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    • 专利摘要:
    The system includes a first trajectory calculation module, suitable for calculating an optimal mission trajectory (64A) between a geographical point of origin (18) and a geographical point of destination (20) according to aircraft performance, operational specifications mission and meteorological context. The first calculation module is suitable for calculating the optimal trajectory (64A) in an unconstrained manner by a network of crossing points (53A) and / or trajectories (53B) imposed between the crossing points (53A). The system comprises a module for defining, around the optimal trajectory (64A), a region (63A) for optimizing the trajectory and a second module for calculating trajectories, suitable for calculating an optimized trajectory (65A) of the aircraft in the optimization region (63A) constrained by a network of waypoints (53A) and / or imposed paths (53B) between the waypoints (53A).
    公开号:FR3083909A1
    申请号:FR1800734
    申请日:2018-07-11
    公开日:2020-01-17
    发明作者:Cyrille GRIMALD；Benoit URIEN
    申请人:Dassault Aviation SA；
    IPC主号:
    专利说明:

    System for calculating the mission of an aircraft by combination of algorithms and associated method
    The present invention relates to an aircraft mission calculation system, comprising an engine for calculating trajectories of the aircraft during the mission, comprising a first trajectory calculation module, suitable for calculating an optimal mission trajectory between a geographical point of origin and a geographical point of destination according to aircraft performance, operational mission specifications and a meteorological context, preferably changing, in a mission volume between the geographical point of origin and the geographical point of destination.
    Such a calculation system is in particular intended to be integrated into a cockpit, in parallel with a flight control system (“Flight Management System” or “FMS”), to allow the crew to determine flight paths. mission.
    As a variant, the calculation system is suitable for being integrated in a non-on-board mission planning system, for example in an airport infrastructure for establishing an aircraft trajectory, in an electronic flight bag (“Electronic Flight Bag” or "EFB"), and / or in a portable electronic device (for example a tablet), or in a PC type computer.
    The calculation system is adapted to determine at least one route of the aircraft over at least one section at a given flight level. Advantageously, the calculation system is configured to determine a complete trajectory of the aircraft over several flight levels between a first geographical point of origin and a second geographical point of destination, the mission possibly comprising one or more stages.
    Preparing and defining an aircraft mission between a first geographic point and a second geographic point is a time consuming task. It requires in particular to determine the route that the aircraft will follow, the associated flight profile, the loading of passengers, freight and fuel and the calculation of low speed performance, as well as the verification of the flight domain of the aircraft. .
    This definition is made according to a mission context including meteorology, air routes to be taken, connectivity with satellite communication systems and an aircraft context which includes the configuration and type of aircraft used, as well than its working condition.
    Generally, in civil aviation, airlines and / or external suppliers have calculation systems which make it possible to provide a flight plan and expected aircraft performance, for example a quantity of fuel required.
    In business aviation, the constraints on the crew are important and specific. Customers sometimes ask the crew to respect more stringent mission criteria, for example in terms of passenger comfort during the flight, the possibility of connecting to satellite transmission systems, mass offered by the aircraft, etc. .
    In addition, the mission conditions, in particular the take-off times, are subject to change and the destination can change quickly according to the passengers' own needs.
    In this context, the existing flight plan supply systems are not entirely satisfactory.
    In particular, these systems are designed to operate on a sum of entry criteria (speed, flight level, number of passengers, ...) to which a single navigation solution will correspond. It is therefore frequently necessary to perform several iterations to adjust the mission hypotheses.
    The results obtained by the flight plan supplier systems are also generally incomplete with regard to the criteria required to perform the mission, in particular in the management of customer criteria, aircraft context and performance.
    Consequently, the trajectory solutions proposed by the supplier are not satisfactory for the customer and / or result in a non-optimal flight time and / or in increased fuel consumption.
    An object of the invention is therefore to provide an aircraft mission calculation system which allows the crew to easily find an optimized trajectory taking into account the current state of the aircraft, criteria imposed by the client. , and mission volume constraints, including air routes and meteorology
    To this end, the subject of the invention is a system of the aforementioned type, characterized in that the first trajectory calculation module is suitable for calculating the optimal mission trajectory in an unconstrained manner by a network of waypoints and / or paths imposed between the waypoints;
    the calculation engine comprising:
    - a definition module, around the optimal mission trajectory, of a trajectory optimization region and
    a second trajectory calculation module, suitable for calculating an optimized trajectory of the aircraft in the optimization region in a constrained manner by a network of passage points and / or of trajectories imposed between the passage points, taking into account of the meteorological context.
    The system according to the invention may include one or more of the following characteristics, taken in isolation or in any technically possible combination:
    - the trajectory optimization region is defined as a function of a predetermined lateral distance at each point of the optimal trajectory and according to the operational mission specifications;
    - the trajectory optimization region is delimited by lateral limits extending laterally at a distance chosen as a function of the density of the network of waypoints and / or of paths imposed between the waypoints;
    the second trajectory calculation module is capable of defining, in the trajectory optimization region, a network of nodes between the geographical point of origin and the geographical point of destination from the network of waypoints and / or of trajectories imposed between the crossing points, to define a cost associated with the passage from a node to an adjacent node among the nodes of the network and to determine the optimized trajectory on the basis of a minimization of the total cumulative cost between the point geographic origin and geographic point of destination;
    - the second trajectory calculation module is suitable for implementing a Dijkstra algorithm and / or an A * algorithm;
    the first trajectory calculation module is configured to calculate at least one iso-displacement curve of the aircraft, in particular at least one isochronous curve and / or at least one iso-fuel consumption curve from at least one point of the trajectory, in particular at least the geographical point of origin and is capable of determining at least one other point of the trajectory on the iso-displacement curve of the aircraft;
    each point of the trajectory is located on an iso-displacement curve with respect to another point of the trajectory, the calculation module being able to choose each point of the trajectory on the iso-displacement curve as a function of aircraft operational and / or performance specifications;
    - the first trajectory calculation module is configured to calculate a plurality of iso-displacement curves at several flight levels from the point of the trajectory;
    the first trajectory calculation module is configured to determine the iso-displacement curves corresponding to a plurality of flight levels from an initial point to a first flight level change curve to define at least a first section trajectory for each flight level, then the isodeplacement curves from the first flight level change curve for a plurality of flight levels to another flight level change curve to define at least one second trajectory section for each flight level, then to then define at least one optimal trajectory by associating successive trajectory sections chosen from the trajectory sections defined for each plurality of flight levels;
    the first trajectory calculation module is capable of dividing the space into a plurality of angular sectors from the geographical point of origin or from the geographical point of destination, and in selecting each point of an isodeplacement curve at a given instant with respect to a point on an iso-displacement curve at an earlier instant such as the point located at a maximum distance from the geographical point of origin or at a minimum distance from the geographical point of destination in each angular sector;
    - said system according to the aforementioned type comprises:
    * a mission specification initialization module including at least one origin geographic point, one destination geographic point, and operational mission specifications;
    * a module for recovering a meteorological context, in particular an evolving meteorological context, in a mission volume extending between the geographical point of origin and the geographical point of destination;
    * an aircraft performance determination module, capable of determining aircraft performance as a function of the operational mission specifications and the meteorological context; and
    - the or each operational specification includes an aircraft context, in particular a type of defective equipment, an authorization to depart or a breakdown, and / or includes a mission context, in particular a meteorological zone to be avoided, a prohibited zone or a desired passage.
