A flight management system for non-stop transport

Abstract

The application discloses a flight management system for direct flight of a transport plane, and comprises a direct flight path construction module; when the direct flight path construction module constructs a interception path according to a direct flight section, the interception path is divided into an arc section and a straight line section to a direct flight target point, and the turning radius is calculated in combination with the ground speed and the maximum turning slope in the arc section. The application improves the turning efficiency and intuitively presents the turning transition path in front of the crew. In addition, the application provides three direct flight managements, i.e., a basic direct flight, an Abeam direct flight and a CRS-IN direct flight, so as to meet the diversified direct flight demands of the crew.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of special technology for flight management of transport aircraft, and is an implementation method for aircraft to change course and shorten flight time and distance due to special circumstances, in order to save time and fuel or due to airspace arrangement requirements. BACKGROUND

[0002] As one of the core systems of the aircraft avionics system, the flight management system provides comprehensive navigation, flight plan management, flight guidance, flight performance calculation and other functions based on navigation database, performance database and multi-navigation sensor information from the takeoff airport to the destination airport in the stages of takeoff, climb, cruise, descent, approach and missed approach, provides high-precision navigation positioning information for the aircraft, supports full-task-section flight performance calculation and optimization, and realizes high-precision flight guidance. In the takeoff, en route flight and approach of the aircraft, direct flight as a method of quickly reaching a specified location is often used by pilots, which can reduce the burden of pilots, improve airport operation efficiency and save time and fuel.

[0003] Direct flight can allow the pilot to select any one positioning point as the current destination waypoint, which can be a waypoint in the flight plan and a waypoint outside the flight plan. If "direct flight" is executed, the waypoint becomes the arrival waypoint, and the flight plan will instruct the aircraft to fly from the current position to the waypoint. If the waypoint is a waypoint in the flight plan, all waypoints before the waypoint in the flight plan will be deleted from the flight plan, and the waypoints after the waypoint remain unchanged; if the waypoint is a waypoint outside the flight plan, the waypoint is set as the current flight plan to point, and the other waypoints remain unchanged and are connected after the to point. The advantage of the direct flight method is that it can quickly reach the specified waypoint, which is more conducive to the execution of certain special tasks or the quick arrival allowed by air traffic control during civil aviation transportation, improves flight efficiency, and thus improves airspace utilization efficiency.

[0004] However, in the prior art, a transition arc is not periodically constructed when direct flight is executed, so the transition path of direct flight cannot be intuitively displayed to the crew, and Abeam direct flight (orthogonal projection direct flight) and CRS-IN direct flight (direct flight to the target point at a specified angle) are lacking in the prior art, which cannot meet the diversified direct flight needs of the crew. SUMMARY

[0005] Compared with the fighter and the navigation type aircraft, the task of the transport aircraft pilot is more focused on the long time flight management, so the automation degree of the flight management is required to be higher, and the running attitude is required to be relatively stable, and the purpose of the application is to provide a flight management system for the transport aircraft direct flight, the turning radius is calculated by combining the ground speed and the maximum turning slope, the turning efficiency is improved, and the turning transition path is intuitively presented in front of the crew. In addition, the application increases the Abeam direct flight and the CRS-IN direct flight, and meets the diversified direct flight demand of the crew.

[0006] The purpose of the application is achieved by the following technical solutions:

[0007] A flight management system for transport aircraft direct flight, comprising a direct flight path construction module, when constructing the interception path according to the direct flight segment, the interception path is divided into an arc segment and a straight line segment to the direct flight target point, wherein the arc segment path construction process is carried out according to the following steps:

[0008] (1) the distance dist1 and the azimuth angle az1 from the starting point to the direct flight target point are solved by the great circle route inverse solution, and the turning radius R is calculated, wherein g is the gravity acceleration, and phi is the maximum turning roll angle of the transport aircraft;

[0009]

[0010] (2) if dist1 < R, it is judged that the transition flight segment from the starting point to the turning exit point and the transition flight segment from the turning exit point to the direct flight target point are invalid;

[0011] (3) the current track azimuth angle of the aircraft is set as the direction R distance from the starting point to the great circle route positive solution to obtain the longitude and latitude of the center O;

[0012] (4) the distance dist and the azimuth angle az from the center O to the direct flight target point are solved by the great circle route inverse solution; r

[0013] (5) the angle Delta az between the line connecting the center and the direct flight target point and the line connecting the center and the entry point is calculated;

[0014]

[0015] (6) the longitude and latitude of the turning exit point are obtained by the great circle route positive solution from the center O along the direction dist r cos(Delta az) distance from the center to the great circle route;

[0016] (7) the azimuth angle az'1 from the center to the starting point is solved by the great circle route inverse solution;

[0017] ​​​(8) the azimuth angle of the circle center to the turning exit point az'2;

[0018] (9) calculating the circle center angle ang ctr ;

[0019] ang ctr = |az'2-az'1|

[0020] (10) calculating the arc length ell;

[0021] ell = ang ctr R

[0022] (11) calculating the turning exit point height H'1, wherein the starting point height H1, the direct flight target point height H2;

[0023]

[0024] H'1 = λH2 + (1-λ)H1

[0025] (12) recording the starting point to the turning exit point transition leg and the turning exit point to the direct flight target point transition leg as valid.

[0026] Further, it further comprises a human-computer interaction module, a direct flight flight plan module;

[0027] The human-computer interaction module provides a direct flight page, and the direct flight page comprises a direct flight target point identifier input box, an intercept angle input box, an ABEAM checkbox and a complete button. When the crew inputs the direct flight target point identifier or uses the default direct flight target point identifier, the intercept angle does not input any data, the "ABEAM POINT" checkbox is unchecked, and the "complete" button is clicked, the flight management system enters the "basic" direct flight mode.

