• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    An aircraft flight management aid method calculates (8) an operational cost function CF (xi, hj) at different altitudes hj along a reference planned flight path into a discrete set of points. P (xi, hj) which forms a two-dimensional grid in which the reference vertical flight trajectory evolves, the calculation of the cost function CF (xi, hj) being carried out locally at each point P (xi, hj) as a function aircraft data and environmental data predicted at said local point P (xi, hj). Then, for each point P (xi, hj) of the grid, the method determines (22) a neighborhood including the point P (xi, hj), and associates a color K (xi, hj) depending on the value of the function. of local cost CF (xi, hj) using a predetermined bijective correspondence transformation. Then the process displays (24) the colored grid formed by the colored neighborhoods. The method is implemented either in an onboard avionic flight management system, or in an EFB-type on-board tablet, or in a ground tool of the operator interfaced with the on-board flight management system, or through a distribution on the three types of systems.
    公开号:FR3067801A1
    申请号:FR1700648
    申请日:2017-06-16
    公开日:2018-12-21
    发明作者:Xavier Blanchon；Guillaume BOYER；Guillaume MEULLE；Sonia VAUTIER
    申请人:Thales SA；
    IPC主号:
    专利说明:

    Method and system for assisting the flight management of an aircraft in terms of optimizing the operational costs of said aircraft
    The present invention relates to a method and a system for assisting the flight management of an aircraft in terms of optimizing the operational costs of said aircraft.
    The present invention relates in particular to a display and a display enabling the flight crew of an aircraft to be assisted in making decisions concerning the management of the flight of the aircraft with regard to the expected operational costs.
    The invention relates to the field of flight management in an on-board avionics system such as an FMS flight management system (in English "Flight Management System") and / or a "non-avionics" or "management system". open ”such as electronic flight bags (in English“ Electronic Flight Bag ”) or other tablets and computers, on board the aircraft or located on the ground, and more specifically in the field of human-machine interface with these calculators.
    Avionics systems, such as FMS flight management systems, already have capabilities for calculating aircraft position and consumption predictions. Other on-board systems like the EFB have similar computing capacities with more capacity and less security and certification constraints despite less reliable reliability.
    The work of the flight crew of an aircraft requires making informed decisions on the fuel management strategy, in order to meet safety requirements, in the form for example of compliance with regulatory fuel margins, but also to reduce the cost of flight and pollutant emissions.
    In general, we seek to assist the crew of an aircraft in making decisions regarding the choice of a vertical trajectory to optimize the operational costs of flight of the aircraft.
    Today, while cruising, on-board systems such as the FMS flight management system have functions that allow a form of optimization in terms of reducing flight costs and pollutant emissions while respecting regulatory margins. These functions concern the determination of an optimal mach flight, which depends on the aircraft condition and the cost index entered by the crew, and the calculation of an optimal altitude.
    The limitations of the functions currently used essentially lie in the fact that these are local optimization. Thus, at a given instant, these functions consist on the one hand of presenting to the crew the altitude and at which the aircraft should fly in order to minimize the cost of its flight, and on the other hand of controlling the airplane on the optimal cruising speed.
    However, these current functions do not integrate the fact that the calculation conditions leading to this result, in particular the weather conditions, are versatile and will evolve during the flight due to the temporal evolution of the parameters concerning these conditions but also to because of the movement of the plane. Once the decision has been made, it is therefore necessary to fly a minimum time in the conditions making the new altitude optimal to absorb the excess consumption necessary for the climb. For example if the current flight level is “FL310” and if the flight management system indicates as optimal flight level “FL340”, the pilot knows nothing of the duration of validity of this information. If the crew decides to follow this indication, but they encounter adverse conditions ten minutes later which are ultimately penalizing, they will have overconsumed fuel when boarding the aircraft for nothing. The decision to follow or not follow this indication is therefore, in the current state of the art, a bet on the result of the compromise between the expected profit by flying at the optimum altitude indicated, and the overconsumption of fuel necessary for the climb to this altitude.
    Furthermore, even if there are currently known methods, such as that described in US Pat. No. 9,290,262 B2, which make it possible to calculate the trajectory at a lower cost in a forecast weather environment, their design makes them intended for use during the flight planning phase. The drawback of these methods lies essentially in the fact that contingencies, unforeseen during this planning phase, such as for example closed airspaces, annoying traffic, can suddenly arise and prevent the aircraft from flying the optimal planned trajectory.
    The technical problem is to reduce the risk that the bet made by the crew when they decide to change flight levels in order to optimize the operational cost of flight of the aircraft, either lose or increase the relevance and value of such a decision with regard to the hazards inherent in a sudden change in weather or other environmental conditions.
    The technical problem is therefore to provide a method and a system for assisting the flight management of an aircraft which improves the relevance of the decisions taken to optimize the operational costs of flight of the aircraft, in particular its fuel consumption.