    The subject of the invention is also a method of calculating the mission of an aircraft, using a mission calculating system comprising an engine for calculating the trajectories of the aircraft during the mission, the method comprising the following steps:
    - calculation, by a first module for calculating trajectories of the calculation engine, of a first optimal mission trajectory between a geographical point of origin and a geographical point of destination according to aircraft performance, operational specifications for mission and d '' a meteorological context, preferably changing, in a mission volume between the geographical point of origin and the geographical point of destination, the calculation of the optimal mission trajectory being carried out in an unconstrained manner by a network of waypoints and / or paths imposed between the waypoints;
    - definition, by a calculation engine definition module, of a trajectory optimization region around the first optimal mission trajectory; and
    calculation, by a second trajectory calculation module, of an optimized trajectory of the aircraft in the optimization region in a constrained manner by a network of waypoints and / or of trajectories imposed between the waypoints, taking into account the meteorological context.
    The method according to the invention may include one or more of the following characteristics, taken alone or in any technically possible combination:
    - the trajectory optimization region is defined as a function of a predetermined lateral distance at each point of the optimal trajectory and according to the operational mission specifications; and
    - the calculation of the optimized trajectory includes the definition, in the optimization region, of a network of nodes between the geographical point of origin and the geographical point of destination from the network of crossing points and / or trajectories imposed between the waypoints, the definition of a cost associated with the passage from a node to an adjacent node among the nodes of the network and the determination of the optimized trajectory on the basis of a minimization of the total cost accumulated between the point geographic origin and geographic point of destination.
    The invention will be better understood on reading the description which follows, given solely by way of example, and made with reference to the appended drawings, in which:
    - Figure 1 is a block diagram illustrating a first mission calculation system according to the invention;
    - Figure 2 is a schematic view of an aircraft navigation area in which there are regions not meeting the mission constraints and regions not meeting the mission criteria;
    - Figure 3 is a schematic view illustrating the principle of implementation of a mission calculation method according to the invention;
    FIG. 4 is an illustrative view of an orthodromic trajectory, of a trajectory supplied by a conventional supplier, of a trajectory in free flight obtained by the isochron method, and of a trajectory obtained by the method according to invention;
    - Figures 5 to 8 are schematic views illustrating the principle of calculation of free path by isochrones in a first step of a method according to the invention;
    - Figures 9 to 15 are schematic views illustrating the principle of calculating an optimized trajectory in a constraint network, obtained from the free trajectory in an optimization region of the trajectory;
    - Figure 16 is a schematic view of a second 10 mission calculation system according to the invention; and
    - Figure 17 is a schematic top view illustrating the implementation of a trajectory calculation method using the calculation engine of the mission calculation system according to the invention.
    A first mission calculation system 10 according to the invention, which, in this example is present in the cockpit 12 of an aircraft, is illustrated in FIG. 1.
    The aircraft is preferably a civil aircraft, in particular a business aircraft. In a known manner, the cockpit 12 of the aircraft is intended to control all the systems of the aircraft during its use.
    The cockpit 12 comprises in particular, in addition to the mission calculation system 10, a flight control system 14 for the cockpit of the aircraft (“Flight Management System” in English or “FMS”), and a system 16 for management and monitoring of various aircraft systems.
    Flight control system 14 is intended to assist the pilot of the aircraft in navigating the aircraft during a mission. It is capable of providing information 25 in particular on the route followed by the aircraft, and on parameters of evolution of the aircraft such as fuel consumption.
    It is also suitable for guiding the aircraft to make it follow a predetermined trajectory between a first geographical point 18 of origin and a second geographical point 20 of destination (shown diagrammatically in FIG. 4).
    The system 16 for managing and monitoring the various aircraft systems is in particular intended to allow the crew to monitor and possibly control all of the aircraft systems. It is capable in particular of determining an operating state of the aircraft, in particular the presence of faults and breakdowns present on the aircraft on the ground and / or in flight. As will be seen below, the mission calculation system 10 according to the invention is connected to the system 16 to take account of the state of the aircraft in the mission calculations.
    The mission carried out by the aircraft comprises at least one step 22 (or "leg") between a first geographic point 18 of origin and a second geographic point 20 of destination. In certain cases, the mission carried out by the aircraft comprises a plurality of successive stages 22, the second geographical point 20 of destination 5 of a first stage constituting the first geographical point 18 of origin of a second stage.
    The mission is carried out in accordance with operational specifications which notably include a mission context and an aircraft context.
    The mission context includes for example at least one operational constraint, in particular a number of passengers to be transported, a maximum take-off weight linked in particular to a length of runway available, a load of navigation fuel, a load of reserve fuel , an imposed departure and / or arrival time, a maximum distance to cover, and / or a distance to an alternative course en route.
    With reference to FIG. 2, the mission context advantageously includes navigation constraints, such as for example zones 24 or prohibited flight levels, air routes 26 or imposed flight levels, or more generally free flight zones and / or flight zones imposed by airways.
    The mission context advantageously includes meteorological constraints 20 such as zones 28 of dangerous meteorological phenomena, in particular of gel or cumulonimbus formation.
    The mission context may also include passenger comfort constraints, in particular areas 30 of turbulence to be avoided, in particular as a function of a desired level of turbulence, chosen for example from a low level, a medium level, and a level strong turbulence, or areas 32 of satellite telecommunication coverage to allow telecommunication between the aircraft and the outside world in particular on the ground, in particular chosen from a low level, a medium level and a good level of possibility of communication.
    The aircraft context may include usage constraints linked to authorizations from (or “dispatch”) and / or constraints linked to a particular state of the aircraft in terms of faults and / or breakdowns on one or more aircraft equipment.
    For example, an authorization to depart linked to certain aircraft faults may impose a maximum flight level and / or a maximum speed. A failure to re-enter the landing gear or a flap can also impose an increased fuel consumption constraint.
    The mission calculation system 10 is intended to establish a trajectory of the aircraft for performing step 22 between at least a first geographical point 18 of origin and at least a second geographical point 20 of destination, taking account of the specifications. operational, including the mission context and the aircraft context, while following existing air routes.
