• 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:
    This method of assisting in the control of the energy situation of an aircraft comprises the steps of determining (120) a point of rendezvous in energy corresponding to a point of constraint, determining (130) a type of according to the constraint at the point of stress, determining (140) an energy state of the aircraft relative to a reference altitude profile calculated by a flight management system, calculation (150 ) a high-energy joining profile representative of a future trajectory of the aircraft with a strategy of energy dissipation, the calculation being implemented in reverse depending on the type of appointment and the state energy of the aircraft, calculating (160) energy deviations from the high-energy rejoining profile, and displaying (170) energy deviations.
    公开号:FR3068125A1
    申请号:FR1700669
    申请日:2017-06-22
    公开日:2018-12-28
    发明作者:Geoffrey DURAND；Johan BOYER
    申请人:Thales SA；
    IPC主号:
    专利说明:

    Method for assisting in monitoring the energy situation of an aircraft, computer program product and system for assisting in controlling it
    The present invention relates to a method of assisting in monitoring the energy situation of an aircraft.
    The present invention also relates to a computer program product and associated control assistance system.
    In the prior art, it is known to use flight management systems of the FMS type (from the English "Flight Management System") to calculate a theoretical descent profile of an aircraft.
    This theoretical profile, also called the reference profile, generally comprises a component forming a speed profile and a component forming an altitude profile of the aircraft. These components are calculated in an optimized manner as a function in particular of the performance of the aircraft and while respecting all the constraints contained in the selected arrival procedure.
    The theoretical profile therefore constitutes a reference ensuring to the aircraft, if the servo-control on this profile is made, to arrive in a configuration adapted to guarantee the landing in a so-called "stabilized" manner, that is to say with an energy allowing a safe landing.
    This adapted configuration notably determines the energy situation of the aircraft at several predetermined points on its trajectory which are called energy meeting points. On each of these points, the energy situation of the aircraft is defined by its speed and altitude which must then be respected by the aircraft in order to allow landing.
    When the aircraft follows the theoretical profile, compliance with these energy constraints is therefore ensured by the flight management system.
    However, for various reasons (air traffic control, weather, poor performance modeling, etc.), the aircraft may find itself outside of its theoretical profile, which sometimes makes it difficult to meet energy constraints at energy meeting points. .
    To overcome these difficulties, various solutions are traditionally used in the state of the art.
    One of these solutions consists in displaying a message to the pilot indicating an excessive energy situation when an action is necessary on his part to respect an energy constraint. This action can for example include the exit of the airbrakes or any other change in the aerodynamic configuration of the aircraft. As the monitored energy constraint cannot be modified by the pilot, this solution can provide uninteresting information, which leads to a risk of over-information in the cockpit.
    Another solution offers the pilot the activation of a function designated by the English term "vertical direct to" allowing the aircraft to directly reach an energy meeting point.
    However, these existing solutions do not allow the pilot or any other operator flying the aircraft to anticipate the need for activation of an energy dissipation means early enough, which leads to a risk of non-consistency with the choice of strategy actually used by the pilot to guide the aircraft.
    The present invention aims to help the pilot or any other operator to meet the energy constraints while allowing him to make his actions to dissipate energy compatible with his choice of strategy actually used to guide the aircraft and this without create an over-information situation in the cockpit.
    To this end, the subject of the invention is a method of helping to control the energy situation of an aircraft, the energy situation being defined by the altitude and the speed of the aircraft.
    The process includes the following steps:
    - determination of an energy meeting point corresponding to a point on an aircraft flight plan, known as a constraint point, having an altitude constraint and / or a speed constraint;
    - for the determined meeting point for energy:
    + determination of a type of meeting according to the constraint at the constraint point, each type of meeting being chosen from the group consisting of: meeting at altitude, meeting at high speed and mixed meeting ;
    + determination of an energy state of the aircraft with respect to a reference altitude profile calculated by an aircraft flight management system, each energy state being chosen from the group consisting of: state above the reference altitude profile, status on the reference altitude profile and status below the reference altitude profile;
    + calculation of a high-energy joining profile representative of a future trajectory of the aircraft with an energy dissipation strategy, the calculation being implemented in reverse starting substantially from the corresponding altitude constraint and / or the corresponding speed constraint to the current position of the aircraft, depending on the type of meeting and the energy status of the aircraft;
    + calculation of aircraft energy deviations from the high-energy joining profile;
    + display of energy deviations.
