Method for managing thrust and speed of an aircraft

Abstract

A method for managing the thrust and velocity of an aircraft includes, for at least one flight phase including altitude changes: receiving (501) a thrust and velocity profile, the thrust and velocity profile including target thrust and velocity values ​​for each of a plurality of altitude slices; calculating (504) a thrust setpoint and a velocity setpoint based on the thrust and velocity profile and the current altitude of the aircraft; transmitting (506) the thrust setpoint to an engine control system to act on the engine; and transmitting (507) the velocity setpoint to a flight control system to act on flight control surfaces. The proposed solution enables improved management of the thrust and velocity of an aircraft and thus reduces engine degradation.

Description

Technical Field

[0001] The present invention relates to a method for managing the thrust and speed of an aircraft during flight phases that include altitude changes (particularly the climb phase, or the phase of changing flight altitude layers (planned during the cruise phase)).

[0002] The present invention also relates to a flight management system (FMS) located on an aircraft and configured to implement such a method, as well as a computer program product and storage medium that enable the implementation of such a method. Background Technology

[0003] The climb phase of an aircraft (which occurs after takeoff and before cruise) typically involves selecting the maximum engine speed used for the climb, known as the "max climb" engine speed. This maximum engine speed is calibrated to obtain satisfactory climb path characteristics, particularly in terms of climb altitude and climb time given the maximum weight of the aircraft.

[0004] When medium- or low-weight aircraft operate at maximum climb engine speeds, their climb characteristics may significantly exceed the strictly required climb characteristics. Furthermore, the high maximum climb engine speed, coupled with the fact that engine (propulsion system) degradation depends on thrust levels, leads to engine degradation. In other words, every operation during maximum climb engine speeds results in high engine usage regardless of day conditions or aircraft weight, exacerbating engine degradation. Given that high thrust levels accelerate engine degradation, using maximum climb engine speeds in every flight cycle means that this engine speed is a significant factor influencing engine degradation and thus its lifespan.

[0005] Optionally, a "fixed derating climb" speed, below the maximum level of the "maximum climb" speed, can be provided to the pilot. The pilot manually selects one of the derating speeds based on the weight conditions discussed and the airport and environmental restrictions for the day.

[0006] Using one of the "fixed derating climb" speeds to reduce engine degradation at the base level is a suboptimal solution because pilots don't know which speed is best suited for the weight, airport, and atmospheric conditions of any given date. Additionally, local constraints of the day may lead to the selection of a derating speed that varies throughout the climb phase. One of the derating speeds is selected during the flight preparation phase. Modifying the derating during the climb phase requires manual intervention from the pilot, who doesn't know the optimal engine speed for the day's conditions. The pilot's natural reaction is to deselect the "fixed derating climb" speed during the climb and switch to the "maximum climb" speed instead.

[0007] Alternatively, advanced engine control laws (known as "automatic derated climb" laws) have been developed that take into account the aircraft's takeoff weight for the day to reduce thrust when the aircraft weight is below its maximum. These laws are predetermined for a given type of aircraft / engine. These advanced control laws are provided in addition to the "maximum climb" engine speed and can be activated and deactivated by the pilot.

[0008] Using advanced "automatic derating climb" engine control laws cannot guarantee compliance with various constraints on any given day, which potentially leads pilots to choose "maximum climb" speeds and thus fail to obtain the benefits for engine lifespan.

[0009] The known solutions mentioned above ("maximum climb", "fixed derating climb" speed and "automatic derating climb" advanced engine control law) are satisfactory, but further improvements are needed. Summary of the Invention

[0010] A method for managing the thrust and velocity of an aircraft is proposed, the method being implemented by a flight management system located on the aircraft and including electronic circuitry, the method comprising at least one flight phase for the aircraft, including altitude variations within a defined altitude range: - Receive a thrust and velocity profile, which includes a target thrust value and a target velocity value for each of a plurality of altitude slices within a defined altitude range; - Calculate the thrust setpoint and velocity setpoint based on the thrust and velocity profiles and the aircraft's current altitude; - Transmitting the thrust setpoint to the engine control system, which is located on the aircraft and configured to act on the aircraft's engines according to the thrust setpoint; and - Transmit the speed setpoint to the flight control system, which is located on the aircraft and configured to act on the aircraft's flight control surfaces according to the speed setpoint.

