• 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 flight management assembly (1) comprises two flight management systems (2, 3) and a monitoring and backup unit (4), each of said flight management systems (2, 3) being configured for generate data comprising at least one trajectory and at least one prediction of an aircraft parameter (AC), one (2) of said flight management systems (2, 3) being active and the other (3 ) being passive, the monitoring and backup unit (4) being, in turn, configured to carry out at least one monitoring of at least one of the data generated by the active flight management system (2) so to check whether said data is valid, the flight management unit (1) performing, in the event of validation of the monitored data, synchronization of the monitoring and backup unit (4) and of the flight management system (3) passive, on so-called synchronization data from the active flight management system (2), namely a flight plan and / or a flight path.
    公开号:FR3083337A1
    申请号:FR1856082
    申请日:2018-07-02
    公开日:2020-01-03
    发明作者:Jean-Claude Mere；Sylvain Raynaud
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    TECHNICAL AREA
    The present invention relates to a flight management assembly for an aircraft, in particular a transport aircraft, and to a method for monitoring such a flight management assembly.
    STATE OF THE ART
    The present invention applies to a flight management system comprising two flight management systems, of the FMS (“Flight Management System”) type.
    The equipment on board an aircraft and in particular the flight management assembly must make it possible to achieve the desired level of safety, in particular if the aircraft is to carry out operations with required navigation performance with the required authorization to RNP AR type (“Required Navigation Performance with Authorization Required” in English). These RNP AR operations are based on surface navigation of the RNAV type (“aRea NAVigation” in English) and on required navigation performance operations of the RNP type (“Required Navigation Performance” in English).
    However, for an aircraft to have the capacity to fly according to such RNP AR procedures, it is in particular necessary to be able to eliminate from the guidance loop an erroneous source of calculation of guidance orders (or instructions), in order to counter its possible effects on the trajectory of the aircraft. With a flight management system with two flight management systems, in the event of a disagreement between the two flight management systems, the system is not able to identify which one is defective, and the aircraft cannot therefore no longer be guided in automatic mode and is not able to implement such RNP operations.
    In such a flight management system with two flight management systems, it is therefore necessary to be able to implement processing and / or verifications allowing the aircraft to use honest data, to remedy the drawback supra.
    STATEMENT OF THE INVENTION
    The object of the present invention is to remedy this drawback. It relates to an aircraft flight management assembly, said flight management assembly comprising two flight management systems, each of said flight management systems being configured to generate data comprising at least one trajectory and at least one prediction. of an aircraft parameter.
    According to the invention, one of said flight management systems is said to be active (or master) and the other is said to be passive (or slave), the flight management assembly further comprises a monitoring unit and backup, this monitoring and backup unit being configured to carry out at least one monitoring of at least one of the data generated by the active flight management system in order to check whether said data is valid, and all of flight management is configured to perform, in the event of validation of the monitored data, synchronization of the monitoring and backup unit as well as of the passive flight management system, on so-called synchronization data (specified below) of the system active flight management.
    Thus, thanks to this architecture, the surveillance unit by carrying out surveillance of the active (or master) flight management system is able to validate data (in particular using a database with increased integrity, as specified below), and in the event of validation, the monitoring and backup unit and the other flight management system (passive or slave) are synchronized with the active flight management system, i.e. that is, they receive validated data. Thus, the three instances (the two flight management systems and the surveillance and security unit) use the same data which are valid, in particular for calculating guidance orders as specified below, which allows in particular to the aircraft to have the capacity to fly RNP type operations as mentioned above, and to remedy the above-mentioned drawback.
    Advantageously, the flight management assembly comprises at least a first database used by the flight management systems to calculate at least some of said data, and a second database used by the monitoring and monitoring unit. backup for monitoring, said second database having integrity (preferably of the type
    DPAL1) greater than that (preferably of the DPAL2 type) of said first database.
    In addition, advantageously, the active flight management system is configured to calculate a lateral trajectory, based at least on a reference flight plan and meteorological data (in particular the positions of meteorological events), and the unit monitoring and backup is configured to check the validity of said lateral trajectory, compared to meteorological data.