    According to other advantageous aspects of the invention, the method comprises one or more of the following characteristics, taken alone or in any technically possible combination:
    - the constraint point and / or at least one constraint associated with this constraint point are defined by an operator piloting the aircraft or are communicated by an air traffic control body or come from a database determined beforehand;
    - when the energy state of the aircraft corresponds to the state above the reference altitude profile and the type of meeting corresponds to the meeting at altitude, the high-energy joining profile is calculated at reverse from substantially the corresponding altitude constraint to the current position of the aircraft, at a constant engine thrust and at the current speed of the aircraft taken constant;
    - when the energy state of the aircraft corresponds to the state above the reference altitude profile and the type of meeting corresponds to the speed meeting, the high-energy joining profile is calculated at reverse from substantially the corresponding speed constraint, at constant engine thrust and acceleration to a final speed equal to a maximum speed of the flight envelope, then at this maximum speed taken constant until reaching the position current position of the aircraft, or reach the current position of the aircraft;
    - when the energy state of the aircraft corresponds to the state above the reference altitude profile and the type of appointment corresponds to the mixed appointment; a first high-energy joining profile is calculated backwards from substantially the corresponding speed constraint and the corresponding altitude constraint, at a constant engine thrust and under acceleration to a final speed equal to the current speed of l 'aircraft, then at this current speed taken constant until reaching the current position of the aircraft, or reaching the current position of the aircraft; and a second high-energy joining profile is calculated in reverse from substantially the corresponding speed constraint and the corresponding altitude constraint, at a constant engine thrust and under acceleration to a final speed equal to a maximum speed of the flight envelope, then at this maximum speed taken constant until reaching the current position of the aircraft, or reaching the current position of the aircraft;
    - when the energy status of the aircraft corresponds to the state on the reference altitude profile and the type of meeting corresponds to the speed meeting or to the mixed meeting, the high joining profile energy is calculated in reverse from substantially the corresponding speed constraint, along the reference altitude profile, at a constant engine thrust and under acceleration to a final speed equal to a maximum speed of the flight envelope , then at this maximum speed taken constant until reaching the current position of the aircraft, or reaching the current position of the aircraft;
    - when the energy status of the aircraft corresponds to the state below the reference altitude profile and the type of meeting corresponds to the speed meeting or to the mixed meeting, the joining profile high-energy is calculated in reverse from substantially the corresponding speed constraint to the position of the aircraft at one or more constant vertical speeds to reproduce a profile representative of the future trajectory of the aircraft;
    each energy deviation is chosen from the group consisting of altitude deviation corresponding to the difference between the current altitude of the aircraft and the altitude determined according to the high-energy joining profile at the current horizontal position of the aircraft; first deviation in distance corresponding to the lateral distance between the current position of the aircraft and the high energy joining profile at the current altitude of the aircraft; deviation in speed corresponding to the difference between the current speed of the aircraft and the speed determined according to the high energy joining profile at the current position of the aircraft; second deviation in distance corresponding to the lateral distance between the current position of the aircraft and the high energy joining profile at the current speed of the aircraft; deviation in total energy with respect to a total reference energy; deviation in kinetic energy compared to a reference kinetic energy; deviation in potential energy from a reference potential energy; deviation in total height from a total reference height;
    each energy deviation comprises a speed anticipation term and an altitude anticipation term corresponding to the reaction time of an operator of the aircraft to actuate devices for dissipating the energy of the aircraft and / or the extension time of the energy dissipation devices and / or the time related to the inertia of the aircraft;
    - the display step of energy deviations further includes, when the deviations are composed only of the anticipation terms, the display of a piloting action making it possible to implement the energy dissipation strategy;
    - when the energy state of the aircraft corresponds to the state above the reference altitude profile and the type of meeting corresponds to the meeting at altitude, the step of displaying the energy deviations comprises displaying the altitude deviation in a display area for the current altitude of the aircraft and the first distance deviation in a display area for the lateral trajectory of the aircraft;
    - when the energy status of the aircraft corresponds to the status above the reference altitude profile and the type of meeting corresponds to the speed meeting; or the aircraft's energy status corresponds to the status on the reference altitude profile or below the reference altitude profile and the type of meeting corresponds to the speed meeting or to the meeting you mixed; the step of displaying energy deviations comprises displaying the deviation in speed in a display area for the current speed of the aircraft and the second deviation in distance in a display area for the lateral trajectory of the aircraft;
    - when the energy state of the aircraft corresponds to the state above the reference altitude profile and the type of appointment corresponds to the mixed appointment, the step of displaying energy deviations comprises l display of the deviation in altitude in a display area of the current altitude of the aircraft, of the deviation in speed in a display area of the current speed of the aircraft and of the smallest distance among the first distance deviation and the second distance deviation, in an area for displaying the lateral trajectory of the aircraft; and
    the step of displaying the energy deviations comprises the display of an energy scale of the aircraft and on this scale, the deviation in total energy or the deviation in kinetic energy or the deviation in potential energy or the total height deviation, and wherein the step of displaying the energy deviations preferably comprises displaying the total height deviation on an altitude display scale of the aircraft.
    The invention also relates to a computer program product comprising software instructions which, when implemented by computer equipment, implement the method as defined above.
    The invention also relates to an aid system for controlling the energy situation of an aircraft, the energy situation being defined by the altitude and the speed of the aircraft.
    The system includes technical means configured to:
    - determine an energy meeting point corresponding to a point on an aircraft flight plan, known as a constraint point, presenting an altitude constraint and / or a speed constraint;
    - for the determined meeting point for energy:
    + determine a type of meeting according to the constraint at the constraint point, each type of meeting being chosen from the group consisting of: meeting at altitude, meeting at high speed and mixed meeting;
    + determine an energy state of the aircraft with respect to a reference altitude profile calculated by a flight management system of the aircraft, each energy state being chosen from the group consisting of: state above the profile d 'reference altitude, status on the reference altitude profile and status below the reference altitude profile;
    + calculate a high-energy joining profile representative of a future trajectory of the aircraft with an energy dissipation strategy, the calculation being implemented in reverse, starting substantially from the corresponding altitude constraint and / or the corresponding speed constraint to the current position of the aircraft, depending on the type of meeting and the energy status of the aircraft;
    + calculate energy deviations of the aircraft compared to the high-energy joining profile;
    + display energy deviations.
    These characteristics and advantages of the invention will appear on reading the description which follows, given solely by way of nonlimiting example, and made with reference to the appended drawings, in which:
    - Figure 1 is a schematic view of a control aid system according to the invention;
    - Figure 2 is a flowchart of a control assistance method according to the invention, the method being implemented by the control assistance system of Figure 1; and
    - Figures 3 to 9 are illustrations of the implementation of the control assistance method of Figure 2.
    The control aid system 10 in FIG. 1 allows an operator piloting an aircraft to control the energy situation of the aircraft in order in particular to meet various constraints at meeting points for energy.
    "Aircraft" means any craft flying at least in the Earth's atmosphere and controllable by an operator from a cockpit of this craft or from a remote piloting center. As an example of such an aircraft, there may be mentioned in particular an airplane, a helicopter or a drone.
    In a manner known per se, the aircraft is able to fly with a speed included in a flight envelope which possibly depends on the flight phase of the aircraft and in particular on the aerodynamic configuration of the aircraft. This envelope is defined by a minimum speed and a maximum speed.
    By "constant engine thrust" is meant a speed value modeling the maintenance of the best flight idle, commonly called "IDLE" speed. This push including margins used to mitigate operational hazards such as the unexpected wind for example.