[0011] Therefore, the proposed solution is based on providing thrust and velocity profiles to the aircraft's Flight Management System (FMS), which uses these profiles to automatically generate thrust and velocity setpoints. This solution allows for improved thrust and velocity management during the climb phase (or any other flight phase involving altitude changes), while adhering to the various constraints associated with that phase and simplifying the pilot's role in management. This improvement in thrust and velocity management enables reduced engine degradation (wear) by lowering internal operating temperatures. This reduction in engine wear itself leads to reduced engine maintenance cycles and associated costs, and thus improves the aircraft's availability to the operator.

[0012] According to one particular implementation, the at least one flight phase including altitude changes belongs to the group comprising: - The phase of climbing to cruising altitude; and - The phase during the cruise phase that involves changing the flight altitude.

[0013] According to one particular implementation, calculating the thrust setpoint and velocity setpoint includes: - Calculate the predicted climb path of the aircraft based on thrust and velocity profiles and the aircraft's performance characteristics; and - Calculate the thrust setpoint and velocity setpoint based on the predicted climb path.

[0014] According to one particular implementation, the method includes: calculating the predicted fuel consumption of an aircraft based on thrust and velocity profiles and the performance characteristics of the aircraft.

[0015] According to one particular implementation, the thrust and velocity profiles depend on at least one parameter belonging to a group comprising: - Parameters regarding the aircraft's fuel consumption; - Parameters regarding the acoustic emission level of the aircraft; - Parameters regarding the pollutant emission levels of aircraft; - Parameters regarding the maintenance costs of aircraft engines; - Parameters relating to constraints related to air traffic control during the climb phase leading to the cruise phase; - Parameters concerning airport constraints related to the climb phase; - Parameters relating to environmental constraints related to particles present in the atmosphere; - Meteorological parameters; and - Parameters related to the performance characteristics of the aircraft.

[0016] According to one particular implementation, thrust and velocity profiles are received via an interface included in a flight management system, said interface belonging to the group consisting of: - A human-machine interface for inputting thrust and velocity profiles by the pilot or another person present in the aircraft; - An interface for receiving thrust and velocity profiles transmitted from devices, particularly tablets, located on the aircraft; and - An interface for receiving thrust and velocity profiles transmitted from ground-based equipment.

[0017] According to one particular implementation, for each height slice, the target thrust value is selected from a set of multiple thrust values, the set belonging to a group that includes: - A first set of thrust values, each thrust value corresponding to one of a plurality of engine speeds available in the engine control system; and - A second set of thrust values, each thrust value corresponding to a specific percentage of the maximum thrust value available in the engine control system for a given engine speed.

[0018] According to one particular implementation, the method includes: displaying at least one piece of information belonging to a group that includes: - Thrust and velocity profiles; - Thrust setpoint and velocity setpoint calculated based on thrust and velocity profiles; - The predicted climb path calculated based on thrust and velocity profiles; and - Predicted fuel consumption calculated based on thrust and velocity profiles.

[0019] A computer program product including instructions that, when executed by a processor, cause the processor to perform any of the embodiments of the aforementioned method.

[0020] A storage medium is also proposed that stores instructions such that, when read from and executed by a processor, the instructions cause the processor to perform any of the embodiments of the aforementioned method.

[0021] A flight management system is also proposed, located on the aircraft and including an electronic circuit system configured to respond to at least one flight phase of the aircraft, including altitude variations within a defined altitude range. - Receive thrust and velocity profiles, which include target thrust and target velocity values ​​for each of a plurality of height slices within a defined range of height values; - Calculate the thrust setpoint and velocity setpoint based on the thrust and velocity profiles and the aircraft's current altitude; - Transmitting the thrust setpoint to the engine control system, which is located on the aircraft and configured to act on the aircraft's engines according to the thrust setpoint; and - Transmit the speed setpoint to the flight control system, which is located on the aircraft and configured to act on the aircraft's flight control surfaces according to the speed setpoint.

[0022] An aircraft is also proposed, which includes the flight management system described above, and is more generally configured to perform any of the embodiments of the above-described method (method for managing the thrust and speed of an aircraft). Attached Figure Description

[0023] The foregoing and other features of the invention will become more apparent from the following description of at least one example of the embodiments, which is given with reference to the accompanying drawings, in which:

[0024] Figure 1 A side view of an aircraft equipped with a flight management system (FMS) according to the invention is schematically shown, which is configured to manage the thrust and velocity of the aircraft during the climb phase.