    In addition, advantageously, the active flight management system is configured to calculate a vertical trajectory along a lateral trajectory and meteorological data, as a function of a profile of safety altitudes dependent on the lateral trajectory, and the monitoring and recording unit is configured to check the validity of said vertical trajectory, with respect to meteorological data (in particular the positions of meteorological events) and to a profile of safety altitudes extracted from a base safety altitudes data.
    Furthermore, advantageously, the active flight management system is configured to calculate a first fuel prediction on board the aircraft, along a validated lateral trajectory and a vertical trajectory, on the basis of data from a first database (preferably of the DPAL2 type) the monitoring and backup unit is configured to calculate a second fuel prediction on board the aircraft, along said validated lateral trajectory and said vertical trajectory, with from data from a second database (preferably of the DPAL1 type) and the monitoring and backup unit is configured to verify the validity of said first fuel prediction on board the aircraft, with respect to said second fuel prediction on board the aircraft.
    In addition, advantageously, the flight management assembly is configured to synchronize the monitoring and backup unit as well as the flight management system with at least one of the following synchronization data from the system. active flight management:
    - a flight plan;
    - a valid lateral trajectory and a vertical trajectory.
    Furthermore, advantageously, the flight management assembly comprises switching means configured for, in the event of failure of the active flight management system or in the event of detection by the monitoring and saving unit of a flight path. invalid active flight, generating a switch consisting in activating the passive flight management system and in making the active flight management system passive.
    In addition, in a particular embodiment, the two flight management systems are hosted in first and second equipment of the same first type, and the monitoring and backup unit is hosted in a third equipment different from said first and second equipment, said third equipment being of a second type different from said first type.
    In addition, advantageously, the two flight management systems and the monitoring and backup unit are configured to determine, each, guidance orders, said guidance orders being transmitted to a user system.
    Furthermore, advantageously, the monitoring and backup unit is configured to be able to display a so-called emergency trajectory.
    The present invention also relates to a method for monitoring a flight management assembly, such as that described above, which comprises two flight management systems, one of which is active and the other of which is passive, and a unit. surveillance and backup.
    According to the invention, said monitoring method comprises the following successive steps:
    a step of generating data comprising at least one trajectory and at least one prediction of a parameter of the aircraft, implemented at least by the flight management system which is active;
    a monitoring step, implemented by the monitoring and backup unit, consisting of carrying out at least one monitoring of at least one of the data generated by the active flight management system in order to check whether said data is validated ; and
    a synchronization step consisting in carrying out, in the event of validation of the monitored data, synchronization of the surveillance and backup unit and of the passive flight management system, with so-called synchronization data of the flight management system active.
    Advantageously:
    - the data generation step consists in calculating a lateral trajectory, based at least on a reference flight plan and meteorological data; and
    - the monitoring step consists in verifying the validity of said lateral trajectory, compared to meteorological data.
    In addition, advantageously:
    - the data generation step consists of calculating a vertical trajectory along a lateral trajectory, as a function of a safety altitude profile depending on the lateral trajectory and meteorological data; and
    - the monitoring step consists in verifying the validity of said vertical trajectory, in relation to meteorological data and to a safety altitude profile extracted from a safety altitude database.
    In addition, advantageously:
    the step of generating data consists in calculating a first fuel prediction on board the aircraft, along a validated lateral trajectory and a vertical trajectory, from data originating from a first database ; and
    the monitoring step consists of verifying the validity of said first fuel prediction on board the aircraft, with respect to a second fuel prediction on board the aircraft, along said validated lateral trajectory and said vertical trajectory , the second prediction being calculated from data from a second database.
    The present invention also relates to an aircraft, in particular a transport aircraft, which is provided with a flight management assembly such as that specified above.
    BRIEF DESCRIPTION OF THE FIGURES
    The appended figures will make it clear how the invention can be implemented. In these figures, identical references designate similar elements.
    FIG. 1 is the block diagram of a particular embodiment of a flight management assembly of an aircraft.
    FIG. 2 shows an aircraft which includes such a flight management assembly.
    FIG. 3 schematically shows the main steps of a particular embodiment of a method for monitoring a flight management assembly.
    DETAILED DESCRIPTION
    FIG. 1 schematically shows a particular embodiment of a flight management assembly 1 of an aircraft which makes it possible to illustrate the invention. This flight management assembly 1 is on board the aircraft AC, in particular a transport aircraft, as shown very diagrammatically in FIG. 2.