    To this end, the subject of the invention is a method for assisting the flight management of an aircraft, implemented by an on-board system or on the ground for assisting flight management. The flight management assistance method comprises a first step consisting in calculating and providing a planned vertical reference trajectory from a flight plan entered beforehand and validated by the crew. The flight management assistance method is characterized in that it comprises steps consisting in:
    .- in a second step, calculate a cost function CF (xi, hj), representative of a predetermined operational flight cost, at different altitudes hj along the reference planned flight trajectory in a discrete set of points P (xi, hj), defined respectively by an abscissa xi and an ordinate hj and parameterized respectively by a first integer index i of abscissa and a second integer index j so as to form the nodes of a two-dimensional grid of a coordinate system in which evolves the vertical planned flight path of reference, the calculation being performed locally at each point P (xi, hj) as a function of aircraft data and environmental data predicted at said point P (xi, hj); and .- in a third step, for each point P (xi, hj) determine a compact neighborhood of predetermined shape including said point P (xi, hj), and associate with said point P (xi, hj) a color K (xi, hj) dependent on the value of the cost function using a table or a transformation T of predetermined bijective correspondence.
    According to particular embodiments, the method for assisting the flight management of the aircraft comprises one or more of the following characteristics:
    the flight management assistance method further comprises a fourth step, consecutive to the third step, consisting in displaying by a vertical trajectory display a colored map K (xi, hj) formed by the colored neighborhoods of the assembly points P (xi, hj) of the two-dimensional grid;
    .- the color representing a “neutral” cost which does not encourage a modification of the vertical trajectory corresponds to the cost currently calculated on the planned reference path, or the color representing a “neutral” cost which does not encourage a trajectory modification corresponds to an average cost (Cmax + Cmin) / 2 over the range of variation of the operational cost delimited by a first minimum cost value Cmin and a second maximum cost value Cmax;
    .- for each point P (xi, hj) the second step executes successively: a first sub-step) during which an optimum Mach of flight Mopt is calculated from the predicted trajectory in terms of position, speed, and mass the aircraft, predicted wind and temperature information and an aircraft performance database; a second sub-step during which, from the calculated optimum Mach Mopt and the predicted wind at P (xi, hj), a ground speed GS (xi, hj) of the aircraft and an instantaneous fuel consumption FF ( xi, hj); and a third sub-step during which the cost function in P (xi, hj) is an operational cost CF (xi, hj) which depends on the ground speed GS (xi, hj) of the aircraft and the instantaneous fuel consumption FF (xi, hj) at point P (xi, hj) of the grid;
    .- at each point P (xi, hj), the operational cost CF (xi, hj) is calculated according to a first expression CF (xi, hj) = (FF (xi, hj) + Cl * 60) / GS (xi , hj) in which Cl denotes a cost index, or a second expression CF (xi, hj) = FF (xi, hj) / GS (xi, hj);
    .- the expression for calculating the operational cost CF (xi, hj) is selectable from the first expression and the second expression;
    .- the method for assisting in the management of an aircraft flight further comprises: a fifth step of calculating positions and the amplitude of an integer number of steps which optimizes the operational cost of the flight; and a sixth step, consecutive to the fifth step (26), of creating an optimal trajectory in a predicted environment using the positions and amplitudes calculated of the NP stages; and a seventh step, consecutive to the sixth step, of displaying the optimal trajectory in predicted environment superimposed on the colored map so as to clearly distinguish it from the planned reference trajectory;
    the method for assisting in the management of an aircraft flight also comprises an eighth step, consecutive to the seventh step, of updating and re-displaying the optimal trajectory in a predicted environment when updated conditions of the trajectory are met;
    the trajectory update conditions are an update of the weather conditions, and / or a change in a cost index, and / or a modification of lateral or vertical flight plan in the form of a modification of the route or insertion of an altitude, speed or time constraint, or a change in cruising altitude, taking into account a locally measured wind significantly different from the predicted wind.
    The subject of the invention is also a system for assisting in the flight management of an aircraft comprising:
    .- one or more electronic processing computers;
    .- data entry means to allow a crew to enter data into the computer or computers;
    .- at least one display for displaying one or more vertical flight paths; and .- a meteorological database; the electronic processing computer (s), and one of the at least one display being configured in a first step to provide a vertical planned flight path of reference from a flight plan entered beforehand and validated by the crew.
    The flight management assistance system is characterized in that the electronic processing computer (s) are configured for:
    .- in a second step, calculate a cost function CF (xi, hj), representative of a predetermined operational flight cost, at different altitudes hj along the reference planned flight trajectory in a discrete set of points P (xi, hj), defined respectively by an abscissa xi and an ordinate hj and parameterized respectively by a first integer index i of abscissa and a second integer index j so as to form a two-dimensional grid in which the vertical trajectory of planned flight evolves reference, the calculation of the cost function CF (xi, hj) being performed locally at each point P (xi, hj) as a function of aircraft data and environmental data predicted at said point P (xi, hj); and in a third step, for each point P (xi, hj) determine a compact neighborhood of predetermined shape including said point P (xi, hj), and associate with said point P (xi, hj) a color K (xi, hj) dependent on the value of the cost function using a table or a transformation T of predetermined bijective correspondence.
