EP1958176A1 - Method of determining the horizontal profile of a flight plan complying with a prescribed vertical flight profile - Google Patents
Method of determining the horizontal profile of a flight plan complying with a prescribed vertical flight profileInfo
- Publication number
- EP1958176A1 EP1958176A1 EP06819557A EP06819557A EP1958176A1 EP 1958176 A1 EP1958176 A1 EP 1958176A1 EP 06819557 A EP06819557 A EP 06819557A EP 06819557 A EP06819557 A EP 06819557A EP 1958176 A1 EP1958176 A1 EP 1958176A1
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- points
- curvilinear
- distance
- flight
- point
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Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/003—Flight plan management
- G08G5/0034—Assembly of a flight plan
Definitions
- the present invention relates to the definition, in a flight plan, of the horizontal profile of an air route with vertical flight profile and speed imposed at the start and / or at the arrival, by means of a sequence of waypoints. and / or turning points associated with local flight constraints and called “D-Fix" for "Dynamic FIX" because they are not listed in a published navigation database such as those called "Waypoints”.
- the waypoints and / or turning points "Waypoints" listed in the published navigation databases meeting the ARINC-424 standard make it possible to define the most common air routes. For the others, they are often only used to define departure and arrival paths in accordance with published approach procedures. Between these imposed departure and arrival approach trajectories, the establishment of the air route calls for "D-Fix" waypoints and / or turning points which play the same roles as the "Waypoints" opposite. with regard to manual piloting through the pilot or with regard to automatic piloting through a flight management computer or automatic piloting equipment but the definition of which is the responsibility of the operator.
- the aim of the present invention is to determine, by seeking a lower calculation cost, a sequence of “D-Fix” turning and / or turning points defining, with their associated constraints, an air route of flight plan, going from a starting point to a destination point, respecting the vertical flight and speed profiles imposed at the start and / or at the arrival and guaranteeing a bypass of the surrounding reliefs.
- It relates to a method for determining the horizontal profile of an aircraft flight plan route leading from a starting point to a destination point, respecting vertical flight and speed profiles imposed at the start and / or on arrival and taking into account the relief and areas with regulated overflight, remarkable in that it comprises the following stages:
- the first map of curvilinear distances having the starting point as the origin of the distance measurements is drawn up taking account of the static constraints due to the relief and areas with regulated overflight, and the dynamic constraint due to the vertical profile of flight and speed imposed at the start while the second curvilinear distance map having the point of destination as the origin of the distance measurements is produced from the set of obstacles to be overcome appeared in the first map of curvilinear distances.
- the second curvilinear distance map having the destination point as the origin of the distance measurements is drawn up taking account of the static constraints. due to the relief and the areas with regulated overflight and dynamic constraint due to the vertical profile of flight and speed imposed on arrival while the first map of curvilinear distances having the starting point as the origin of the distance measurements is produced at from the set of obstacles to be circumvented which appeared in the second curvilinear distance map.
- the first and second maps of curvilinear distances are produced from a set of obstacles to be circumvented appearing in two blanks of these curvilinear distance maps:
- all of the obstacles to be circumvented are supplemented by the points of the first and second maps affected with estimates of curvilinear distance having discontinuities with respect to those assigned to points in the near vicinity.
- lateral safety margins are a function of the flat turning capacities of the aircraft in its configuration of the moment, when approaching the relief and / or of the overflight area considered, resulting from the monitoring of the vertical flight profile and the imposed speed.
- the lateral safety margins added to the set of obstacles to be circumvented are determined from a curvilinear distance map having the set of obstacles to be circumvented as the origin of the distance measurements.
- the local thickness of a lateral safety margin takes account of the local wind.
- the local thickness of a lateral safety margin takes account of the change of course necessary to bypass a relief and / or a restricted overflight area.
- the local thickness of a lateral safety margin corresponds to a minimum radius of flat turn authorized for the aircraft in its configuration of the moment.
- the maximum separation threshold of the chain of straight segments with respect to the series of points of the direct path is of the order of a minimum half-radius of flat turn authorized for the aircraft in its configuration of the moment. .
- the curvilinear distance maps are produced by means of a distance transform by propagation.
- the approximation of the series of points of the direct path by a series of rectilinear segments is obtained by a progressive construction during which the starting point or respectively of destination of the direct path is taken as the origin of a first segment that it is made to grow by adding one by one of the consecutive points as long as it does not penetrate all of the listed obstacles to be circumvented and its distance from the points of the direct path that it short-circuits respects the arbitrary threshold maximum permitted spacing, other rectilinear segments constructed in the same way being added to the series as long as the point of destination or respectively of departure of the direct route is not reached.
