• 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:
    The method of assisting the piloting of an aircraft (1) to respect a passage time constraint (ATR) at a waypoint during a flight according to a predetermined flight plan comprising a nominal speed profile (20). ) comprising at least two flight segments (S1 ... S5) comprises the steps of: a) determining an effective speed profile (21) of the aircraft, comprising the following substeps: a3) calculation, for each segment of the nominal velocity profile, of a correction term according to a correction coefficient common to all the segments (S1 ... S5) of the nominal velocity profile (20); and a4) calculating, for each segment of the actual speed profile (21), a target speed (Vtgt) equal to the sum of a nominal speed (Vnom) of the nominal speed profile (20) and the corrective term , b) control of a computer (18) for guiding the aircraft according to the actual speed profile (21).
    公开号:FR3080691A1
    申请号:FR1853619
    申请日:2018-04-25
    公开日:2019-11-01
    发明作者:Thomas Pastre；Jerome Arnoux
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    Method and device for assisting the piloting of an aircraft in order to comply with a passage time constraint.
    The present invention relates to a method and a system for assisting the piloting of an aircraft, which are intended to assist in complying with a constraint of time of passage at a passage point, during a flight of the aircraft. .
    The piloting of aircraft, in particular civil or military transport planes, is generally carried out along a flight plan comprising a set of waypoints ("waypoints" in English) defined in three-dimensional space. The aircraft must be guided along the flight plan while respecting a maximum margin of position error in relation to segments connecting the different waypoints. More and more often, especially in areas with high traffic density, some of the flight plan waypoints have a time constraint generally called RTA ("Required Time of Arrival" in English) imposed by the control air to ensure satisfactory separation of the various aircraft. In such a case, the aircraft must be guided along the flight plan while also respecting a maximum margin of temporal error with respect to the RTA constraints of the waypoints comprising such a constraint.
    Usually, before the flight, the speed of the aircraft is generally planned in the form of a cost index. This cost index usually corresponds to a coefficient between 0 and 100, such that when this coefficient is equal to 100, the planned speed corresponds to a maximum operational speed Vmax of the aircraft and when this coefficient is equal to 0, the speed planned corresponds to a minimum operational speed Vmin of the aircraft. When the cost index is equal to a value k between 0 and 100, the planned speed is equal to:
    Vmin + k (Vmax - Vmin) / 100.
    Before the flight, the cost index is entered by an aircraft pilot into an aircraft flight management computer, for example a FMS ("Flight Management System") computer. During the flight, the flight management computer controls an aircraft guidance computer according to the flight plan and the cost index. If the pilot receives an ATR constraint from air traffic control at a point in the flight plan, he enters this constraint into the flight management computer. The flight management computer then calculates an estimated time of passage of the aircraft at this waypoint, taking into account the current value of the cost index. This estimated time of passage is generally called ETA ("Estimated Time of Arrival" in English). Document US5.121.325 describes a system making it possible to determine an estimated time of passage of an aircraft at a particular point. The flight management computer compares this estimated ETA passage time with the RTA constraint. If the difference between the ETA and RTA hours is greater than a predetermined duration threshold (for example 10 seconds), the flight management computer calculates a new value of the cost index making it possible to reduce the difference to a value below this predetermined duration threshold, then it controls the guidance computer as a function of said new value of the cost index.