    By "energy situation" is meant a value characterizing the energy of the aircraft and then defined as a function of its speed and altitude.
    By “energy meeting point”, is meant a point of an aircraft flight plan, called a stress point, presenting an energy constraint, that is to say an altitude constraint and / or a speed constraint.
    In the example described below, the aircraft is an aircraft, in particular an airliner, comprising in particular an FMS type flight management system, a display system and a system of mobile external devices.
    In a manner known per se, the flight management system is in the form of a calculator making it possible in particular to calculate a theoretical profile relating to the trajectory of the aircraft and predictions relating to this theoretical profile. The theoretical profile notably comprises a component forming a reference altitude profile relating to the altitude of the aircraft along its trajectory and a component forming a reference speed profile relating to the speed of the aircraft along its trajectory.
    The theoretical profile is calculated by respecting a flight plan of the aircraft introduced for example by the operator into the flight management system beforehand.
    The display system includes a plurality of screens.
    Among these display screens, a screen, called FMS display screen, is dedicated to the display of information relating to the flight management system, a screen, called PFD screen (from the "Primary Flight Display") , dedicated to the display of information essential to piloting the aircraft such as speed, altitude or even the horizontal plane, a screen, called ND screen (from the English "Navigation Display"), dedicated to display of information relating to navigation and more particularly the lateral trajectory of the aircraft, and a screen, called a VD screen (from the English "Vertical Display"), dedicated to the display of the vertical trajectory of the aircraft.
    These various display screens are for example arranged in the cockpit of the aircraft in known positions and can be supplemented by one or more head-up displays of the HUD type (from the English "Head-Up Display").
    The mobile outdoor device system includes a plurality of mobile surfaces located outside of the aircraft and landing gear. The mobile surfaces are known per se and have, for example, airbrakes, spouts and flaps.
    At each instant, each moving surface or each landing gear has an operating state defining its positioning and / or its orientation relative to the fuselage of the aircraft.
    The operating states of all of the mobile external devices then define an aerodynamic configuration of the aircraft.
    These mobile external devices are controllable by the operator or / and by an appropriate avionics system.
    Furthermore, in a manner known per se, the modifications to the operating states of the mobile external devices make it possible to modify the energy situation of the aircraft.
    In the following description, by “energy dissipation strategy” is meant a strategy for controlling the operation of the mobile external devices making it possible to dissipate the energy of the aircraft.
    Thus, when such a strategy is engaged, the corresponding mobile external devices form devices for dissipating energy from the aircraft.
    With reference to FIG. 1, the calculation system 10 comprises an acquisition module 15, a processing module 16 and an output module 17.
    In the example described, the calculation system 10 is integrated into the flight management system of the aircraft. In this case, the aforementioned modules are presented for example in the form of software which is then implemented by the computer forming the flight management system.
    As a variant, at least some of these modules are in the form at least partially of an independent electronic component such as for example a programmable logic circuit of FPGA type (from the English "Field-Programmable Gate Array").
    Still in a variant, the calculation system 10 is integrated into any other avionic system or else, is in the form of an independent computer. In the latter case, the calculation system 10 further comprises a memory capable of storing a plurality of software and in particular, software forming the aforementioned modules, and a processor capable of executing this software.
    Of course, other embodiments of the calculation system 10 are also possible.
    The input module 15 is able to acquire the current position of the aircraft, the speed of the aircraft, the theoretical profile, the flight plan as well as the operating states of the various mobile external devices.
    The processing module 16 is able to process the various data acquired by the input module 15 in order to provide assistance to the operator in controlling the energy situation of the aircraft as will be explained below.
    Finally, the output module 17 is able to process the data coming from the processing module 16 in order in particular to display them in the cockpit by the display system of the aircraft.
    The control assistance method according to the invention will now be explained with reference to FIG. 2 presenting a flow diagram of its steps and with reference to FIGS. 3 to 9 illustrating different examples of the implementation of these steps.
    This process is implemented when, for example, the aircraft enters the descent phase and is, for example, repeated throughout this phase until landing.
    In addition, before the implementation of this method, the flight plan of the aircraft comprises at least one constraint point as defined above.
    This constraint point and / or at least one constraint associated with this constraint point, for example, comes from a database used to construct the flight plan or is communicated by an air traffic control body.
    According to another example, this constraint point and / or at least one constraint associated with this constraint point are designated by the operator. In this case, the flight management system is adapted so as to allow the operator to impose an appointment at altitude and / or speed at any point of the flight plan. This designation is for example made from the FMS screen using a suitable communication interface.
    Thus, during the initial step 110, the input module 15 acquires the current position of the aircraft, the speed of the aircraft, the theoretical profile, the flight plan as well as the operating states of the various external devices. mobile.
    At the end of step 110, the input module 15 transmits all of the data acquired to the processing module 16.
    Then, during the next step 120, the processing module 16 determines the next meeting point for energy.
    In particular, this energy meeting point corresponds to the next flight plan constraint point, that is to say, to the flight plan constraint point closest to the current position of the aircraft.
    According to an advantageous aspect of the invention, during this step, the operator has a possibility of confirming the meeting point in energy chosen by the processing module 16 or else rejecting this choice. In the latter case, the processing module 16 proposes for example the following constraint point of the flight plan as an energy meeting point or the operator himself designates an energy meeting point via the FMS screen as explained above.
    The following steps are then implemented for the energy meeting point determined during this step 120.
    During the following step 130, for the determined meeting point in energy, the processing module 16 determines a type of meeting as a function of the stress at the stress point corresponding to this meeting point in energy .
    In particular, each type of meeting is chosen from the group consisting of: meeting at altitude, meeting at high speed and mixed meeting.
    Thus, the meeting point for energy is of the meeting type at altitude when the corresponding constraint point has a constraint at altitude, of the meeting point at speed when the corresponding constraint point has a constraint in speed, and of mixed appointment type when the corresponding constraint point has an altitude and speed constraint.