    The flight management system 1 comprises two flight management systems 2 and 3 of the FMS type ("Flight Management System" in English) each. The two flight management systems 2 and 3 are independent and are housed in different hardware of the same type. By "same type" is meant the fact of presenting no dissimilarity.
    Each of said flight management systems 2 and 3 comprises calculation elements specified below, which are configured to carry out calculations in particular of guidance instructions for the aircraft and of data comprising at least one (flight) trajectory and at minus a prediction of an aircraft parameter.
    According to the invention, the flight management system 2 is active (or master) and the flight management system 3 is passive (or slave). The flight management assembly 1 further comprises a surveillance and backup (or backup) unit, surveillance 4 is of DALA type (DAL for “Design Assurance Level”) and the two flight management systems 2 and 3 are of the DALB type.
    The monitoring unit 4 is configured to carry out at least one monitoring of at least one of the data generated by the active flight management system 2 in order to check whether this data is valid, as specified below.
    In addition, the flight management unit 1 is configured to perform, in the event of validation by the monitoring unit 4 of the monitored data, synchronization of the monitoring unit 4 as well as of the flight management system 3 passive, on so-called active flight management system 2 synchronization data, as specified below.
    The monitoring unit 4 is housed in equipment (“hardware” in English) which is different from the equipment hosting the two flight management systems 2 and 3. In addition, this equipment hosting the monitoring unit 4 is a type different from the (similar) type of the two pieces of equipment hosting the two flight management systems 2 and 3.
    The flight management set 1 also includes:
    - a database 5, of DPAL2 type, comprising safety altitudes which are used by the flight management system 2 to calculate at least some of said data, as specified below;
    a database 6, of DPAL2 type, comprising safety altitudes which are used by the flight management system 3 to calculate at least some of said data; and
    - a database 7, of the DPAL 1 type, comprising safety altitudes which are used by the monitoring unit 4 to carry out monitoring.
    The flight management set 1 also includes:
    - a prediction database 8, of the DPAL2 type, which is used by the flight management system 2 to make predictions, as specified below;
    a prediction database 9, of the DPAL2 type, which is used by the flight management system 3 to make predictions j and
    - a prediction database 10, of the DPAL1 type, which is used by the monitoring unit 4 to also make predictions for monitoring.
    The databases 7 and 10 (of the DPAL1 type) used by the monitoring unit 4 therefore have greater integrity and constraints than the databases 5, 6, 8 and 9 (of the DPAL2 type) used by the systems flight management 2 and 3.
    In the example of FIG. 1, the databases 5 to 10 are represented inside the instances 2, 3 and 4. They can also be arranged in the flight management assembly 1, but outside of said instances 2, 3 and 4, however, being linked to the latter.
    The active flight management system 2 comprises a calculation element 11 which is configured to calculate in the usual manner a so-called active lateral trajectory (of a flight trajectory of the aircraft). The lateral trajectory represents the part of the flight path (global or complete) of the aircraft, located in the horizontal plane. The calculation element 11 calculates the lateral trajectory, as a function of a reference flight plan, as well as meteorological data. Said reference flight plan is received and used, in the usual way, by the flight management system 2. As for the meteorological data, they represent the positions of meteorological events (or cells) in the sky. These meteorological data come from a usual memory 12 containing meteorological data. In the example shown, the memory 12 of the usual type is connected via links 13, 14 and 15, respectively, to the flight management system 2, to the flight management system 3 and to the monitoring unit 4.
    Likewise, the passive flight management system 3 also comprises a calculation element 16 which is configured to calculate in the usual way a lateral trajectory (of a flight trajectory of the aircraft). The calculation element 16 calculates the lateral trajectory, also according to a reference flight plan and meteorological data from the memory 12.
    The surveillance unit 4 comprises a surveillance (or verification) element 17 which is configured to verify the validity of the lateral trajectory determined by the active flight management system 2 and received from the latter, with respect to the meteorological data issued of the database 12. In particular, it verifies that the lateral trajectory does not cross meteorological cells, for example thunderstorm cells, capable of disturbing the flight. In the event of a conclusive verification, the monitoring unit 4 validates the lateral trajectory.