- the approximation of the series of points of the direct path by a series of straight segments is obtained by a dichotomous construction during which the starting point and the point of destination of the direct path are initially connected by a rectilinear segment replaced, as soon as it enters all of the listed obstacles to be circumvented or when its deviation from the points of the direct path that it short-circuits exceeds the arbitrary threshold of maximum permitted separation, by a chain of two straight segments joining together at the point of the most distant direct path among those which it short-circuits, each new segment being in turn replaced by a chain of two new segments joining at the point of the most distant direct path among the points short-circuited as soon as it enters all the obstacles to be circumvented or when its deviation from the points of the direct path it short-circuits uite exceeds the arbitrary maximum allowable spacing threshold.
- the method for determining the horizontal profile of a flight plan route is advantageously implemented during a flight, during a "Dir-to" request to rejoin a geographical point made
- the method for determining the horizontal profile of a flight plan route is advantageously implemented during the preparation of military or civil security missions.
- the method for determining the horizontal profile of a flight plan route is advantageously implemented in a fallback airport rejoining system in the event of an engine failure.
- the method for determining the horizontal profile of a flight plan route is advantageously implemented in a flight plan discontinuity management system.
- the method for determining the horizontal profile of a flight plan route is advantageously implemented in an automatic joining system of predetermined positions for an unmanned aircraft.
- the method for determining the horizontal profile of a flight plan route is advantageously implemented, in a safe environment, in an automatic joining system of predetermined positions for aircraft piloted out of control.
- FIG. 1 represents an example of a chamfer mask usable by a distance transform by propagation
- FIGS. 2a and 2b show cells of the chamfer mask illustrated in FIG. 2 used in scanning passes according to the direct and reverse lexicographic orders
- FIG. 3 illustrates a vertical flight profile with imposed slopes of climb from the starting point and descent to the destination point
- Figures 4a and 4b illustrate a decomposition of the vertical flight profile shown in Figure 3, in outward and return profile to allow its use for the location of a curvilinear path direct between the starting point and the destination point of a flight plan air route whose horizontal profile is to be established,
- FIG. 5 illustrates a vertical flight profile with a constant slope of descent towards the destination point
- FIGS. 6a and 6b illustrate a decomposition of the vertical flight profile shown in Figure 5, in outward and return profile to allow its use for the location of a direct curvilinear route between the starting point and the destination point a flight plan air route whose horizontal profile is to be established
- a figure 7 represents an example of a set of obstacles to be circumvented obtained from a draft of curvilinear distance map having for origin measurements distance from the starting point of the flight plan route and taking into account a vertical flight and speed profile imposed at the start,
- figure 8 represents the obstacles to be circumvented obtained in the same context as figure 7, from a draft of curvilinear distance map having for origin distance measurements the point of destination of the route of flight plan and holding account of a vertical flight and speed profile imposed on arrival,
- FIG. 9 represents all of the obstacles to be circumvented resulting from the merger by meeting of the sets of obstacles to be circumvented shown in FIGS. 7 and 8,
- FIG. 10a, 10b, 10c illustrate a method of tracing a lateral safety margin around an obstacle to be circumvented
- a figure 1 1 represents, in the same context as the figures
- FIG. 12 represents a set of shortest path points identified in the context of FIGS. 7, 8 and 11,
- FIG. 13 represents an example of a set of shortest path points showing that the fact that a path belongs to it does not guarantee that it is minimal
- FIG. 14 represents the direct curvilinear path obtained relative to the set of obstacles to be circumvented shown in FIG. 11,
- FIG. 15 illustrates a method for determining a sequence of rectilinear segments approximating the route of a direct curvilinear path
- FIG. 16 illustrates the sequence of rectilinear segments and "D-Fix" passage points obtained from the direct path shown in FIG. 14,
- FIG. 17 represents a diagram of a device for implementing a method for determining the horizontal profile of an air route flight plan according to the invention.
- FIGS. 18 to 21 are diagrams of different on-board devices implementing a method for determining the horizontal profile of an air route flight plan according to the invention.
- the method which will be described, of determining or tracing a horizontal profile of an air route respecting the relief, areas with regulated overflight and vertical profiles of flight and speed imposed at the start and / or at the finish s '' relies on the technique of distance transforms by propagation applied to air navigation, within a framework of static constraints made up of reliefs to be bypassed and areas with regulated overflight to be respected, and dynamic constraints made up of a vertical flight profile and imposed speed.