    For certain flights of an aircraft, a nominal speed profile comprising several flight segments is defined before the flight of the aircraft. A nominal flight speed of the aircraft is defined for each flight segment. A minimum and maximum flight speed of the aircraft are also defined for each flight segment of the aircraft. Such a speed profile makes it possible to define different flight strategies for the different flight segments. An example of a flight plan comprising such a nominal speed profile 20 is illustrated in FIG. 2. This nominal speed profile comprises five segments S1 to S5 for which the planned altitude 30 of the aircraft is illustrated in the figure. The S1 segment, entitled “LONG RANGE” is a cruise flight segment at constant altitude. The nominal speed defined for this segment is 250kts (knots), or approximately 463km / h. This speed is close to the middle of the admissible speed range between Vmin = 180kts (about 333km / h) and Vmax = 300kts (about 555km / h), which optimizes fuel consumption. The S2 segment, entitled "MAX ENDUR" is an uphill flight segment. The nominal speed defined for this segment is 190kts (knots), or approximately 352km / h. This speed is located rather in the lower part of the admissible speed range between Vmin = 180kts (approximately 333km / h) and Vmax = 300kts (approximately 555km / h) so as to allow the aircraft to maintain the most long as possible in flight and to guarantee a suitable rate of climb. The S3 segment, entitled "LONG RANGE" is another segment of cruise flight at constant altitude. The nominal speed defined for this segment is 235kts (knots), or approximately 435km / h. This speed is close to the middle of the admissible speed range between Vmin = 195kts (about 361km / h) and Vmax = 290kts (about 537km / h), which optimizes fuel consumption. The S4 segment, entitled "MAX SPD" is a downhill flight segment. The nominal speed defined for this segment is 290kts (knots), or approximately 546km / h. This speed corresponds to the upper limit of the admissible speed range between Vmin = 195kts (about 361km / h) and Vmax = 290kts (about 546km / h) so as to guarantee a suitable rate of descent. The S5 segment, entitled “LONG RANGE” is also a cruise flight at constant altitude. The nominal speed defined for this segment is 265kts (knots), or approximately 490km / h. This speed is close to the middle of the admissible speed range between Vmin = 195kts (about 361km / h) and Vmax = 295kts (about 546km / h), which optimizes fuel consumption.
    When the flight management computer controls the guidance of the aircraft as a function of a flight plan comprising such a nominal speed profile, if the pilot of the aircraft receives an RTA constraint from air traffic control and enters this RTA constraint in the flight management computer, then the flight management computer modifies the speed profile as indicated previously, that is to say by calculating a cost index for the entire flight plan. This has the effect of smoothing the variations in speed between the different segments of the flight plan and consequently, the flight plan modified to take into account the RTA constraint no longer takes into account the strategy chosen in terms of speed profile. Thus, in a particular example, for the speed profile illustrated in FIG. 2 and for an instant t0 corresponding to the start of the segment S1 equal to 12h00, considering that the different segments S1 to S5 are all 100Nm long (around 185 , 2km), the instant t5 corresponding to the passage of the aircraft at the end of the segment S5 is for example equal to 14h04. In the event that the pilot receives and enters into the flight management computer an RTA constraint equal to 14:00 for the waypoint at the end of the segment S5, the flight management computer calculates a cost index making it possible to arrive at this crossing point at time t5 equal to 2:00 p.m. The flight plan thus modified is illustrated in FIG. 3. In this particular example, the cost index calculated by the flight management computer would be 58. It follows that the speeds calculated Vcalc by the flight computer in order to respect the RTA constraint would be equal to Vcalc = Vmin + 0.58 (Vmax - Vmin) on each segment. Once the cost index has been calculated, these calculated speed values only depend on the limit values Vmax and Vmin for each segment. They would be equal to:
    for segment S1: Vcalc = 249.6kts for segment S2: Vcalc = 249.6kts for segment S3: Vcalc = 250.1kts for segment S4: Vcalc = 250.1kts for segment S5: Vcalc = 248.6kts The differences between the calculated speeds corresponding to the different segments are very greatly reduced compared to the differences between the nominal speeds corresponding to these different segments. Consequently, the speed profile of the flight plan modified to respect the RTA constraint is completely different from the nominal speed profile. However, it would be desirable for the speed profile of the modified flight plan to comply with the different flight strategies defined for the different segments of the flight plan.
    PRESENTATION OF THE INVENTION:
    The object of the present invention is to remedy the aforementioned drawbacks. It relates to a method for assisting the piloting of an aircraft, which is intended to aid the piloting of the aircraft with a view to respecting a constraint of time of passage at a crossing point during a flight of the aircraft. according to a predetermined flight plan, this flight plan comprising a nominal speed profile of the aircraft comprising at least two separate flight segments for each of which are defined a nominal flight speed, a maximum flight speed and a minimum speed of flight of the aircraft.
    This method is remarkable in that it comprises the following steps implemented by a processing unit of a flight management computer of the aircraft:
    a) determination of an effective speed profile of the aircraft, this effective speed profile comprising flight segments similar to those of the nominal speed profile, said determination comprising the following substeps:
    a3) calculation, for each segment of the nominal speed profile, of a corrective term corresponding to the product of a correction coefficient by a difference between on the one hand one of the maximum speed or the minimum speed defined for this segment and, on the other hand, the nominal speed corresponding to this segment, the correction coefficient being a correction coefficient common to all the segments of the nominal speed profile; and a4) calculation, for each segment of the effective speed profile, of a target speed equal to the sum of the nominal speed defined for the corresponding segment of the nominal speed profile and the corrective term calculated for the corresponding segment of the nominal profile of speed,
    b) control of an aircraft guidance computer to guide the aircraft according to the effective speed profile determined in step a).