    The monitoring unit 4 is connected via links 18 and 19, respectively, to the flight management systems 2 and 3, and the flight management systems 2 and 3 are connected together via a link 20.
    Furthermore, the active flight management system 2 comprises a calculation element 21 which is configured to calculate a vertical trajectory (of the flight trajectory of the aircraft) called active along the active lateral trajectory (calculated by the calculation element 11). The vertical path represents the part of the flight path (complete or global) of the aircraft, located in the vertical plane. The calculation element 21 calculates the vertical trajectory as a function of a profile of safety altitudes, as well as meteorological data from the database 12. This profile of safety altitudes comprises a set of safety altitudes , which are extracted from the database 5 and are defined along the lateral trajectory calculated by the calculation element 11.
    Likewise, the passive flight management system 3 comprises a calculation element 22 which is configured to calculate a vertical trajectory (of the flight trajectory of the aircraft) along the lateral trajectory (calculated by the calculation element 16). The calculation element 22 calculates the vertical trajectory as a function of a safety altitude profile, as well as meteorological data from the database 12. This safety altitude profile is extracted from the database 6 as a function of the lateral trajectory calculated by the calculation element 16.
    The monitoring unit 4 comprises a monitoring element 23 which is configured to check the validity of the vertical trajectory determined by the active flight management system 2 and received from the latter, with respect to meteorological data coming from the database. data 12 and a safety altitude profile. This safety altitude profile is extracted from the database 7, as a function of the lateral trajectory calculated by the calculation element of the active flight management system 2, which has been supplied to the monitoring unit 4.
    The flight management assembly 1 is configured for, in the event of validation by the monitoring unit 4 of the complete flight trajectory (comprising the lateral trajectory and the vertical trajectory) generated by the active flight management system 2, synchronize the surveillance unit 4 as well as the passive flight management system 3, on the flight plan of the active flight management system 2, as well as on the lateral trajectory and the vertical trajectory (thus validated) of the active flight management system 2. In other words, the flight plan used by the active flight management system 2 and the complete flight path (determined by the active flight management system 2 and validated by the monitoring unit 4) are transmitted to the monitoring unit 4 and the passive flight management system 3 which use them in the processing and calculations which follow. The validated flight trajectory (comprising the lateral trajectory and the vertical trajectory) received by the monitoring unit 4 is recorded by the latter in a buffer memory (not shown), as a backup (or backup) trajectory .
    This synchronization (or update) is carried out with each new validation of the flight path by the monitoring unit 4. This update can be carried out periodically and / or each time an event modifying a data item occurs. used in the calculations.
    Furthermore, the active flight management system 2 comprises a processing element 24 which is configured to calculate a prediction of a parameter of the aircraft. In a preferred embodiment, the processing element 24 calculates a prediction EFOB1 of the fuel available on board the aircraft, along the validated lateral trajectory and the vertical trajectory, from data from the database. prediction 8.
    Likewise, the passive flight management system 3 comprises a processing element 25 which is configured to calculate a prediction of a parameter of the aircraft. In a preferred embodiment, the processing element 24 calculates an EFOB2 prediction of the fuel available on board the aircraft, along the validated lateral trajectory and the vertical trajectory, from data from the database prediction 9.
    The monitoring unit 4 also includes a processing element 26 which is configured to calculate a prediction of a parameter of the aircraft. In a preferred embodiment, the processing element 24 calculates an EFOB3 prediction of the fuel available on board the aircraft, along the lateral trajectory and the validated vertical trajectory, from data from the database. prediction 10.
    In addition, the monitoring unit 4 includes a monitoring (or checking) element 27 which is configured to check the validity of the fuel prediction EFOB1 on board the aircraft (determined by the active flight management system 2). from data from the database 8), with respect to the fuel prediction EFOB3 on board the aircraft (determined by the monitoring unit 4 from data from the database 10), and it validates this EFOB1 prediction if the difference between the two EFOB1 and EFOB3 predictions is less than a predetermined margin.
