a flight management system (1) of said aircraft. In a first step, the rejoining path (TPMC) comprises a guide setpoint maintenance point (PMC) to be reached located in the extension of a guidance setpoint, and positioned manually or automatically, the guide setpoint not being more necessarily maintained past this set point. This first step may be preceded by a step of rejoining a guidance instruction or a step of finding the intersection of the current guidance instruction trajectory with a segment of the flight plan.
    公开号:FR3064351A1
    申请号:FR1700291
    申请日:2017-03-21
    公开日:2018-09-28
    发明作者:Benoit Dacre Wright；Didier POISSON；Guy Deker；Vincent SAVARIT
    申请人:Thales SA；
    IPC主号:
    专利说明:

    Holder (s): THALES Société anonyme.
    Extension request (s)
    Agent (s): MARKS & CLERK FRANCE General partnership.
    pA) JOINT TRAJECTORY ADJUSTMENT PROCESS FOR AIRCRAFT.
    FR 3 064 351 - A1 (57) The general field of the invention is that of methods for adjusting a joining trajectory of a flight plan of an aircraft, said method being implemented in a system of flight management (1) of said aircraft. In a first step, the joining trajectory (T PM ç) includes a guidance setpoint maintenance point (PMC) to be reached located in the extension of a guidance setpoint, and positioned manually or automatically, the guidance setpoint n 'being more necessarily maintained past this setpoint maintenance point. This first step may be preceded by a step of joining a guidance setpoint or a step of finding the intersection of the current guidance setpoint trajectory with a segment of the flight plan.

    Rejoining trajectory adjustment method for aircraft
    The field of the invention is that of aircraft navigation and guidance. More specifically, the field of the invention is that of determining a so-called rejoining trajectory when the pilot has had to deviate from his initial flight plan. By flight plan is meant the lateral and vertical reference corresponding to the planned flight of the aircraft.
    Currently, when the pilot has to temporarily deviate from his flight plan, either at the request of air traffic control or to deal with an unforeseen situation such as a weather disturbance, for example, he interrupts navigation along the flight plan by selecting a guidance setpoint called the selected setpoint. In this case, the prediction assumptions along the flight plan no longer faithfully and reliably reflect the future evolution of the flight. In particular, for a heading instruction, the length of trajectory which will be flown to the destination or to a future point where the aircraft will have joined the flight plan, is not known. It is no longer anything but simplistically estimated by these assumptions. However, the pilot continued to need precise predictions regarding the future of the flight. In particular, he needs to know if the current amount of fuel is still sufficient until the end of the flight or to know the evolution of his arrival time. In addition, when the aircraft is descending, the pilot must take care to anticipate his descent profile to meet the next altitude or speed constraints imposed by the procedures, be able to stabilize at a minimum height before the threshold. runway, and possibly make sure to keep an arrival time constraint at a given point in its flight plan, imposed by air traffic control to ensure the sequencing of aircraft on approach at the same airport. All these predictions must be able to be based on a lateral and vertical trajectory hypothesis as close as possible to current operational hypotheses. When air traffic control, or special circumstances, impose a lateral deviation by a heading instruction, or a plateau at constant altitude, or a particular speed instruction, the hypotheses of return to the flight plan not being known, the system is generally unable to provide the pilot with operationally relevant directions.
    If the pilot must then resume his navigation along the flight plan, the trajectory assumption must make it possible to pass from the current guidance instruction to a point of return to the flight plan, even when the current guidance is not still converging. In the absence of such a trajectory, the maneuver to return to the flight plan is often the responsibility of the pilot, requiring sustained attention on his part until the conditions for returning to automatic guidance along the flight plan are met . This workload is sometimes unwelcome in busy flight phases where the pilot has to devote himself to numerous other communication or surveillance tasks.
    The problem is therefore to provide the pilot with a trajectory hypothesis in accordance with the pilot's expectations and the operational context, so as to facilitate flight management and return to guidance along the flight plan or, at the latest, the final alignment and stabilization before landing.
    Currently, predictions along the flight plan are always calculated according to a simplified and generally non-flightable hypothesis of immediate return to the flight plan, from the current position of the aircraft, and sometimes to an active segment which is no longer operational. relevant.
    To solve this problem, in the case of a lateral deviation, different methods have been proposed. Thus, the application FR 3 031 175 entitled “Method for automatically joining a route from an aircraft” describes a method for calculating the trajectory for the permanent joining of the flight plan.
    Various joining strategies are possible, whether or not favoring the intersection of the flight plan with the current heading heading of the aircraft. When no intersection exists between the current heading instruction and the flight plan, the joining trajectory captures one of the legacies of the flight plan, from the current position and heading of the aircraft, at a determined angle The determined angle can be, for example, equal to 45 ° or 90 ° depending on the situation of the aircraft. “Leg” is understood to mean a unitary portion of the flight plan meeting a final condition according to a maneuver specified by the type of leg. The different types of legacy possible are defined by the ARINC 424 standard. This proposal for a joining trajectory is a necessary prerequisite to maintain a satisfactory and coherent joining trajectory hypothesis and thus allow the pilot to be informed of the predictions. more reliable time and fuel to the destination, on the monitoring of its descent profile, the holding of the next constraints or stabilization before landing.