    The trajectory obtained by means of the mission calculation system 10 includes the route of the aircraft in latitude and longitude, at at least one altitude level, advantageously with an altitude flight profile.
    Advantageously, the mission calculation system 10 is further capable of establishing flight plan parameters, in particular the weight and balance of the aircraft, the take-off and landing card (that is to say flight data for the pilot relating to guidance such as speeds V1, V2, VR on the runway, brake release acceleration, engine speed on take-off, and / or take-off attitude) as well as the calculation take-off and landing limit masses, low speed (i.e. surface) and high speed (i.e. en route) meteorology, air traffic control information (broadcast service ATIS for “Automated Terminal Information Service”, eNOTAM for “Notice to airmen”, telecommunications frequency, FIRS for “Flight Information Regions”, air traffic control center), and / or the alternative terrain available at destination, and en route .
    With reference to FIG. 1, the mission calculation system 10 comprises a calculation engine 40 and advantageously, a user interface 42 for configuration and restitution forming a mission board.
    The user interface 42 comprises for example at least one screen 44, and at least one member 46 for selecting and entering information by the user, which can be a real or virtual keyboard, a mouse and / or a touch system. .
    The user interface 42 is suitable for authorizing the user to enter at least part of the operational specifications, in particular the geographical points 18, 20 of origin and destination, crossing points, desired timetables, desired charges, a maximum wind on the trajectory, etc.
    It is advantageously suitable for enabling the user to define at least part of the mission context, in particular the navigation and passenger comfort constraints, and / or to define at least part of the airplane context.
    An example of an interface 42 is described in the French patent application entitled “Mission calculation system of an aircraft, comprising a mission plate and associated method” filed under the number 17 01234 by the Applicant.
    The calculation engine 40 is connected to the interface 42. It is also advantageously connected to the flight control system 14, to the management and monitoring system 16.
    It is suitable for interrogating a meteorological database 50 and / or a navigation information database 52, for example by means of a data network, in particular a wireless data network.
    The meteorological database 50 contains current and predictive meteorological data in the navigation area of the aircraft in a mission volume extending between the point of origin 18 and the destination point 20. The volume of 10 mission presents preferably a significant width, for example at least 700 nautical miles, on either side of the orthodromic trajectory between the point of origin 18 and the point of destination 20.
    These meteorological data are provided at several altitude flight levels, for example every 304 m (1,000 feet), at an altitude between, for example, 0.15 and 15,545 m (51,000 feet).
    Meteorological data are provided at altitude but also by providing a weather component that changes over time. This scalable component is obtained using weather forecast data, which may include a plurality of weather maps at successive times in time (for example hourly).
    These meteorological data include wind speed and direction, temperature, pressure, precipitation, dangerous phenomena (frost, thunderstorms / cumulonimbus), turbulence, tropopause level, volcanic ash clouds, clouds dust / sand, visibility, as well as aeronautical observations on area or en route (METAR, PIREPS) and area forecasts (TAF) ...
    They possibly include the definition and the evolution over time and in the space of the geographical coordinates of zones 28 of dangerous meteorological phenomena and / or zones of turbulence 30.
    These meteorological data define a meteorological context, preferably an evolving one, in the mission volume extending between the geographical point 30 of origin 18 and the geographical point of destination 20.
    The navigation information database 52 contains terrain information data at the point of origin 18 and at the destination point 20, and between these points 18, 20. The navigation information database 52 advantageously comprises an airports sub-database (runway lengths, runway orientation, slopes, etc.) and a navigation sub-database. The navigation data notably includes a network of waypoints 53A (or “waypoints”) and the trajectories 53B imposed between the waypoints, as defined by the air authorities in each country.
    It advantageously contains the definition of the geographical coordinates of prohibited zones and / or flight levels 24, in particular due to geopolitical data, and / or imposed air routes 26.
    It may include the definition of satellite telecommunications coverage areas 32 (SATCOM).
    The calculation engine 40 comprises at least one computer comprising at least one processor 54 and a memory 56. The memory 56 contains software modules suitable for being executed by the processor 54.
    In particular, the memory 56 contains a software module 58 for initializing mission specifications, suitable for acquiring operational specifications of the mission from in particular the interface 42, and a software module 60 for recovering a meteorological context from from database 50.
    The memory 56 also contains a software module 62 for determining aircraft performance, as a function of the mission specifications, the meteorological context and the aircraft context.
    According to the invention, the memory 56 also contains a first software module 64 for calculating a first optimal mission trajectory 64A, as a function of the determined aircraft performance, the meteorological context and the mission specifications, the first calculation module 64 being suitable for calculating the first optimal mission trajectory 64A in a manner not constrained by a network of crossing points 53A and / or trajectories 53B imposed between the crossing points 53A.
    The memory 56 also contains a module 63 for defining, around the first optimal mission trajectory 64A, an optimization region 63A of the optimal trajectory 64A and a second module 65 for calculating an optimized trajectory 65A of the aircraft in the optimization region 63A, constrained by a network of crossing points 53A and / or trajectories 53B imposed between the crossing points 53A.
    The initialization module 58 is suitable for acquiring the operational specifications of the mission from the interface 42, and / or from the management and monitoring system 16.
    The recovery module 60 is suitable for interrogating the meteorological database 50 to obtain in particular the wind speeds and directions in the mission volume extending between the point of origin 18 and the point of destination 20, at several levels flight.
    The determination module 62 comprises a software application 66 for determining the weight and balance of the aircraft, intended to determine the center of gravity of the aircraft, a software application 68 for determining high speed performance, and advantageously a software application 70 for determining low speed performance.
    The application 66 for determining the weight and balance of the aircraft is suitable for determining the position of the center of gravity of the aircraft in the absence of fuel in the aircraft (or "Zero Fuel Weight Center of Gravity ”) And the mass of the aircraft in the absence of fuel in the aircraft (or“ Zero Fuel Weight ”), as a function of the unladen mass of the aircraft, of the equipment on board the aircraft, of the passengers and / or on-board freight, and their position in the aircraft, as well as monitoring of the aircraft's flight envelope (mass - balance diagram).
    The high speed performance determination application 68 is suitable for determining the mass of fuel to be loaded on the aircraft on a given trajectory, for example an orthodromic trajectory 90 between the point of origin 18 and the point of destination 20, using the position of the center of gravity and the mass of the aircraft in the absence of fuel in the aircraft (or "Zero Fuel Weight") determined by application 66, a predetermined air speed, for example entered or calculated at from the data entered by the user interface 42, from the meteorological context retrieved from the module 60, in particular wind speeds and temperatures and possibly from the airplane context, for example the type and age of the engines, retrieved from the initialization module 58.