    Furthermore, the flight management assembly 1 includes switching means (not shown) which are configured to generate a switching, in the event of a fault in the active flight management system 2 and / or if the monitoring unit 4 has concluded that the active lateral trajectory and / or the active vertical trajectory (determined by the flight management system 2) are not valid. This switching consists of making active (or master) the flight management system 3 passive and making passive (or slave) the flight management system 2 active. In a particular embodiment, the switching means comprise a button (not shown) which is installed in the cockpit and which allows a crew member to manually control the switching. In addition, in an alternative embodiment, the control means comprise at least one control unit (for example part of the monitoring unit 4) which automatically performs the switching when the conditions for switching are fulfilled.
    The calculations of the passive flight management system 3 (or slave) are not used (in particular by the monitoring unit 4) as long as the active flight management system 2 (or master) is not broken down and that the active trajectory is validated by the monitoring unit 4.
    On the other hand, in the event of failure of the active flight management system 2 or if the active (flight) trajectory is declared invalid by the monitoring unit 4, the active state is thus switched, via the monitoring unit 4, between the two flight management systems 2 and 3, and a new set of checks or (monitoring) is implemented by the monitoring unit 4. This new set of checks is based on calculations made by calculation elements (e.g. calculation elements 16, 22 and 25) of the flight management system 3.
    If this second flight management system 3 is also broken down or breaks down or if the result of its trajectory calculation is declared invalid by the monitoring unit 4, the trajectory (so-called emergency) stored in the monitoring unit 4 is not updated, and the last stored backup trajectory is used for example by a guidance computer for guiding the aircraft.
    In a particular embodiment, the flight management set 1 is configured to, when exchanging information between different elements of the flight management set 1 and in particular between instances 2, 3 and 4, return the data received from any transmitting source (for example one of instances 2, 3 and 4) at said transmitting source and compare with each other (at the transmitting source) the transmitted data and the data received and returned. This verification mode makes it possible to detect corruption during the transmission of information between the various elements or instances of the flight management set 1.
    Furthermore, the two flight management systems 2 and 3 and the monitoring unit 4 each comprise a calculation element 28, 29, 30. Each of these calculation elements 28, 29 and 30 is configured to determine usual way of guidance orders (or instructions) from the trajectories available to the two flight management systems 2 and 3 and the monitoring unit 4. The guidance orders calculated by these calculation elements 28, 29 and 30 are transmitted to at least one user system (not shown) and in particular to an aircraft guidance computer, respectively via links 31, 32 and 33.
    Consequently, the three instances 2, 3 and 4 calculate their own guidance orders and send them both to COM calculation channels and to MON monitoring channels of the aircraft guidance computer (s), which deduce therefrom. the median value and use this median value to guide the aircraft.
    The guidance of the aircraft is therefore carried out according to data (and in particular guidance orders) supplied by the three instances 2, 3 and 4 via the connections 31, 32 and 33.
    Furthermore, the monitoring unit 4 is configured to be able to display a so-called emergency trajectory, on a usual display unit (not shown) which receives, for example, the emergency trajectory to be displayed via the link 33 of the monitoring unit 4.
    The flight management assembly 1, as described above, is capable of implementing a monitoring method shown diagrammatically in FIG. 3.
    This monitoring process includes, in particular, the following main steps:
    a step of generating data E1 to generate data comprising at least one trajectory and at least one prediction of a parameter of the aircraft, implemented by the flight management system 2 which is active;
    a monitoring step E2, implemented by the monitoring unit 4, consisting in carrying out at least one monitoring of at least one of the data generated by the active flight management system 2 in order to check whether said data is validated ; and
    a synchronization step E3 consisting in performing, in the event of validation of the monitored data, synchronization of the surveillance unit 4 and of the passive flight management system 3, with synchronization data of the flight management system 2 active.
    According to a first characteristic:
    the step of generating E1 data comprises a sub-step E1A consisting in calculating a lateral trajectory, as a function of at least one reference flight plan and meteorological data; and
    the monitoring step E2 comprises a sub-step E2A consisting in verifying the validity of said lateral trajectory, compared with the meteorological data.
    According to a second characteristic:
    the step of generating data E1 comprises a sub-step E1B consisting in calculating a vertical trajectory along a lateral trajectory, as a function of a profile of safety altitudes depending on the lateral trajectory and meteorological data; and
    the monitoring step E2 comprises a sub-step E2B consisting in verifying the validity of said vertical trajectory, with respect to the meteorological data and to a profile of safety altitudes extracted from the database 7 of safety altitudes.