    According to particular embodiments, the flight management aid system includes one or more of the following characteristics:
    .- at least one vertical trajectory display is configured to, in a fourth step consecutive to the third step, display a colored map K (xi, hj) formed by the colored neighborhoods of all the points P (xi, hj) two-dimensional grid;
    .- the color representing a “neutral” cost which does not encourage a modification of the vertical trajectory corresponds to the cost currently calculated on the planned reference path, or the color representing a “neutral” cost which does not encourage a trajectory modification corresponds to an average cost (Cmax + Cmin) / 2 over the range of variation of the cost delimited by a first minimum cost value Cmin and a second maximum cost value Cmax;
    the electronic processing computer or computers are configured for during the second step and for each point (xi, hj) to execute successively: a first sub-step during which an optimum Mach of flight Mopt is calculated from the path predicted in terms of position, speed, and mass of the aircraft, predicted wind and temperature information and an aircraft performance database; a second sub-step during which, from the calculated optimum Mach Mopt and the predicted wind in (xi, hj), the ground speed GS of the aircraft and instantaneous fuel consumption FF; and a third sub-step during which the cost function in P (xi, hj) is an operational cost which depends on the ground speed GS (xi, hj) of the aircraft and on the instantaneous fuel consumption FF ( xi, hj) at point P (xi, hj) of the grid;
    the electronic processing computer (s) are included in all the computers of an on-board avionics system and an open “non-avionics” management system, and / or the electronic processing computer (s) are included in the computer set an FMS flight management system and on-board EFBs and the computers of an operator's ground tool, interfaced with the FMS flight management system;
    .- the electronic processing calculator (s) is a single high security level processing calculator, configured to calculate the planned reference trajectory, the cost grid, and an optimal trajectory in a predicted environment, and the same display is configured to display at the same time the planned reference trajectory, the cost grid, and the optimal trajectory in a predicted environment; or the electronic processing computer or computers comprises a first processing computer of high security level, configured to calculate the planned reference trajectory and a second processing computer, of security level lower than that of the first processing computer, configured to calculate the cost grid, and an optimal trajectory in a predicted environment; a first display is configured to display the planned reference trajectory and a second display is configured to display the cost grid, the planned reference trajectory and the optimal trajectory in a predicted environment;
    .- the meteorological database is on board the aircraft, or located on the ground by being physically integrated into or connected to a ground station distant from the aircraft, the ground station being connected to the computer (s) processing through a telecommunications link.
    The invention also relates to a display for assisting the flight management of an aircraft comprising a display screen, configured to display a colored map K (xi, hj) formed by colored neighborhoods of a discrete set. of points P (xi, hj) of a two-dimensional grid in which a vertical planned flight path of reference evolves. The points P (xi, hj) are defined respectively by an abscissa xi of distance traveled on the ground and an ordinate hj of altitude and parameterized respectively by a first integer index i of abscissa and a second integer index j. The colored neighborhoods respectively include the points P (xi, hj) and colored by the colors K (xi, hj) depending on the value of a local flight cost function CF (xi, hj) and of a table or d '' a transformation of predetermined bijective correspondence.
    The invention will be better understood on reading the description of several embodiments which will follow, given solely by way of example and made with reference to the drawings in which:
    Figure 1 is a flowchart of a method for assisting the flight management of an aircraft according to the invention;
    .- Figure 2 is a view of a flight management aid display of an aircraft according to the invention allowing the implementation of the method of Figure 1;
    .- Figure 3 is a view of a first embodiment of a flight management aid system of an aircraft according to the invention;
    .- Figure 4 is a view of a second embodiment of a flight management aid system of an aircraft according to the invention;
    .- Figure 5 is a view of a third embodiment of a flight management aid system of an aircraft according to the invention.
    A method for assisting the flight management of an aircraft according to the invention comprises the following main steps consisting in:
    .- calculate and update, using a computer having access to the data of a flight management system or using the flight management system and updates to weather forecasts, a trajectory optimal in predicted environment, especially in weather environment; then .- calculate, along a reference flight plan trajectory planned or planned by the flight management system FMS, at given curvilinear distance intervals and at different altitudes, an instantaneous operational cost of the flight; then .- subsequently apply a color scale associating a color with an operational cost in areas or neighborhoods or cells each including respectively a point of calculation of the operational cost, the calculation points forming the nodes of a two-dimensional grid in which the trajectory in a predicted environment changes, and all of the zones or neighborhoods or colored cells forming a colored map; then display this colored map on a vertical display type screen VD (in English "vertical display");
    .- superimposing the optimal trajectory in a predicted environment in a way that makes it possible to differentiate it from the reference trajectory planned by the FMS.
    Thus the method for assisting the flight management of an aircraft in terms of optimizing an operational flight cost, such as fuel consumption, is based on:
    .- the calculation of the instant operating cost, for example the instant fuel consumption, along the flight plan;
    .- the display in the form of a color code of the cost zones penalizing, for example of higher consumption, or conversely the zones of favorable cost, for example of lower consumption.
    This flight management assistance method can be carried out both internally of an FMS flight management system and within the framework of an open on-board architecture or distributed architecture on board and / or on the ground.
    It should be noted that the on-board flight management computers currently used are capable of:
    .- predict the position, speed and mass of an aircraft at an instant t,
    i.e. calculate the trajectory of the aircraft;
    .- determine an optimal cruising speed from a cost index Cl (in English "Cost Index") entered by the crew;
    .- estimate the instantaneous fuel consumption as well as the direct operational costs of a flight.
    According to Figure 1, a method 2 according to the invention, for assisting the flight management of an aircraft in terms of optimizing the operational costs of said aircraft comprises a set of steps.
    In a prior step 4 of selecting an operational cost type or “information of interest” from a set of operational cost types or information of interest, the possibility of selecting a display preference d '' Information of interest, among direct operational costs and instant fuel consumption, is offered to the crew using one or more selection commands.