    Similarly, in the case of a vertical deviation from the flight plan, state-of-the-art flight management systems generally make it possible to predict the return to the vertical profile of the flight plan.
    These joining strategies have one thing in common: the joining trajectory of the flight plan is always calculated according to an assumption of returning to the flight plan as soon as possible, from the current position of the aircraft. When the joining is proposed by a capture of the flight plan by the current guidance instruction, it is because this instruction constitutes the best hypothesis of joining from the current position.
    The proposed trajectory resulting from these different procedures may not be suitable operationally, either because it joins the flight plan earlier than what the pilot envisages, or because it remains in conflict with a meteorological disturbance, a relief , or the surrounding traffic, or that it is not compatible with holding a restraint or stabilizing the aircraft before landing.
    Consequently, the current operational context requires joining the flight plan differently, for example at a greater distance by ignoring the closest flight plan portions, or still maintaining the guidance setpoint for a certain distance or during a certain time, or up to a certain altitude. Joining is only effective once this phase is completed. Current methods do not allow the pilot to precisely adjust the joining trajectory to correspond to such an assumption.
    Likewise on the side, when compliance with a given constraint requires keeping the current set course for a certain time before joining the flight plan, this course maintenance is not offered to the pilot. It therefore does not have an operationally satisfactory set of predictions. He must stay the course and wait until the desired conditions are met in order to be able to identify and adjust the joining of the flight plan. For example, during the approach phase, a pilot follows a set course opposite the final approach axis. He therefore moved away from the runway, before making a U-turn to land. It is still too close to the runway and too high or too fast for an immediate U-turn to land. Immediate joining of his line of approach therefore does not provide him with a satisfactory hypothesis for managing his approach. And nothing allows him to know clearly how far he must maintain his current course to be in the satisfactory conditions to stabilize before landing. He must wait until the immediate rejoining trajectory becomes satisfactory.
    The pilot remains responsible for flight safety and may need to adjust the proposed return path laterally. However, the selection of lateral guidance setpoints today only offers one degree of freedom, the course, to adjust laterally. This degree of freedom may prove to be ineffective in obtaining the tactical trajectory operationally desired by the pilot.
    The trajectory joining method according to the invention does not have these drawbacks. In fact, this method, unlike the methods according to the prior art, does not seek to determine the shortest joining trajectory but takes into account other flight constraints by determining, among other things, a point of maintenance of guidance setpoint to be reached. More specifically, the subject of the invention is a method for adjusting a joining trajectory of a flight plan of an aircraft, said method being implemented in a flight management system of said aircraft, characterized in that that, in a first step, the rejoining trajectory includes a guidance setpoint holding point to be reached located in the extension of a guidance setpoint, the guidance setpoint no longer necessarily being maintained past this setpoint holding point .
    Advantageously, a guidance setpoint holding point corresponds to a geographic point along the guidance setpoint, said geographic point being defined either by a distance, or by a temporal duration, or by an altitude variation or an altitude at reach, either by crossing the trajectory with a radial, that is to say a half-line defined by a geographical point and a direction.
    Advantageously, from the guidance setpoint holding point, the rejoining trajectory is calculated so that said rejoining trajectory returns to the flight plan as soon as possible.
    Advantageously, the guidance setpoint holding point is adjusted manually by an operator according to a piloting or navigation constraint.
    Advantageously, when, taking into account a piloting or navigation constraint, the length of the trajectory is inappropriate for respecting said constraint by following the trajectory exploiting the current guidance setpoint holding point, the first step is preceded by a preliminary step of resolving said constraint, the guidance setpoint maintenance point being adjusted automatically.
    Advantageously, the first step is preceded by a trajectory for joining a guidance instruction.
    Advantageously, the first step is preceded by a step of finding the intersection of the current guidance setpoint trajectory with a segment of the flight plan.
    Advantageously, the guidance instruction is a heading instruction.
    Advantageously, said step of joining a setpoint heading comprises a set of straight or curved segments followed by the right segment for maintaining the setpoint setpoint.
    Advantageously, said step of rejoining a set heading comprises at least three segments, a roll-over segment of the aircraft, a curve curve segment between the current heading followed by the aircraft and the set heading and a straight segment according to the set course.
    Advantageously, the setpoint heading is adjusted manually by an operator or automatically as a function of a navigation distance constraint.
    Advantageously, the segment of the flight plan having been determined, the rejoining trajectory comprises two successive course changes, the first making it possible to go from a set point to a catching course and the second course changing making it possible to go from capture at the heading of the flight plan segment.
    Advantageously, once the setpoint holding point is reached along the setpoint heading, the joining trajectory consists in directly joining a designated point of the flight plan.
    Advantageously, the guidance instruction is a vertical slope instruction or a longitudinal speed instruction or a vertical speed instruction.