    Furthermore, according to a third characteristic:
    the step of generating data E1 comprises an auxiliary substep E1C consisting in calculating a fuel EFOB1 prediction on board the aircraft, along a validated lateral trajectory and a vertical trajectory, from data from the prediction database 8; and
    the monitoring step E2 comprises a sub-step E2C consisting in verifying the validity of the fuel EFOB1 prediction on board the aircraft, compared to an EFOB3 fuel prediction on board the aircraft, along said lateral trajectory and said validated vertical trajectory, calculated from data from the prediction database 10.
    The operation of the flight management assembly 1 is specified below, in more detail, by presenting an example of both successive calculations and monitoring, in connection with the steps represented in FIG. 3: E1 A / flight management systems 2 and 3, active and slave, carry out their own lateral trajectory calculations, in accordance with the definition of the reference flight plan and the current active guidance mode, taking into account the position of meteorological events from memory 12. The active flight management system 2 sends the lateral trajectory thus calculated to the monitoring unit 4; E2A / the monitoring unit 4 checks the validity of the lateral trajectory, in relation to the meteorological data;
    E1B / flight management systems 2 and 3 extract a safety altitude profile, under the calculated lateral trajectory, from specific DPAL2 databases 5 and 6 (safety altitude). This safety altitude profile is used to calculate the vertical trajectory adapted to the terrain. The flight management systems 2 and 3, active and slave, construct their vertical trajectory corresponding to their own lateral trajectory, taking into account meteorological data. The active flight management system 2 sends its vertical trajectory to the monitoring unit 4;
    E2B / the monitoring unit 4 extracts a safety altitude profile corresponding to the received lateral trajectory, using the safety altitude database 7, of the DPAL1 type. The monitoring unit 4 checks the validity of the vertical trajectory in relation to the safety altitude profile and the meteorological data. The monitoring unit 4 declares, if necessary, the validity of the complete (or global) trajectory;
    E3 / if the full trajectory (both lateral and vertical) of the active flight management system 2 is validated, the slave and safety functions (namely the monitoring unit 4 and the passive flight management system 3) are resynchronized over this complete validated trajectory of the active flight management system 2;
    E2C / flight management systems 2 and 3 calculate forward predictions on the complete synchronized trajectory, of the quantity of fuel available on board the aircraft, from type 8 and 9 prediction databases DPAL2. The active flight management system 2 sends the result EFOB1 of its prediction calculation to the monitoring unit 4;
    E2D / the monitoring unit 4 uses the prediction database 10 of the DPAL1 type to calculate the forward predictions. The monitoring unit 4 validates (or not) the result EFOB1 against its own estimate EFOB3.
    The flight management assembly 1, as described above, therefore relies on an architecture comprising two flight management systems 2 and 3 (linked together via a master / slave configuration) and a monitoring (and backup) unit ) 4 which implements surveillance and backups, in particular of the flight path.
    This architecture and the operations implemented allow:
    - to avoid having to install, for example, a third flight management system (to serve as a third data source), which would be expensive and complicated;
    - validate data calculated by the active flight management system 2 using data from more integrated databases 7 and 10 and resynchronize the passive flight management system 3 and the monitoring unit 4 on the active flight management system 2; and
    - identify, if applicable, a faulty active flight management system 2 and allow the operation to continue on the flight management system 3 remaining not broken down.
    The surveillance unit 4 does not include a complete flight plan and trajectory calculation function, unlike flight management systems 2 and