    Then in a first step 6, a vertical planned flight path of reference is calculated and provided from a flight plan, entered and validated by the crew.
    Then in a second step 8, a cost function CF (xi, hj), representative of a predetermined operational flight cost, is calculated at different altitudes hj along the reference planned flight trajectory in a discrete set of points P (xi, hj), defined respectively by an abscissa xi and an ordinate hj and parameterized respectively by a first integer index i of abscissa and a second integer index j so as to form the nodes of a two-dimensional grid of a coordinate system in which the vertical planned flight path of reference evolves, the calculation being performed locally at each point P (xi, hj) as a function of aircraft data and environmental data predicted at said local point P (xi, hj).
    The first index i varies from 1 to N and the second index j varies from 1 to P, N and P denoting two integers greater than or equal to 2 and 3 respectively.
    For each point P (xi, hj), i varying from 1 to N and j varying from 1 to P, the second step 8 comprises first, second, third sub-steps 12, 14, 16, executed successively.
    During the first sub-step 12, an optimum flight Mach Mopt is calculated from the predicted flight path in terms of position, speed, and mass of the aircraft, of wind information and of predicted temperature and an aircraft performance database.
    Then during the second sub-step 14, from the optimum Mach Mopt, calculated in the first sub-step 12, of the predicted wind in P (xi, hj), a ground speed GS (xi, hj) (in English “Ground Speed”) of the aircraft and an instantaneous fuel consumption FF (xi, hj) (in English “Fuel Flow”) are calculated.
    Then during the third substep 16, the operational cost function CF (xi, hj) in P (xi, hj) is calculated as an operational cost which depends on the ground speed GS (xi, hj) of the aircraft and instantaneous fuel consumption FF (xi, hj) at point P (xi, hj) of the grid.
    At each point P (xi, hj), the operational cost CF (xi, hj) can be calculated according to:
    a first expression CF (xi, hj) = (FF (xi, hj) + Cl * 60) / GS (xi, hj) in which Cl denotes a cost index; or .- a second expression CF (xi, hj) = FF (xi, hj) / GS (xi, hj).
    The first expression relates to direct operational costs while the second expression relates to instant fuel consumption.
    It should be noted that the step of calculating the operational costs at the nodes P (xi, hj) of the grid is implemented by using as input data the data resulting from a calculation of trajectory predictions and not from the current state of the aircraft.
    Then in a third step 22, consecutive to the second step 8, for each point P (xi, hj) a compact neighborhood or cell of predetermined shape including said point P (xi, hj) is determined and associated with it a color K ( xi, hj) depending on the value of the local cost function CF (xi, hj) using a table or a transformation T of bijective correspondence predetermined according to the equation K (xi hj) = T ( CF (xi, hj)).
    Transformation T has any of the following characteristics:
    . * the color representing a “neutral” cost, that is to say not inciting a modification of trajectory, corresponds to the cost currently calculated on the planned trajectory,. * the color representing a “neutral” cost, c that is to say does not encourage a modification of trajectory, corresponds to the average cost (Cmax + Cmin) / 2 over the range over the range of variation of the cost delimited by a first value of minimum cost Cmin and a second value maximum cost Cmax.
    Then in a fourth step 24, consecutive to the third step 22, a vertical trajectory display VD (in English "Vertical Display") displays a colored map K (xi, hj) formed by the colored neighborhoods or colored cells of the assembly points P (xi, hj) of the two-dimensional grid.
    Then in a fifth step 26, positions and amplitudes of a whole number NP of bearings which optimize the operational cost of the flight are calculated.
    Then in a sixth step 28, consecutive to the fifth step 26, an optimal trajectory in a predicted environment is created using the positions and amplitudes calculated of the NP stages.
    The fifth and sixth steps 26, 28 can be implemented using the method for developing a vertical trajectory profile comprising multiple altitude levels, described in US Pat. No. 9,290,262 B2.
    In a seventh step 30, consecutive to the sixth step 28, the optimal trajectory in predicted environment is displayed superimposed on the colored map so as to clearly distinguish it from the planned reference trajectory.
    Then in an eighth step 32, consecutive to the seventh step 30, updating and redisplaying, the optimal trajectory in predicted environment is updated and redisplayed when conditions for updating the trajectory are met.
    The conditions for updating the optimal trajectory in a predicted environment can for example be, without being exhaustive:
    .- an update of the weather conditions; and / or .- a change in a cost index; and / or .- a modification of lateral or vertical flight plan in the form of a modification of the route or an insertion of an altitude, speed or time constraint, or a modification of the altitude cruise, taking into account a locally measured wind significantly different from the predicted wind.
    Then in an optional ninth step 34, the crew has the possibility of activating in the flight management system FMS the optimal trajectory in predicted environment.
    The pilot can thus use the optimal trajectory in predicted environment as "objective to be reached" in his negotiations with the air traffic control authorities.
    In the event that the pilot wishes to take the initiative in changing the flight level, he can request authorizations (in English "clearances") allowing him to follow the optimal trajectory.
    If this request is refused, the pilot can use the colored card according to the invention to view the impact of the authorization given by the control authorities.
    In the event that the supervisory authorities request the pilot to change the level, they can similarly use the colored card according to the invention to visualize the impact of the modification and possibly issue a counter-proposal.