    The low speed performance determination application 70 is capable of determining in particular the maximum weight of the aircraft (and the take-off card) allowing the aircraft to take off and / or land on a terrain, as a function of data. of lengths of tracks retrieved from the database 52, and from the meteorological context retrieved from the module 60.
    According to the invention, the first calculation module 64 is configured to calculate at least one iso-displacement curve of the aircraft, in particular at least one isochronous curve and / or at least one iso-fuel consumption curve, from at least one point on the trajectory, for example the geographical point of origin 18, and in determining the position of at least one other point on the trajectory on the isodisplacement curve of the aircraft.
    The first calculation module 64 is suitable for calculating at least one optimal trajectory 64A (see FIGS. 3 and 4) between the point of origin 18 and the point of destination 20, by determining the iso-displacement curves of the aircraft , in particular isochronous curves 80, in a manner not constrained by a network of crossing points 53A and / or of trajectories 53B imposed between the crossing points.
    In the example illustrated by FIGS. 5 to 8, the first calculation module 64 is proper, starting from any point 82 of an isochronous curve already determined to establish at least one isochronous curve 80 over a predetermined time increment at from point 82, taking into account the chosen air speed, the meteorological context, the aircraft performance determined by the determination module 62, in particular using applications 66 and 68, and the operational specifications defined by the initialization module 58. It is then suitable for choosing an optimal trajectory 64A on the basis of the determined isochronous curves 80.
    By definition, an isochronous curve 80 is a curve connecting the accessible points 84 to the aircraft from a given point (which can be the point of origin 18 or a point 82 on an isochronous curve) in a given time which corresponds to one or more time increments. Each time increment is for example between 1 minute and 1 hour, in particular between 2 minutes and 10 minutes, for example 5 minutes.
    In this example, with reference to FIG. 6, each isochronous curve 80 is determined from a given point 82 by calculating from the given point 82 all the points 84 accessible to the aircraft, at a given air speed, in taking into account the meteorological context, in particular the direction and intensity of the wind, as provided by the recovery module 60 and aircraft performance, as determined by the determination module 62.
    Advantageously, as illustrated by FIGS. 6 to 8, the calculation module 64 is suitable for calculating a succession of isochronous curves 80, by calculating, from each point 82 of an isochronous curve 80 given all the points 84 accessible to the aircraft during a given time increment for the given speed and / or for the given fuel consumption, then to repeat this calculation from any point 82 of the isochronous curve 80 thus calculated.
    Advantageously, in the example illustrated by FIG. 7, the first calculation module 64 is capable of dividing the space from the geographical point of origin 18 into separate angular sectors 86, then selecting, in each angular sector 86, the point of maximum distance from the original geographical point 18 in this angular sector among all the points 84 accessible to the aircraft, located in this angular sector, during the given time increment.
    Each angular sector has for example an angular extent less than 90 °.
    The first calculation module 64 is capable of selectively excluding the points which are located in the prohibited flight zones or levels 24, in the zones 28 of dangerous meteorological phenomena and / or in the turbulence zones 30. The calculation module 24 is capable of also excluding points which are not located in a satellite coverage area 32.
    However, according to the invention, the first calculation module 64 is capable of determining each point of the optimal trajectory 64A in an unconstrained manner by a network of crossing points 53A and / or of trajectories 53B imposed between the crossing points 53A.
    Thus, the determination of the optimal trajectory 64A by the first calculation module 64 is implemented as if the aircraft were able to perform a free flight taking account of the mission specifications, but without taking account of the network of points of passage 53A and / or trajectories 53B imposed between the crossing points 53A which are defined by the air traffic control authorities.
    Advantageously, the first calculation module 64 is suitable for calculating the isochronous curves 80 from a point 82, located at a first flight level at the same flight level as point 82, and at several flight levels close to the first flight level above and below the first flight level, as described in the Applicant's French patent application No. 17,01235.
    The first calculation module 64 is then able to define an optimal trajectory 64A by choosing on successive isochronous curves 80 of the successive points 20 of the trajectory 64A.
    With reference to FIG. 3, the definition module 63 is suitable for defining the optimization region 63A of the trajectory as a function of a predetermined lateral distance at each point of the optimal trajectory 64A defined by the first calculation module 64 and according to the operational specifications of the mission, in particular the context of the mission, in particular the navigation constraints, the weather constraints, and the passenger comfort constraints.
    Advantageously, the definition module 63 is capable of delimiting laterally the optimization region 63A of the trajectory 64A by lateral limits extending laterally at a distance chosen as a function of the density of the aerial network of each point of the optimal trajectory. 64A.
    This chosen distance is generally less than 1852 km (1000 nautical miles or “nm”) and can be between 185 km (100 nm) and 926 km (500 nm) in a low density network, for example in Africa, and between 183 km (99 nm) and 55 km (30 nm) in a high density network as in Europe.
    Thus, the optimization region 63A is generally defined by a band encompassing the trajectory 64A. The band is also potentially constrained by prohibited flight zones 24, by zones 28 of dangerous meteorological phenomena and / or by zones of turbulence 30. It includes, as the case may be, satellite coverage zones 32.
    The second module 65 for calculating trajectories 65A comprises an application 92 for defining a network 94 of nodes 96 (see FIG. 9) between the geographical point of origin 18 and the geographical point of destination 20 from the network of points of passages 53A and / or trajectories 53B imposed between the passage points 53A, and an application 93 for defining a cost associated with the passage from a node 96 to an adjacent node 96 among the nodes 96 of the network 94.
    The second calculation module 65 also includes an application 98 for determining the optimized trajectory 65A in the network 94 of nodes 96 on the basis of a minimization of the total cumulative cost between the geographical point of origin 18 and the geographical point of destination 20.
    The definition application 92 is suitable for loading the coordinates of waypoints 53A and trajectories 53B imposed between the waypoints 53A from the database 52, within the optimization region 63A.
    The definition application 92 is suitable for defining, among the waypoints 53A, the nodes 96 which are the possible waypoints 53A for the aircraft taking into account in particular mission constraints, in particular navigation constraints, weather constraints, and passenger comfort constraints, as defined above.
    The definition application 93 is suitable for defining the cost associated with passing between two adjacent nodes 96 on the basis of the geographical distance separating the two nodes 96, and also from the meteorological context retrieved from the module 60, in particular from the meteorological context. evolving and possibly from the aircraft context, for example the type and age of the engines, retrieved from the initialization module 58.
    The application for determining 98 of the optimized trajectory 65A is suitable for implementing a cost minimization algorithm for defining the least costly trajectory in the optimization region 63A passing through the nodes 96 and by the paths imposed between the nodes 96, from the geographical point of origin 18 to the geographical point of destination 20.