    3. It has a buffer memory which is periodically synchronized with the active flight management system 2.
    The monitoring unit 4 is not able to refresh the memorized trajectory, if the two flight management systems 2 and 3 fail simultaneously. It does, however, include logic for sequencing the stored trajectory and the stored flight plan, calculation elements capable of calculating precise predictions (based on performance database 10 of the DPAL1 type) and guidance orders along of the last synchronized flight path received from the active flight management system 2, as well as the ability to display the emergency trajectory on usual display elements (not shown) of the flight management assembly 1.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    1. Flight management assembly of an aircraft, said flight management assembly (1) comprising two flight management systems (2, 3), each of said flight management systems (2, 3) being configured to generate data comprising at least one trajectory and at least one prediction of an aircraft parameter (AC), characterized in that one (2) of said flight management systems (2, 3) is said to be active and l other (3) of said flight management systems (2, 3) is said to be passive, in that the flight management assembly (1) further comprises a monitoring and backup unit (4), l 'monitoring and backup unit (4) being configured to carry out at least one monitoring of at least one of the data generated by the active flight management system (2) in order to check whether said data is valid, and what the flight management assembly (1) is configured to achieve, in the event of validation of the monitored data, a synchron ization of the monitoring and backup unit (4) and of the passive flight management system (3), on data known as synchronization of the active flight management system (2).
    [2" id="c-fr-0002]
    2. Flight management assembly according to claim 1, characterized in that it comprises at least a first database (5, 6) used by the flight management systems (2, 3) to calculate at least some of said data, and a second database (7) used by the monitoring and backup unit (4) to perform the monitoring, said second database (7) having greater integrity than said first database (5 , 6).
    [3" id="c-fr-0003]
    3. Flight management assembly according to one of claims 1 and 2, characterized in that the active flight management system (2) is configured to calculate a lateral trajectory, according to at least one flight plan of reference and meteorological data, and in that the monitoring and storage unit (4) is configured to check the validity of said lateral trajectory, with respect to meteorological data.
    [4" id="c-fr-0004]
    4. Flight management assembly according to any one of claims 1 to 3, characterized in that the active flight management system (2) is configured to calculate a vertical trajectory along a lateral trajectory, as a function of 'a profile of safety altitudes dependent on the lateral trajectory and meteorological data, and in that the monitoring and backup unit (4) is configured to check the validity of said vertical trajectory, with respect to meteorological data and to a safety altitude profile extracted from a safety altitude database (7).
    [5" id="c-fr-0005]
    5. Flight management assembly according to any one of the preceding claims, characterized in that the active flight management system (2) is configured to calculate a first fuel prediction on board the aircraft, along a validated lateral trajectory and a vertical trajectory, from data coming from a first database (8), in that the monitoring and backup unit (4) is configured to calculate a second fuel prediction on board the aircraft, along said validated lateral trajectory and said vertical trajectory, on the basis of data from a second database (10), and in that the monitoring and backup unit (4 ) is configured to verify the validity of said first fuel prediction on board the aircraft, with respect to said second fuel prediction on board the aircraft.
    [6" id="c-fr-0006]
    6. Flight management assembly according to any one of the preceding claims, characterized in that it is configured to synchronize the monitoring and backup unit (4) as well as the flight management system (3 ) passive on at least one of the following synchronization data from the active flight management system (2):
    - a flight plan;
    - a valid lateral trajectory and a vertical trajectory.
    [7" id="c-fr-0007]
    7. Flight management assembly according to any one of the preceding claims, characterized in that it comprises switching means configured for, in the event of failure of the active flight management system (2) or in the event of detection by the monitoring and saving unit (4) of an invalid active trajectory, generating a switching operation consisting in activating the passive flight management system (3) and in making the active flight management system (2) passive .
    [8" id="c-fr-0008]
    8. Flight management assembly according to any one of the preceding claims, characterized in that the two flight management systems (2, 3) are housed in first and second different equipment of the same first type, and in that the monitoring and backup unit (4) is housed in a third equipment different from said first and second equipment, said third equipment being of a second type different from said first type.
    [9" id="c-fr-0009]
    9. Flight management assembly according to any one of the preceding claims, characterized in that the two flight management systems (2, 3) and the monitoring and backup unit (4) are configured to determine, each , guidance orders, said guidance orders being transmitted to a user system.
    [10" id="c-fr-0010]
    10. Flight management assembly according to any one of the preceding claims, characterized in that the monitoring and backup unit (4) is configured to be able to display a so-called backup trajectory.