    Thus, the effective speed profile making it possible to comply with the time of passage constraint at the crossing point is such that the set speed calculated for each flight segment corresponds to the nominal flight speed for the corresponding flight segment of the nominal profile. speed, corrected with a corrective term. This corrective term corresponds to the product of the correction coefficient common to all segments by the difference between a speed limit (maximum or minimum) corresponding to this segment and the nominal speed corresponding to this segment. This difference corresponds to a margin between the nominal speed and the speed limit. Consequently, the speeds of the different segments of the effective speed profile are based on the nominal speeds of the corresponding segments of the nominal speed profile and the corrective terms corresponding to the different segments allow the speeds of the different segments to be uniformly corrected so that the proportions between the speed margins corresponding to the different segments of the effective flight plan are similar to the proportions between the speed margins corresponding to the different segments of the nominal flight plan. This makes it possible to obtain an effective speed profile consistent with the nominal speed profile from the point of view of the respective speeds corresponding to the different flight segments.
    In one embodiment, step a) comprises a sub-step a1) of calculating an estimated time of passage at the crossing point considering that the aircraft flies according to the nominal speed profile and in step a3 ), the difference between on the one hand one of the maximum speed or the minimum speed defined for the segment and, on the other hand, the nominal speed corresponding to this segment is chosen equal to:
    - the difference between the maximum speed and the nominal speed defined for this segment when said estimated time of crossing the crossing point is after the crossing time constraint; and
    - the difference between the minimum speed and the nominal speed defined for this segment when said estimated time of crossing at the crossing point is before the crossing time constraint
    Advantageously, step a) further comprises:
    - a sub-step a2), prior to sub-step a3), of selecting a value of the correction coefficient common to all the segments of the speed profile; and
    a sub-step a5) for calculating an estimated time of passage at the crossing point, considering that the aircraft is flying according to the effective speed profile comprising the set speed values calculated in sub-step a4), and the sub -steps a2), a3), a4) and a5) are implemented iteratively until the difference between the estimated time of crossing the crossing point and the crossing time constraint is less than one threshold of predetermined duration.
    Also advantageously, in sub-step a2), the value of the correction coefficient common to all the segments of the speed profile is selected using a dichotomy method.
    In particular, the dichotomy method is a dichotomy method weighted according to the difference between the estimated time of passage at the crossing point and the constraint of time of passage.
    Preferably, the value of the correction coefficient is between 0 and 1.
    The invention also relates to a system for assisting the piloting of an aircraft in order to comply with a time constraint for passing through a crossing point during a flight of the aircraft according to a predetermined flight plan, this flight plan comprising a nominal speed profile of the aircraft comprising at least two distinct flight segments for each of which are defined a nominal flight speed, a maximum flight speed and a minimum flight speed of the aircraft. This system is remarkable in that it includes:
    a flight management computer which comprises a processing unit configured to determine an effective speed profile of the aircraft, this effective speed profile comprising flight segments similar to those of the nominal speed profile, said determination of the effective profile speed including:
    the calculation, for each segment of the nominal speed profile, of a corrective term corresponding to the product of a correction coefficient by a difference between on the one hand one of the maximum speed or the minimum speed defined for this segment and, on the other hand, the nominal speed corresponding to this segment, the correction coefficient being a correction coefficient common to all the segments of the nominal speed profile; and calculating, for each segment of the effective speed profile, a set speed equal to the sum of the nominal speed defined for the corresponding segment of the nominal speed profile and the corrective term calculated for the corresponding segment of the nominal profile of speed,
    - an aircraft guidance computer configured to guide the aircraft according to the effective speed profile determined by the processing unit of the flight management computer.
    The invention also relates to an aircraft comprising such a pilot assistance system.
    DETAILED DESCRIPTION :
    The invention will be better understood on reading the description which follows and on examining the appended figures.