    Advantageously, the portion of the flight plan towards which the joining trajectory is calculated is determined automatically or manually.
    The invention will be better understood and other advantages will appear on reading the description which follows given without limitation and thanks to the appended figures among which:
    FIG. 1 represents the block diagram of a flight management system of an aircraft according to the invention;
    FIG. 2 represents the general block diagram of the different stages of the method according to the invention;
    FIG. 3 represents these same steps in the case of an adjustment of the setpoint maintenance point;
    FIG. 4 represents a first joining trajectory in the case of an adjustment of the setpoint maintenance point;
    FIG. 5 represents the steps of the method in the case of an adjustment of the setpoint heading;
    FIG. 6 represents a second joining trajectory in the case of an automatic adjustment of the setpoint retention point when capturing a segment of the flight plan at a specified capture angle;
    FIG. 7 represents a third joining trajectory in the case of an automatic adjustment of the setpoint maintenance point during a joining at a point;
    FIG. 8 represents a fourth joining trajectory in the case of an automatic heading adjustment during a capture along the set heading;
    FIG. 9 represents a vertical joining trajectory in the case of a vertical slope setpoint maintenance point, adjusted to hold an altitude constraint.
    The trajectory adjustment calculation method according to the invention is implemented by the flight management system of an aircraft. By way of example, FIG. 1 represents such a flight management system 1 and its interactions with the other on-board systems. The flight management system is provided by one or more on-board electronic computers. Its main function is to manage a specific flight plan. From the information from the flight plan and from a certain number of information from the sensors of the aircraft and, in particular, the locating means 15 or the automatic pilot 16, the management of the flight plan consists in calculating permanently the trajectory 11 of the aircraft and to develop a certain number of predictions 12. By prediction is meant the value of a piloting or navigation parameter relating to the present or the future of the flight. For example, a prediction regarding the future of the flight is the remaining flight time until the aircraft lands or the maximum flight distance taking into account the fuel reserves. The calculation of the trajectory and the predictions make it possible to develop the guidance 13 of the aircraft, the guidance information being taken into account in the management of the flight plan.
    This different information from the management of the flight plan is transmitted to the user, essentially by means of display devices or "displays" 17 which display the different piloting and navigation information.
    The user can intervene in the management of the flight plan to modify it by means of different man-machine interfaces or “HMI” 14. These interfaces can be control stations of the “KCCU” type, acronym meaning “Keyboard Cursor Contrai Unit Or type "MCDU", acronym meaning "Multi-Purpose Contrai and Display Unit". These various control stations generally include an alphanumeric keyboard, a system for controlling a graphic cursor and / or a display screen. It is also possible to use means of tactile interfaces arranged or not on the display screens of the dashboard.
    The system user is generally the pilot of the aircraft. However, the implementation of the method can be carried out within the framework of a ground station of an unmanned aircraft. In this case, the interactions and the display are ensured in the ground station and the corresponding choices are sent to the aircraft. Guidance is then performed in the aircraft. Depending on the architecture choices, the trajectory can be calculated on the ground, and sent on board, or calculated on board and downloaded to the ground for display to the operator. Likewise, some automatic adjustments can be made either on the ground or on board the aircraft.
    Finally, this process can be implemented in ground air control stations to guide the operator known as "ATC", acronym meaning "Air Traffic Control" in the choice of instructions to be given to aircraft under his control, so as to optimize avoidance maneuvers or sequencing maneuvers in aircraft arrival and approach procedures.
    In the rest of the text, the terms "pilot" or "user" are used interchangeably to designate the human operator who manages the flight of the aircraft.
    The entire method for adjusting a joining trajectory of a flight plan of an aircraft according to the invention is shown in FIG. 2. In this figure and in FIGS. 3 and 7, the steps of the method are represented by cartridges, the arrows indicating the functional links between the different cartridges. This process essentially comprises three different types of stages which are successively stages of selection by the pilot or the user, stages of calculation and stages of display.
    Using the various human-machine interfaces available to him, the pilot selects, validates or modifies one of the following three parameters:
    - The guidance instruction to follow;
    - The section of the flight plan to join;
    - The guidance setpoint holding point.
    These different adjustments are represented in FIG. 2 by the cartridges 21, 22 and 23, the interaction being represented by the cartridge 20.
    The different calculation steps are represented in the cartridges 24 to 28. These steps are as follows:
    - Calculation of the setpoint route from knowledge of the aircraft status and the guidance setpoint (cartridge 24);
    - Refreshing the guidance setpoint holding distance (cartridge 26);
    - Calculation of the initial state from which the joining trajectory returns to the flight plan (cartridge 25);
    - Calculation of the rejoining trajectory (cartridge 27);
    - Calculation of vertical predictions (cartridge 28).
    The different display steps are shown in the boxes 29 to 31. The aim is to display:
    - The guidance setpoint route (cartridge 29);
    - The joining trajectory (cartridge 30);
    - The predicted points (cartridge 31).