- the distance transforms by propagation first appeared in image analysis to estimate distances between objects. Among them are the distance transforms with chamfer mask, examples of which are described by Ms. Gunilla Borgefors in an article entitled “Distance Transformation in Digital Images.” published in the journal: Computer Vision, Graphics and Image Processing, Vol. 34 pp. 344-378 in February 1986.
- the distance between two points on a surface is the minimum length of all the possible paths on the surface starting from one of the points and ending at the other.
- a chamfer mask distance transform estimates the distance of a pixel called "goal" pixel with respect to one or more pixels called "source” pixels by gradually building up, starting from source pixels, the shortest possible path following the mesh of pixels and ending at the goal pixel, and using the distances found for the image pixels already analyzed and a table called chamfer mask listing the values of the distances between a pixel and its close neighbors.
- a chamfer mask is in the form of a table with an arrangement of boxes reproducing the pattern of a pixel surrounded by its close neighbors.
- a box assigned the value 0 identifies the pixel taken as the origin of the distances listed in the table.
- Around this central box are agglomerated peripheral boxes filled with non-zero proximity distance values and taking up the arrangement of the pixels in the vicinity of a pixel supposed to occupy the central box.
- the value of proximity distance appearing in a peripheral box is that of the distance separating a pixel occupying the position of the peripheral box concerned, from a pixel occupying the position of the central box. Note that the proximity distance values are distributed in concentric circles.
- a third circle of eight boxes corresponding to the eight pixels of third row, which are closest to the pixel of the central box while remaining outside the line, of the column and of the diagonals occupied by the pixel of the central box, are assigned a proximity distance value D3.
- the chamfer mask can cover a more or less extended neighborhood of the pixel of the central box by listing the values of the proximity distances of a more or less large number of concentric circles of pixels of the neighborhood. It can be reduced to the first two circles formed by the pixels in the vicinity of a pixel occupying the central box or be extended beyond the first three circles formed by the pixels in the vicinity of the pixel in the central box. It is usual to stop at the first three circles as for the chamfer mask shown in Figure 3.
- the values of the proximity distances D1, D2, D3 which correspond to Euclidean distances are expressed in a scale whose multiplicative factor authorizes the use of whole numbers at the cost of a certain approximation. This is how G. Borgefors adopts a scale corresponding to a multiplicative factor 3 or 5. In the case of a chamfer mask retaining the first two circles of proximity distance values, therefore of dimensions 3x3, G.
- the progressive construction of the shortest possible path going to a target pixel starting from source pixels and following the mesh of the pixels is done by a regular scanning of the pixels of the image by means of the chamfer mask.
- the pixels of the image are assigned an infinite distance value, in fact a number high enough to exceed all the values of the measurable distances in the image, except for the source pixel or pixels which are assigned a zero distance value.
- the initial distance values assigned to the goal points are updated during the scanning of the image by the chamfer mask, an update consisting in replacing a distance value assigned to a goal point, by a new lower value. resulting from an estimation of distance made on the occasion of a new application of the chamfer mask at the target point considered.
- a distance estimate by applying the chamfer mask to a target pixel consists in listing all the paths going from this target pixel to the source pixel and passing through a pixel in the vicinity of the target pixel, the distance of which has already been estimated during the same scan. , to search among the routes listed, the shortest route (s) and to adopt the length of the shortest route (s) as an estimate of distance.
- the progressive search for the shortest possible paths starting from a source pixel and going to the different goal pixels of the image gives rise to a phenomenon of propagation in directions of the pixels which are the closest neighbors of the pixel under analysis and whose distances are listed in the chamfer mask.
- the directions of the closest neighbors of a pixel which do not vary are considered as axes of propagation of the distance transform with chamfer mask.
- the scanning order of the pixels in the image influences the reliability of the distance estimates and their updates because the paths taken into account depend on it.
- it is subject to a regularity constraint which means that if the pixels of the image are identified according to the lexicographic order (pixels classified in an increasing order line by line starting from the top of the image and progressing towards the bottom of the image, and from left to right within a line), and if a pixel p has been analyzed before a pixel q then a pixel p + x must be analyzed before the pixel q + x.
- the lexicographic, reverse lexicographic orders (scanning the pixels of the image line by line from bottom to top and, at the within a line, from right to left), transposed lexicographic (scanning pixels of the image column by column from left to right and, within a column, from top to bottom), reverse transposed lexicographic (scanning pixels per column from right to left and within a column from bottom to top) satisfy this regularity condition and more generally all the scans in which the rows and columns are scanned from right to left or from left to right.