    FIG. 1 represents an aircraft comprising a piloting assistance system according to the invention;
    FIG. 2, already described, illustrates a nominal speed profile of a flight plan of the aircraft;
    FIG. 3, already described, illustrates a speed profile according to the prior art, making it possible to comply with an RTA constraint;
    FIG. 4 illustrates a speed profile determined by an assistance system for piloting an aircraft, in accordance with the invention;
    FIG. 5 is a block diagram of an assistance system for piloting an aircraft, according to the invention.
    The system 10 shown schematically in FIG. 5 is in accordance with an embodiment of the invention. He is on board an aircraft 1 as shown in FIG. 1, in particular a civil transport airplane or a military transport airplane, with a view to helping this aircraft to fly according to a flight plan, respecting a constraint of time of passage RTA at a point of passage of the flight plan. This system is for example installed in an avionics bay 2 of the aircraft. The system 10 comprises a computer 12 for managing the flight of the aircraft, in particular a computer of the FMS (“Flight Management System”) type. This flight management computer comprises a processing unit 14. It also includes a memory, not shown, intended to record at least one flight plan of the aircraft. The flight management computer 12 is connected at the input to a man-machine interface 16, preferably located in the cockpit 3 of the aircraft. This man-machine interface corresponds in particular to an assembly comprising a screen, a keyboard and / or a pointing unit, for example a unit of MCDU type (“Multipurpose Control and Display Unit” in English). An output of the flight management computer 12 is connected to an input of a computer 18 for guiding the aircraft, in particular a computer of the FG type ("Flight Guidance computer" in English). This guidance computer is for example provided to guide the aircraft according to an automatic guidance mode (when an automatic pilot of the aircraft is engaged) or according to a manual guidance mode, for example by means of a flight director .
    In operation, before a flight of the aircraft, a pilot of the aircraft defines a nominal flight plan for this flight of the aircraft and enters this flight plan into the flight management computer 12 by means of the human-machine interface 16. When appropriate for the intended flight of the aircraft, this nominal flight plan comprises a nominal speed profile of the aircraft comprising at least two separate flight segments for each of which a nominal flight speed is defined , a maximum flight speed and a minimum flight speed of the aircraft. The flight management computer stores the nominal flight plan and the nominal speed profile in its memory. Such a nominal speed profile, for example the nominal speed profile 20 illustrated in FIG. 2 already described, makes it possible to define different flight strategies for the different flight segments.
    During the flight of the aircraft, the flight management computer controls the guidance computer 18 of the aircraft to guide the aircraft according to the nominal flight plan and the nominal speed profile. Sometimes, air traffic control may be required to send an RTA passage time constraint associated with a flight plan passage point to the pilot of the aircraft. If the pilot approves this constraint, he enters it into the flight management computer by means of the man-machine interface 16. The flight management computer 12 then determines an effective speed profile 21 of the aircraft making it possible to respect the constraint RTA, then it controls the guidance computer 18 of the aircraft to guide the aircraft according to the effective speed profile thus determined. This effective speed profile includes flight segments similar to those of the nominal speed profile. Its determination by the flight management computer 12 comprises the following steps:
    a3) calculation, for each segment of the nominal speed profile, of a corrective term corresponding to the product of a correction coefficient by a difference between on the one hand one of the maximum speed or the minimum speed defined for this segment and, on the other hand, the nominal speed corresponding to this segment, the correction coefficient being a correction coefficient common to all the segments of the nominal speed profile; and a4) calculation, for each segment of the effective speed profile, of a target speed equal to the sum of the nominal speed defined for the corresponding segment of the nominal speed profile and the corrective term calculated for the corresponding segment of the nominal profile of speed.
    In particular, in a step a1) prior to step a3), the flight management computer 12 calculates an estimated time of ETA passage at the waypoint considering that the aircraft is flying according to the nominal speed profile. Then, in step a3), the difference between on the one hand one of the maximum speed or the minimum speed defined for the segment and, on the other hand, the nominal speed corresponding to this segment is chosen equal to:
    - the difference between the maximum speed and the nominal speed defined for this segment when said estimated time of passage at the crossing point is later than the constraint of the time of passage RTA; and
    - the difference between the minimum speed and the nominal speed defined for this segment when said estimated time of passage at the crossing point is prior to the constraint of time of passage FSA.