    The method according to the invention relates to the adjustment of a guidance setpoint maintenance point on the joining trajectory of a flight plan by an aircraft.
    By guidance setpoint is meant the setting of a setpoint value to an aircraft flight parameter, whether it is a heading, a vertical slope, or a speed. As a first nonlimiting example, FIGS. 4 to 8 show the implementation of the method in the case of a heading instruction. As a second example shown in FIG. 9, a joining trajectory comprising a slope instruction is described.
    The term guidance guidance holding point is understood to mean a point located along the path generated by the guidance instruction. A guidance setpoint maintenance point corresponds to a geographic point defined along the guidance setpoint trajectory, either by a distance, or by a time duration, either by an altitude variation or an altitude to be reached, or by the crossing of the trajectory with a radial, that is to say a half-line defined by a geographical point and a direction.
    As the aircraft moves along the guidance setpoint trajectory, its distance from the guidance setpoint maintenance point decreases over time. A specific function periodically updates the current distance from the set point, taking into account, among other things, the current speed and the elapsed time. The period of this update is short enough to ensure continuity of the display without any annoying effect on the pilot. Preferably, the display of the guidance setpoint trajectory is refreshed at the same rate, or more frequently than the distance from the point.
    When the pilot interacts with the setpoint hold point position, the position of the setpoint hold point at the start of interaction is memorized. This stored point is called the setpoint hold point history, and is also defined by a distance along the guidance setpoint path. The distance from the setpoint maintenance history is updated in the same way over time, so that in the event of cancellation, the position found is correctly placed along the guidance setpoint. This update is permanent, including during the pilot's interactions: the distance increments and decrements requested by the pilot are added to the current distance value periodically updated.
    Finally, when the distance value becomes zero, the setpoint maintenance point returns to its default distance value. If there is no pilot interaction over the distance, the setpoint is deleted. This update can also be implemented in a similar way, when the setpoint maintenance point is specified by a delay or a change in altitude.
    FIG. 3 represents the method according to the invention when the joining trajectory includes a guidance setpoint maintenance point. It comprises substantially the same cartridges as the block diagram of FIG. 2 with the exception of an additional cartridge 32 entitled "Calculation of distance required for a constraint" detailed in the following description. The cartridge 23 has two possible options for adjusting the setpoint. Indeed, this adjustment can be made manually or automatically by the flight management system.
    FIG. 4 represents a joining trajectory according to the invention implementing a point PMC for maintaining the setpoint setpoint. At a given instant, the aircraft A is at a distance D from the heading setpoint maintenance point PMC. The heading setpoint is defined by the angle β made by the direction to be followed with the geographic north N. The reference trajectory T R of the flight plan passed through the waypoints W1 to W4. The trajectory of device A comprises two parts. Initially, the device follows the T PMC path to the PMC set point. Secondly, from this point, it follows the capture trajectory Te until it rejoins the reference trajectory at a point located, in FIG. 4, between the crossing points W2 and W3.
    As mentioned, the set point adjustment can be done manually. When a setpoint hold point is defined, the pilot can increase or decrease the distance defining the position of this setpoint holdpoint along the trajectory carried by the heading setpoint, so as to move it along the heading set trajectory. Various means of interaction are possible to vary this distance:
    - On a touch screen, you can point to the setpoint holding point, then move it by a continuous sliding movement on the screen to its new position;
    - In an interactive cockpit equipped with a KCCU type control station and interactive display screens, the pointer can be placed on the setpoint holding point, then a rotation on the KCCU scroll wheel moves the point of setpoint maintenance. The increments of this movement can be defined in proportion to the current display scale of the navigation screen;
    - On an MCDU type interface or equivalent means equipped with keys, the interaction can be selected by pressing a key, then two dedicated keys are used to increment or decrement the distance from the setpoint hold point.
    - Finally, the interface can also offer the entry of a distance, a flight time or an altitude.
    Once the point has been positioned satisfactorily, the pilot validates his position, either by pressing a dedicated key, or by a designation on the screen. In the case of a touch screen, this final validation is optional, the end of pressing on the screen after the swiping movement can be interpreted as a validation. However, confirmation may also be requested to allow the cancellation of the modification.
    If the new point position does not suit the pilot, he can also cancel the modification, by pressing a button other than validation, or a separate designation on the screen. In this case, the position of the setpoint hold point at the start of the interaction is restored. When no setpoint is defined, the default distance from the setpoint is zero.
    Finally the modification of distance operated by the pilot remains limited: the resulting distance cannot become less than 0, nor exceed for example the maximum distance displayed on the navigation screen on the scale chosen by the pilot.
    As mentioned, the adjustment of the setpoint can be done automatically. In some cases, the trajectory of rejoining from the current heading setpoint does not offer a satisfactory distance to a given constraint or to the destination. It may be an insufficient distance to allow the conditions for stabilization of the aircraft before landing. In this case, the margin is too small between the distance known as "RDTL", acronym meaning "Required Distance To Land" required to land and the distance according to the trajectory of rejoined to the runway. The distance may also be too short for the next altitude constraint to be able to be held with a slope of descent at minimum thrust.