    The invention thus improves the process and the relevance of flight level change decision making by allowing the pilot to view:
    .- the trajectory of the FMS flight management system currently followed by the aircraft, .- the instantaneous operational costs of the flight at each point in the airspace, .- the optimal environmental trajectory that it would have to try to follow .
    According to FIG. 2, a display 52 for assisting the flight management of an aircraft according to the invention comprises a display screen 54 configured to display a colored map 56 K (xi, hj) formed by colored neighborhoods 58 of a discrete set of points P (xi, hj) of a two-dimensional grid 62 of a reference frame 64 in which a vertical planned flight trajectory of reference 66 evolves.
    The points P (xi, hj) are defined respectively by an abscissa xi of distance traveled on the ground and an ordinate hj of altitude and parameterized respectively by a first integer index i of abscissa and a second integer index j, i varying from 1 with N and j varying from 1 to P, N and P being two predetermined integers, respectively greater than 2 and 3.
    The colored neighborhoods 58 respectively include the points P (xi, hj) and are colored by colors K (xi, hj) depending on the value of an instantaneous operational cost function CF (xi, hj), such as for example the one of those defined in Figure 1 and a table or a transformation of predetermined bijective correspondence.
    According to the screen display illustrated in FIG. 2, the planned reference trajectory 66 constructed by the flight management system, an optimal trajectory 68 in predicted environment, for example in meteorological environment, constructed by a first FMS computer or by a second computer of an electronic entity external to the FMS are printed at the same time on the display screen 56.
    The grid of instantaneous operational costs 62 is also printed on the screen 54 with each neighborhood 58, associated with a node P (xi, hj), colored according to the value of the operational cost calculated in said node P (xi, hj). Here, in a particular way, the neighborhood or cell associated with a node P (xi, hj) is a rectangular box whose point P (xi, hj) is the upper left corner of said box. Each box of the colored grid has a color, depending on the value of the value of the operational cost calculated in its upper left corner. Here for the sake of simplification of the illustration in Figure 2, only the color of box 70 associated with the node P (xi, hj) has been represented, here in gray.
    The size of the boxes 58 is chosen so as to have a visual rendering which does not interfere with the operation of the display by the crew. In addition, the shape of the boxes can have a shape different from that of a rectangle.
    The optimal trajectory 68 in predicted environment and the planned reference trajectory 66 are superimposed on the colored grid 62 of the operational costs.
    In general, an aircraft flight management assistance system includes:
    one or more electronic processing computers, .- data entry means to allow a crew to enter data into the computer (s);
    .- at least one display for displaying one or more vertical flight paths; and .- a meteorological database.
    The electronic processing computer (s) and at least one of the display are configured for;
    .- in a first step, calculate and provide a reference vertical planned flight trajectory from a flight plan, entered and validated by the crew;
    .- in a second step, calculate a cost function CF (xi, hj), representative of a predetermined flight operational cost, at different altitudes hj along the reference flight path planned at a discrete set of points P (xi, hj), defined respectively by an abscissa xi and an ordinate hj and parameterized respectively by a first integer index i of abscissa and a second integer index j so as to form the nodes of a two-dimensional grid of a coordinate system in which evolves the vertical planned flight path of reference, the calculation being performed locally at each point P (xi, hj) as a function of aircraft data and environmental data predicted at said local point P (xi, hj); and in a third step, for each point P (xi, hj) determine a compact neighborhood of predetermined shape including said point P (xi, hj), and associate with it a color K (xi, hj) depending on the value of the function of local cost CF (xi, hj) using a table or a transformation of predetermined bijective correspondence according to the equation K (xi, hj) = T (CF (xi, hj))
    One of the at least one vertical trajectory display is configured to, in a fourth step consecutive to the third step, display a colored map K (xi, hj) formed by the colored neighborhoods or colored cells of the set of points P (xi, hj) of the two-dimensional grid.
    The color representing a “neutral” cost which does not encourage a modification of the vertical path corresponds to the cost currently calculated on the planned reference path, or the color representing a “neutral” cost which does not encourage a modification of trajectory corresponds to an average cost (Cmax + Cmin) / 2 over the range of variation of the cost delimited by a first value of minimum cost Cmin and a second value of maximum cost Cmax.
    The electronic processing computer or computers are configured for during the second step and for each point P (xi, hj) to execute successively:
    .- a first sub-step during which an optimum Mach of flight Mopt is calculated from the predicted trajectory in terms of position, speed and mass of the aircraft, of wind and predicted temperature information and an aircraft performance database;
    .- a second substep during which, from the calculated optimum Mach Mopt and the predicted wind at P (xi, hj), a ground speed GS of the aircraft and an instantaneous fuel consumption FF are calculated; and a third sub-step during which the operational cost function CF (xi, hj) in P (xi, hj) is calculated as an operational cost which depends on the ground speed GS (xi, hj) of the aircraft and the instantaneous fuel consumption FF (xi, hj) at point P (xi, hj) of the grid.
    In particular, the flight management assistance system according to the invention can be deployed through an FMS type computer or in a system integrating and interconnecting an FMS type computer with an EFB type electronic flight tablet .
    According to FIG. 3 and a first embodiment of a flight management aid system 102 of an aircraft, the calculations of the planned reference trajectory, the operational cost grid and the optimal trajectory in predicted environment are performed directly on an on-board electronic computer 104 of the FMS type connected to a weather forecast server 106.