    In the example illustrated in FIG. 2, on the assumption that the pilot receives and enters into the flight management computer an RTA constraint equal to 14:00 for the waypoint at the end of the segment S5, the flight management computer flight calculates the estimated ETA crossing time at this crossing point. This estimated time of passage corresponds to time t5 illustrated in the figure. As previously indicated, this instant t5 corresponding to the passage of the aircraft at the end of the segment S5 is equal to 14h04. Therefore, the estimated ETA transit time is later than the RTA transit time constraint. As a result, in step a3), for each segment of the speed profile, the corrective term corresponds to the product of the correction coefficient by a difference between the maximum speed defined for this segment and the nominal speed corresponding to this segment.
    Advantageously, in a step a2) subsequent to step a1) and prior to step a3, the flight management computer selects a value of the correction coefficient common to all the segments of the speed profile and in a step a5) after step a4), it calculates an estimated time of passage ETA at the waypoint considering that the aircraft is flying according to the effective speed profile comprising the set speed values calculated in step a4). The flight management computer repeats steps a2), a3), a4) and a5), choosing each time a new value of the correction coefficient in step a2, until the difference between the time ETA crossing estimated at the crossing point and the RTA crossing time constraint is less than a predetermined duration threshold. This duration threshold is chosen so that said difference between the estimated time of ETA passage at the crossing point and the RTA passage time constraint is sufficiently low for the RTA constraint to be considered to be satisfied. This threshold can for example be chosen equal to 10 seconds.
    In a particular embodiment, in step a2), the value of the correction coefficient common to all the segments of the speed profile is selected using a dichotomy method. Advantageously, the dichotomy method is weighted according to the difference between the estimated time of passage ETA at the point of passage and the constraint of time of passage RTA, which makes it possible to reduce the number of iterations of steps a2 ) to a5) necessary to determine the correction coefficient.
    In the particular case of the example considered previously, as indicated above, for each segment of the speed profile, the corrective term corresponds to the product of the correction coefficient by a difference between the maximum speed defined for this segment and the nominal speed corresponding to this segment. Taking into account the maximum speed and nominal speed values for the different segments, the flight management computer determines a value of the correction coefficient equal to 0.15. Consequently, for each segment of the speed profile, the target speed Vtgt calculated by the flight management computer is equal to Vtgt = Vnom +0.15 (Vmax-Vnom). As illustrated in FIG. 4, the reference speeds of the effective speed profile 21 for the segments S1 to S5 are therefore equal to:
    for the segment S1: Vtgt = 257,5kts for the segment S2: Vtgt = 206,5kts for the segment S3: Vtgt = 243,3kts for the segment S4: Vtgt = 290,0kts for the segment S5: Vtgt = 269,5kts
    Thus, the relative values of the speeds corresponding to the different segments S1 to S5 are substantially preserved with respect to the nominal speed profile.
    Taking into account the formula used to calculate the target speeds, the value of the correction coefficient is between 0 and 1.
    According to a first alternative, the nominal speed profile whose nominal, maximum and minimum speed values are used for the calculation of the set speeds of the effective speed profile, corresponds to the nominal speed profile of the optimal flight plan defined before the flight. of the aircraft. The flight management computer then stores on the one hand the optimal flight plan and its optimal speed profile and on the other hand an effective flight plan and its effective speed profile. Before the start of the flight, the flight management computer 12 copies the optimal flight plan and its optimum speed profile to the effective flight plan and its effective speed profile and it controls the guidance computer 18 as a function of the flight plan. effective flight and effective speed profile. If, during the flight of the aircraft, an RTA constraint is entered by the pilot in the flight management computer, the flight management computer calculates the setpoint speed values of the effective speed profile as indicated above (at l step a4) and the effective speed profile used for guiding the aircraft is thus modified to take account of the RTA constraint. If a new RTA constraint is entered into the flight management computer during the same flight of the aircraft, new setpoint speed values of the effective speed profile are calculated as a function of the nominal, maximum and minimum speeds of the nominal profile of speed defined before the flight and saved in the flight management computer memory.