    During the following step 140, for the determined meeting point for energy, the processing module 16 determines an energy state of the aircraft with respect to the reference altitude profile.
    Each energy state is chosen from the group consisting of: state below the reference altitude profile, state on the reference altitude profile and state above the reference altitude profile.
    In particular, these states are chosen as a function of the current position of the aircraft relative to the reference altitude profile with an altitude margin.
    According to an exemplary embodiment, the altitude margin is variable and a function of the speed, of the aircraft altitude, etc. Thus, for example, at low altitude and / or at low speed, this margin is equal to 50 ft. At high altitude and / or at high speed, this margin is equal to 200 ft.
    Thus, the energy state of the aircraft is chosen to be above the reference altitude profile when the current position of the aircraft is above the altitude profile to which the altitude margin is added, on the reference altitude profile when the current position of the aircraft is located between the altitude profile from which the altitude margin is subtracted and the altitude profile to which the altitude margin is added, and below the altitude profile of reference when the current position of the aircraft is below the altitude profile from which the altitude margin is subtracted.
    Then, during the next step 150, the processing module 16 calculates a high-energy joining profile representative of a future trajectory of the aircraft with an energy dissipation strategy.
    In other words, the high-energy joining profile designates a limit profile in altitude and / or speed of the aircraft making it possible to reach the corresponding meeting point in energy by applying a given energy dissipation strategy.
    Thus, when the aircraft intercepts the high-energy joining profile by applying the given energy dissipation strategy, the aircraft will be able to reach the corresponding energy meeting point. When the aircraft intercepts the high energy rejoin profile without applying the given energy dissipation strategy, the aircraft will not be able to reach the meeting point.
    The high-energy joining profile is calculated according to a calculation method chosen according to the type of appointment and the energy status of the aircraft determined in the previous steps.
    All of these calculation methods include a calculation implemented in reverse from substantially the corresponding altitude constraint and / or the corresponding speed constraint to the current position of the aircraft.
    In the remainder of the description, by the expressions of type "starting substantially ..." or "starting substantially ...", it is understood that the starting point for the corresponding calculation is chosen in a predetermined vicinity of the point to which these expressions refer. This neighborhood consists of a set of points distant from this point by an altitude value (respectively in speed) not exceeding 250 ft (respectively 10 kts) the value of the stress in altitude (respectively in speed) at this point and / or a distance value not exceeding 3 NM from the position of the constraint. The values of the previous tolerances are only indicative and may change depending on the need for precision or standards.
    In the example described, five calculation methods are implemented. In the following description, these modes are named in accordance with the following table, depending on the type of appointment (the first line of the table) and the energy status of the aircraft (the first column of the table):
    meeting at altitude speed meeting mixed meeting above the reference altitude profile A1 mode A2 mode A3 mode on the reference altitude profile mode B23 below the reference altitude profile mode C23
    It should be noted that when the type of appointment corresponds to the appointment at altitude and the energy state corresponds to the state on the reference altitude profile or below the reference altitude profile, the calculation of 'a high-energy joining profile is not relevant for the corresponding energy meeting point. In this case, the method is for example implemented again from step 110 for another meeting point in energy when the point is sequenced or if the aircraft passes above the reference altitude profile. or if the operator designates another energy meeting point.
    According to mode A1, the high-energy joining profile is calculated from substantially the corresponding altitude constraint up to the current position of the aircraft, at a constant engine thrust and at the current speed of the aircraft taken constant. .
    This profile is calculated for example on the assumption of an energy dissipation strategy including the extension of airbrakes to 50%.
    The calculation method A1 is illustrated diagrammatically in FIG. 3.
    In fact, according to the case illustrated in this figure, the aircraft A continues its flight above a reference altitude profile P A lt and a reference speed profile P S pd, with a meeting point you in energy determined by a point R presenting an altitude constraint. The type of meeting at this point R therefore corresponds to the meeting at altitude.
    In this case, a high-energy rejoining profile comprising an altitude component H A lt and a speed component H S pd is calculated in reverse from substantially the point R to the current position of the aircraft A with a speed according to a profile P v then corresponding to the current speed of the aircraft taken constant.
    According to mode A2, the high-energy joining profile is calculated from substantially the corresponding speed constraint up to the current position of the aircraft, at a constant engine thrust and under acceleration up to:
    - a final speed equal to a maximum speed of the flight envelope, then to this maximum speed taken constant until reaching the current position of the aircraft, or
    - reach the current position of the aircraft.
    This profile is calculated for example on the assumption of an energy dissipation strategy including the extension of airbrakes to 50%.
    According to an exemplary embodiment, if the maximum speed of the flight envelope is reached, the calculation of the high-energy joining profile is continued always under acceleration but in a different aerodynamic configuration of the aircraft allowing this envelope to be enlarged up to '' to reach the current configuration of the aircraft.
    The calculation mode A2 is illustrated diagrammatically in FIG. 4.
    In fact, according to the case illustrated in this figure, the aircraft A continues its flight above a reference altitude profile P AL t and a reference speed profile P S pd, with a meeting point you in energy determined by a point R presenting a speed constraint. The type of meeting at this point R therefore corresponds to the meeting in speed.
    In this case, a high-energy joining profile comprising an altitude component H A lt and a speed component H S r D is calculated in reverse from substantially the point R and in acceleration with an initial speed V cont substantially equal to the speed of the constraint at point R and until reaching the current position of aircraft A.
    According to the A3 mode, a first high-energy joining profile is calculated from substantially the corresponding speed constraint and the corresponding altitude constraint, at a constant engine thrust and acceleration up to:
    - a final speed equal to the current speed of the aircraft, then to this current speed taken constant until reaching the current position of the aircraft, or
    - reach the current position of the aircraft.