- Borgefors recommends double scanning the pixels of the image, once in lexicographic order and once in reverse lexicographic order.
- the analysis of the image by means of the chamfer mask can be done according to a parallel method or a sequential method.
- a parallel method we consider the distance propagations from all the points of the mask which we pass over the entire image in several scans until there is no more change in the estimates of distance.
- the sequential method we only consider distance propagations from half the points on the mask. The upper half of the mask is passed over all the points of the image by scanning in the lexicographic order and then the lower half of the mask is passed over all the points of the image in the reverse lexicographic order.
- FIG. 2a shows, in the case of the sequential method and of a scanning pass in lexicographic order going from the upper left corner to the lower right corner of the image, the boxes of the chamfer mask of FIG. 1 used for index the paths going from a goal pixel placed in the central box (box indexed by 0) to the source pixel passing through a pixel in the vicinity whose distance has already been the subject of an estimate during the same scan.
- These boxes are eight in number, located in the upper left of the chamfer mask. There are therefore eight paths listed for the search for the shortest whose length is taken to estimate the distance.
- FIG. 2b shows, in the case of the sequential method and of a scanning pass in reverse lexicographic order going from the lower right corner to the upper left corner of the image, the boxes of the chamfer mask of FIG. 1 used to list the paths going from a goal pixel placed in the central box (box indexed by 0) to the source pixel via a pixel in the neighborhood whose distance has already been the subject of a estimate during the same scan.
- These boxes are complementary to those in Figure 2a. They are also eight in number but arranged in the lower right part of the chamfer mask. There are therefore still eight paths listed for the search for the shortest whose length is taken to estimate the distance.
- the distance transform by propagation was originally designed for the analysis of the positioning of objects in an image, but it was soon applied to the estimation of distances. on a relief map extracted from a database of elevations of the terrain with a regular grid of the earth's surface. Indeed, such a map does not explicitly have a metric since it is drawn from the elevations of the points of the mesh of a database of elevations of the terrain of the area represented.
- the chamfer mask distance transform is applied to an image whose pixels are the elements of the terrain elevation database belonging to the map, i.e. elevation values associated with the geographic coordinates latitude, longitude of the nodes of the grid of the geographic location grid used for the measurements, classified, as on the map, by increasing and decreasing latitude and longitude according to a two-dimensional table of latitude and longitude coordinates.
- Some field navigation systems for mobiles such as robots use the chamfer mask distance transform to estimate curvilinear distances taking into account impassable areas due to their uneven configurations. To do this, they associate, with the elements of the terrain elevation database appearing on the map, a prohibited area attribute which signals, when activated, an impassable or prohibited area and inhibits any update other than an initialization, of the distance estimation made by the distance transform with chamfer mask.
- overflight ban minimum authorized overflight height or altitude , authorized altitude ranges, heading or slope constraint which must also be satisfied for the distance propagated at a point to be retained.
- These aviation regulatory constraint attributes can be entered periodically into the terrain elevation database based on planned durations of regulatory validity or when preparing a flight plan. They can also be downloaded dynamically in an on-board terrain elevation database, for the regions located in the vicinity of the foreseeable route of the aircraft.
- the location of a direct curvilinear path corresponding to or one of the shortest paths on the basis of the estimate of curvilinear distance made for the destination point in a map of curvilinear distances developed without taking into account dynamic constraints and having the starting point as the origin of its distance measurements can be obtained by drawing up a second and third maps of curvilinear distances covering the same region.
- the second map differs from the first by the displacement at the goal point, from the point taken for origin of the curvilinear distance measurements.
- the third map adopts the curvilinear distance estimate at each of its points, the sum of the curvilinear distance estimates made for the point concerned, in the first and second maps.
- the chain of points may be in a larger set of related points all affected a minimum sum of curvilinear distance estimates, in the form of a series of parallelogram-shaped surfaces giving different possibilities for tracing a path of minimum length.
- the approximation is continued until the vertical flight profile is assimilated when climbing to cruising altitude from the starting point to a single rectilinear segment with constant slope.
- the same simplification is made for the vertical flight profile when descending from the cruising altitude in the direction of the destination point while the aircraft must consume its potential and kinetic energies.