    According to a second alternative, the nominal speed profile whose nominal, maximum and minimum speed values are used for the calculation of the setpoint speeds of the effective speed profile, corresponds to a speed profile of a current flight plan of l 'aircraft. The flight management computer then stores a single flight plan and its speed profile. Before the start of the flight, when the pilot enters the optimal flight plan and his optimal speed profile in the flight management computer 12, this optimal flight plan and his optimal speed profile are stored directly in the memory corresponding to the current flight plan and its speed profile. The flight management computer 12 controls the guidance computer 18 as a function of the current flight plan and its effective speed profile. If, during the flight of the aircraft, a first RTA constraint is entered by the pilot in the flight management computer, the flight management computer calculates the target speed values of the effective speed profile as indicated previously in FIG. step a4) by considering the optimal flight plan and its optimal speed profile as corresponding to the current flight plan and to its speed profile. This speed profile of the current flight plan then corresponds to the nominal speed profile memorized before the start of the flight. The effective speed profile determined by the flight management computer is copied into the speed profile of the current flight plan so as to allow the guidance of the aircraft according to this effective speed profile. If a new RTA constraint is entered in the flight management computer during the same flight of the aircraft, new setpoint speed values of the effective speed profile are calculated while still considering the optimal flight plan and its speed profile optimal as corresponding to the current flight plan and its speed profile. This speed profile then corresponds to the effective speed profile calculated following reception of the previous RTA constraint. This is acceptable, given that the relative values of the target speeds corresponding to the different flight segments are substantially retained when calculating the effective speed profile from the nominal speed profile.
    权利要求:
    Claims (8)
    [1" id="c-fr-0001]
    1- Method for assisting the piloting of an aircraft (1) with a view to respecting a time of passage constraint (RTA) at a waypoint during a flight of the aircraft according to a predetermined flight plan, this flight plan comprising a nominal speed profile (20) of the aircraft comprising at least two separate flight segments (S1 ... S5) for each of which a nominal flight speed (Vnom) is defined, a maximum speed of flight (Vmax) and a minimum flight speed (Vmin) of the aircraft, the method being characterized in that it comprises the following steps implemented by a processing unit (14) of a computer (12) of aircraft flight management:
    a) determination of an effective speed profile (21) of the aircraft, this effective speed profile comprising flight segments (S1 ... S5) similar to those of the nominal speed profile (20), said determination comprising the following sub-steps:
    a3) calculation, for each segment of the nominal speed profile, of a corrective term corresponding to the product of a correction coefficient by a difference between on the one hand one of the maximum speed (Vmax) or the minimum speed (Vmin) defined for this segment and, on the other hand, the nominal speed (Vnom) corresponding to this segment, the correction coefficient being a correction coefficient common to all the segments (S1 ... S5) of the nominal speed profile (20); and a4) calculation, for each segment of the effective speed profile (21), of a target speed (Vtgt) equal to the sum of the nominal speed (Vnom) defined for the corresponding segment of the nominal speed profile (20) and the corrective term calculated for the corresponding segment of the nominal speed profile,
    b) control of a computer (18) for guiding the aircraft to guide the aircraft according to the effective speed profile (21) determined in step a).
    [2" id="c-fr-0002]
    2- A method according to claim 1 characterized in that step a) comprises a sub-step a1) of calculating an estimated time of passage (ETA) at the point of passage considering that the aircraft flies according to the nominal profile speed (20) and in step a3), the difference between on the one hand one of the maximum speed (Vmax) or minimum speed (Vmin) defined for the segment and, on the other hand the speed nominal (Vnom) corresponding to this segment is chosen equal to:
    - the difference between the maximum speed (Vmax) and the nominal speed (Vnom) defined for this segment when said estimated time of passage (ETA) at the crossing point is later than the crossing time constraint (RTA); and
    - the difference between the minimum speed (Vmin) and the nominal speed (Vnom) defined for this segment when said estimated time of passage (ETA) at the crossing point is prior to the crossing time constraint (RTA).
    [3" id="c-fr-0003]
    3- A method according to claim 2 characterized in that step a) further comprises:
    - a sub-step a2), prior to sub-step a3), of selecting a value of the correction coefficient common to all the segments of the speed profile; and
    a sub-step a5) of calculating an estimated time of passage (ETA) at the point of passage, considering that the aircraft is flying according to the effective speed profile (21) comprising the calculated speed reference values (Vtgt) in sub-step a4), and sub-steps a2), a3), a4) and a5) are implemented iteratively until the difference between the estimated time of passage (ETA) at the point and the time constraint (RTA) is less than a predetermined duration threshold.