    In other cases, the pilot may have positioned a setpoint point unnecessarily far manually, leading to an unnecessarily long trajectory length for the descent, or the required flight time, and which may require excess thrust and a unnecessary fuel expenditure. A trajectory shortening can then be proposed. In these different cases, the method can automatically determine a heading deselection point adjusted if necessary.
    Based on the vertical predictions, one can determine a desired change in the length of the trajectory AD. This change in length can be directly the difference between a desired margin and the current margin to ensure stabilization or can be deduced from the slope or the current ground speed, compared to an altitude or time constraint. The adjustment of the distance from the heading setpoint maintenance point then depends on the type of lateral joining of the flight plan.
    FIG. 5 represents the method according to the invention when the joining trajectory results from the adjustment of a guidance instruction. It comprises substantially the same cartridges as the block diagram of FIG. 2 with the exception of an additional cartridge 32 entitled "Calculation of distance required for a constraint" detailed in the following description. The cartridge 23 has two possible options for adjusting the guidance setpoint. Indeed, this adjustment can be done manually or automatically.
    In a first alternative embodiment, the joining trajectory is adjusted by modifying a set heading. Manual adjustment corresponds to the pilot entering a heading value for the autopilot, as it can be done conventionally on aircraft. This value can be entered numerically, selected by rotation of a dial, designated interactively on a touch screen or by means of a graphic pointer, or even interactively modified by action on a stick.
    The modified setpoint is displayed to the pilot, either in digital form or by graphic indication on his navigation or piloting screen. The trajectory that results from the application of this instruction is displayed on the navigation screen by the function of calculation and display of the instruction route. In this way, the pilot immediately sees the effect of the applied instruction.
    In the case of an automatic adjustment of the set point, the system can display the set point automatically, without modifying the selected set point. As long as there is no manual modification by the pilot, it is possible to display the rejoining trajectory according to the course determined automatically or according to the selected set course, it is up to the pilot to adjust it to the course determined automatically When '' a manual modification by the pilot is carried out, the heading value corresponding to the automatic adjustment can then remain indicated on the heading scale while the rejoining trajectory is displayed according to the heading adjusted manually by the pilot.
    When the setpoint heading is not the current heading, the aircraft must then maneuver to reach the heading setpoint. In this case, the heading setpoint trajectory typically consists of three segments: a roll setting segment, a curve curve segment between the current heading and the setpoint heading, then a rectilinear segment according to the setpoint heading. The turning radius, the length of the rollover segment and the direction of the set heading, take into account the speed of the aircraft as well as the force and direction of the wind measured at the level of the aircraft. However, it can possibly be made up of a set of successive segments approximating the successive positions and orientations of the aircraft during the application of the instruction, and taking into account precisely the effect of the wind and the dynamics of the 'aircraft.
    This trajectory resulting from the setpoint is then displayed to the pilot on his navigation screen. Along this trajectory, certain predicted points are placed as well as the heading setpoint maintenance point. The trajectory resulting from the heading setpoint must be displayed, and close to the trajectory which will be effectively flown by the aircraft so that the setpoint retention point placed along this trajectory constitutes an assumption sufficiently stable to serve as an initial position. of the rejoining trajectory, and continue to correspond to the choice made by the pilot.
    In a second alternative embodiment, the pilot requests to join as a priority the desired flight plan section by following the heading setpoint trajectory until finding an intersection with a segment of the flight plan section. This allows for example to maintain the set heading up to the intersection of the flight plan, even if another form of joining, such as, for example, joining at a predetermined angle allows a closer or shorter joining of the plane flight.
    In this case, an intersection with the heading setpoint trajectory is sought for each segment of the flight plan section to be joined. If several intersections exist, according to the embodiments, the closest intersection is chosen along the heading setpoint trajectory which constitutes the most natural choice or the earliest intersection in the list of segments to be captured. The latter is more flexible, when combined with the choice of the first segment to capture.
    If no intersection is found, then a warning message can be displayed to the pilot, and the joining trajectory is calculated in the usual way.
    Once the first step of calculating the joining trajectory carried out according to the above hypotheses, the continuation of the joining trajectory is done in accordance with existing methods. By way of example, patent FR 3,031,175 entitled “Method for automatically joining a route from an aircraft” describes a procedure of this type. The hypotheses for calculating this rejoining trajectory however require some adjustments related to the method of managing the rejoining trajectory according to the invention. These are:
    - The set course is that defined by the pilot or can be a course automatically adjusted to satisfy a constraint;
    - Instead of using the current position and orientation of the aircraft as the starting position, the position and orientation defined by the position of the setpoint maintenance point along the heading setpoint trajectory are used, and the heading instruction;
    - Instead of determining the join over the entire flight plan, it is determined on the section defined by the pilot.
    - If the pilot has chosen to search primarily for an intersection along the heading setpoint trajectory, this joining mode is sought first, before implementing the other joining methods.