    According to the same A3 mode, a second high-energy joining profile is also calculated from substantially the corresponding speed constraint and the corresponding altitude constraint, at a constant engine thrust and under acceleration up to:
    - a final speed equal to a maximum speed of the flight envelope, then to this maximum speed taken constant until reaching the current position of the aircraft, or
    - reach the current position of the aircraft.
    The two profiles are calculated for example on the assumption of an energy dissipation strategy including the extension of airbrakes to 50%.
    According to an exemplary embodiment, if the maximum speed of the flight envelope is reached, the calculation of at least one of the two high-energy joining profiles is continued always under acceleration but in an aerodynamic configuration different from the aircraft making it possible to widen this envelope until reaching the current configuration of the aircraft.
    The calculation mode A3 is illustrated diagrammatically in FIG. 5.
    Indeed, according to the case illustrated in this figure, the aircraft A continues its flight above a reference altitude profile P A lt and a reference speed profile P SPD , with a meeting point in energy determined by a point R having an altitude constraint and a speed constraint. The type of appointment at this point R therefore corresponds to the mixed appointment.
    In this case, a first high-energy joining profile comprising a component in altitude H1 ALT and a component in speed H1 S pd is calculated in reverse from substantially the point R and in acceleration with an initial speed equal substantially to the speed V cont at point R and up to a final speed equal to the current speed of the aircraft V c , then at this current speed V c taken constant until reaching the current position of the aircraft.
    In the same FIG. 5, a second high-energy joining profile comprising an altitude component H2 AL t and a speed component H2 SPD is calculated in reverse from substantially the point R and in acceleration with an initial speed substantially equal to the speed V CO nt at point R and until reaching the current position of the aircraft.
    According to mode B23, the high-energy joining profile is calculated from substantially the corresponding speed constraint, along the reference altitude profile, at a constant engine thrust and in acceleration up to:
    - a final speed equal to a maximum speed of the flight envelope, then to this maximum speed taken constant until reaching the current position of the aircraft, or
    - reach the current position of the aircraft.
    This profile is calculated for example on the assumption of an energy dissipation strategy including the extension of airbrakes to 50%.
    According to an exemplary embodiment, if the maximum speed of the flight envelope is reached, the calculation of the high-energy joining profile is continued always under acceleration but in a different aerodynamic configuration of the aircraft allowing this envelope to be enlarged up to '' to reach the current configuration of the aircraft.
    The calculation mode B23 is illustrated diagrammatically in FIG. 6.
    In fact, according to the case illustrated in this figure, the aircraft A continues its flight on a reference altitude profile P AL t and above a reference speed profile P SPD , with a meeting point you in energy determined by a point R presenting a speed constraint. The type of appointment at this point R therefore corresponds to the speed meeting, which is treated in the same way as a mixed appointment in this case.
    In this case, a high-energy joining profile comprising an altitude component H A lt and a speed component H S pd is calculated in reverse, starting substantially from point R along the reference altitude profile P AL t, and in acceleration with an initial speed V con t substantially equal to the speed of the constraint at point R to a final speed equal to a first maximum speed V1 max of the current flight envelope of the aircraft, then in a another aerodynamic configuration making it possible to widen the current flight envelope, under acceleration until reaching the current position of the aircraft until reaching the current configuration of the aircraft.
    Finally, according to mode C23, the high-energy joining profile is calculated from substantially the corresponding speed constraint up to the position of the aircraft at one or more constant vertical speeds to reproduce a profile representative of the future trajectory. from the plane.
    These speeds are for example chosen to be -1000 ft / min, -500 ft / min or 0 ft / min so as to best reproduce the future trajectory of the aircraft.
    This calculation is for example done by using a prediction prediction calculation according to methods known per se or by an iterative countdown calculation.
    The calculation mode C23 is illustrated diagrammatically in FIG. 7.
    Indeed, according to the case illustrated in this figure, the aircraft A continues its flight below a reference altitude profile P AL t and on a reference speed profile P S pd, with a meeting point in energy determined by a point R having a speed constraint. The type of appointment at this point R therefore corresponds to the speed meeting, which is treated in the same way as a mixed appointment in this case.
    In this case, a high-energy joining profile comprising an altitude component H ALT and a speed component H S pd is calculated in reverse, starting substantially from point R to join the reference altitude profile Palt. and in acceleration with a first constant vertical speed to a point C, then with a second constant vertical speed.
    During the following step 160, the processing module 16 calculates energy deviations of the aircraft relative to the high-energy joining profile. This step 160 as well as the following step 170 are for example repeated until the aircraft reaches the meeting point for energy or intercepts the high energy joining profile.
    In particular, each energy deviation is chosen from the group consisting of:
    - altitude deviation corresponding to the difference between the current altitude of the aircraft and the altitude determined according to the high energy joining profile at the current horizontal position of the aircraft;
    - first deviation in distance corresponding to the lateral distance between the current position of the aircraft and the high energy joining profile at the current altitude of the aircraft;
    - deviation in speed corresponding to the difference between the current speed of the aircraft and the speed determined according to the high energy joining profile at the current position of the aircraft;
    - second deviation in distance corresponding to the lateral distance between the current position of the aircraft and the high energy joining profile at the current speed of the aircraft;
    - deviation in total energy compared to a total reference energy;
    - deviation in kinetic energy compared to a reference kinetic energy;
    - deviation in potential energy compared to a reference potential energy;
    - deviation in total height from a total reference height.
    It should be noted that, in a manner known per se, the total height makes it possible to express the energy of the aircraft in a unit of length (meter or foot for example) and is calculated according to the following expression:
    h t = h + v 2 / (2g); where h t is the total height; h is the current altitude of the aircraft; v is the current speed of the aircraft; and g is the acceleration of gravity.
    Furthermore, by “total reference energy”, “reference kinetic energy”, “reference potential energy” or “total reference height”, we mean respectively the total energy, the kinetic energy, the potential energy or the total height determined according to the reference profile of the aircraft.
    When the deviations are calculated from the current position of the aircraft, each deviation includes a speed anticipation term, an altitude anticipation term and an effective term.