    Here, a single processing processor of high security level, that forming the flight management system FMS 104, is configured to calculate the planned reference trajectory, the cost grid, and an optimal trajectory in predicted environment, and a single display. CDS 108 (in English “Command and Display System”) is configured to display at the same time the planned reference trajectory, the cost grid, and the optimal trajectory in a predicted environment.
    Here the calculation of the cost grid is entrusted to a TRAJ-PRED component of the FMS which has the algorithmic means necessary for the trajectory calculation, insofar as the calculation of the cost grid requires having carried out the latter.
    The FMS 104 flight management system includes:
    .- a module for determining flight plans 112, called “FPLN” (in English “Flight PLaNning”), for entering the geographical elements constituting the skeleton of the route to be followed, such as the points imposed by the departure procedures and arrival, waypoints or passage points known in English as "waypoints", air corridors, commonly known as "airways" according to English terminology, and to store a weather model;
    a trajectory prediction module 114, called TRAJPRED, to build an optimized vertical profile on the lateral trajectory, and giving the estimates of distance, time, altitude, speed, fuel and wind, in particular at each point, at each change of piloting parameter and at each change of destination, which will be displayed to the crew; this prediction module 114 is configured to calculate the planned reference trajectory, the operational cost grid, and the optimal trajectory in a predicted environment;
    .- a HMI 116 human-machine interface for data entry
    FPLN and meteorological data and the grouping of this information on one or more display screens in the form of display pages known to those skilled in the art; this HMI interface is configured here to implement the color coding of the cells of the operational cost grid.
    According to FIG. 4 and a second embodiment of a flight management aid system 152 of an aircraft, the calculations of the planned reference trajectory, the operational cost grid and the optimal trajectory in the environment predictions are made on a computer of the EFB 154 type (in English "Electronic Fly Bag"), for example a touch pad, a computer, connected to a weather forecast server 156, and to a flight management system FMS 158 which will provide the planned path.
    The set of electronic processing computers of the flight management aid system 152 includes a first processing processor 164 of high security level, here the FMS flight management system computer, configured to calculate the planned reference trajectory. , and a second processing calculator, here the EFB calculator 154, with a security level lower than that of the first processing calculator 164, configured to calculate the cost grid, and the optimal trajectory in a predicted environment.
    Here, a first display 166 CDS is configured to display the planned reference trajectory and a second display 168, that associated with the second EFB computer 154, is configured to display the grid of operational costs and the optimal trajectory in a predicted environment.
    The flight management system FMS 158 comprises .- a module for determining flight plans 172, called “FPLN” (in English “Flight PLaNning”), for entering the geographical elements constituting the skeleton of the route to be followed, and for store a weather model;
    a trajectory prediction module 174, called TRAJPRED, to build an optimized vertical profile on the lateral trajectory, and giving the estimates of distance, time, altitude, speed, fuel and wind in particular at each point, at each change of piloting parameter and at each change of destination, which will be displayed to the crew; this prediction module 174 here calculates the planned reference trajectory, the operational cost grid, and the optimal trajectory in a predicted environment, a human-machine interface HMI 176 for the capture of FPLN and meteorological data and the grouping of this information on a or several display screens in the form of display pages known to those skilled in the art.
    According to FIG. 5 and a third embodiment of a flight management assistance system 182 of an aircraft 183, an example of integration of the meteorological database 184 and an electronic flight tablet EFB 186 in said navigation aid system 182 is illustrated.
    In the flight management aid system 182, the electronic flight tablet EFB 186 is configured, like the electronic flight bag EFB of FIG. 4, to calculate and display on the same screen the optimal trajectory in predicted environment. and the colored grid of operational costs, and to display on the same screen the planned reference trajectory.
    The electronic flight tablet EFB 186 is connected to an FMS 188 flight management system via an avionics bus 192
    Here, the meteorological data base 184 is integrated into an MTO meteorological data server 194, the server being connected to a ground station 196 to transmit the meteorological data to the electronic flight bag 186 via a ground-to-board link interface 198 and the avionics bus 192.
    As a variant, the meteorological database is on board the aircraft or physically integrated in a ground station remote from the aircraft, connected to the processing computer (s) via a telecommunications link.
    Alternatively, the weather data could be entered by the crew as shown in Figure 3.
    In general, the electronic processing computer (s) are included in all the computers of an on-board avionics system and an open "non-avionics" management system, and / or the electronic processing computer (s) are included in the '' set of computers for an FMS flight management system, on-board EFBs and computers for an operator's ground tool, interfaced with the FMS flight management system. Thus the method for assisting the flight management of an aircraft can be implemented either in an on-board avionics flight management system, or in an on-board tablet of the EFB type, or in a ground tool of the operator interfaced with the on-board flight management system, or through distribution on the three types of systems.