    When a setpoint hold point is defined, namely a non-zero setpoint hold distance and its distance is less than the cumulative length of the rollover segment and the turn segment to acquire the setpoint heading, then the initial position of the aircraft for the rejoining trajectory is placed at the end of the setpoint acquisition turn, so as to respect the heading specified by the pilot. It is up to the pilot to modify the heading setpoint to reduce the turn if necessary. The joining trajectory is displayed on the navigation screen to allow the pilot to assess the impact of the chosen setpoint. Likewise, the predictions are calculated along this trajectory, and supplied to the pilot. The updating of these displays may be less frequent than the display of the heading setpoint and the setpoint maintenance point, because they are based on the execution of the current setpoint, and therefore are relatively stable. A period of three seconds is often considered sufficient to allow the pilot to make his decision in managing the flight.
    The evolution of the parameters of the aircraft along the flight can then be calculated along this rejoining trajectory, then along the flight plan to the destination, according to the state of the art of the predictions calculated by a flight manager.
    In particular, a descent profile can be calculated from the destination, and by going up along the trajectory to the position of the aircraft, taking into account the different speed, altitude or time constraints along of the trajectory.
    Then the aircraft parameters can be predicted from the aircraft position, according to the logic of each flight phase, to the destination. When the aircraft is uphill and cruising, the calculation can possibly stop at the predicted position of start of descent conforming to the descent profile. When the aircraft is in the descent phase, the predictions take into account the situation of the aircraft in relation to the descent profile, and determine the rejoining and then the monitoring of this profile until the destination.
    Finally, an energy reduction calculation can be calculated from the airplane position to the energy required for stabilization, then according to the final approach slope from the stabilization height to the runway threshold. This distance called RDTL can be compared to the distance from the aircraft to the runway threshold along the joining trajectory. The difference provides a stabilization margin that can be displayed to the pilot.
    All these indications allow the pilot to ensure precise monitoring of his flight, and in particular his descent, taking into account the lateral joining trajectory.
    In certain cases, the vertical predictions make it possible to identify that the trajectory length is insufficient to satisfy a criterion of the flight plan at a given point:
    - The path length is insufficient to hold an altitude constraint, because the required slope would exceed the capabilities of the aircraft or force it to accelerate excessively,
    - The trajectory length is insufficient to reduce the energy of the aircraft and allow it to stabilize at the speed required for the approach at a minimum height above the runway threshold,
    - The trajectory length does not allow to respect a time constraint at a given point, or in an equivalent way does not allow to ensure a desired time spacing behind another aircraft at a given point,
    - The trajectory length does not correspond to the optimal flight distance allowing to maintain altitude conditions of speed and time while maintaining a minimum thrust flight.
    For all these criteria, it is possible to determine a required distance to the point where the constraint to be satisfied is located:
    - For an altitude constraint, this is the altitude error at the level of the constraint, divided by the flightable slope by the aircraft,
    - For a stabilization constraint, this is the excess energy at the stabilization point reduced to the weight of the aircraft, divided by the specific residual energy or "Specify Excess Power" and multiplied by the ground speed,
    - For a time constraint, this is the time error at the constraint, multiplied by the ground speed,
    - For an optimal distance allowing the maintenance of a minimum thrust flight, it is necessary to determine an adjustable model profile of altitude and speed of the aircraft which ensures said minimum thrust.
    The result of this function is a desired path length to a given point. The automatic trajectory adjustment is only possible according to the method if the point to which the constraint relates is after the first of the segments of the section to be joined, and if the rejoining occurs on a segment located no later than this point. If necessary, the section to be joined can be restricted to stop no later than the point carrying the constraint. This is particularly the case for stabilization.
    Since the predictions depend on the lateral trajectory, and in particular if the length adjustment is important, the previous adjustments, which constitute linear approximations, may require successive iterations. In this case, once the trajectory adjusted to the desired distance is calculated, the residual error at the point carrying the stress is determined, and as long as this error is greater than a given threshold, the adjustment is iterated over a new length of trajectory desired.
    As a first example of implementation of the method according to the invention, the joining is done according to a capture of a segment or "leg" of the flight plan according to a specified capture angle. This joint is illustrated in FIG. 6. In this figure, the same references as those in FIG. 4 have been adopted. The rejoining trajectory starts from aircraft A, passes through the PMC point and ends at the waypoint W of the flight plan. As can be seen in this figure 6, the trajectory comprises three successive headings which are:
    - The current heading setpoint β1,
    - The capture cap β2,
    - The course of the leg to capture β3.
    These caps therefore define two successive course changes:
    - The first change Θ1 is equal to β2-β1. It starts at the heading setpoint maintenance point PMC;
    - The second change Θ2 is equal to β3-β2. It allows the aircraft to return to the flight segment located before the waypoint W.