[0025] Figure 2 schematically shown Figure 1 One implementation of the flight management system;

[0026] Figure 3 schematically shown Figure 1 An example of the software architecture of one implementation of a flight management system;

[0027] Figure 4 schematically shown Figure 1 An example of the hardware architecture of one implementation of a flight management system;

[0028] Figure 5 Schematic illustration of the work by Figure 1 An example of an algorithm executed by the flight management system to manage the aircraft's thrust and velocity during the climb phase; and

[0029] Figure 6 An example of a thrust and velocity profile according to one embodiment is illustrated schematically. Detailed Implementation

[0030] Figure 1A side view of an aircraft 100 equipped with a flight management system (FMS) 101 according to the invention is schematically shown. The flight management system (FMS) 101 is configured to manage the thrust and velocity of the aircraft during the climb phase (or any other flight phase of the aircraft that includes changes in altitude).

[0031] exist Figure 2 In the illustrated embodiment, the flight management system (FMS) 101 receives thrust and velocity profiles P. For simplicity, in Figure 2 The following three implementation methods are shown: - In the first embodiment, the thrust and velocity profile P is provided by the pilot U (e.g., provided to the pilot in a flight briefing) via a human-machine interface (e.g., manual input). For example, during the flight preparation phase, when the aircraft is stationary on the ground, the pilot inputs the thrust and velocity profile into the flight management system (FMS) via a dedicated interface that allows input of each adjustment parameter for the climb phase; - In the second embodiment, the thrust and velocity profile P are provided by a device located on the aircraft (e.g., tablet computer 202); and - In the third embodiment, the thrust and velocity profile P are provided directly by the ground-based device 201 or via the tablet computer 202.

[0032] The flight management system 101 receives measurement results of various parameters 208 (e.g., speed, altitude, air temperature, etc.) representing the state of the aircraft, delivered by sensors 203 equipped on the aircraft.

[0033] As detailed below, based on the thrust and velocity profiles P and various state parameters 208 (especially the aircraft's current altitude), the flight management system 101 calculates the thrust setpoint CP and the velocity setpoint CV. The thrust setpoint CP includes, for example, the values ​​of one or more of the following engine control parameters: engine speed, power level, engine setpoint temperature, thrust derating relative to maximum available thrust, etc.

[0034] Flight management system 101 transmits the thrust setpoint CP to engine control system 206, which is located on aircraft 100 and configured to act on the aircraft's engines 207 according to the thrust setpoint CP. Engine control system 206 adjusts fuel flow level or power level to obtain the requested engine thrust.

[0035] Flight management system 101 transmits the speed setpoint CV to flight control system 204, which is also located on the aircraft and configured to act on the flight control surfaces 205 of the aircraft 100 according to the speed setpoint CV. Flight control system 204 calculates steering commands for each of the aerodynamic flight control surfaces in order to maintain the aircraft at the received speed setpoint.

[0036] Figure 3 An example of the software architecture of Flight Management System (FMS) 101 is illustrated schematically, which then includes: - Used to receive thrust and velocity profile P from one or more of the following three interface modules: Human-machine interface module 301 for inputting thrust and velocity profile P by pilot U (or another person present in the aircraft); An interface module 302 for receiving thrust and velocity profile P transmitted by a tablet computer 202 (or another device located on the aircraft); and Interface module 303 for receiving thrust and velocity profile P transmitted (directly) from ground-based device 201; - Interface module 304 for displaying thrust and velocity profile P; - Module 305 is used to calculate the predicted climb path and predicted fuel consumption of the aircraft based on the thrust and velocity profile P and the performance characteristics of the aircraft 100. - Module 307 is used to calculate the velocity setpoint CV based on the predicted climb path; - Module 308 for interfacing with flight control system 204 to provide it with a speed setpoint (see...) Figure 2 (description) - Module 309 is used to calculate the thrust setpoint CP based on the predicted climb path; - Module 310 for interfacing with engine control system 206 to provide it with thrust setpoint (see...) Figure 2 (description); and - Interface module 306 for displaying predicted climb path, predicted fuel consumption, speed setpoint CV, and thrust setpoint CP.

[0037] Figure 4An example of the hardware architecture of a flight management system (FMS) 101 is schematically shown, which then includes the following components connected via a communication bus 410: a processor or CPU (central processing unit) 401; random access memory (RAM) 402; read-only memory (ROM) 403, such as flash memory; a data storage device (such as a hard disk drive (HDD)) or storage medium reader (such as a secure digital card (SD) reader 404); and at least one communication interface 405 that enables the flight management system 101 to interact with the avionics of the aircraft 100.

[0038] Processor 401 is capable of executing instructions that form computer programs and are loaded into RAM 402 from ROM 403, external memory (not shown), another storage medium (such as an SD card), or a communication network (not shown). When the flight management system 101 is powered on, processor 401 is capable of reading and executing these instructions from RAM 402. When these instructions are read and executed by processor 401 (from RAM 402 or a storage medium), these instructions (which form computer programs) cause processor 401 to perform the behaviors, steps, and algorithms described herein.