    The algorithm is for example a Dijkstra algorithm and / or an A * algorithm. The Dijkstra algorithm takes as input the weighted network defined above between the geographical point of origin 18 and the geographical point of destination 20. It progressively builds a subgraph in which the different nodes 96 are classified in ascending order of their minimum cost at the geographical point of origin 18. The cost associated with each node 96 corresponds to the sum of the costs of the paths taken between the nodes 96.
    Before the first iteration, as illustrated in FIG. 9, the costs of each node 96 at the geographical point of origin 18 are infinite, except for the geographical point of origin 18 for which the cost is zero. The starting subgraph is the empty set.
    During each iteration, the determination application 98 chooses a node 96 of minimal cost outside the subgraph and adds it to the subgraph (see for example node C from node A surrounded in solid lines in the figure 11). Then, the determination application 98 updates the costs associated with the nodes close to the added one (see for example nodes B and E from the node C surrounded by dotted lines in FIG. 11). The new cost of the neighboring node 96 is obtained by adding the cost of the path between the neighboring node and the added node to the cost of the added node.
    The determination application 98 thus continues until the nodes are exhausted or until the destination geographic point 20 is selected.
    A description of the algorithm A * is for example given in the article downloadable at the following address: https://fr.wikipedia.org/wiki/Alqorithme A *.
    Once the optimized trajectory 65A has been obtained, the calculation engine 40 is advantageously suitable for determining at least one mission parameter of the aircraft corresponding to the optimized trajectory 65A.
    The mission parameter is for example a total takeoff weight of the aircraft. This take-off mass is calculated by software application 68 on the basis of the consumption estimated on the trajectory between the point of origin 18 and the point of destination 20 and on the basis of a load of passengers and freight predefined in operational specifications.
    The calculation engine 40 is then suitable for performing calculation iterations successively using the applications 66, 68, by determining, in each iteration, a new optimal trajectory 64A using the first calculation module 64, a new region of optimization 63A using the determination module, then a new optimized trajectory 65A using the second calculation module 64, until reaching a convergence on the value of the mission parameter.
    At each iteration, the mission engine 40 is capable of verifying in particular that the take-off mass obtained using applications 66, 68 is less than or equal to the maximum mass allowing the aircraft to take off obtained using application 70 to ensure that the aircraft can take off on the terrain chosen for takeoff
    Once the final optimized trajectory 65A has been obtained, the second calculation module 65 provides a data file comprising a list of crossing points 53A, and a list of trajectories 53B between the crossing points 53A.
    The data file provided by the second calculation module 65 also advantageously comprises a list of caps TCA between the crossing points 53A, a list of distances DST between the crossing points 53A, a list of wind components COMP between the points waypoint 53A, a list of true TAS speeds between waypoints 53A, a list of ground speeds GS between waypoints 53A, a list of static air temperatures SAT between waypoints 53A, a list of turbulence levels SHR between the waypoints 53A, a list of estimated times of arrival ETA at a waypoint 53A, and a list of estimated times en route EET.
    This data file is suitable for being retrieved by the crew and / or to be loaded by manual entry or by data transfer in the flight control system 14, with a view to being used during the flight.
    A method for calculating a mission, implemented using the system 10 according to the invention, will now be described.
    This process is implemented, for example, during mission preparation, to establish its feasibility, to prepare the mission more precisely, or to take into account a last minute change in an already prepared mission.
    As a variant, this method is implemented during the monitoring of the mission, or to test hypotheses of modification of the mission, to optimize it, or to reconfigure it.
    Initially, the user, in particular the crew, enters at least part of the operational specifications using the configuration interface 42. The user defines for example for each step of the mission, the geographical point of origin 18, the geographical point of destination 20 and possibly, a number of passengers to be transported, a desired air speed, a departure time and / or an imposed arrival time, a maximum distance to be traveled.
    Then, when it wishes to define a possible trajectory, it activates the calculation engine 40. The initialization module 58 retrieves the operational specifications from in particular the interface 42 to obtain all the information on each step of the mission.
    The initialization module 58 advantageously retrieves other operational specifications from the management and monitoring system 16 of the aircraft.
    This step initializes the operational specifications linked to the mission context and the aircraft context, for example the presence of failures or of authorizations to depart. This step also initializes the operational specifications for passenger comfort, in particular in terms of connectivity and level of turbulence. This step of specifying acceptable weather data is advantageously carried out at the user interface 42.
    The initialization is advantageously done by considering a purely orthodromic trajectory in a standard atmosphere ("perfect" flight data).
    Then, the module 60 for recovering the meteorological context interrogates the meteorological database 50 to obtain in particular the wind speeds and directions between the point of origin 18 and the point of destination 20, at several flight levels.
    The aircraft performance determination module 62 is then activated. The application 66 for determining the weight and balance determines the mass of the aircraft and the position of the center of gravity of the aircraft in the absence of fuel in the aircraft (“Zero Fuel Weight” and “Zero Fuel Weight Center of Gravity ”), depending on the empty weight of the aircraft, the equipment on board the aircraft, the passengers and / or on-board cargo, and their position in the aircraft
    On this basis, on the basis of the meteorological context recovered by the recovery module 60, on the basis of the aircraft context recovered from the initialization module 58, and on the basis of the desired air speed, the application for determining high speed performance 68 determines an initial trajectory 90 of the aircraft and the consumption of the associated aircraft using the position of the center of gravity determined by the application 66.
    Application 68 then calculates all of the mission parameters, in particular the route, the time of arrival, the flight profile, and the fuel consumption, which in particular makes it possible to deduce the takeoff weight.
    Then, the first trajectory calculation module 64 is implemented. On the basis of the takeoff weight previously obtained, the first calculation module 64 calculates a first optimized trajectory by determining the iso-displacement curves of the aircraft, here the isochronous curves 80, from the position of the point d 18 to the position of the destination point 20.
    As illustrated in FIG. 5, from the geographic point of origin 18, the first calculation module 64 determines the position of each point 82 of the isochronous curve 80 accessible to the aircraft from the geographic point of origin 18 in a given time 5t which corresponds to one or more time increments. Each time increment is for example between 1 minutes and 1 hour, in particular between 2 minutes and 10 minutes, for example 5 minutes.
    Then as illustrated in FIG. 6, each following isochronous curve 80 is determined by the first calculation module 64 from a given point 82 by calculating from the given point 82 all the points 84 accessible to the aircraft, at a given air speed, taking into account the meteorological context, in particular the direction and intensity of the wind, as provided by the recovery module 60 and aircraft performance, as determined by the determination module 62.
    The first calculation module 64 takes account in particular of zones 24 or prohibited flight levels, zones 28 of dangerous meteorological phenomena to be avoided, zones 30 of turbulence to be avoided, and / or zones 32 of satellite coverage.