    17
    The term anticipation in speed and the term anticipation in altitude correspond to the reaction time of the aircraft operator to actuate aircraft energy dissipation devices and / or to the extension time of these devices and / or the time related to the inertia of the aircraft.
    The effective term thus corresponds to the deviation of the aircraft from the high-energy joining profile as soon as the aircraft has an established configuration implementing the corresponding energy dissipation strategy.
    According to an exemplary embodiment, all the aforementioned deviations are calculated during step 160.
    According to another exemplary embodiment, only some of the aforementioned deviations are calculated in particular as a function of the calculation method chosen during step 150.
    Thus, for example, when the mode A1 was used during step 150, during the present step, a deviation in altitude and a first deviation in distance are notably calculated. The actual terms of these deviations are designated by the references “d A ” and “d! In FIG. 3. In addition, in this figure, these terms d A and di are distant from the current position of the aircraft by a distance Ant ALT corresponding to the terms of anticipation in altitude of these deviations.
    When the A2 mode or the B23 mode or the C23 mode was used during step 150, during the present step, a deviation in speed and a second deviation in distance are notably calculated. The effective terms of these deviations are designated respectively by the references “d v ” and “d 2 ” in FIGS. 4, 6 and 7. Furthermore, in these figures, these terms d v and d 2 are distant from the current position. of the aircraft by a distance Ant v corresponding to the terms of anticipation in speed of these deviations.
    When the A3 mode was used during step 150, during the present step, an altitude deviation, a speed deviation, a first distance deviation and a second distance deviation are notably calculated. The actual terms of these deviations are designated respectively by the references “d A ”, “d v ”, “d! »And« d 2 »in figure 5. Furthermore, in this figure, these terms d A , d v , d! and d 2 are distant from the current position of the aircraft by a distance Ant v or by a distance Ant AL T corresponding to the terms of anticipation in speed or in altitude of these deviations.
    At the end of step 160, the processing module 16 transmits the high-energy joining profile or profiles and all of the calculated deviations to the output module 17.
    During the following step 170, the output module 17 processes all of the data received from the processing module 16 with a view to their display on at least one screen of the display system of the aircraft.
    In other words, during this step, the output module 17 generates a display suitable for one or more display screens of the display system of the aircraft.
    In particular, according to an exemplary embodiment of the invention, such a display comprises the display of the or each high-energy joining profile in a display area dedicated to the display of the vertical trajectory of the aircraft and of the reference profile. This display area is arranged for example on the VD screen.
    In addition, this display includes the display of the energy deviations chosen according to the type of corresponding appointment and the energy stage of the aircraft. In other words, these deviations are chosen according to the calculation method used during step 150.
    Advantageously, the deviations displayed are displayed from the current position of the aircraft, that is to say, taking into account their anticipation terms.
    In particular, when the mode A1 has been used during step 150, the display includes the display of the altitude deviation in a display area of the current altitude of the aircraft and of the first deviation in distance in the display area of the lateral trajectory of the aircraft.
    The first deviation in distance in the display area of the lateral trajectory of the aircraft corresponds for example to the horizontal distance between a symbol indicating the current position of the aircraft and the display of the altitude component of the joined profile. high-energy.
    The display zone of the current altitude 20 is arranged for example on the PFD screen and is schematically illustrated in FIG. 8.
    Thus, in the case illustrated in this FIG. 8, the current altitude of the aircraft of 12,000 ft is displayed at the center C of a scale forming the display zone for the current altitude 20. A symbol S A is placed on the same scale away from the center C of the scale in the positive direction, by a value equal to the deviation in altitude.
    In Figure 8, the symbol S A indicates the value of 12,500 ft on the scale. This then means that the effective term of the deviation in altitude is equal to 500 ft. Furthermore, in the same figure, a symbol S R indicates the altitude of the reference altitude profile which is then lower than the current altitude of the aircraft.
    When the A2 mode or the B23 mode or the C23 mode was used during the step
    150, the step of displaying the energy deviations comprises displaying the deviation in speed in a display area of the current speed of the aircraft and the second deviation in distance in the display area of the lateral trajectory of the aircraft.
    The second deviation in distance in the display area of the lateral trajectory of the aircraft corresponds for example to the horizontal distance between a symbol indicating the current position of the aircraft and the display of the speed component of the joined profile high-energy.
    The display area for the current speed 30 is arranged for example on the PFD screen and is schematically illustrated in FIG. 9.
    Thus, in the case illustrated in this FIG. 9, the display zone 30 is in the form of a scale of the values of the conventional speed of the aircraft (CAS speed, from the English "Calibrated Air Speed") . The current speed of the aircraft is indicated by a symbol C and is therefore equal to 295 kts.
    Furthermore, in this display area 30, a symbol S v is placed on the same scale and indicates the value of the speed according to the high-energy joining profile. This value is equal to 335 kts. The difference between the two values indicated by the symbols S v and C therefore corresponds to the effective term of the speed deviation. Furthermore, in the same figure, a symbol S R indicates the speed of the reference speed profile.
    When the A3 mode was used during step 150, the display includes the display of the deviation in altitude in the display area of the current altitude 20, of the deviation in speed in the display area of the current speed 30 of the aircraft and of the smallest distance among the first distance deviation and the second distance deviation, in the display area of the lateral trajectory of the aircraft.
    According to a particularly advantageous embodiment of the invention, the display also comprises an energy scale of the aircraft and on this scale, the deviation in total energy or the deviation in kinetic energy or the deviation in potential energy or the total height deviation.
    This energy scale is for example placed on the PFD screen near the display area of the current speed 30.
    This energy scale is for example displayed independently of the calculation mode chosen during step 150. The total height being homogeneous at an altitude, it can however be displayed on the altitude display strip already existing on the screen PFD.
    Finally, when the output module 17 detects that the effective terms of the deviations become equal to zero, that is to say when the calculated deviations are composed only of the anticipation terms, the output module 17 generates a display of a message indicating to the operator the piloting action allowing him to implement the corresponding energy dissipation strategy.