[0028] In the "basic" direct flight mode, the direct flight plan module directly creates an ARINC-424 DF leg between the starting point and the selected flight plan waypoint as the "basic" direct flight leg, and the waypoints between the aircraft and the selected flight plan waypoint are deleted; wherein the starting point is the aircraft position after N seconds according to the current speed and heading of the aircraft;

[0029] In the "basic" direct flight mode, the direct flight path construction module periodically updates the intercept path according to the aircraft position.

[0030] Further, when the direct flight target point identifier or the default direct flight target point identifier is input on the direct flight page of the human-computer interaction module, the intercept angle does not input any data, the "Abeam POINT" checkbox is checked, and the "complete" button is clicked, the flight management system enters the Abeam direct flight mode.

[0031] The direct flight flight plan module creates an ARINC-424 DF leg in the Abeam direct flight mode directly from the start point to the selected flight plan waypoint, the waypoints between the aircraft position and the selected flight plan waypoint are deleted, the projection of the intermediate waypoints is inserted into the ARINC-424 DF leg as the Abeam waypoints, and the Abeam direct flight leg is generated; wherein the start point is the aircraft position after N seconds according to the current speed and heading of the aircraft;

[0032] The direct flight path construction module, in the Abeam direct flight mode, after constructing the circular arc segment and the straight line segment to the direct flight target point, also projects the flight plan intermediate points onto the intercept path, the original flight plan waypoints are deleted, and the intercept path is periodically updated according to the aircraft position.

[0033] Further, when the direct flight target point identifier is input on the direct flight page of the human-computer interaction module or the default direct flight target point identifier is used, the intercept angle is input, the “ABEAM POINT” checkbox is unchecked, and the “complete” button is clicked, the flight management system enters the CRS-IN direct flight mode;

[0034] The direct flight flight plan module, in the CRS-IN direct flight mode, if the flight plan waypoint is used as the direct flight target point, an ARINC-424 CF leg with an intercept angle is created as the CRS-IN direct flight leg, the leg is directly from the current aircraft position to the selected direct flight target point, and the waypoints between the current aircraft position and the selected waypoint are deleted; if the waypoint outside the flight plan is used as the direct flight target point, an ARINC-CF leg with an intercept angle is created, the leg is directly from the current aircraft position to the specified waypoint, and after the CF leg, a discontinuous leg is appended, and the remaining waypoints of the original flight plan follow the discontinuous leg;

[0035] In the CRS-IN direct flight mode, the direct flight path construction module must meet the following two conditions to construct the intercept path:

[0036] (1) The aircraft heading must intercept the radial line leading to the direct flight waypoint;

[0037] (2) If the aircraft altitude is <FL195, the heading change from the aircraft heading to the CRS-IN direct flight azimuth angle should be less than 120°, and if the aircraft altitude is ≥FL195, it should be less than 70°;

[0038] After the intercept path is constructed, the intercept path is retained until the intercept path is executed or the yaw distance XTK value between the aircraft position and the intercept path exceeds 2 times the current required performance navigation RNP value

[0039] Further, the human-machine interaction module provides two entrances for entering the direct flight page, i.e., a cockpit display and control system "direct flight" shortcut key and a flight management system display interface menu.

[0040] Further, the direct flight guidance module is further included.

[0041] In the "basic" direct flight mode, when the "basic" direct flight operation is performed on the current flight plan while the horizontal navigation mode has been turned on, the direct flight guidance module displays the periodically updated "basic" direct flight interception path of the direct flight path construction module as a temporary flight plan to the crew; after the temporary flight plan is executed, the current flight plan is updated with the temporary flight plan, and the horizontal navigation mode will remain turned on when the turn-on condition is met;

[0042] When the horizontal navigation mode has been predicted but the horizontal navigation mode does not meet the turn-on condition, the direct flight guidance module generates a direct flight temporary path according to the Abeam direct flight interception path and displays the direct flight temporary path, and periodically updates the direct flight temporary path as the aircraft position changes; when the temporary flight plan is executed, the horizontal navigation mode will be turned on, and the current flight plan is updated with the temporary flight plan;

[0043] When the horizontal navigation mode is in the off state, when the "basic" direct flight operation is performed on the current flight plan, the direct flight guidance module displays the periodically updated "basic" direct flight interception path as a temporary flight plan; when the temporary flight plan is executed, the direct flight guidance module will continue to update the current flight plan with the temporary flight plan until the horizontal navigation mode is predicted; when the horizontal navigation mode is predicted, the horizontal navigation mode will be turned on as soon as the temporary flight plan is executed.

[0044] Further, when the horizontal navigation mode has been turned on, when the Abeam direct flight operation is performed on the current flight plan, the direct flight guidance module generates a temporary flight plan according to the Abeam direct flight interception path and displays the temporary flight plan and periodically updates the interception path until the temporary flight plan is executed; when the temporary flight plan is executed, the direct flight guidance module will update the current flight plan with the temporary flight plan, and the horizontal navigation mode will remain turned on when the turn-on condition is met;

[0045] When the horizontal navigation mode has been predicted but does not meet the turn-on condition, when the Abeam direct flight operation is performed on the current flight plan, the direct flight guidance module generates a direct flight temporary path according to the Abeam direct flight interception path and displays the direct flight temporary path, and periodically updates the direct flight temporary path as the aircraft position changes; when the temporary flight plan is executed, the horizontal navigation mode will be turned on, and the current flight plan is updated with the temporary flight plan;

[0046] When the horizontal navigation mode is in the off state, once the temporary flight plan is executed, the direct-to guidance module will continue to update the current flight plan until the horizontal navigation mode is predicted; when the horizontal navigation mode is predicted, once the temporary flight plan is executed, the horizontal navigation mode will be turned on.