    权利要求:
    Claims (6)
    [1" id="c-fr-0001]
    CLAIMS .1 Method for assisting the flight management of an aircraft, implemented by an on-board or ground-based aid system for flight management and comprising a first step (6) consisting in;
    calculate and provide a planned vertical reference trajectory from a flight plan entered beforehand and validated by the crew;
    said management assistance method being characterized in that it comprises steps consisting in, in a second step (8), calculating a cost function CF (xi, hj), representative of a predetermined operational flight cost, at different altitudes hj along the reference planned flight path at a discrete set of points P (xi, hj), defined respectively by an abscissa xi and an ordinate hj and parameterized respectively by a first integer index i of abscissa and a second integer index j so as to form the nodes of a two-dimensional grid of a frame of reference in which the vertical planned flight path of reference evolves, the calculation being performed locally at each point P (xi, hj) as a function of data planes and environmental data predicted at said point P (xi, hj); and in a third step (22), for each point P (xi, hj) determining a compact neighborhood of predetermined shape including said point P (xi, hj), and associating with said point P (xi, hj) a color K (xi , hj) dependent on the value of the cost function using a table or a transformation T of predetermined bijective correspondence.
    .
    [2" id="c-fr-0002]
    2 method for assisting the flight management of an aircraft according to claim 1, further comprising a fourth step (24), consecutive to the third step (22), consisting in displaying a colored map by a vertical trajectory display K (xi, hj) formed by the colored neighborhoods of the set of points P (xi, hj) of the two-dimensional grid.
    .
    [3" id="c-fr-0003]
    3 Method for assisting the flight management of an aircraft according to any one of claims 1 to 2, in which the color representing a “neutral” cost which does not encourage a modification of the vertical trajectory corresponds to the cost commonly calculated on the planned reference path, or the color representing a “neutral” cost which does not encourage a modification of the trajectory corresponds to an average cost (Cmax + Cmin) / 2 over the range of variation of the defined operational cost by a first minimum cost value Cmin and a second maximum cost value Cmax.
    .
    [4" id="c-fr-0004]
    4 Method for assisting the flight management of an aircraft according to any one of claims 1 to 3, in which for each point P (xi, hj) the second step (8) successively executes a first sub-step (12) during which an optimum flight Mach Mopt is calculated from the predicted trajectory in terms of position,
    15 speed, and weight of the aircraft, of predicted wind and temperature information and of an aircraft performance database;
    A second sub-step (14) during which, from the calculated optimum Mach Mopt and the predicted wind at P (xi, hj), a ground speed GS (xi, hj) of the aircraft and an instantaneous consumption of FF fuel (xi,
    20 hj) are calculated; and a third sub-step (16) during which the cost function in P (xi, hj) is an operational cost CF (xi, hj) which depends on the ground speed GS (xi, hj) of the aircraft and the instantaneous fuel consumption FF (xi, hj) at point P (xi, hj) of the grid.
    .5 Method for assisting the flight management of an aircraft according to claim 4, in which at each point P (xi, hj), the operational cost CF (xi, hj) is calculated as follows:
    30 .- a first expression CF (xi, hj) = (FF (xi, hj) + Cl * 60) / GS (xi, hj) in which Cl denotes a cost index; or .- a second expression CF (xi, hj) = FF (xi, hj) / GS (xi, hj) .6 Method for assisting in the management of a flight of an aircraft according to claim 5, in which the expression for calculating the operational cost CF (xi, hj) is selectable from the first expression and the second expression.
    .7 Method for assisting in the management of an aircraft flight according to any one of claims 2 to 6, further comprising a fifth step (26) of calculating the positions and the amplitudes of a number integer NP of bearings which optimizes the operational cost of the flight, and
    A sixth step (28), consecutive to the fifth step (26), of creating an optimal trajectory in a predicted environment using the positions and amplitudes calculated of the NP stages; and a seventh step (30), consecutive to the sixth step (28), of displaying the optimal trajectory in a predicted environment in
    15 overprint on the colored map so as to clearly distinguish it from the planned reference path.
    .8 A method of assisting in the management of an aircraft flight according to claim 7, further comprising
    An eighth step (32), consecutive to the seventh step (30), of updating and redisplaying the optimal trajectory in a predicted environment when conditions for updating the trajectory are met.
    .9 Method of assisting in the management of an aircraft flight according to the
    Claim 8, wherein the path update conditions are an update of the weather conditions; and / or .- a change in a cost index; and / or a modification of a lateral or vertical flight plan in the form of a modification of the route or an insertion of an altitude constraint,
    30 speed or time, or a change in cruising altitude, taking into account a locally measured wind significantly different from the predicted wind.
    .10 Aircraft flight management assistance system comprising one or more electronic processing computers (104; 164, 168; 186, 188), .- data entry means to allow a crew to enter data into the calculator (s);
    .- at least one display (108; 166, 168) for displaying one or more vertical flight paths; and .- a meteorological database (106; 156; 184);
    the electronic processing computer (s) (104; 164, 168;
    186, 188), and one of the at least display (108; 168) being configured in a first step to provide a vertical planned flight path of reference from a flight plan entered beforehand and validated by the crew;
    the flight management aid system being characterized in that the electronic processing computer (s) (104; 164, 168; 186, 188) are configured for:
    .- in a second step, calculate a cost function CF (xi, hj), representative of a predetermined operational flight cost, at different altitudes hj along the reference planned flight trajectory in a discrete set of points P (xi, hj), defined respectively by an abscissa xi and an ordinate hj and parameterized respectively by a first integer index i of abscissa and a second integer index j so as to form a two-dimensional grid in which the vertical trajectory of planned flight evolves reference, the calculation of the cost function CF (xi, hj) being performed locally at each point P (xi, hj) as a function of aircraft data and environmental data predicted at said point P (xi, hj); and .- in a third step, for each point P (xi, hj) determine a compact neighborhood of predetermined shape including said point P (xi, hj), and associate with said point P (xi, hj) a color K (xi, hj) dependent on the value of the cost function using a table or a transformation T of predetermined bijective correspondence.