    This message is for example of the type "EXTEND 50% SPEED BRAKES" and then indicates to the operator the need for the extension of the airbrakes to 50%.
    It is therefore understood that the present invention has a number of advantages.
    First of all, the high-energy joining profile gives the operator a global visibility of the situation with regard to meeting points in energy. Thus, the operator can anticipate these meetings and adapt his piloting strategy accordingly.
    In addition, the display in the cockpit of different deviations in relation to 10 each meeting point in energy does not create a situation of over-information. Indeed, this display is relatively discreet. In addition, this new type of display conforms to the already existing display of certain data from the flight management system, which will allow the operator to get used to it quickly.
    Finally, thanks to the invention, the operator has better control of the 15 energy meeting points. Indeed, it is possible for him to confirm an energy meeting point chosen by the system or to designate such a point himself.
    权利要求:
    Claims (17)
    [1" id="c-fr-0001]
    1Assistance method for controlling the energy situation of an aircraft, the energy situation being defined by the altitude and speed of the aircraft;
    the process comprising the following steps:
    - determination (120) of an energy meeting point corresponding to a point (R) of an aircraft flight plan, known as a constraint point, having an altitude constraint and / or a speed constraint ;
    - for the determined meeting point for energy:
    + determination (130) of a type of meeting according to the constraint at the constraint point (R), each type of meeting being chosen from the group consisting of: meeting at altitude, meeting in speed and mixed meeting;
    + determination (140) of an energy state of the aircraft with respect to a reference altitude profile (Palt) calculated by a flight management system of the aircraft, each energy state being chosen from the group consisting of : status above the reference altitude profile (Palt), status on the reference altitude profile (Palt) and status below the reference altitude profile (Palt);
    + calculation (150) of a high-energy joining profile (H A lt, H v ) representative of a future trajectory of the aircraft with an energy dissipation strategy, the calculation being implemented in reverse in starting substantially from the corresponding altitude constraint and / or the corresponding speed constraint to the current position of the aircraft, depending on the type of meeting and the energy status of the aircraft;
    + calculation (160) of energy deviations of the aircraft with respect to the high-energy joining profile (H A lt, H v );
    + display (170) of energy deviations.
    [2" id="c-fr-0002]
    2. - Method according to claim 1, wherein the constraint point (R) and / or at least one constraint associated with this constraint point (R) are defined by an operator piloting the aircraft or are communicated by an organization of air traffic control or come from a previously determined database.
    [3" id="c-fr-0003]
    3, - Method according to any one of the preceding claims, in which, when the energy state of the aircraft corresponds to the state above the reference altitude profile (Palt) and the type of appointment corresponds to the rendezvous at altitude, the high-energy joining profile (H ALT , H v ) is calculated in reverse from substantially the corresponding altitude constraint to the current position of the aircraft, at an engine thrust constant and at the current speed of the aircraft taken constant.
    [4" id="c-fr-0004]
    4, - Method according to any one of the preceding claims, in which, when the energy state of the aircraft corresponds to the state above the reference altitude profile (P A lt) and the type of meeting -you correspond to the appointment in speed, the high-energy joining profile (H AL t, H v ) is calculated in reverse from substantially the corresponding speed constraint, at a constant engine thrust and acceleration up to :
    - a final speed equal to a maximum speed of the flight envelope, then to this maximum speed taken constant until reaching the current position of the aircraft, or
    - reach the current position of the aircraft.
    [5" id="c-fr-0005]
    5, - Method according to any one of the preceding claims, in which, when the energy state of the aircraft corresponds to the state above the reference altitude profile (P AL t) and the type of meeting -you correspond to the mixed appointment;
    a first high-energy joining profile (H1 ALT , H1 v ) is calculated backwards from substantially the corresponding speed constraint and the corresponding altitude constraint, at a constant engine thrust and acceleration up to:
    - a final speed equal to the current speed of the aircraft, then to this current speed taken constant until reaching the current position of the aircraft, or
    - reach the current position of the aircraft; and a second high-energy joining profile (H2 AL t, H2 v ) is calculated backwards from substantially the corresponding speed constraint and the corresponding altitude constraint, at a constant engine thrust and acceleration up to:
    - a final speed equal to a maximum speed of the flight envelope, then to this maximum speed taken constant until reaching the current position of the aircraft, or
    - reach the current position of the aircraft.
    [6" id="c-fr-0006]
    6, - Method according to any one of the preceding claims, in which, when the energy state of the aircraft corresponds to the state on the reference altitude profile (P AL t) and the type of appointment corresponds to the speed meeting or the mixed meeting, the high-energy joining profile is calculated in reverse from substantially the corresponding speed constraint, along the reference altitude profile (P ALT ), at constant engine thrust and acceleration up to:
    - a final speed equal to a maximum speed of the flight envelope, then to this maximum speed taken constant until reaching the current position of the aircraft, or
    - reach the current position of the aircraft.
    [7" id="c-fr-0007]
    7, - Method according to any one of the preceding claims, in which, when the energy state of the aircraft corresponds to the state below the reference altitude profile (Palt) and the type of appointment corresponds to the speed meeting or to the mixed meeting, the high-energy joining profile (H ALT , H v ) is calculated in reverse from substantially the corresponding speed constraint to the position of the aircraft at one or more constant vertical speeds to reproduce a profile representative of the future trajectory of the aircraft.
    [8" id="c-fr-0008]
    8. - Method according to any one of the preceding claims, in which each energy deviation is chosen from the group consisting of:
    - deviation in altitude corresponding to the difference between the current altitude of the aircraft and the altitude determined according to the high energy joining profile (H ALT , H v ) at the current horizontal position of the aircraft;
    - first deviation in distance corresponding to the lateral distance between the current position of the aircraft and the high energy joining profile (H AL t, H v ) at the current altitude of the aircraft;
    - deviation in speed corresponding to the difference between the current speed of the aircraft and the speed determined according to the high energy joining profile (H ALT , H v ) at the current position of the aircraft;
    - second deviation in distance corresponding to the lateral distance between the current position of the aircraft and the high energy joining profile (H AL t, H v ) at the current speed of the aircraft;
    - deviation in total energy compared to a total reference energy;
    - deviation in kinetic energy compared to a reference kinetic energy;
    - deviation in potential energy compared to a reference potential energy;
    - deviation in total height from a total reference height.