    In the example illustrated in FIG. 7, the first calculation module 64 divides the space from the geographical point of origin 18 into angular sectors 86 from the geographical point of origin 18, each angular sector having a lower angular extent at 90 °.
    Then, as illustrated in FIG. 8, the first calculation module 64 selects, in each angular sector 86, the point 84 of maximum distance from the geographical point of origin 18, in order to construct the following isochronous curve 80.
    The calculation module 64 then defines an optimal trajectory 64A making it possible to reach the geographic point of destination 20 in minimal time. The first calculation module 64 chooses from each point of the trajectory a subsequent point of the trajectory located on an isochronous curve 80.
    Advantageously, with reference to FIG. 17, when the first calculation module 64 varies the flight levels, it chooses the sections of trajectory corresponding to the combination of optimal vertical flight levels at each iteration, starting from a vertex of ascent (TOC, for “Top of Climb”) calculated from the position of the point of origin 18 to a summit of descent (TOD, for “Top of Descent”) calculated from the position of the point of destination 20.
    In this case, the aircraft iso-displacement curves are determined in time increments, for several combinations of vertical flight levels (FL400, FL420, etc.), for example by choosing the defined flight levels as a base. by the previous trajectory.
    As indicated above, the first calculation module 64 takes account in particular of zones 24 or prohibited flight levels, zones 28 of dangerous meteorological phenomena, zones 30 of turbulence to be avoided, and / or zones 32 of satellite coverage.
    For each flight level, once the isochrones have been determined, the first calculation module 64 chooses from each point 82 of the trajectory a subsequent point of the trajectory located on an isochronous curve 80. The first calculation module 64 thus defines a possible trajectory section associated with each flight level.
    The first calculation module 64 limits the number of possible flight levels at each increment by keeping the flight level constant until at least one curve 95 for changing flight levels. The flight level change curve 95 is defined for example for each flight level by a given fuel shedding, corresponding to a predefined flight time at constant Mach, for example between 1 h and 2 h.
    The first calculation module 64 then defines an optimal trajectory 64A by choosing the trajectory sections corresponding to the combination of optimal vertical flight levels at each iteration.
    Thus, in the example shown in FIG. 17, the first calculation module 64 determines the iso-displacement curves corresponding to a plurality of flight levels (for example FL 400 and FL420) from an initial point (here the TOC ) up to the first flight level change curve 95 to define at least a first trajectory section [TOC; BOSC1], [TOC; BOSC2] for each flight level, then the isodeplacement curves from the first flight level change curve 95 for a plurality of flight levels (here FL430, FL 440) to another flight change curve flight level 95 to define at least a second trajectory section [BOSC1; TOSC1], [BOSC2; TOSC2] and repeat these calculations until reaching an end point (here the TOD). It then defines at least one optimal trajectory 64A by combining successive trajectory sections from among the trajectory sections defined for each plurality of flight levels between the flight level change curves 95.
    The optimal trajectory 64A is obtained at each iteration in an unconstrained manner by the network of crossing points 53A and / or of trajectories 53B imposed between the crossing points 53A.
    Then at each iteration, as illustrated in FIG. 3, the definition module 63 defines the optimization region 63A of the trajectory around the optimal trajectory 64A as a function of a predetermined lateral distance at each point of the optimal trajectory 64A defined by the first calculation module 64 and according to the operational mission specifications, in particular the mission context, in particular navigation constraints, weather constraints, and passenger comfort constraints.
    Advantageously, the definition module 63 laterally delimits the optimization region 63A of the trajectory 64A by lateral limits extending laterally at a distance chosen as a function of the density of the air network of each point of the optimal trajectory 64A.
    Thus, the optimization region 63A is generally defined by a band encompassing the trajectory 64A. As indicated previously, the band is also potentially constrained by the prohibited flight zones 24, by the zones 28 of dangerous meteorological phenomena and / or by the zones of turbulence 30. It includes, as the case may be, the satellite coverage zones 32.
    Then, as illustrated in FIG. 10, the definition application 92 loads the coordinates of waypoints 53A and of trajectories 53B imposed between the waypoints 53A from the database 52, within the region of optimization 63A.
    The definition application 92 defines, among the waypoints 53A, the nodes 96 which are the possible waypoints 53A for the aircraft taking into account in particular mission constraints, in particular navigation constraints, meteorological constraints, and passenger comfort constraints.
    The definition application 93 further defines the cost associated with passing between two adjacent nodes 96 on the basis of the geographical distance separating the two nodes 96, and also from the meteorological context retrieved from the module 60, and possibly from the aircraft context, for example the type and age of the motors, retrieved from the initialization module 58.
    The application for determining 98 of the optimized trajectory 65A then implements a cost minimization algorithm to define the least costly trajectory passing through the nodes 96 and by the trajectories imposed between the nodes 96, from the geographical point of origin 18 to the geographical point of destination 20. This algorithm is for example by a Dijkstra algorithm.
    With reference to FIGS. 9 to 16, the Dijkstra algorithm progressively builds a subgraph in which the different nodes 96 are classified in ascending order of their minimum cost at the geographical point of origin 18. The cost associated with each node 96 corresponds to the sum of the costs of the paths taken between the nodes 96.
    Before the first iteration, the costs of each node at the original geographic point 18 are infinite, except for the original geographic point 18 for which the cost is zero. The starting subgraph is the empty set.
    During each iteration, the determination application 98 chooses a node 96 of minimal cost outside the sub-graph and adds it to the sub-graph. Thus, as illustrated by Figures 11 and 12, node C in Figure 11 is the one with the minimum cost. Likewise, in the next iteration, visible in FIG. 12, the node D is the one that presents the minimum cost.
    At each iteration, the determination application 98 updates the costs of the nodes 96 neighbors of that added by calculating the new cost of the neighbor node adding the cost of the trajectory between the node 96 neighbor and the node 96 added to the cost already associated to the previously added node 96.
    For example, in figure 11 the node C is reached and the cost associated with each respective node B, D, E neighbor of the node C added to the previous iteration is calculated as the sum of the cost to pass from the geographical point of origin 18 to the added node C, plus the cost of moving from the added node C to the respective node B, D, E.
    As illustrated in FIG. 13, the geographic point of arrival 20 does not correspond to a minimum cost since the cost to reach it is higher than that to reach point E. Other alternative paths are tested on the same principle than that described above (see Figure 14). As illustrated in FIG. 15, the algorithm stops when it has determined the minimum cost path to reach the geographic point of arrival 20. An optimized trajectory 65A is then obtained by minimizing the cost.
    The optimized trajectory 65A obtained at each iteration is constrained by a network of crossing points 53A and imposed trajectories 53B between the crossing points 53A in the aerial network.