- the outward profile shown in FIG. 4a consists of the climb 30 at a constant slope from the altitude of the starting point to the cruising altitude, extended indefinitely by the level 31 of cruising altitude. It corresponds to a dynamic constraint which can be determined from the starting point, which can be used to draw up a draft of the first faithful curvilinear map at the start of the journey alone, since this dynamic constraint only takes into account the first half of the vertical profile. imposed flight and speed.
- the return profile shown in reverse order in Figure 4b consists of the landing 32 at cruising altitude, continued by the descent 33 at a constant slope to the point of destination. It corresponds to a dynamic constraint which can be determined from the destination point, which can be used to draw up a draft of a second map of faithful curvilinear distances at the end of the journey alone, since this dynamic constraint only takes into account the second half of the vertical profile. imposed flight and speed.
- the materialization of the shortest path leading from the point of departure to the point of destination is obtained by breaking down the vertical profile of flight and speed in a degenerate outward profile shown in FIG. 6a consisting of a single bearing 51 at cruising altitude corresponding to an absence of dynamic constraint and in a return profile shown in reverse order in FIG. 6b, consisting of a descent 50 at a constant slope to the point of destination.
- All the zones to be bypassed used for updating the first and second curvilinear distance maps when locating a direct curvilinear route can go beyond the points of the draft curvilinear distance maps for which it does not have been possible to estimate curvilinear distances for lack of finding sufficiently short paths and to include the points of these drafts affected by estimates of curvilinear distance having discontinuities compared to those assigned to the points of their close vicinity because they correspond to reliefs can only be reached by devious routes. It can also be enlarged with a lateral safety margin in order to distance laterally from the contoured reliefs, the direct curvilinear path identified on the curvilinear distance maps.
- this lateral safety margin which serves to prevent a limitation of the freedom of lateral movement of an aircraft, due to the proximity of a relief can be defined in various ways: - It can have a constant value arbitrarily fixed as a function of the aircraft's flat turning capacities or its agility,
- the thickness in the horizontal plane of the lateral safety margin can be taken equal to the minimum radius of flat turn, which is imposed on the aircraft according to its performance, the desired comfort and its TAS air speed taking into account or not local wind.
- ⁇ being a coefficient equal to +1 for a right turn and -1 for a left turn
- the thickness in the horizontal plane of the lateral margin can be made dependent on the change of course necessary for the bypass, for example, as described in the French patent application filed by the plaintiff on 24/9/2004 under n ° 04 10149, by making it depend at a point on the contour of an obstacle to be circumvented, of a scale coefficient in (l + bearing being the angle between the normal to the point
- Figures 7, 8, 9, 1 1, 12 and 14 illustrate the different stages of a process for locating a direct curvilinear path respecting vertical flight and speed profiles imposed at the start and at the arrival implemented from an image of the reliefs and zones with regulated overflight of a region overflown by an aircraft, the pixels of which correspond to a mesh of the region overflown by a grid of geographic location which can be:
- the grid reproduces a polygonal pattern with four sides, conventionally squares or rectangles, it can also reproduce other polygonal patterns such as triangles or hexagons.
- Figure 7 shows the sets 1 of points where an estimation of curvilinear distance proved impossible and the sets 2 of points where discontinuities appear between the estimates of curvilinear distances for neighboring points which emerge, at the first stage of the process of materialization of the path, during the preparation of the first draft of a map of curvilinear distances by application to the image of the region overflight, of a distance transform with chamfer mask originating from distance measurements, the starting point of the journey and respecting static constraints constituted by the relief and / or by areas with regulated traffic and dynamic constraints constituted of an imposed altitude as a function of the distance traveled from the starting point of the journey corresponding to the outward profile part (FIG. 4a) of a vertical flight and speed profile (climb from the starting point to the altitude cruise flight extended indefinitely by a landing).
- FIG. 8 shows the sets 1 'of points where an estimation of curvilinear distance has proved impossible and the sets 2' of points where discontinuities appear between the estimates of curvilinear distances for neighboring points which emerge, in the second stage of the path materialization process, during the preparation of the second outline of a curvilinear distance map by applying to the image of the region overflown, a distance transform with a chamfer mask originating from point distance measurements 20 for the destination of the journey and respecting the same static constraints as the first draft, constituted by the relief and / or by zones with regulated traffic and dynamic constraints consisting of an altitude imposed as a function of the distance traveled from the point of destination of the path corresponding to the return profile part ( Figure 4b) of the vertical flight and speed profile (bearing r at cruise flight altitude followed by a descent when approaching the destination point).