[0047] Further, when the horizontal navigation mode has been predicted and the horizontal navigation mode turn-on condition is met, when the direct-to operation with CRS-IN is executed on the current flight plan, the direct-to guidance mode will generate a temporary flight plan with a CRS-IN direct-to intercept path and keep the intercept path until the temporary flight plan is executed or the value of XTK between the aircraft position and the intercept path exceeds 2 times the current RNP value; when the temporary flight plan is executed and the turn-on condition is met, the horizontal navigation mode function will ensure normal guidance so that the aircraft cuts into the new direct-to leg when necessary and will ensure the guidance based on the remaining part of the lateral trajectory of the new current flight plan;

[0048] When the horizontal navigation mode has been predicted and the horizontal navigation mode turn-on condition is not met, the direct-to guidance module keeps the intercept path until the temporary flight plan is executed or the value of XTK between the aircraft position and the intercept path exceeds 2 times the current RNP value; when the horizontal navigation mode turn-on condition is met, the flight crew will start to manually turn to intercept the CRS-IN direct-to path until the horizontal navigation mode is turned on;

[0049] When the horizontal navigation mode is in the off state, the direct-to guidance module keeps the intercept path until the temporary flight plan is executed or the value of XTK between the aircraft position and the intercept path exceeds 2 times the current RNP value; when the temporary flight plan is executed, when the horizontal navigation mode is predicted and the turn-on condition is met, the horizontal navigation mode will be turned on; if the horizontal navigation mode turn-on condition is not met, the flight crew manually turns to intercept the IN-BND direct-to path;

[0050] If the value of XTK between the aircraft and the leg intercept path exceeds 2 times the current RNP value, regardless of the state of the horizontal navigation mode, the direct-to guidance module will automatically delete the temporary flight plan to prevent the horizontal navigation mode from being turned off when the temporary flight plan is executed.

[0051] The beneficial effects of the present application are:

[0052] I. The flight management system combines the average ground speed of the aircraft, the aircraft turning performance limit and other factors when the aircraft is turning, adopts the smallest turning radius and quickly aligns the direct-to waypoint, so that the aircraft can quickly reach the direct-to waypoint, reduces the task execution time and the flight distance during task execution, and improves the efficiency of task execution.

[0053] 2. Construction of direct flight path As the aircraft moves, the flight management system periodically constructs a "basic" direct flight temporary flight plan path and presents it to the crew, which is more intuitive until the crew executes (confirms) this direct flight.

[0054] 3. Abeam Direct Flight can effectively reduce the flight plan distance while projecting the wind and temperature information of the waypoints between the aircraft's current position and the direct flight waypoints in the original flight plan (these waypoints have been deleted) to the corresponding Abeam waypoints. This achieves the goal of deleting the intermediate waypoints while retaining the wind and temperature information corresponding to the original waypoints, thereby preserving as much useful information as possible from the original waypoints.

[0055] 4. CRS-IN direct flight allows the crew to specify the entry angle to reach the direct flight waypoint, which is conducive to flying directly to the designated waypoint at a specified angle in accordance with the requirements of control, special mission requirements or some airdrop missions.

[0056] 5. A human-computer interaction interface with convenient operation is designed, which can flexibly select the direct flight mode and adapt to the direct flight needs of various scenarios, greatly reducing the crew's operating load.

[0057] 6. A direct-flight transition path was constructed, providing a reference path for navigation performance evaluation during turns, which is conducive to achieving the RNP function of transport aircraft; BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 This is a diagram of the "direct flight shortcut key" and the direct flight entry menu on the flight control page.

[0059] Figure 2 Direct flight page diagram.

[0060] Figure 3 Schematic diagram of creating a “basic” direct flight segment.

[0061] Figure 4 Constructed for a "basic" direct flight path (LNAV engaged).

[0062] Figure 5 This is a dynamic diagram of "basic" direct flight guidance (LNAV armed).

[0063] Figure 6 This is a diagram of the "basic" direct flight guidance dynamics (LNAV not engaged and not armed).

[0064] Figure 7 Created for Abeam direct flight segments.

[0065] Figure 8 Built for Abeam direct flight paths.

[0066] Figure 9Abeam direct flight guidance dynamic profile (LNAV on).

[0067] Figure 10 Abeam direct flight guidance dynamic profile (LNAV on).

[0068] Figure 11 Abeam direct flight guidance dynamic profile (LNAV off and no prediction).

[0069] Figure 12 CRS-IN direct flight segment creation (target point is a waypoint within the flight plan).

[0070] Figure 13 CRS-IN direct flight segment creation (target point is a waypoint outside the flight plan).

[0071] Figure 14 CRS-IN direct flight path construction profile.

[0072] Figure 15 CRS-IN direct flight path construction profile.

[0073] Figure 16 CRS-IN direct flight guidance dynamic profile (LNAV on).

[0074] Figure 17 CRS-IN direct flight guidance dynamic profile (LNAV on).

[0075] Figure 18 CRS-IN direct flight guidance dynamic profile (LNAV on, but crew activated MOD FPLN too late).

[0076] Figure 19 CRS-IN direct flight guidance dynamic profile (LNAV off and no prediction, manual turn to intercept direct flight path).

[0077] Figure 20 CRS-IN direct flight guidance dynamic profile (LNAV on direct flight MOD FPLN activated too late).