    [4" id="c-fr-0004]
    4- Method according to claim 3 characterized in that in sub-step a2), the value of the correction coefficient common to all the segments of the speed profile is selected using a dichotomy method.
    [5" id="c-fr-0005]
    5- A method according to claim 4 characterized in that the dichotomy method is a dichotomy method weighted as a function of the difference between the estimated time of passage (ETA) at the point of passage and the constraint of time of passage (RTA ).
    [6" id="c-fr-0006]
    6- Method according to any one of the preceding claims, characterized in that the value of the correction coefficient is between 0 and 1.
    [7" id="c-fr-0007]
    7- System (10) for piloting an aircraft (1) in order to comply with a time of passage constraint (RTA) at a waypoint during a flight of the aircraft according to a plan of predetermined flight, this flight plan comprising a nominal speed profile (20) of the aircraft comprising at least two separate flight segments (S1 ... S5) for each of which a nominal flight speed (Vnom) is defined, a maximum flight speed (Vmax) and minimum flight speed (Vmin) of the aircraft, characterized in that it comprises:
    - a flight management computer (12) which comprises a processing unit (14) configured to determine an effective speed profile (21) of the aircraft, this effective speed profile comprising flight segments (S1 ... S5) similar to those of the nominal speed profile (20), said determination of the effective speed profile comprising:
    the calculation, for each segment of the nominal speed profile, of a corrective term corresponding to the product of a correction coefficient by a difference between on the one hand one of the maximum speed (Vmax) or the minimum speed ( Vmin) defined for this segment and, on the other hand, the nominal speed (Vnom) corresponding to this segment, the correction coefficient being a correction coefficient common to all the segments (S1 ... S5) of the nominal speed profile ( 20); and calculating, for each segment of the effective speed profile (21), a set speed (Vtgt) equal to the sum of the nominal speed (Vnom) defined for the corresponding segment of the nominal speed profile (20) and the corrective term calculated for the corresponding segment of the nominal speed profile,
    - an aircraft guidance computer (18) configured to guide the aircraft according to the effective speed profile (21) determined by the processing unit (14) of the flight management computer (12).
    [8" id="c-fr-0008]
    8- Aircraft (1) comprising a pilot assistance system (10) according to claim 7.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3561626A1|2019-10-30|Method and device to assist with piloting an aircraft for respecting a travelling time requirement
    US9625261B2|2017-04-18|System and method for managing speed constraints during required time of arrival operations
    FR3017967A1|2015-08-28|METHOD AND SYSTEM FOR FLIGHT MANAGEMENT
    FR2953302A1|2011-06-03|Planning, path calculating, predicting and guiding method for respecting passage time constraint of e.g. aircraft with pilot, involves monitoring current prediction of passage time to signal, alter or control readjustment of profile
    FR2913780A1|2008-09-19|METHOD AND DEVICE FOR AIDING THE GUIDANCE OF AN AIRCRAFT
    FR2921153A1|2009-03-20|METHOD FOR AIDING NAVIGATION
    FR2923032A1|2009-05-01|METHOD AND DEVICE FOR AIDING THE CONTROL OF AN AIRCRAFT FOR A DOWNHILL PHASE.
    FR2921152A1|2009-03-20|AIRCRAFT FLIGHT PLAN JOINT ASSISTANCE METHOD BY INTERCEPTING A FLIGHT SEGMENT CLOSE TO THE AIRCRAFT
    FR3051057A1|2017-11-10|METHOD FOR AUTOMATICALLY JOINING A VERTICAL REFERENCE PROFILE OF AN AIRCRAFT
    CA2508287A1|2004-06-24|Method of validating a flight plan constraint
    FR3010541A1|2015-03-13|METHOD AND APPARATUS FOR AUTOMATICALLY MANAGING A FLIGHT TRACK CHANGE ON AN AIRCRAFT, PARTICULARLY FOR LOW ALTITUDE FLIGHT.