    The calculation engine 40 then calculates all of the mission parameters on the basis of the optimized trajectory 65A obtained at the current iteration, advantageously using the high speed performance application 68 and determines the difference between the mission parameter at optimize (for example the take-off weight) for the initial trajectory and the mission parameter to be optimized for the optimized trajectory 65A.
    The calculation engine then performs new trajectory calculations 64A, 65A, as described above, using the isochronous curves 80, until the mission parameter, here the take-off mass, converges to a value of mission parameters desired.
    Convergence is for example determined when the difference between the value of the mission parameter for the trajectory determined in the previous iteration and that determined in the current iteration is less than a predetermined value.
    In particular, in the case of take-off weight, the difference between the take-off weight for the trajectory determined at the previous iteration and that determined at the current iteration must be less than a predetermined mass, for example equal to 100 pounds.
    Alternatively, the mission parameter is the landing weight or the distance traveled along the trajectory.
    Advantageously, at each iteration or after convergence, the software application 70 for determining low speed performance is implemented to verify that the mission parameters obtained are compatible with the terrain on which the aircraft is intended to take off and / or to to land.
    The calculation engine 40 then establishes a data file comprising a list of waypoints 53A, and a list of paths 53B between the waypoints 53A.
    As indicated above, the data file supplied by the second calculation module 65 also advantageously comprises a list of caps TCA between the crossing points 53A, a list of distances DST between the crossing points 53A, a list of components of wind COMP between the waypoints 53A, a list of true speeds TAS between the waypoints 53A, a list of ground speeds GS between the waypoints 53A, a list of static air temperatures SAT between the waypoints 53A, a list of SHR turbulence levels between waypoints 53A, a list of estimated times of ETA arrival at a waypoint 53A, and a list of estimated times of EET en route.
    The calculation system 10 according to the invention is therefore particularly effective for determining optimized trajectories 65A of an aircraft during a mission, in a much more precise manner than with conventional commercial tools, taking into account the context of the mission. , and the aircraft context, while limiting the computing power required by the combined use of an unconstrained flight calculation method, and a calculation algorithm optimizing the route with the navigation constraints imposed by waypoints and trajectories defined by air traffic control authorities.
    Hybridization of the methods therefore makes it possible to obtain, with minimal computing time and power, an optimized trajectory 65A which generates a significant time saving for the aircraft compared to a trajectory 110 obtained by a commercial system, while being adapted to the zones 24, 28, 30 to be avoided, and also to the zones 32 in which the aircraft must taxi.
    In the variant illustrated in FIG. 16, the 10 calculation system is integrated within an electronic flight bag ("Electronic Flight Bag" or "EFB" in English), or a portable electronic device 100.
    The portable electronic device 100 is for example connected to the databases 50, 52 by a wireless data link according to a wireless transmission protocol for example of the Wifi type (for example according to the IEEE 802.11 standard), or Bluetooth (for example according to the IEEE 802.15-1-2005 Standard).
    In another variant, each iso-displacement curve calculated by the calculation module 64 is an iso-fuel consumption curve.
    The first calculation module 64 is specific, starting from any point 82 of a trajectory 22 in the process of establishing at least one fuel iso-consumption curve over a predetermined increment of consumed fuel from point 82 of the trajectory, taking into account the chosen air speed, the meteorological context, the aircraft performance determined by the determination module 62, and the operational specifications defined by the initialization module 58. It is then suitable for choosing a trajectory based on on the determined fuel consumption curve curves.
    By definition, an iso-fuel consumption curve is a curve connecting the points accessible to the aircraft from a given point 82 with a given fuel consumption which corresponds to one or more increments of fuel consumed. Each time increment consumed is chosen at a constant value for example between 22.7 kg (50 pounds) and 453.6 kg (1000 pounds), especially between 36.3 kg (80 pounds) and 54.4 kg (120 books).
    In this example, each iso-fuel consumption curve is determined from a given point 82 by calculating from the given point 82 all the points accessible 84 to the aircraft, at a given air speed, taking into account the meteorological context, in particular the direction and intensity of the wind, as provided by the recovery module 60 and aircraft performance, as determined by the determination module 62.
    The first calculation module 64 is suitable for calculating a succession of fuel iso-consumption curves, by calculating, from each point 82 of a given fuel iso-consumption curve all the points accessible to the aircraft for a given fuel increment for the given speed, as described above for the isochrones, then to repeat this calculation from any point on the iso-fuel consumption curve thus calculated.
    As before, the first calculation module 64 is capable of selectively excluding the points which are located in the prohibited flight zones or levels 24, in the zones 28 of dangerous meteorological phenomena and / or in the zones of turbulence 30. On the contrary, the first calculation module 64 is capable of also excluding points which would not be located in a satellite coverage area 32.
    The first calculation module 64 is then able to define an optimal trajectory 64A by choosing on successive fuel iso-consumption curves successive points of the optimal trajectory 64A.
    In the embodiments which have been described previously, the mission calculation includes the determination of a three-dimensional trajectory in which the flight levels are optimized in addition to the route on each section corresponding to a flight level.
    In a variant, the system 10 is able to calculate only an optimal trajectory corresponding to a two-dimensional route with a single flight level between the geographical point of origin 18 and the geographical point of destination 20.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    1. - System (10) for calculating the mission of an aircraft, comprising a calculation engine (40) for the trajectories of the aircraft during the mission comprising:
    a first trajectory calculation module (64), suitable for calculating an optimal mission trajectory (64A) between a geographical point of origin (18) and a geographical point of destination (20) according to aircraft performance, specifications operational mission and a meteorological context, preferably evolving, in a mission volume between the geographical point of origin (18) and the geographical point of destination (20), characterized in that the first module for calculating trajectories (64) is suitable for calculating the optimal mission trajectory (64A) in an unconstrained manner by a network of waypoints (53A) and / or trajectories (53B) imposed between the waypoints (53A);
    the calculation engine (40) comprising:
    - a module (63) for defining, around the optimal mission trajectory (64A), a region (63A) for optimizing the trajectory; and
    a second trajectory calculation module (65), suitable for calculating an optimized trajectory (65A) of the aircraft in the optimization region (63A) in a constrained manner by a network of waypoints (53A) and / or of imposed trajectories (53B) between the waypoints (53A), taking into account the meteorological context.
    [2" id="c-fr-0002]
    2. - System (10) according to claim 1, in which the optimization region (63A) of the trajectory is defined as a function of a predetermined lateral distance at each point of the optimal trajectory (64A) and according to the specifications mission operational.
    [3" id="c-fr-0003]
    3. - System (10) according to claim 2, in which the optimization region (63A) of the trajectory is delimited by lateral limits extending laterally at a distance chosen as a function of the density of the network of crossing points. (53A) and / or trajectories (53B) imposed between the crossing points (53A).