[0078] Figure 21 CRS-IN direct flight guidance dynamic profile (LNAV on, direct flight MOD FPLN not activated, XTK exceeds 2x RNP value).

[0079] Figure 22 CRS-IN direct flight guidance dynamic profile (LNAV off and XTK exceeds 2x RNP value). DETAILED DESCRIPTION

[0080] The application will be further described in detail below with reference to the accompanying drawings and examples.

[0081] The flight management system for the transport aircraft direct flight shown in the embodiment comprises a human-machine interaction module, a direct flight plan module, a direct flight path construction module and a direct flight guidance module. According to the mission task of the transport aircraft or the civil aviation route transport requirement, the embodiment can implement three direct flight modes, including "basic" direct flight, Abeam direct flight and COURSE-IN direct flight (hereinafter referred to as CRS-IN direct flight). The "basic" direct flight is to take the unfly waypoint in the flight plan as the direct flight target point and delete the intermediate waypoints for direct flight. The Abeam direct flight is to take the unfly waypoint in the flight plan as the direct flight target point and take the projection of the original intermediate waypoint as the Abeam point for direct flight. The CRS-IN direct flight is to fly to the direct flight target point according to the specified intercept angle.

[0082] The human-machine interaction module provides two entrances to the direct flight page, including the cockpit display system "direct flight" shortcut key and the flight management system display interface menu, as shown in Figure 1 . The direct flight page contains a direct flight target point identifier input box, an intercept angle input box, an ABEAM checkbox and a complete button, as shown in Figure 2 . After the crew enters the direct flight page through the "direct flight" shortcut key on the cockpit panel or the flight management display menu, the direct flight target point identifier is manually input or the default direct flight target point identifier is used, the intercept angle is not input, the "ABEAM POINT" checkbox is unchecked, and the "complete" button is clicked to complete the setting of the "basic" direct flight function. The direct flight target point identifier is input or the default direct flight target point identifier is used, the intercept angle is not input, the "ABEAM POINT" checkbox is checked, and the "complete" button is clicked to complete the setting of the Abeam direct flight function. The direct flight target point identifier is input or the default direct flight target point identifier is used, the intercept angle is input, the "ABEAM POINT" checkbox is unchecked, and the "complete" button is clicked to complete the setting of the CRS-IN direct flight function. The human-machine interaction module sends the above parameters to the direct flight plan module of the flight management system.

[0083] The direct flight plan module realizes that a certain one of the flight plan points is designated as a direct flight target point in the "basic" direct flight mode, and deletes the intermediate flight points between the current position of the aircraft and the direct flight target point, to generate a "basic" direct flight leg. In the Abeam direct flight mode, the projection of the original intermediate flight point is inserted into the "basic" direct flight leg to form an Abeam direct flight leg. In the CRS-IN direct flight mode, a CRS-IN direct flight leg is generated to the target point at the interception angle when the flight plan point is taken as the direct flight target point, and an ARINC-424 CF leg is generated at the interception angle and inserted into the flight plan when the flight plan point is taken as the direct flight target point, to form a CRS-IN direct flight leg.

[0084] The direct flight path construction module provides the calculation of the turning exit point of the "basic" direct flight, Abeam direct flight and CRS-IN direct flight, the interception path construction algorithm, and the logic considering that the transition path cannot be constructed in the CRS-IN direct flight mode.

[0085] The direct flight guidance module provides the logic of the periodically updated path according to the change of the position of the aircraft when the flight management system is taken as the horizontal guidance source, in the three modes of horizontal guidance (hereinafter referred to as LNAV) "on" (in this state, the aircraft automatically flies according to the flight plan path under the guidance of the flight management system), LNAV "pre-position" (in this state, the LNAV button on the flight control panel is in the pre-position state, and when the on condition is met, the LNAV is switched to the on state), and LNAV "off" (in this state, the LNAV button on the flight control panel is in the off state, and the aircraft does not fly according to the flight plan).

[0086] The direct flight plan module, the direct flight path construction module and the direct flight guidance module are described below according to the direct flight mode.

[0087] (I) "Basic" direct flight mode

[0088] In the "basic" direct flight mode, the direct flight plan module directly creates an ARINC-424 DF leg between the turning point and the selected flight plan point as the "basic" direct flight leg, as shown in the T-P-PIKAS leg. The turning point T-P is the position of the aircraft N seconds later according to the current speed and heading of the aircraft, and N can be set according to the performance of the aircraft. In this embodiment, N is set to 1 as an example. The flight points (JG081, MLK56) between the aircraft and the selected flight plan point are deleted, as shown in the T-P-PIKAS leg. The height, speed and time limits of the flight points are also deleted. Figure 3 Figure 3

[0089] ​​In the "basic" direct flight mode, the direct flight path construction module will construct a "basic" direct flight interception path from the turning point to the direct flight target point according to the "basic" direct flight leg, and periodically update the "basic" direct flight interception path. The interception path is composed of a circular arc segment and a straight line segment to the direct flight target point. The interception path does not start directly from the aircraft position to ensure that there is no "S-turning" (or overshoot) when turning to the direct route point, which may cause passengers to feel uncomfortable or be detrimental to task execution.

[0090] The circular arc segment path construction process is constructed according to the following steps, as shown in Figure 4 :

[0091] (1) The distance dist1 and azimuth angle az1 from the turning point T-P to the direct flight target point are calculated by inverse solution of the great circle route; the turning radius R is calculated, where g is the acceleration of gravity, and φ is the maximum turning roll angle of the transport aircraft;

[0092]

[0093] (2) If dist1 < R, it is judged that the invalid transition leg from the T-P point to the turning exit point TE-P and the transition leg from the turning exit point TE-P to the direct flight target point are recorded;

[0094] (3) The current track azimuth of the aircraft is set as The longitude and latitude of the center O are obtained by direct solution of the great circle route from the T-P point in the direction R;

[0095] Note: sign(x) is a sign function, sign(x) > 0 if x > 0; sign(x) = 0 if x = 0; sign(x) < 0 if x < 0.