[0039] Therefore, all or some of the behaviors, steps, and algorithms described herein can be implemented in software by executing an instruction set using a programmable machine such as a digital signal processor (DSP) or microcontroller, or in hardware by a machine or a dedicated component (chip) or a set of dedicated components (chipset) such as a field-programmable gate array (FPGA) or application-specific integrated circuit (ASIC). Typically, the flight management system 101 includes electronic circuitry arranged and configured to implement the behaviors, steps, and algorithms described herein.

[0040] Figure 5 This schematically illustrates an example of an algorithm used to manage the thrust and velocity of an aircraft during the climb phase. The algorithm is executed by the Flight Management System (FMS) 101 for one or more flight phases of the aircraft, including altitude variations within a defined range of altitude values. For example, for the phase of climbing to cruise altitude (see...). Figure 6 (Example) and execute the algorithm for each phase of changing flight altitude (a "step-up" type change) (which is planned during the cruise phase).

[0041] In step 501, the flight management system 101 communicates via one of its interfaces 301 to 303 (see...) Figure 3The system receives a thrust and velocity profile P, which includes target thrust and target velocity values ​​for each of a plurality of altitude slices within a defined range of altitude values ​​(e.g., for the climb phase). Within a given altitude slice, the target thrust and velocity values ​​are considered constant.

[0042] Figure 6 An example of a thrust and velocity profile P according to one embodiment is schematically shown. Altitude is represented on the y-axis, and time is represented on the x-axis. Climb phase 602 occurs between time t1 (the transition time between takeoff phase 601 and climb phase 602) and t2 (the transition time between climb phase 602 and cruise phase 603). For climb phase 602, the thrust and velocity profile P includes: - For height slice T1 (from height A1 to height A2), target velocity value w and target thrust value w'; - For height slice T2 (from height A2 to height A3), target velocity value x and target thrust value x'; - For height slice T3 (from height A3 to height A4), the target velocity value y and the target thrust value y'; and - For height slice T4 (from height A4 to height A5), target velocity value z and target thrust value z'.

[0043] In other examples, the number of height slices can be different.

[0044] In one implementation, for each altitude slice, the target thrust value is selected from a set of thrust values, each thrust value corresponding to a different engine speed among a plurality of engine speeds available in the engine control system 206. In another implementation, for each altitude slice, the target thrust value is selected from a set of thrust values, each thrust value corresponding to a specific percentage of the maximum thrust value of a given engine speed available in the engine control system 206.

[0045] The thrust and velocity profile P can be optimized (e.g., in tablet 202 or in ground-based device 201) by determining the target thrust and velocity values ​​for each height slice based on one or more of the following parameters: - Standards set by the airline: Parameters regarding the aircraft's fuel consumption; Parameters related to the acoustic emission level of the aircraft; Parameters relating to the emission levels of pollutants (such as CO2, NOx, etc.) from aircraft; Parameters regarding the maintenance costs of aircraft engines; - Constraints: Parameters relating to constraints related to air traffic control during the arrival and cruise phase; Parameters relating to airport constraints during the climb phase (minimum slope, minimum altitude, and / or speed at geographic points, etc.). Parameters relating to environmental constraints related to particles (sand, salt, chemical pollutants, etc.) present in the atmosphere; Meteorological parameters (temperature, wind, etc.); and - Performance characteristics of the aircraft (based on the "Aircraft Performance" model).

[0046] Return to Figure 5 As described above, in step 502, the flight management system 101 calculates the predicted climb path of the aircraft based on the thrust and velocity profile P and the performance characteristics of the aircraft 100.

[0047] In step 503, the flight management system 101 calculates the predicted fuel consumption of the aircraft based on the thrust and velocity profile P and the performance characteristics of the aircraft 100.

[0048] In step 504, the flight management system 101 calculates the velocity setpoint CV and thrust setpoint CP based on the predicted climb path.

[0049] In step 505, the flight management system 101 displays various information, such as: thrust and velocity profile P, predicted climb path, predicted fuel consumption, velocity setpoint CV, and thrust setpoint CP.

[0050] In step 506, the flight management system 101 transmits the thrust setpoint CP to the flight control system 204, so that the flight control system 204 can act on the flight control surface 205 of the aircraft 100 according to the thrust setpoint CP.

[0051] In step 507, the flight management system 101 transmits the speed setpoint to the engine control system 206, so that the engine control system 206 can act on the aircraft's engine 207 according to the speed setpoint CV.