    .11 An aircraft flight management assistance system according to claim 10, in which at least one vertical trajectory display (108; 168; 186) is configured for, in a fourth step consecutive to the third step, display a colored map K (xi, hj) formed by the colored neighborhoods of all the points P (xi, hj) of the two-dimensional grid.
    .12 An aircraft flight management assistance system according to any one of claims 10 to 11, in which the color representing a "neutral" cost which does not encourage a modification of the vertical trajectory corresponds at the cost currently calculated on the planned reference path, or the color representing a “neutral” cost which does not encourage a change in trajectory corresponds to an average cost (Cmax + Cmin) / 2 over the range of variation of the cost delimited by a first minimum cost value Cmin and a second maximum cost value Cmax.
    13. An aircraft flight management assistance system according to any one of claims 10 to 12, in which the electronic processing computer or computers are configured for during the second step (106) and for each point. (xi, hj) successively execute a first sub-step (112) during which an optimum Mach 20 of flight Mopt is calculated from the predicted trajectory in terms of position, speed and weight of the aircraft, predicted wind and temperature information and an aircraft performance database;
    a second sub-step (114) during which, from the
    Calculated optimum mach Mopt and predicted wind in (xi, hj), the ground speed GS of 25 the aircraft and the instantaneous fuel consumption FF are calculated; and a third sub-step (116) during which the cost function in P (xi, hj) is an operational cost which depends on the ground speed GS (xi, hj) of the aircraft and the instantaneous consumption of fuel FF (xi, hj) at point P (xi, hj) of the grid.
    14. The flight management aid system of an aircraft according to any one of claims 10 to 13, in which the electronic processing computer or computers are included in all the computers of an on-board avionics system and a
    35 open “non-avionics” management system, and / or the electronic processing computer or computers are included in the set of computers of a flight management system FMS and on-board EFBs and the computers of a ground tool d '' an operator, interfaced with the FMS flight management system.
    15. The flight management aid system of an aircraft according to any one of claims 10 to 14, in which .- the electronic processing computer or computers is a single high security processing computer (104) configured to calculate the planned reference trajectory, the cost grid, and an optimal trajectory in predicted environment, and the same display configured to display at the same time the planned reference trajectory, the cost grid, and the optimal trajectory in predicted environment ; or the electronic processing computer (s) comprises a first high security level processing computer (164; 188) configured to calculate the planned reference trajectory and a second processing computer (154; 186), of lower security level than that the first processing calculator (164; 188), configured to calculate the cost grid, and an optimal trajectory in a predicted environment; a first display is configured to display the planned reference trajectory and a second display is configured to display the cost grid, the planned reference trajectory and the optimal trajectory in a predicted environment.
    16. The flight management aid system of an aircraft according to any one of claims 10 to 15, in which the meteorological database (106; 156; 184) is on board the aircraft, or located on the ground by being physically integrated into or connected to a ground station (196) remote from the aircraft, the ground station (196) being connected to the processing computer (s) (186, 188) through a telecommunications link.
    17. Display for assistance in managing an aircraft flight comprising:
    .- a display screen (54) configured to display a colored map K (xi, hj) formed by colored neighborhoods of a discrete set of points
    P (xi, hj) of a two-dimensional grid in which a vertical planned flight path of reference evolves, the points P (xi, hj) being defined respectively by an abscissa xi of distance traveled on the ground and an ordinate hj of altitude and set up
    [5" id="c-fr-0005]
    5 respectively by a first integer index i of abscissa and a second integer index j, the colored neighborhoods including respectively the points P (xi, hj) and colored by colors K (xi, hj) depending on the value of a function of local cost of flight CF (xi, hj) and of a table or a transformation of
    [6" id="c-fr-0006]
    10 predetermined bijective correspondence.
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    同族专利:
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    FR3067801B1|2020-07-24|
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    法律状态:
    2018-12-21| PLSC| Publication of the preliminary search report|Effective date: 20181221 |
    2020-05-26| PLFP| Fee payment|Year of fee payment: 4 |
    2021-05-27| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1700648A|FR3067801B1|2017-06-16|2017-06-16|AIRCRAFT FLIGHT MANAGEMENT ASSISTANCE PROCESS AND SYSTEM IN TERMS OF OPTIMIZATION OF THE AIRCRAFT OPERATIONAL COSTS|
    FR1700648|2017-06-16|FR1700648A| FR3067801B1|2017-06-16|2017-06-16|AIRCRAFT FLIGHT MANAGEMENT ASSISTANCE PROCESS AND SYSTEM IN TERMS OF OPTIMIZATION OF THE AIRCRAFT OPERATIONAL COSTS|
    US16/003,649| US11195420B2|2017-06-16|2018-06-08|Method and system for assisting in the flight management of an aircraft in terms of optimizing the operating costs of said aircraft|
    CN201810618373.3A| CN109147395A|2017-06-16|2018-06-15|The method and system of the flight management of assisting in flying device in terms of the operating cost of optimization aircraft|
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