[0096] (4) The distance dist r and azimuth angle az from the center O to the direct flight target point are calculated by inverse solution of the great circle route;

[0097] (5) The angle Δaz between the line connecting the center and the direct flight target point and the line connecting the center and the entry point is calculated;

[0098] (6) The longitude and latitude of the turning exit point TE-P are obtained by direct solution of the great circle route from the center O in the direction dist r cos(Δaz);

[0099] (7) The azimuth angle az′1 from the center to the T-P point is calculated by inverse solution of the great circle route;

[0100] (8) The azimuth angle az′2 from the center to the turning exit point TE-P is calculated by inverse solution of the great circle route;

[0101] ​​(9) Calculate the central angle of the circle ang ctr Note that az'1 and az'2 are in different sign quadrants;

[0102] ang ctr = |az'2 - az'1|

[0103] (10) Calculate the arc length of the circle ell;

[0104] ell = ang ctr R

[0105] (11) Calculate the turn exit point TE-P height H'1, where T-P point height H1, straight flight target point height H2;

[0106]

[0107] H'1 = λH2 + (1 - λ)H1

[0108] (12) Record the effective of the transition leg from T-P point to turn exit point TE-P and the transition leg from turn exit point TE-P to straight flight target point.

[0109] (13) As the aircraft position moves, repeat the above steps to update the intercept path.

[0110] In the "basic" straight flight mode, when the "basic" straight flight operation is performed on the current flight plan (ACT FPLN), the straight flight guidance module displays the "basic" straight flight intercept path periodically updated by the straight flight path construction module as the temporary flight plan (MOD FPLN) to the crew when the horizontal navigation mode (LNAV) has been turned on, as shown by T0 and T1 in Figure 4 . After the MOD FPLN is executed, the ACT FPLN is updated with the MOD FPLN, and the LNAV mode will still be turned on when the turn-on condition is met (through periodic intercept path construction), as shown by T2 in Figure 4 .

[0111] When the LNAV has been pre-positioned, if the aircraft deviation is greater than 2.5 NM and the aircraft does not intercept the active heading, the LNAV mode does not meet the turn-on condition, and the straight flight guidance module displays the periodically updated "basic" straight flight intercept path as the MOD FPLN, as shown by the MOD FPLN in Figure 5 T0, T1. As the aircraft position moves, the MOD FPLN meets the turn-on condition (through periodic intercept path construction), and the LNAV mode will be turned on, and the ACT FPLN is updated with the MOD FPLN, as shown by T2 in Figure 5 .

[0112] When LNAV is off, when performing "Basic" direct flight operation on ACT FPLN, the direct flight guidance module will display a periodically updated "Basic" direct flight intercept path as MOD FPLN, which is shown as T0, T1 and T2 in Figure 6 When performing MOD FPLN shown as T2 in Figure 6 , the direct flight guidance module will continue to update ACT FPLN using MOD FPLN until the projected LNAV mode. When in the projected LNAV mode, once MOD FPLN is performed, LNAV mode will be on, as shown in Figure 6 .

[0113] (ii) Abeam direct flight mode

[0114] In Abeam direct flight mode, the direct flight flight plan module will create an ARINC-424 DF leg directly from the turn point to the selected flight plan waypoint, and the waypoints between the aircraft position and the selected flight plan waypoint will be deleted. Unlike the "Basic" direct flight mode, the projection of the intermediate waypoints will be inserted as Abeam waypoints into the ARINC-424 DF leg, generating an Abeam direct flight leg. As shown in Figure 7 ; the speed, altitude and time constraints will not be transferred from the original intermediate waypoints to the corresponding Abeam waypoints. When the distance between the Abeam and the original intermediate waypoints is less than 100 nautical miles, the wind data corresponding to the original intermediate waypoints will be transferred to the corresponding Abeam waypoints. The Abeam waypoint identifier is "AB+original waypoint". As shown in Figure 7 .

[0115] In Abeam direct flight mode, similar to the "Basic" direct flight mode, the direct flight path construction module will construct an intercept path from the turn point to the direct flight target point. The construction process is shown in Figure 8 , the intercept path consists of a circular arc segment and a straight line segment to the direct flight waypoint. The starting point of the circular arc is the turn point T-P. The radius is calculated according to the aircraft performance and average ground speed. The straight line is tangent to the circular arc and ends at the direct flight target point. The Abeam waypoint is the projection of the flight plan intermediate point on the Abeam direct flight leg, located between the aircraft current position and the selected target waypoint. The original flight plan waypoint is deleted. The intercept path construction process is the same as the "Basic" direct flight mode, and the Abeam point is generated by calculating the projection point based on the intercept path, forming an Abeam direct flight intercept path.

[0116] When the horizontal navigation mode LNAV is on, when performing Abeam direct flight operation on ACT FPLN, the direct flight guidance module will generate a MOD FPLN according to the Abeam direct flight intercept path for display, as shown in Figure 9shown in FIG. 10. The FMS will periodically update this intercept path as the aircraft moves along the flight plan, as shown in FIG. 11. Figure 9 shown in FIG. 10. The FMS will periodically update this intercept path as the aircraft moves along the flight plan, as shown in FIG. 11. Figure 9 shown in FIG. 10. The FMS will periodically update this intercept path as the aircraft moves along the flight plan, as shown in FIG. 11.