    The variation in trajectory length 5S resulting from a variation in the distance for maintaining the set heading ÔD can then be expressed as:
    BONE
    5D (l - cos (0,)) + (i _ cos ($ 2 )) sin (0 2 )
    This formula remains valid as long as the distances remain large enough with respect to the turning radius so that each heading can be established before the start of the next heading change. In addition, it assumes, to be applicable, that the changes of course are sufficiently significant. In particular, if the caps β1 and β3 or β1 and β2, are identical, the variation in distance will be zero. Similarly, the caps β2 and β3 are necessarily distinct because they define the specified capture angle.
    If necessary, this formula can be applied iteratively, by determining the trajectory length S corresponding to the lateral trajectory obtained, and by adjusting the holding distance of the set heading D to reduce the deviation from the trajectory length desired.
    In addition, if the heading retention length of heading D obtained results in capturing another segment of the flight plan, then the iteration can be continued taking into account the orientation of the new segment.
    If the capture heading β2 can no longer be established, then the length D for maintaining the setpoint is limited to allow the capture of the segment. As the desired trajectory length cannot be obtained, the constraint which required this length cannot be held without implementing additional means of reducing the error and the pilot is informed of the failure to withstand the constraint.
    As a second example of implementation of the method according to the invention, the joining is a direct joining towards a specified point. This type of joining is illustrated in FIG. 7. In this FIG. 7, the same references as those of FIGS. 4 and 6 have been adopted. The joining trajectory departs from aircraft A, passes through the PMC point to reach the IP capture point of the flight plan without necessarily passing through a leg of the flight plan.
    By projecting the IP capture point orthogonally onto the current heading setpoint defined by the angle β, an AIP point is defined along the setpoint heading. If we note y the angle between the heading of arrival at the IP capture point and the axis defined by IP and AIP, then the variation in trajectory length ÔS resulting from a variation in distance to maintain the set heading 5D can then be expressed by:
    ds.
    - = 1 + η sin γ
    SD η = sign {/ va. {(P - β))
    If necessary, this formula can be applied iteratively, by determining the trajectory length S corresponding to the lateral trajectory obtained, and by adjusting the holding distance of the set heading D to reduce the deviation from the trajectory length desired.
    As a third example of implementation of the method according to the invention, the joining is a joining by automatic heading adjustment. This type of joining is illustrated in FIG. 8. In this FIG. 8, the same references as those of FIGS. 4, 6 and 7 have been adopted. The joining trajectory departs from aircraft A and joins the leg located between the waypoints W and ATP to reach the ATP waypoint of the flight plan.
    When the pilot has activated the priority search function for an intersection of the trajectory given by the heading with the flight plan section to be joined, along the setpoint trajectory, it is possible to vary the length of trajectory by course adjustment. If a trajectory length is desired to satisfy a constraint or a flight criterion, then an automatic heading adjustment can be proposed to the pilot.
    If the position of the aircraft is orthogonally projected onto the captured segment, an ATP point is defined at a distance H from the aircraft, the direction between the aircraft and the ATP point being orthogonal to the captured segment. If we note β the setpoint heading, φ the bearing from the plane of the terminal point TO of the segment to be captured, and y the angle between the setpoint route and the normal to the segment to be captured at the ATP point, then the variation of length of trajectory induced by a variation of the angle of capture is:
    ace
    5 / (l + 77 sin /) v cos “/ lT / sin / ^ η = 57gn (sin (ç> - / ))
    If necessary, this formula can be applied iteratively, by determining the trajectory length S corresponding to the lateral trajectory obtained, and by adjusting the holding distance of the set heading D to reduce the deviation from the trajectory length desired.
    In addition, if the setpoint route β obtained leads to capturing another segment of the flight plan, then the iteration can be continued taking into account the orientation of the new segment.
    As a fourth example of implementation of the method according to the invention, the joining is a vertical joining starting from the maintenance of a vertical set point which can be a slope set point or a vertical speed set point. This application case is illustrated in FIG. 9. The aircraft A is in deviation from its vertical flight plan PV, represented in dotted lines, and controls its flight on a vertical setpoint, expressed in the figure in vertical speed. V / S, meaning "Vertical Speed". A setpoint maintenance point PMC is positioned along the vertical setpoint, from which a joining trajectory is calculated, for example in minimum thrust at constant speed. The pilot can adjust the PMC point himself, or it can be adjusted automatically to allow a vertical constraint Cv of the flight plan to be held, symbolized in the figure by the two sets of two opposite triangles.
    权利要求:
    Claims (17)
    [1" id="c-fr-0001]
    1. Method for adjusting a joining trajectory of a flight plan of an aircraft, said method being implemented in a flight management system (1) of said aircraft, characterized in that, in a first step, the joining trajectory (Tpmc) includes a guidance setpoint holding point (PMC) to be reached located in the extension of a guidance setpoint, the guidance setpoint no longer necessarily being maintained past this holding point of instructions.
    [2" id="c-fr-0002]
    2. Method for adjusting a flight path rejoining trajectory according to claim 1, characterized in that a guidance setpoint maintenance point corresponds to a geographical point along the guidance setpoint, said geographical point being defined either by a distance, or by a temporal duration, either by a variation of altitude or an altitude to be reached, or by the crossing of the trajectory with a radial, i.e. a half-line defined by a geographic point and a direction.