- FIG. 9 shows the merging 3, by meeting, of the obstacles to be circumvented which appeared in the two blanks (sets 1, 1 ′ of points where an estimation of curvilinear
- FIGS. 10a, 10b and 10c illustrate the magnification of an obstacle 4 to be circumvented by lateral safety margins taking into account the limitation of the freedom of lateral movement of the aircraft in the vicinity of this obstacle 4.
- This magnification is obtained by drawing the margins from iso-distance lines drawn outside the contours of obstacle 4, for example, by means of a chamfer mask distance transform applied to the image of the region overflown with the Obstacles to be circumvented originating from distance measurements as described in French patent application FR 2,864,312 filed by the applicant. It has been assumed here that the lateral margins depend on the speed of the aircraft in the vicinity of the obstacles 4 to be circumvented. They are traced in several stages:
- a first step illustrated by FIG. 10a consists in drawing around the obstacle 4 to be circumvented, a lateral margin 5 ′ of protection depending on the speed law associated with the outward profile (FIG. 4a) of the vertical flight and speed profile .
- the lateral margin 5 ′ is of a lesser thickness near the starting point 10 because the aircraft gradually accelerates until it reaches its cruising speed.
- a second step illustrated in FIG. 10b consists in drawing around the obstacle 4 to be circumvented, a lateral margin 5 "of protection depending on the speed law associated with the return profile (FIG. 4b) of the vertical flight and speed profile
- the lateral margin 5 has a smaller thickness near the point of destination 20 because the aircraft decelerates in order to land soon.
- a third step illustrated in FIG. 10c consists in determining the final lateral margin 5 by merging, by intersection, the lateral margins 5 ', 5 "obtained during the two preceding steps.
- Figure 11 shows the magnification, by a lateral safety margin 6, of all the merged obstacles 3 resulting from the first and second drafts of curvilinear distance maps.
- Side margin 6 is thinner near departure 10 and destination20 due to the lower speed of the aircraft.
- FIG. 12 shows the materialization of a set of the points of the shortest paths obtained after:
- the set 7 of the points of the shortest paths is in the form of an unbroken chain of points thickening in the vicinity of the departure and destination points to take the forms 8, 9 of parallelogram.
- FIG. 13 represents, on the location grid of a curvilinear distance map, a set of points of the shortest paths between a starting point 11 and a destination point 12 with, for each point or cell of the grid of geographic location forming part of the whole, the numerical estimate of the curvilinear distance from the starting point 1 1 and a pattern background dependent on the number of paths of minimum length used by the distance transform by propagation providing the estimates of curvilinear distance.
- the lightest pattern background is assigned to cells traveled by a single minimum length path and the densest pattern background is assigned to cells traveled by two minimum length paths.
- Figure 13 shows that the simple fact for a path to have all its points belonging to the set of points of the shortest paths does not guarantee that it is of minimum length. Only the routes following the arrows are suitable.
- FIG. 14 shows the direct curvilinear path 15 adopted in the end taking into account the reliefs, the zones with regulated overflight and the vertical profile of flight and speed to be respected. It follows the diagonals of the parallelogram shapes 8, 9.
- the rectilinear segments "D-Legs" are imposed a maximum deviation from the points of the direct curvilinear path that they short-circuit.
- One way of determining the rectilinear segments "D-Legs" of the flightable trajectory consists in constructing them progressively starting from the point of departure or arrival by adding one to one of the points of the direct curvilinear path to the block of consecutive points of the segment in construction until it encroaches on the lateral margin of an obstacle to be circumvented or until its distance from one of the points of the direct curvilinear path that it short-circuits reaches the maximum allowable distance.
- the segment under construction is then considered to be finished and the construction of the next segment started, until the point of arrival or departure is reached.
- the sequence of rectilinear segments "D-Legs" obtained is then smoothed in the manner of the flight computer and then again compared with the contours of the obstacles to be circumvented, supplemented by the lateral safety margins. It is allowed if there is no encroachment and rejected if it is not. When the chain of straight "D-Legs" segments is rejected due to encroachments on the lateral safety margins, it must be moved away from the margins at the encroachment levels.
- FIG. 15 illustrates the determination of the rectilinear segments "D-Legs" 30, 31, 32 of the sequence and consequently of the crossing points and / or turning points "D-Fix" from the direct curvilinear path formed by a chain of points 33 bypassing an obstacle 40 surrounded by a lateral safety margin 41 of thickness 'a' corresponding to the minimum turning radius R of the aircraft.
- the maximum deviation 'b' of the segments from the points 33 of the direct curvilinear path was fixed at half the thickness 'a' of the lateral safety margin 41.