    [11" id="c-fr-0011]
    11. Method for monitoring a flight management assembly (1) comprising two flight management systems (2, 3), one of which is active and the other of which is passive, and a monitoring and backup unit ( 4), characterized in that it comprises at least the following successive steps:
    - a step (E1) of generating data comprising at least one trajectory and at least one prediction of an aircraft parameter (AC), implemented at least by the flight management system (2) which is active ;
    a monitoring step (E2), implemented by the monitoring and backup unit (4), consisting in carrying out at least monitoring of at least one of the data generated by the flight management system ( 2) active in order to check whether said data is valid; and
    a synchronization step (E3) consisting in performing, in the event of validation of the monitored data, synchronization of the surveillance and backup unit (4) and of the passive flight management system (3), on data said synchronization of the active flight management system (2).
    [12" id="c-fr-0012]
    12. Method according to claim 11, characterized in that:
    - the data generation step (E1) consists in calculating a lateral trajectory, as a function at least of a reference flight plan and meteorological data; and
    - the monitoring step (E2) consists in verifying the validity of said lateral trajectory, compared to meteorological data.
    [13" id="c-fr-0013]
    13. Method according to one of claims 11 and 12, characterized in that:
    - the step (E1) of data generation consists in calculating a vertical trajectory along a lateral trajectory, as a function of a profile of safety altitudes depending on the lateral trajectory and meteorological data; and
    - the monitoring step (E2) consists in verifying the validity of said vertical trajectory, with respect to meteorological data and to a safety altitude profile extracted from a safety altitude database (7).
    [14" id="c-fr-0014]
    14. Method according to any one of claims 11 to 14, characterized in that:
    the step (E1) of generating data consists in calculating a first fuel prediction on board the aircraft, along a validated lateral trajectory and a vertical trajectory, from data originating from a first database (8); and
    the monitoring step (E2) consists in verifying the validity of said first fuel prediction on board the aircraft, with respect to a second fuel prediction on board the aircraft, along said lateral trajectory and said validated vertical trajectory, the second prediction being calculated from data from a second database (10).
    [15" id="c-fr-0015]
    15. Aircraft, characterized in that it comprises a flight management assembly (1) according to any one of claims 1 to 10.
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP2463738A1|2010-12-09|2012-06-13|Airbus Operations |Method and device for passivating guiding commands of an aircraft|
    FR2970093A1|2011-01-05|2012-07-06|Airbus Operations Sas|METHOD AND DEVICE FOR AUTOMATIC MONITORING OF AIR OPERATIONS REQUIRING GUARANTEE OF NAVIGATION PERFORMANCE AND GUIDANCE|
    FR3038709A1|2015-07-06|2017-01-13|Airbus Operations Sas|AIRCRAFT FLIGHT MANAGEMENT ASSEMBLY AND METHOD OF MONITORING SUCH AN ASSEMBLY.|
    CN111696389B|2020-05-29|2021-07-02|航科院中宇（北京）新技术发展有限公司|Aircraft fuel estimation method and system based on flight plan|
    CN112650279B|2020-12-10|2021-09-07|中国商用飞机有限责任公司|Cloud flight management system and cloud flight management method for airplane|
    法律状态:
    2019-07-19| PLFP| Fee payment|Year of fee payment: 2 |
    2020-01-03| PLSC| Search report ready|Effective date: 20200103 |
    2021-04-09| ST| Notification of lapse|Effective date: 20210305 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1856082|2018-07-02|
    FR1856082A|FR3083337B1|2018-07-02|2018-07-02|AIRCRAFT FLIGHT MANAGEMENT UNIT AND PROCESS FOR MONITORING SUCH A FLIGHT MANAGEMENT UNIT|FR1856082A| FR3083337B1|2018-07-02|2018-07-02|AIRCRAFT FLIGHT MANAGEMENT UNIT AND PROCESS FOR MONITORING SUCH A FLIGHT MANAGEMENT UNIT|
    EP19183127.0A| EP3591480A1|2018-07-02|2019-06-28|Assembly for flight management of an aircraft and method for monitoring such a flight management assembly|
    US16/458,483| US20200005654A1|2018-07-02|2019-07-01|Flight management assembly of an aircraft, of a transport aircraft in particular, and to a method of monitoring such a flight management assembly|
    CN201910584749.8A| CN110689762A|2018-07-02|2019-07-01|Flight management assembly for an aircraft and method for monitoring such a flight management assembly|
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