    [4" id="c-fr-0004]
    4. - System (10) according to any one of the preceding claims, in which the second trajectory calculation module (65) is capable of defining, in the optimization region (63A) of the trajectory, a network of nodes (96) between the point of origin (18) and the point of destination (20) from the network of waypoints (53A) and / or paths (53B) imposed between the waypoints (53A) , to define a cost associated with the passage from a node (96) to an adjacent node (96) among the nodes (96) of the network and to determine the optimized trajectory (65A) on the basis of a minimization of the total cumulative cost between the geographical point of origin (18) and the geographical point of destination (20).
    [5" id="c-fr-0005]
    5. - System (10) according to claim 4, in which the second trajectory calculation module (65) is suitable for implementing a Dijkstra algorithm and / or a
    5 algorithm A *.
    [6" id="c-fr-0006]
    6. - System (10) according to any one of the preceding claims, in which the first trajectory calculation module (64) is configured to calculate at least one iso-displacement curve of the aircraft, in particular at least one isochronous curve (80) and / or at least one iso-fuel consumption curve from at least
    10 at least one point of the trajectory, in particular at least the geographical point of origin (18) and is suitable for determining at least one other point of the trajectory on the iso-displacement curve of the aircraft.
    [7" id="c-fr-0007]
    7. - System (10) according to claim 6, in which each point of the trajectory is situated on an iso-displacement curve with respect to another point of the
    15 trajectory, the calculation module being able to choose each point of the trajectory on the iso-displacement curve according to operational specifications and / or aircraft performance.
    [8" id="c-fr-0008]
    8. - System (10) according to one of claims 6 or 7, in which the first trajectory calculation module (64) is configured to calculate a plurality of curves
    20 iso-displacement at several flight levels from the point of the trajectory.
    [9" id="c-fr-0009]
    9. The system as claimed in claim 8, in which the first calculation module (64) is configured to determine the iso-displacement curves corresponding to a plurality of flight levels from an initial point to a first curve (95) flight level change to define at least a first flight path segment for
    25 each flight level, then the iso-displacement curves from the first flight level change curve (95) for a plurality of flight levels to another flight level change curve (95 ) to define at least a second trajectory section for each flight level, then to then define at least one optimal trajectory (64A) by associating successive trajectory sections chosen from among the trajectory sections defined for each plurality of flight levels .
    [10" id="c-fr-0010]
    10. - System (10) according to any one of claims 6 to 9, in which the first trajectory calculation module (64) is capable of dividing the space into a plurality of angular sectors from the geographical point of origin (18) or from the geographic point of destination (20), and to select each point of a curve
    35 of iso-displacement at a given instant relative to a point on an isodisplacement curve at an earlier instant as the point located at a maximum distance from
    27 geographical point of origin (18) or at a minimum distance from the geographical point of destination (20) in each angular sector.
    [11" id="c-fr-0011]
    11. - System (10) according to any one of the preceding claims, comprising:
    - an initialization module (58) of specifications of a mission including at least one geographical point of origin (18), a geographical point of destination (20), and operational specifications of mission;
    - A module for recovering (60) a meteorological context, in particular an evolving meteorological context in a mission volume extending between the geographical point of origin (18) and the geographical point of destination (20);
    - an aircraft performance determination module (62), suitable for determining aircraft performance as a function of the operational mission specifications and the meteorological context.
    [12" id="c-fr-0012]
    12. - System (10) according to any one of the preceding claims, in which the or each operational specification includes an aircraft context, in particular a type of defective equipment, an authorization from or a failure, and / or includes a context mission, in particular a meteorological zone to be avoided, a prohibited zone (24) or a desired passage zone (32).
    [13" id="c-fr-0013]
    13. - Method for calculating the mission of an aircraft, using a system (10) for calculating missions comprising a calculation engine (40) for trajectories of the aircraft during the mission, the method comprising the following steps:
    - Calculation, by a first calculation module (64) of trajectories of the calculation engine (40), of a first optimal mission trajectory (64A) between a geographical point of origin (18) and a geographical point of destination ( 20) as a function of aircraft performance, operational mission specifications and a preferably changing meteorological context, within a mission volume between the geographical point of origin (18) and the geographical point of destination (20), calculation of the optimal mission trajectory (64A) carried out in an unconstrained manner by a network of crossing points (53A) and / or trajectories (53B) imposed between the crossing points (53A);
    - Definition, by a module (63) of definition of the calculation engine (40), of a trajectory optimization region (63A) around the first optimal mission trajectory (64A); and
    calculation, by a second calculation module (65) of trajectories, of an optimized trajectory (65A) of the aircraft in the optimization region (63A) in a constrained manner by a network of waypoints (53A) and / or trajectories (53B) imposed between the waypoints (53A), taking into account the meteorological context.
    [14" id="c-fr-0014]
    14, - Method according to claim 13, in which the optimization region (63A) of the trajectory is defined as a function of a predetermined lateral distance at each
    5 point of the optimal trajectory (64) and according to the operational specifications of the mission.
    [15" id="c-fr-0015]
    15, - Method according to any one of claims 13 to 14, in which the calculation of the optimized trajectory (65A) comprises the definition, in the optimization region, of a network of nodes (96) between the geographical point original (18) and the
    10 geographical point of destination (20) from the network of waypoints (53A) and / or imposed paths (53B) between the waypoints (53A), the definition of a cost associated with the passage of a node (96) to a node (96) adjacent among the nodes (96) of the network and the determination of the optimized trajectory (65A) on the basis of a minimization of the total cost accumulated between the geographical point of origin (18) and the destination geographic point 15 (20).
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    同族专利:
    公开号 | 公开日
    US20200020237A1|2020-01-16|
    CA3048689A1|2020-01-11|
    FR3083909B1|2020-10-02|
    EP3594870A1|2020-01-15|
    BR102019014243A2|2020-05-26|
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    法律状态:
    2019-06-24| PLFP| Fee payment|Year of fee payment: 2 |
    2020-01-17| PLSC| Search report ready|Effective date: 20200117 |
    2020-06-17| PLFP| Fee payment|Year of fee payment: 3 |
    2021-06-11| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
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    FR1800734|2018-07-11|
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    CA3048689A| CA3048689A1|2018-07-11|2019-07-04|Aircraft mission calculation system through combination of algorithms and associated process|
    BR102019014243-0A| BR102019014243A2|2018-07-11|2019-07-10|AIRCRAFT MISSION CALCULATION SYSTEM AND METHOD FOR CALCULATING AN AIRCRAFT MISSION|
    US16/508,263| US20200020237A1|2018-07-11|2019-07-10|System for calculating a mission of an aircraft by combination of algorithms and related method|
    EP19185818.2A| EP3594870A1|2018-07-11|2019-07-11|System for calculating a mission of an aircraft by a combination of algorithms and associated method|
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