- the point of departure or respectively of destination of the direct route is taken from the first segment which is made to grow by adding one by one of the points 40 consecutive as long as it does not penetrate into a dilated obstacle of the safety margin and that its deviation (the maximum length of the projections on the segment, of the 40 short-circuited points) respects the maximum allowed deviation. If the destination or departure point of the direct route is not reached respectively, the end point of the first segment is taken from a second rectilinear segment which is made to grow and so on.
- This progressive construction method admits variants, such as, for example, a dichotomy method consisting in:
- FIG. 15 shows the rectilinear segments 30, 31, 32 obtained by application of the progressive construction method.
- the point at the junction of the two rectilinear segments concerned is distant by a certain step from the lateral safety margin, the integrity of which has been brought into play, and the two new rectilinear segments obtained verified as to their respect for bypassing obstacles and their safety margins.
- the construction of the segments is resumed, either in the case of the progressive method of construction, by shortening the segment rectilinear whose transition is the end point, or in the case of the dichotomy method, by dividing this rectilinear segment. It is also possible to completely start again the construction of the rectilinear segments by changing the method or even, as indicated previously, to resume the process at the stage of identification of the direct curvilinear path after locally and temporarily enlarging the lateral safety margin.
- transitions 33 and 34 between the rectilinear segments 30, 31 and 32 are flyable because they can be made by turns at the minimum authorized radius, without entering the lateral safety margin. If this had not been the case, at transition 35, this transition 35 would have been, as shown, distant from the lateral safety margin and the straight segments
- the junction points of the rectilinear segments are taken as crossing and / or turning points
- Figure 16 shows the "D-Fix" turning and / or turning points
- FIG. 17 gives an example of architecture for a system implementing the lateral flight plan tracing method which has just been described.
- This system includes:
- calculation and processing module 50 (CPU, memory, etc.),
- a communication module 51 in charge of receiving and storing data from the ground (prohibited areas of overflight, weather, updating on-board databases, etc.), - a database 52 of areas regulated or restricted airlines. This base can be updated dynamically by the communication module 51 (activation of certain regulated or restricted zones, displacement of meteorological phenomena, displacement of prohibited overflight zones for tactical military zones, etc.),
- an aircraft performance database 53 allowing recovery of the aircraft crossing capacities as well as the definition of the lateral margins profile as a function of the speed and flight altitudes in the case where the lateral margins do not are not supplied by the aircraft on-board equipment located upstream, and
- Such a system for implementing the lateral flight plan tracing method can be used for different purposes. It can be used in a larger system for managing discontinuities in flight plans, in particular for joining a geographical point during a "Dir-to" joining request by the crew to the flight management computer. flight of the aircraft, for joining a fallback airport in the event of an engine failure or for automatically joining predetermined positions for a drone or for an aircraft piloted in a safe context.
- a "Dir-to" request made by the crew to the aircraft's flight management computer the latter instead of seeking to go in a straight line to the geographical point designated by the crew, draws up a plan vertical and speed flight and uses a lateral flight plan tracing system implementing the method described above which submits to it a provisional flight plan taking into account the relief, the areas with regulated overflight and the vertical flight profile and imposed speed, and ensures the monitoring of the provisional flight plan as soon as it has received the crew's approval.
- FIG. 18 shows the diagram of an on-board engine failure management system in a functional environment on board an aircraft.
- a flight management computer 60 cooperate interacting with the crew of the aircraft through a man-machine interface MCDU ("Multipurpose Control Display Unit") 61 and acting on an automatic pilot equipment FG / C 62 (“Flight Guidance and Control") dedicated to keeping the aircraft on its trajectory and controlling its moving surfaces, with engine failure detection equipment EFD 63 ("Engine Failure Detector”) which can be part of a FADEC (“FuII Authority Digital Engine Control”), with an AS 64 fallback airport choice system (“Airport Selector”) and with a TRS 65 lateral flight plan tracing system (“Terrain Routing System”) ) implementing the method described above.
- MCDU Multipurpose Control Display Unit
- FG / C 62 Automatic pilot equipment
- EFD 63 Engine Failure Detector
- AS 64 fallback airport choice system Airport Selector
- TRS 65 lateral flight plan tracing system TRS 65 lateral flight plan tracing system
- the detection of an engine failure situation by the EFD equipment 63 triggers the execution by the FMS computer 60 of an emergency landing procedure consisting of: - using the TRS 65 and AS 60 systems to choose an accessible fall-back airport and a waypoint and / or turning "Waypoint" also accessible at the entrance to an approach to this airport, in accordance with a published official procedure,
- the "D-Fix" waypoints and / or turning points provided by the TRS 65 lateral flight plan tracing system are considered as waypoints and / or turning points. "classics to allow an operator to modify, move and delete them.