[0117] When the LNAV has been pre-positioned, initially the LNAV mode is ready, but the aircraft is off course more than 2.5 and the on condition is not met and the aircraft has not intercepted the active leg, when the Abeam direct flight operation is performed on the ACT FPLN, the direct flight guidance module will generate a direct flight temporary path based on the Abeam direct flight intercept path for display, as shown in FIG. 12. Figure 10 shown in FIG. 12, and the direct flight temporary path will be periodically updated as the aircraft position changes, as shown in FIG. 13. Figure 10 shown in FIG. 12, and the direct flight temporary path will be periodically updated as the aircraft position changes, as shown in FIG. 13. Figure 10 shown in FIG. 12, and the direct flight temporary path will be periodically updated as the aircraft position changes, as shown in FIG. 13.

[0118] When the LNAV mode is off, once the MOD FPLN is executed, the direct flight guidance module will continue to update the ACT FPLN until the LNAV mode is pre-positioned. When the LNAV mode is pre-positioned, once the MOD FPLN is executed, the LNAV mode will turn on, as shown in FIG. 14. Figure 11 shown in FIG. 14.

[0119] (Three) CRS-IN direct flight mode

[0120] When the CRS-IN direct flight mode is selected, if a flight plan waypoint is selected as the direct flight target point, the direct flight planning module will create an ARINC-424 CF leg with an intercept angle (i.e. approach angle) as the CRS-IN direct flight leg, which is directly from the current aircraft position to the selected direct flight target point, and the waypoints between the current aircraft position and the selected waypoint will be deleted, as shown in FIG. 15. If a waypoint other than the flight plan is selected as the direct flight target point, the direct flight planning module will create an ARINC-CF leg with an approach angle, which is directly from the current aircraft position to the selected waypoint. After this CF leg, the direct flight planning module will append a discontinuity leg, and the remaining waypoints of the original flight plan will follow the discontinuity leg, as shown in FIG. 16. Figure 12 Figure 13

[0121] ​​In CRS-IN direct mode, the direct path building module builds a CRS-IN direct intercept path from the current aircraft position as the in-bound waypoint (IN-BND) to the aircraft heading based on the CRS-IN direct leg, and keeps the CRS-IN direct intercept path until the aircraft executes the CRS-IN direct intercept path or the yaw distance XTK between the aircraft position and the intercept path exceeds twice the current required performance navigation RNP value

[0122] The intercept path consists of an arc segment and a straight line segment to the direct waypoint. The arc segment building process is the same as the "basic" direct, as shown in Figure 15 This figure shows that the aircraft heading does not intercept the intercept angle to the target direct waypoint. Therefore, the intercept path cannot be built.

[0123] To build a CRS-IN direct intercept path, the following two conditions must be met:

[0124] (1) The aircraft heading must intercept the radial line (defined by the CRS-IN direct) to the direct waypoint;

[0125] (2) If the aircraft altitude < FL195, the change in heading from the aircraft heading to the CRS-IN direct azimuth should be less than 120°, and if the aircraft altitude > FL195, it should be less than 70°.

[0126] When the CRS-IN direct operation is performed on the ACT FPLN while the horizontal navigation mode has been engaged, the direct guidance mode generates a MOD FPLN based on the CRS-IN direct intercept path for display, as shown in the top figure (T0) of Figure 16 The aircraft position at T0 is inserted into the MOD FPLN as the in-bound waypoint, IN-BND, which is defined by the aircraft's longitude and latitude at T0. The direct guidance mode keeps the CRS-IN direct intercept path until the MOD FPLN is executed or the yaw distance XTK between the aircraft position and the intercept path exceeds twice the current required performance navigation RNP value. As shown in the middle figure (T1) of Figure 16 XTK value does not exceed this limit; when the MOD FPLN is executed (the lower figure (T2)), the LNAV function will fly based on the activated MOD FPLN. Figure 16

[0127] When the CRS-IN direct operation is performed on the ACT FPLN while the horizontal navigation mode has been engaged and the LNAV on condition is met, the direct guidance mode will generate a MOD FPLN with the CRS-IN direct intercept path, as shown in Figure 17 ​the top graph (T0) of Figure 1. The aircraft at time T0 is inserted into the MOD FPLN as an IN-BND waypoint, the aircraft's longitude and latitude at time T0. The FMS retains this intercept path until the MOD FPLN is executed or the XTκ value between the aircraft position and the intercept path exceeds 2 times the current RNP value. As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track. Figure 17 As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track. Figure 17 As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track. Figure 18 As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track. As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track.

[0128] As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track. Figure 18 As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track. Figure 18 As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track. Figure 18 As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track. As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track.

[0129] As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track. Figure 19 As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track. Figure 19 As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track. Figure 19 As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track. Figure 19 As shown in the first graph (T1) of Figure 1, the XTκ value does not exceed this limit, and when the MOD FPLN is executed (second graph (T2) of Figure 1) and the ON condition is met (XTκ < 2.5 NM), the LNAV function will ensure normal guidance so that the aircraft will cut in to the new direct leg (as shown in the third graph (T3) of Figure 1) if necessary and will ensure guidance based on the remainder of the new ACT FPLN lateral track.Figure 19 Figure 5 (shown in Figure 5).

[0130] When the horizontal navigation mode has been engaged, the IN-BND intercept path is established, but the flight crew does not execute the MOD FPLN until the XTK between the aircraft and the en route intercept path (in the MOD FPLN) exceeds 2 times the current RNP value (see Figure 6, bottom). Figure 20 In this case, the direct-to guidance module will automatically delete the MOD FPLN to prevent the LNAV from disengaging while the MOD FPLN is being executed.