Claims

1. A method for managing the thrust and velocity of an aircraft (100), the method being implemented by a flight management system (FMS) (101) located on the aircraft and including an electronic circuitry system, the method comprising at least one flight phase for the aircraft, including altitude variations within a defined altitude range: - Receive (501) a thrust and velocity profile (P), the thrust and velocity profile (P) including a target thrust value and a target velocity value for each of a plurality of height slices within the defined height value range; - Calculate (504) the thrust setpoint (CP) and the velocity setpoint (CV) based on the thrust and velocity profiles and the current altitude of the aircraft; - Transmit the thrust setpoint (506) to the engine control system (206), which is located on the aircraft and configured to act on the aircraft's engines (207) according to the thrust setpoint; and - The speed setpoint is transmitted (507) to the flight control system (204), which is located on the aircraft and configured to act on the flight control surfaces (205) of the aircraft according to the speed setpoint.

2. The method according to claim 1, wherein, The at least one flight phase that includes altitude changes is: - The phase of climbing to cruising altitude (A5); or - The phase during the cruise phase that involves changing the flight altitude.

3. The method according to any one of claims 1 and 2, wherein, Calculating the thrust setpoint and the velocity setpoint includes: - Calculate (502) the predicted climb path of the aircraft based on the thrust and velocity profiles and the performance characteristics of the aircraft; and - Calculate (504) the thrust setpoint and the velocity setpoint based on the predicted climb path.

4. The method according to any one of claims 1 to 3, comprising: (503) The predicted fuel consumption of the aircraft is calculated based on the thrust and velocity profiles and the performance characteristics of the aircraft.

5. The method according to any one of claims 1 to 4, wherein, The thrust and velocity profile (P) depends on at least one parameter belonging to a group that includes the following: - Parameters regarding the fuel consumption of the aircraft; - Parameters regarding the acoustic emission level of the aircraft; - Parameters regarding the pollutant emission levels of the aforementioned aircraft; - Parameters regarding the engine maintenance costs of the aforementioned aircraft; - Parameters relating to constraints related to air traffic control during the climb phase leading to the cruise phase; - Parameters relating to airport constraints involved in the climb phase; - Parameters relating to environmental constraints related to particles present in the atmosphere; - Meteorological parameters; and - Parameters related to the performance characteristics of the aircraft.

6. The method according to any one of claims 1 to 5, wherein, The thrust and velocity profiles are received (501) via an interface included in the flight management system (101), the interface belonging to the group comprising: - Human-machine interface (301) for inputting the thrust and velocity profiles by the pilot (U) or another person present in the aircraft. - An interface (302) for receiving the thrust and velocity profiles transmitted by devices located on the aircraft, particularly a tablet computer (202); and - An interface (303) for receiving the thrust and velocity profiles transmitted by the equipment (201) on the ground.

7. The method according to any one of claims 1 to 6, wherein, For each height slice, the target thrust value is selected from a set of multiple thrust values, the set belonging to a group that includes the following: - A first set of thrust values, each thrust value corresponding to one of a plurality of engine speeds available in the engine control system; and - A second set of thrust values, each thrust value corresponding to a specific percentage of the maximum thrust value available in the engine control system for a given engine speed.

8. The method according to any one of claims 1 to 7, comprising: Display (505) at least one piece of information belonging to a group containing the following: - The thrust and velocity profiles; - The thrust setpoint and the velocity setpoint calculated based on the thrust and velocity profiles; - The predicted climb path calculated based on the thrust and velocity profiles; and - Predicted fuel consumption calculated based on the thrust and velocity profiles.

9. A computer program product comprising instructions which, when executed by a processor (401), cause the processor to perform the method according to any one of claims 1 to 8.

10. A storage medium for storing a computer program, the computer program comprising instructions that, when read from and executed by a processor (401) from the storage medium, cause the processor to perform the method according to any one of claims 1 to 8.

11. A flight management system (FMS) (101) located on an aircraft (100) and including an electronic circuitry system configured to respond to at least one flight phase of the aircraft, including altitude variations within a defined altitude range: - Receive thrust and velocity profiles, the thrust and velocity profiles including target thrust values ​​and target velocity values ​​for each of a plurality of height slices within the defined height value range; - Calculate the thrust setpoint and velocity setpoint based on the thrust and velocity profiles and the current altitude of the aircraft; - Transmit the thrust setpoint to the engine control system, which is located on the aircraft and configured to act on the aircraft's engines according to the thrust setpoint; and - The speed setpoint is transmitted to the flight control system, which is located on the aircraft and configured to act on the flight control surfaces of the aircraft according to the speed setpoint.

12. An aircraft (100) comprising a flight management system (FMS) (101) according to claim 11.

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