- FIG. 19 shows the diagram of an on-board device for managing discontinuities in flight plans in a functional environment on board an aircraft. It uses the same elements as that of FIG. 18 with the exception of the engine failure detection equipment EFD 63 and the fallback airport choice system AS 64.
- a flight management computer returns control to the pilot when he encounters a flight plan discontinuity in the execution of his automatic flight plan tracking function.
- the pilot In the absence of a TRS 65 system, the pilot must resume manual piloting on the path going from the waypoint and / or turning "Waypoint” marking the start of the discontinuity to the crossing point and / or turning " Waypoint "marking the end of the discontinuity where it can re-engage the automatic plan tracking function flight of the flight management computer.
- the pilot can obtain, from a vertical flight profile and speed, a list of waypoints and / or turning points "D-Fix" defining a temporary flight plan straddling the discontinuity which can be handled by the flight computer for automatic monitoring and for fuel consumption predictions.
- This flight plan discontinuity management functionality is particularly suitable for tactical military flight and helicopter flight.
- Air routes for helicopters have not yet been standardized or published. Consequently, a frequent operational case consists of taking off from a heliport according to a published procedure, seeking to reach another area, possibly through a published approach procedure. Between the two procedures, the operator is responsible for restoring the route.
- the method for tracing a lateral flight plan described is therefore particularly useful since it makes it possible to automatically determine the complement of the flight plan guaranteeing safety with respect to the terrain.
- FIG. 20 shows the diagram of an on-board device for automatically rejoining predetermined positions for an unmanned aircraft: UAV ("Unmanned Aerial Vehicle") or drone, in a functional environment on board an aircraft. It uses the same elements as that of FIG. 19 with the exception of the man-machine interface MCDU which is replaced by a ground-on-board communication module COMM 66 allowing an operator on the ground to control the unmanned aircraft.
- UAV Unmanned Aerial Vehicle
- COMM 66 ground-on-board communication module
- the flight management computer FMS 60 can be programmed to request from the lateral flight plan tracing system 65, from a profile vertical and speed flight, a list of "D-Fix" waypoints and / or turning points defining a flight plan to join a predetermined fallback position stored in memory, from which the planned mission can be resumed .
- FIG. 21 shows the diagram of an on-board automatic joining device by an aircraft of predetermined positions in a security context.
- This includes an EAS 68 automaton for implementing an automatic maneuver to rejoin a position predetermined taking control of the flight management computer FMS 60 and the autopilot equipment FG / C 62 under the request of SSS 67 equipment for detecting intrusions and on-board events occurring safety of the aircraft.
- the EAS 68 controller is programmed to, when it takes control of the aircraft:
- the method of tracing a lateral flight plan which has just been described makes it possible to determine on the ground, during the preparation of a military or civil security mission, automatically, the zones in which an aircraft can operate taking into account its performance and the required safety margins. Depending on the configuration of these zones, the ground operator can decide to move the crossing points and / or turning "D-Fix" obtained or to modify the crossing altitudes at these "D-Fix" points to take into account account in the flight plan, constraints ignored in the tracing process.
- the flight plan Once the flight plan is finalized, it can be loaded on board the aircraft like any flight plan with existing means (data link, mission preparation memory, etc.).
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Abstract
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Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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FR0512420A FR2894367B1 (en) | 2005-12-07 | 2005-12-07 | METHOD FOR DETERMINING THE HORIZONTAL PROFILE OF A FLIGHT PLAN RESPECTING A VERTICAL FLIGHT PROFILE IMPOSE |
PCT/EP2006/068581 WO2007065781A1 (en) | 2005-12-07 | 2006-11-16 | Method of determining the horizontal profile of a flight plan complying with a prescribed vertical flight profile |
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EP1958176A1 true EP1958176A1 (en) | 2008-08-20 |
EP1958176B1 EP1958176B1 (en) | 2009-04-08 |
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EP06819557A Not-in-force EP1958176B1 (en) | 2005-12-07 | 2006-11-16 | Method of determining the horizontal profile of a flight plan complying with a prescribed vertical flight profile |
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EP (1) | EP1958176B1 (en) |
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FR (1) | FR2894367B1 (en) |
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