[0131] When the horizontal navigation mode has been engaged, the CRS IN direct-to intercept path is established, but the flight crew does not execute the MOD FPLN until the XTK between the aircraft and the en route intercept path exceeds 2 times the current RNP value (see Figure 7, bottom). In this case, the direct-to guidance module will automatically delete the MOD FPLN. In this case, the lateral active mode is HDG, and the LNAV is the engaged mode. Figure 21 In this case, the direct-to guidance module will automatically delete the MOD FPLN to prevent the LNAV from disengaging while the MOD FPLN is being executed.

[0132] When the horizontal navigation mode is disengaged, the IN-BND intercept path is established, but the flight crew does not execute the MOD FPLN until the XTK between the aircraft and the en route intercept path (in the MOD FPLN) exceeds 2 times the current RNP value (see Figure 8, bottom). In this case, the direct-to guidance module will automatically delete the MOD FPLN to comply with the flight management system behavior when using the LNAV. Figure 22 In this case, the direct-to guidance module will automatically delete the MOD FPLN to prevent the LNAV from disengaging while the MOD FPLN is being executed.

[0133] It can be understood that, for those ordinary skilled in the art, equivalent replacements or changes can be made according to the technical solutions and the inventive concept of the present application, and all these changes or replacements shall fall within the protection scope of the claims of the present application.

Claims

1. A flight management system for non-stop flights of a transport aircraft, comprising a non-stop flight path construction module, characterized in that The direct flight path construction module divides the interception path into an arc segment and a straight line segment to the direct flight target point when constructing the interception path according to the direct flight leg, wherein the arc segment path construction process is performed according to the following steps: (1) the distance dist1 and the azimuth angle az1 from the starting point to the direct flight target point are solved by inverse solution of the great circle route, and the turning radius R is calculated, wherein g is the gravity acceleration, and φ is the maximum turning roll angle of the transport aircraft; (2) it is judged that if dist1 < R, then the transition leg from the starting point to the turning exit point and the transition leg from the turning exit point to the direct flight target point are invalid; (3) Let the current track azimuth of the aircraft be From the starting point along The longitude and latitude of the center O are obtained by the direct solution of the great circle route in the direction R (4) The distance dist from the center O of the great circle route to the direct flight target point r and the azimuth angle az; (5) the angle Δaz between the line connecting the circle center and the direct flight target point and the line connecting the circle center and the entry point is calculated; (6) From the center O along Direction dist r The longitude and latitude of the turning exit point are obtained from the positive solution of the great circle route by cos(Δaz); (7) the azimuth angle az'1 from the circle center to the starting point is solved by inverse solution of the great circle route; (8) the azimuth angle az'2 from the circle center to the turning exit point is solved by inverse solution of the great circle route; (9) Calculate the central angle ang of the circle ctr ; ang ctr = |az'2- az'1| (10) the arc length ell is calculated; ell = ang ctr R (11) Calculate the turn exit point height H1 ′ where H1 is the start point height and H2 is the direct flight target point height. H'1 = λH2 + (1-λ)H1 (12) it is recorded that the transition leg from the starting point to the turning exit point and the transition leg from the turning exit point to the direct flight target point are valid.

2. A flight management system for a non-stop transport aircraft according to claim 1, characterized in that The human-computer interaction module and the direct flight flight plan module are further included; The direct flight page is provided by the human-computer interaction module, and the direct flight page includes a direct flight target point identifier input box, an interception angle input box, an ABEAM check box and a complete button. When the crew inputs the direct flight target point identifier or uses the default direct flight target point identifier, does not input any data for the interception angle, unchecks the "ABEAM POINT" check box, and clicks the "complete" button, the flight management system enters the "basic" direct flight mode; In the "basic" direct flight mode, the direct flight plan module directly creates an ARINC-424 DF leg between the starting point and the selected flight plan waypoint as the "basic" direct flight leg, and the waypoints between the aircraft and the selected flight plan waypoint are deleted; Wherein the starting point is the aircraft position N seconds later calculated according to the current speed and heading of the aircraft; In the "basic" direct flight mode, the direct flight path construction module periodically updates the interception path according to the aircraft position.

3. A flight management system for a non-stop transport aircraft according to claim 2, characterized in that When the direct flight target point identifier is input or the default direct flight target point identifier is used on the direct flight page of the human-computer interaction module, no data is input for the interception angle, the "ABEAM POINT" check box is checked, and the "complete" button is clicked, the flight management system enters the Abeam direct flight mode; In the Abeam direct flight mode, the direct flight plan module directly creates an ARINC-424 DF leg between the starting point and the selected flight plan waypoint, deletes the waypoints between the aircraft position and the selected flight plan waypoint, inserts the projection of the intermediate waypoint as the Abeam waypoint into the ARINC-424 DF leg, and generates the Abeam direct flight leg; Wherein the starting point is the aircraft position N seconds later calculated according to the current speed and heading of the aircraft; In the Abeam direct flight mode, the direct flight path construction module further projects the intermediate point in the flight plan onto the interception path after constructing the arc segment and the straight line segment to the direct flight target point, deletes the original flight plan waypoint, and periodically updates the interception path according to the aircraft position.

