Flight management method and system

Patent metadata

Field	Value
Publication number	US-9530321-B2
Application number	US-201514627645-A
Country	US
Kind code	B2
Filing date	Feb 20, 2015
Priority date	Feb 21, 2014
Publication date	Dec 27, 2016
Grant date	Dec 27, 2016

Abstract

A method and system, for flight management of an aircraft flying on a trajectory shifted with respect to a flight plan comprising a plurality of constrained waypoints, comprises a step of determining and displaying at least one point of the trajectory, termed decision point, beyond which the aircraft can no longer rejoin a constrained waypoint of the flight plan by determining a point of intersection between the trajectory and a rejoining trajectory steering towards the selected constrained waypoint, the rejoining trajectory complying with at least one predefined criterion.

First claim

The invention claimed is:

1. A method of flight management of an aircraft flying on a trajectory shifted with respect to a flight plan comprising a plurality of constrained waypoints, the said method comprising:
a step of determining at least one point of the said trajectory with a flight management system, termed decision point, beyond which the aircraft can no longer rejoin a selected constrained waypoint of the said flight plan by determining a point of intersection between the said trajectory and a rejoining trajectory steering towards the said selected constrained waypoint, the said rejoining trajectory complying with at least one predefined criterion;
a preliminary step of selecting the constrained waypoint with the flight management system:
as being a point of the flight plan termed active point situated ahead of the aircraft,
or as being a point of the flight plan having a constraint and situated ahead of the aircraft,
or as being a point of the flight plan having a constraint and situated ahead of a point, defined by the pilot, on the trajectory of the aircraft,
or as being a point of the flight plan selected by the pilot and situated ahead of the aircraft; and
a step of displaying at least one decision point on a display.

2. The method according to claim 1 , in which the said determining step comprises:
a first step of determining at least one first point of the said trajectory, termed first decision point, from which the aircraft must rejoin the said flight plan while complying with at least one first criterion termed optimal criterion and
a second step of determining at least one second point of the said trajectory, termed second decision point, from which the aircraft must rejoin the said flight plan while complying with at least one second criterion termed limit criterion, the said limit criterion being less restrictive than the said optimal criterion.

3. The method according to claim 2 carrying out, as long as is valid the condition defined by the fact:
that the aircraft is not slaved to the lateral trajectory and
that the said aircraft does not diverge with respect to the destination and
that a lateral discrepancy between a position of the aircraft and an active flight plan exceeds a first threshold,

the following repetitive sequential steps:
a step of determining lateral divergence of the trajectory of the aircraft with respect to the active segment of the flight plan,
a step of selecting a lateral constrained waypoint of the flight plan towards which an aircraft must rejoin the flight plan,
the first determining step, suitable for determining a first lateral decision point making it possible for the first parameter to equal a first rejoining angle, termed optimal angle for rejoining the selected lateral constrained waypoint of the flight plan while satisfying the constraint attached therewith,
the displaying step suitable for displaying the first decision point,
a step of determining the passing of the first lateral decision point by the aircraft,
a step of emitting an alert indicating the passing of the first lateral decision point,
a step of determining whether the managed lateral guidance mode, making it possible to satisfy the lateral or vertical or temporal constraint of the constrained waypoint, is armed before transiting the first optimal decision point, and
if the managed lateral guidance mode is armed, a final step of engaging the previously armed managed lateral guidance mode allowing the rejoining of the constrained lateral point selected according to an optimal flight criterion,
if the managed lateral guidance mode is not armed,
a step of sequencing the selected lateral constrained waypoint of the flight plan, and
a step of emitting an alert indicating that a lateral constraint is unsatisfied.

4. The method according to claim 3 , comprising subsequent to step of determining the arming of the managed lateral guidance mode, the following steps:
the second determining step suitable for determining a second lateral decision point making it possible for the first parameter to equal a second rejoining angle, termed limit angle for rejoining the selected lateral constrained waypoint of the flight plan,
the displaying step, suitable for displaying the second decision point,
a step of periodic calculation, updating and display of a trajectory for rejoining the selected constrained lateral point, from the aircraft
a step of determining the engaged status of the managed lateral guidance mode,
if the managed lateral guidance mode is engaged the method comprises the following step
a final step of rejoining the constrained lateral point selected according to a limit flight criterion

if the managed lateral guidance mode is not engaged the method comprises the following steps
a repetitive step of determining the passing of the second lateral decision point by the aircraft
the step of sequencing the selected lateral constrained waypoint of the flight plan and
the step of emitting an alert indicating that the unsatisfied selected lateral constraint has just been sequenced.

5. The method according to claim 3 , in which:
the said step of selecting a lateral constrained waypoint of the flight plan is suitable for choosing the said lateral constrained waypoint from among one of the following points;
a point of “ATC (Air Traffic Control) compulsory reporting point” or “essential waypoint” type such as defined in an A424 standard,
a turning point,
a point that absolutely must be overflown,
a point with which is associated at least one constraint of altitude, speed or time type that must be complied with by the said aircraft,
a point of the flight plan selected by the pilot.

6. The method according to claim 3 , in which:
the said first angle of rejoining equals 45 degrees.

7. The method according to claim 6 , in which:
a transition between the said trajectory of the said aircraft and the lateral rejoining trajectory is carried out with a constant roll, likewise a transition between the lateral rejoining trajectory and the flight plan is carried out with a constant roll and/or,
a speed used by the aircraft during the said lateral rejoining trajectory is a speed which is planned on the flight plan and projected to iso-distance on the lateral rejoining trajectory.

8. The method according to claim 3 , in which:
the said second angle of rejoining equals 90°, or
the said second angle depends on an altitude of the aircraft and equals 120° above 5944 meters and 70° below 5944 meters or
the said second angle is equal to the angle between the route angle of the current trajectory of the aircraft and the route angle of the sequencing plan for the constrained point or,
the said second angle is equal to the minimum of the said angle values.

9. The method according to claim 8 , in which:
a transition between the said trajectory of the said aircraft and the lateral rejoining trajectory is carried out with a constant roll, likewise a transition between the lateral rejoining trajectory and the flight plan is carried out with a constant roll and,
a speed used by the aircraft during the said lateral rejoining trajectory is a speed which is planned on the flight plan and projected to iso-distance on the lateral rejoining trajectory.

10. The method according to claim 3 carrying out, as soon as is valid a condition defined by the fact that:
the said aircraft is not slaved to the vertical profile

and that a vertical discrepancy between the position of the aircraft and the scheduled vertical profile of the active flight plan exceeds a second threshold,
the following repetitive sequential steps:
a step of testing for vertical divergence o

Assignees

• Thales Sa

Inventors

• Deker Guy
• Roger Michel
• Aymeric Bruno

Classifications

• G08G5/55

  for a single aircraft · CPC title

• G08G5/53

  for cruising · CPC title

• G08G5/50

  Navigation or guidance aids · CPC title

• G08G5/34

  for flight plan modification · CPC title

• G08G5/26

  Transmission of traffic-related information between aircraft and ground stations · CPC title