    FR3064762A1|2018-10-05|MANAGEMENT OF THE DOWNHILL PHASE OF AN AIRCRAFT
    EP2991274B1|2017-02-01|Method for performing services in adaptive real time, in particular flight management and real-time system implementing such a method
    EP2662743A1|2013-11-13|Method and device for assisted flight management of an aircraft during a landing phase
    FR2978588A1|2013-02-01|METHOD AND DEVICE FOR OPTIMIZED MANAGEMENT OF THE USE OF BECS AND SHUTTERS, AS WELL AS THE LANDING TRAIN OF AN AIRCRAFT
    FR3064351A1|2018-09-28|METHOD FOR ADJUSTING A JOINT TRACK FOR AN AIRCRAFT
    FR2956763A1|2011-08-26|ON-BOARD AIRCRAFT SYSTEM IN CONNECTION WITH A FLIGHT PLAN
    FR3043473A1|2017-05-12|METHOD AND DEVICE FOR AIDING THE CONTROL OF AN AIRCRAFT FOR ENERGY MANAGEMENT DURING AN APPROACH PHASE.
    FR3020706A1|2015-11-06|METHOD AND DEVICE FOR AUTOMATIC COMPARISON OF TWO FLIGHT TRAJECTORIES FOR AN AIRCRAFT.
    CA2481128A1|2005-04-20|Optimisation method and device for transfering a quantity of fuel on an aircraft, for at least one fuel transfer while in flight
    FR2917220A1|2008-12-12|METHOD AND DEVICE FOR AIDING NAVIGATION IN AN AIRPORT SECTOR
    FR3024229A1|2016-01-29|METHOD AND APPARATUS FOR AUTOMATIC MANAGEMENT OF AIR OPERATIONS REQUIRING A GUARANTEE OF NAVIGATION PERFORMANCE AND GUIDANCE OF AN AIRCRAFT.
    EP3627273A1|2020-03-25|System and method for assisting in the piloting of an aircraft
    FR3068490B1|2019-08-23|METHOD FOR CALCULATING A VERTICAL TRACK OF AN AIRCRAFT FROM ITS CURRENT POSITION, COMPUTER PROGRAM PRODUCT AND CALCULATION SYSTEM THEREFOR
    FR3032044A1|2016-07-29|METHOD AND DEVICE FOR AIDING THE LANDING OF AN AIRCRAFT DURING AN ROUND PHASE.
    同族专利:
    公开号 | 公开日
    US20190333394A1|2019-10-31|
    US11113975B2|2021-09-07|
    CN110400492A|2019-11-01|
    EP3561626A1|2019-10-30|
    FR3080691B1|2020-05-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP2426567A1|2010-09-03|2012-03-07|Honeywell International, Inc.|System and method for RTA control of multi-segment flight plans with smooth transitions|
    EP2993543A1|2014-09-04|2016-03-09|Honeywell International Inc.|System and method for managing speed constraints during required time of arrival operations|
    EP3232292A1|2016-03-28|2017-10-18|Honeywell International Inc.|Aircraft systems and methods with multiple sap speed profiles|CN112947573A|2021-03-12|2021-06-11|北京理工大学|Reentry guidance method for hypersonic aircraft under terminal time constraint|US5121325A|1990-04-04|1992-06-09|Smiths Industries Aerospace & Defense Systems, Inc.|Required time of arrival control system|US11257382B2|2018-11-28|2022-02-22|The Boeing Company|System and method for optimizing a cruise vertical profile subject to a time-of-arrival constraint|
    GB201916648D0|2019-11-15|2020-01-01|Mbda Uk Ltd|Methods of controlling self-propelled flying devices|
    法律状态:
    2019-04-18| PLFP| Fee payment|Year of fee payment: 2 |
    2019-11-01| PLSC| Search report ready|Effective date: 20191101 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 3 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1853619|2018-04-25|
    FR1853619A|FR3080691B1|2018-04-25|2018-04-25|METHOD AND DEVICE FOR AIDING THE OPERATION OF AN AIRCRAFT TO RESPECT A PASSING TIME CONSTRAINT|FR1853619A| FR3080691B1|2018-04-25|2018-04-25|METHOD AND DEVICE FOR AIDING THE OPERATION OF AN AIRCRAFT TO RESPECT A PASSING TIME CONSTRAINT|
    EP19168157.6A| EP3561626A1|2018-04-25|2019-04-09|Method and device to assist with piloting an aircraft for respecting a travelling time requirement|
    CN201910282485.0A| CN110400492A|2018-04-25|2019-04-10|The method and apparatus that assisting in flying device drives to abide by required arrival time|
    US16/390,127| US11113975B2|2018-04-25|2019-04-22|Method and device for assisting in the piloting of an aircraft to observe a required time of arrival|
    [返回顶部]