4. A flight management system for a non-stop transport aircraft according to claim 2, wherein When the target point identifier of direct flight is inputted or the default target point identifier of direct flight is used on the direct flight page of the human-computer interaction module, the interception angle is inputted, the "ABEAM POINT" checkbox is unchecked, and the "complete" button is clicked, the flight management system enters the CRS-IN direct flight mode; In the CRS-IN direct flight mode, if the flight plan waypoint is used as the direct flight target point, an ARINC-424 CF leg with the interception angle is created as the CRS-IN direct flight leg, the leg is directly from the current position of the aircraft to the selected direct flight target point, and the waypoints between the current position of the aircraft and the selected waypoint are deleted; if the waypoint outside the flight plan is used as the direct flight target point, an ARINC-CF leg with the interception angle is created, the leg is directly from the current position of the aircraft to the selected waypoint, and a discontinuous leg is appended after the CF leg, and the remaining waypoints of the original flight plan are followed by the discontinuous leg; In the CRS-IN direct flight mode, the direct flight path construction module must meet the following two conditions to construct the interception path: (1) The heading of the aircraft must intercept the radial line to the direct flight waypoint; (2) If the height of the aircraft is less than FL195, the change in the heading from the heading of the aircraft to the CRS-IN direct flight azimuth angle should be less than 120°, and if the height of the aircraft is greater than or equal to FL195, the change should be less than 70°; After the interception path is constructed, the interception path is retained until the interception path is executed or the yaw distance XTK between the position of the aircraft and the interception path exceeds 2 times the required performance navigation RNP value.

5. A flight management system for a non-stop transport aircraft according to claim 2, wherein The human-computer interaction module provides the "direct flight" shortcut key of the cockpit display and control system and the menu of the display interface of the flight management system as two entrances to the direct flight page.

6. A flight management system for a non-stop transport aircraft according to claim 2, wherein It also contains a direct flight guidance module; In the "basic" direct flight mode, when the "basic" direct flight operation is performed on the current flight plan when the horizontal navigation mode has been turned on, the direct flight guidance module displays the "basic" direct flight interception path periodically updated by the direct flight path construction module as a temporary flight plan to the crew; after the temporary flight plan is executed, the current flight plan is updated with the temporary flight plan, and when the turn-on condition is met, the horizontal navigation mode will still be turned on; When the horizontal navigation mode has been predicted, but the horizontal navigation mode does not meet the turn-on condition, the direct flight guidance module periodically updates the "basic" direct flight interception path as a temporary flight plan; as the position of the aircraft moves, when the horizontal navigation mode meets the turn-on condition, the horizontal navigation mode will be turned on, and the current flight plan is updated with the temporary flight plan; When the horizontal navigation mode is in the off state, when the "basic" direct flight operation is performed on the current flight plan, the direct flight guidance module displays the "basic" direct flight interception path periodically updated as a temporary flight plan; when the temporary flight plan is executed, the direct flight guidance module will continue to update the current flight plan with the temporary flight plan until the horizontal navigation mode is predicted; when the horizontal navigation mode is predicted, once the temporary flight plan is executed, the horizontal navigation mode will be turned on.

7. A flight management system for a non-stop transport aircraft as defined in claim 3, characterized in that It also contains a direct flight guidance module; When the horizontal navigation mode has been engaged, when Abeam direct operation is performed on the current flight plan, the direct guidance module generates a temporary flight plan according to the Abeam direct interception path to display and periodically update the interception path until the temporary flight plan is executed; when the temporary flight plan is executed, the direct guidance module will update the current flight plan with the temporary flight plan, and when the engagement condition is met, the horizontal navigation mode will still be engaged; When the horizontal navigation mode has been predicted but does not meet the engagement condition, when Abeam direct operation is performed on the current flight plan, the direct guidance module will generate a direct temporary path according to the Abeam direct interception path to display, and periodically update the direct temporary path as the aircraft position changes; When the temporary flight plan is executed, the horizontal navigation mode will be engaged, and the current flight plan will be updated with the temporary flight plan; When the horizontal navigation mode is in the disengaged state, once the temporary flight plan is executed, the direct guidance module will continue to update the current flight plan until the horizontal navigation mode is predicted; when the horizontal navigation mode is predicted, once the temporary flight plan is executed, the horizontal navigation mode will be engaged.

8. A flight management system for a non-stop transport aircraft according to claim 4, characterized in that Also contains direct guidance module; When the horizontal navigation mode has been predicted, and the horizontal navigation mode engagement condition is met, when CRS-IN direct operation is performed on the current flight plan, the direct guidance mode will generate a temporary flight plan with CRS-IN direct interception path and retain the interception path until the temporary flight plan is executed or the aircraft position and the interception path between the XTK value exceeds 2 times the current RNP value; When the temporary flight plan is executed and the engagement condition is met, the horizontal navigation mode function will ensure normal guidance so that the aircraft cuts into a new direct flight segment, and will ensure guidance based on the remaining part of the horizontal trajectory of the new current flight plan; When the horizontal navigation mode has been predicted, and the horizontal navigation mode engagement condition is not met, the direct guidance module retains the interception path until the temporary flight plan is executed or the XTK value between the aircraft position and the interception path exceeds 2 times the current RNP value; When the horizontal navigation mode engagement condition is met, the flight crew will start to manually turn to intercept the IN-BND direct path until the horizontal navigation mode is engaged; When the horizontal navigation mode is in the disengaged state, the direct guidance module retains the interception path until the temporary flight plan is executed or the XTK value between the aircraft position and the interception path exceeds 2 times the current RNP value; When the temporary flight plan is executed, when the horizontal navigation mode is predicted and the engagement condition is met, the horizontal navigation mode will be engaged; If the horizontal navigation mode engagement condition is not met, the flight crew manually turns to intercept the IN-BND direct path; If the XTK between the aircraft and the segment interception path exceeds 2 times the current RNP value, regardless of the state of the horizontal navigation mode, the direct guidance module will automatically delete the temporary flight plan to prevent the horizontal navigation mode from being disengaged when the temporary flight plan is executed.

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