    [9" id="c-fr-0009]
    9, - Method according to any one of the preceding claims, in which each energy deviation comprises a speed anticipation term (Ant v ) and an altitude anticipation term (Ant ALT ) corresponding to the reaction time of a operator of the aircraft for actuating devices for dissipating the energy of the aircraft and / or at the time of extension of the devices for dissipating energy and / or at the time related to the inertia of the aircraft.
    [10" id="c-fr-0010]
    10. The method as claimed in claim 9, in which the step of displaying (170) the energy deviations further comprises, when the deviations are composed only of anticipation terms, the display of a control action making it possible to implement the energy dissipation strategy.
    [11" id="c-fr-0011]
    11, - Method according to any one of claims 8 to 10, in which, when the energy state of the aircraft corresponds to the state above the reference altitude profile (Palt) and the type of meeting -you correspond to the meeting at altitude, the display step (170) of the energy deviations comprises the display of the altitude deviation in a display area of the current altitude (20) of the aircraft and of the first deviation in distance in a display area of the lateral trajectory of the aircraft.
    [12" id="c-fr-0012]
    12, - Method according to any one of claims 8 to 11, in which, when:
    - the energy status of the aircraft corresponds to the state above the reference altitude profile (P A lt) and the type of meeting corresponds to the speed meeting; or
    - the energy status of the aircraft corresponds to the state on the reference altitude profile (P ALT ) or below the reference altitude profile (P AL t) and the type of meeting corresponds speed meeting or mixed meeting;
    the step of displaying (170) the energy deviations comprises displaying the deviation in speed in a display area for the current speed (30) of the aircraft and the second deviation in distance in an area for display of the lateral trajectory of the aircraft.
    [13" id="c-fr-0013]
    13.- Method according to any one of claims 8 to 12, wherein, when the energy state of the aircraft corresponds to the state above the reference altitude profile (P A lt) and the type of appointment corresponds to the mixed appointment, the display step (170) of the energy deviations comprises the display of the altitude deviation in a display area of the current altitude (20) of the aircraft , the deviation in speed in a display area of the current speed (30) of the aircraft and the smallest distance among the first deviation in distance and the second deviation in distance, in a display area of the lateral trajectory of the aircraft.
    [14" id="c-fr-0014]
    14. - Method according to any one of claims 8 to 13, wherein the step of displaying (170) the energy deviations comprises displaying an energy scale of the aircraft and on this scale, the deviation in total energy or the deviation in kinetic energy or the deviation in potential energy or the deviation in total height, and in which the step of displaying (170) the energy deviations preferably comprises displaying the deviation in total height on an aircraft altitude display scale.
    [15" id="c-fr-0015]
    15. - Method according to any one of the preceding claims, in which the display step (170) of the energy deviations comprises the display of the high-energy joining profile in a display area of the vertical trajectory of the 'aircraft.
    [16" id="c-fr-0016]
    16, - Computer program product comprising software instructions which, when implemented by computer equipment, implement the method according to any one of the preceding claims.
    [17" id="c-fr-0017]
    17, - Aid system for monitoring the energy situation of an aircraft, the energy situation being defined by the altitude and speed of the aircraft;
    the system comprising technical means (15, 16, 17) configured for:
    - determine an energy meeting point corresponding to a point (R) of an aircraft flight plan, known as a constraint point, having an altitude constraint and / or a speed constraint;
    - for the determined meeting point for energy:
    + determine a type of meeting according to the constraint at the constraint point (R), each type of meeting being chosen from the group consisting of; high altitude meeting, high speed meeting and mixed meeting;
    + determine an energy state of the aircraft with respect to a reference altitude profile (Palt) calculated by an aircraft flight management system, each energy state being chosen from the group consisting of: state above from the reference altitude profile (P ALT ), status on the reference altitude profile (Palt) and status below the reference altitude profile (P A lt);
    + calculate a high-energy joining profile (H ALT , H v ) representative of a future trajectory of the aircraft with an energy dissipation strategy, the calculation
    5 being implemented in reverse from substantially the corresponding altitude constraint and / or the corresponding speed constraint to the current position of the aircraft, depending on the type of meeting and the energy status of the aircraft;
    + calculate energy deviations of the aircraft in relation to the
    10 joined high-energy (H ALT , H v );
    + display energy deviations.
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    同族专利:
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    法律状态:
    2018-12-28| PLSC| Search report ready|Effective date: 20181228 |
    2020-06-30| PLFP| Fee payment|Year of fee payment: 4 |
    2021-06-30| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1700669|2017-06-22|
    FR1700669A|FR3068125B1|2017-06-22|2017-06-22|ASSISTANCE PROCESS FOR CHECKING THE ENERGY SITUATION OF AN AIRCRAFT, COMPUTER PROGRAM PRODUCT AND ASSOCIATED CONTROL ASSISTANCE SYSTEM|FR1700669A| FR3068125B1|2017-06-22|2017-06-22|ASSISTANCE PROCESS FOR CHECKING THE ENERGY SITUATION OF AN AIRCRAFT, COMPUTER PROGRAM PRODUCT AND ASSOCIATED CONTROL ASSISTANCE SYSTEM|
    US16/007,981| US20180370645A1|2017-06-22|2018-06-13|Aid Method for Controlling the Energy Situation of An Aircraft, Associated Computer Program Product and Aid System for Controlling|
    CN201810652527.0A| CN109118826A|2017-06-22|2018-06-22|For controlling the householder method of aircraft energy state, relevant computer program product and the auxiliary system for control|
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