    [3" id="c-fr-0003]
    3. Method for adjusting a rejoining trajectory of a flight plan according to one of the preceding claims, characterized in that, starting from the guidance setpoint maintenance point, the rejoining trajectory is calculated so that said joining trajectory returns to the flight plan as soon as possible.
    [4" id="c-fr-0004]
    4. Method for adjusting a flight path joining trajectory according to one of the preceding claims, characterized in that the guidance setpoint maintenance point is adjusted manually by an operator as a function of a piloting or navigation constraint.
    [5" id="c-fr-0005]
    5. Method for adjusting a joining trajectory of a flight plan according to one of claims 1 to 3, characterized in that, when, taking into account a piloting or navigation constraint, the length trajectory is inappropriate for respecting said constraint by following the trajectory using the current guidance setpoint maintenance point, the first step is preceded by a preliminary step for resolving said constraint, the guidance setpoint maintenance point being adjusted automatically.
    [6" id="c-fr-0006]
    6. Method for adjusting a joining trajectory of a flight plan according to one of the preceding claims, characterized in that the first step is preceded by a joining trajectory of a guidance instruction.
    [7" id="c-fr-0007]
    7. Method for adjusting a flight plan rejoining trajectory according to one of the preceding claims, characterized in that the first step is preceded by a step for finding the intersection of the set trajectory guidance in progress with a segment of the flight plan.
    [8" id="c-fr-0008]
    8. Method for adjusting a joining trajectory of a flight plan according to one of the preceding claims, characterized in that the guidance instruction is a heading instruction.
    [9" id="c-fr-0009]
    9. Method for adjusting a flight plan rejoining trajectory according to claim 8, characterized in that said step of rejoining a set heading comprises a set of straight or curved segments followed by the straight segment to maintain the heading setpoint.
    [10" id="c-fr-0010]
    10. Method for adjusting a flight path rejoining trajectory according to claim 8, characterized in that said step of rejoining a set heading comprises at least three segments, a rollover segment of the aircraft, a curved turn segment between the current heading followed by the aircraft and the set heading and a straight segment according to the set heading.
    [11" id="c-fr-0011]
    11. Method for adjusting a flight plan rejoining trajectory according to one of claims 8 to 10, characterized in that the target heading is adjusted manually by an operator or automatically depending on a navigation distance constraint
    [12" id="c-fr-0012]
    12. Method for adjusting a rejoining trajectory of a flight plan according to one of claims 8 to 11, characterized in that the segment of the flight plan being determined, the rejoining trajectory comprises two changes of course successive, the first allowing to pass from a set course to a capture course and the second change of course allowing to pass from the capture course to the course of the flight plan segment.
    [13" id="c-fr-0013]
    13. Method for adjusting a flight plan rejoining trajectory according to one of claims 8 to 11, characterized in that once the set point is maintained along the set point, the joining trajectory consists of directly joining a designated point in the flight plan.
    [14" id="c-fr-0014]
    14. Method for adjusting a joining trajectory of a flight plan according to one of claims 1 to 7, characterized in that the guidance setpoint is a vertical slope setpoint.
    [15" id="c-fr-0015]
    15. Method for adjusting a joining trajectory of a flight plan according to one of claims 1 to 7, characterized in that the guidance instruction is a longitudinal speed instruction.
    [16" id="c-fr-0016]
    16. Method for adjusting a joining trajectory of a flight plan according to one of claims 1 to 7, characterized in that the guidance instruction is a vertical speed instruction.
    [17" id="c-fr-0017]
    17. Method for adjusting a joining flight path trajectory according to one of the preceding claims, characterized in that the portion of the flight plan towards which the joining trajectory is calculated is determined automatically or manual.
    1/5
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    EP3379200A3|2018-11-07|
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    法律状态:
    2018-02-27| PLFP| Fee payment|Year of fee payment: 2 |
    2018-09-28| PLSC| Publication of the preliminary search report|Effective date: 20180928 |
    2020-02-27| PLFP| Fee payment|Year of fee payment: 4 |
    2021-02-25| PLFP| Fee payment|Year of fee payment: 5 |
    2022-02-21| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
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    FR1700291A|FR3064351B1|2017-03-21|2017-03-21|JOINT TRACK ADJUSTMENT PROCESS FOR AIRCRAFT|
    FR1700291|2017-03-21|FR1700291A| FR3064351B1|2017-03-21|2017-03-21|JOINT TRACK ADJUSTMENT PROCESS FOR AIRCRAFT|
    EP18161143.5A| EP3379200A3|2017-03-21|2018-03-12|Method for adjusting the joining trajectory for an aircraft|
    US15/919,630| US10854094B2|2017-03-21|2018-03-13|Rejoining trajectory adjustment method for aircraft|
    CN201810233762.4A| CN108630018A|2017-03-21|2018-03-21|It is re-engaged track adjusting method for aircraft|
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