Method and system for calculating flight path vector

Abstract

A method and a system for calculating a flight path vector of an aircraft, the flight path vector being referred to as FPV, the method comprising: applying (1001) a low pass filter to inertial data, the inertial data being derived from at least one inertial sensor on board the aircraft and representing an actual FPV; calculating (1002) an estimated value of a change in the FPV from a command provided by a pilot of the aircraft via a control stick; calculating (1003) an estimated value of the FPV by integrating the estimated value of the change in the FPV; applying (1004) a high pass filter to the estimated value of the FPV; and obtaining (1005) a resulting signal by adding an output signal from the low pass filter to an output signal from the high pass filter, wherein the signal resulting from the adding is intended to be displayed as the FPV. The proposed solution enables to further improve the stability of the FPV in turbulent conditions.

Description

Technical Field

[0001] This invention relates to methods and systems for calculating flight path vectors (FPV). Background Technology

[0002] Flight path vector (FPV) is information designed to be displayed in the cockpit of an aircraft using a display system such as a head-up display (HUD) system. It shows the pilot the path of the aircraft, derived from the sum of all forces acting on it. Its value is calculated by the aircraft's flight computer.

[0003] like Figure 3 As shown, the flight path vector (FPV) 301 is displayed as a small circular symbol representing the rear view of the aircraft. The FPV 301 includes a longitudinal component 302 (i.e., along the longitudinal axis of the aircraft) and a lateral component 303 (i.e., along the lateral axis of the aircraft). The longitudinal component 302 is information related to the angle of the flight path relative to the horizon (or "flight path angle", FPA), and the lateral component 303 is information related to drift.

[0004] The FPV 301 is a tool used by pilots for precise control of flight and navigation. The FPV 301 is an indicator that provides a real-time visual representation of the aircraft's path relative to the horizon. This allows pilots to precisely monitor the aircraft's attitude and path at all phases of flight, particularly during takeoff, climb, cruise, descent, and landing.

[0005] Currently, the flight path vector (FPV) is calculated based on inertial data (measurements) provided by inertial sensors. These sensors include, for example, ADIRU (Atmospheric Data Inertial Reference Unit) type inertial sensors included in ADIRS (Atmospheric Data Inertial Reference System) type inertial reference systems.

[0006] The flight path vector (FPV) is calculated without filtering the inertial data. Therefore, in turbulent conditions, the flight path vector becomes unstable.

[0007] The current solution for calculating the flight path vector (FPV) is satisfactory, but further improvements are needed to benefit all phases of flight, particularly landing. Notably, the stability of the FPV under turbulent conditions needs further enhancement. The responsiveness of the FPV to pilot actions on the control stick (either a conventional control stick or a mini-control stick of the "joystick" type) also needs improvement, i.e., its responsiveness to commands provided by the pilot via the control stick. Summary of the Invention

[0008] A method for calculating the flight path vector of an aircraft is proposed. This method is implemented by a computing system on the aircraft and includes electronic circuitry. The method includes:

[0009] - Apply a low-pass filter to inertial data that originates from at least one inertial sensor on the aircraft and represents the aircraft's actual flight path vector;

[0010] - Calculate the estimated value of the change in the flight path vector based on the commands provided by the pilot of the aircraft via the control stick;

[0011] - The estimated value of the flight path vector is calculated by integrating the estimated value of the change in the flight path vector;

[0012] - Apply a high-pass filter to the estimation of the flight path vector; and

[0013] - The signal is obtained by adding the output signal from the low-pass filter to the output signal from the high-pass filter. The signal obtained by addition is intended to be displayed as the flight path vector of the aircraft using a display system included in the aircraft.

[0014] Therefore, the general principle of the proposed solution involves combining two complementary filtering processes:

[0015] - Low-pass filtering is applied to the inertial data representing the actual flight path vector of the aircraft; this inertial data forms initial data from which the flight path vector can be calculated; this initial data is noisy due to turbulence, and low-pass filtering enables the reduction or elimination of this noise; and

[0016] - A high-pass filter is applied to the estimated value of the flight path vector itself, calculated based on commands provided by the pilot via the control stick; this estimated value of the flight path vector forms second data that can be used to calculate the flight path vector; this second data is affected by static errors, and the high-pass filter enables the reduction or elimination of these static errors and enables the acquisition of the dynamic response of the second data.

[0017] By summing the output signals from the two filtering processes, an estimate (calculated value) of the flight path vector that reduces or eliminates the effects of turbulence is obtained without adding delay (i.e., by preserving the dynamic response of the actual flight path vector). Therefore, the proposed solution enables further improvement in the stability of the flight path vector (FPV) under turbulent conditions.

[0018] According to a particular implementation, the method includes: displaying the signals obtained by addition as the flight path vector of the aircraft using a display system included in the aircraft.

[0019] According to a particular implementation, the method includes:

[0020] - Apply phase advance to the signal obtained from summation, the phase advance being determined based on commands provided by the pilot via the control stick; and

[0021] – Using a display system included in the aircraft, the signal obtained by applying phase advance is displayed as the aircraft's flight path vector.

[0022] According to a specific implementation, applying a low-pass filter, calculating an estimate of the flight path vector, applying a high-pass filter, and acquiring the resulting signal are achieved through the following operations:

[0023] - By multiplying the estimated change in the flight path vector by the time constant value of the low-pass filter;

[0024] - By adding the inertial data to the data obtained from multiplication; and

[0025] - By applying a low-pass filter to the data obtained by adding the inertial data to the data obtained by multiplication.

[0026] According to a particular implementation, the computing system for implementing the method is a distributed system, which includes a first part hosted by a display system and a second part hosted by a main flight control computer.

[0027] According to a specific implementation, the method is performed on one hand for the longitudinal component of the flight path vector, called the flight path angle, and on the other hand for the lateral component of the flight path vector, called the drift.

[0028] According to a particular implementation, the execution of the longitudinal component, referred to as the flight path angle, for the flight path vector includes adding a correction for the lever arm effect between at least one inertial sensor and the rotation center of the aircraft to the inertial data before applying a low-pass filter.

[0029] According to a particular implementation, the execution of the longitudinal component of the flight path vector, referred to as the flight path angle, includes applying a correction for ground effects experienced by the aircraft to the phase advance before applying phase advance to the signal obtained by adding the output signal from the low-pass filter to the output signal from the high-pass filter.

[0030] A computer program product is also proposed, comprising instructions that, when executed by a processor, cause the processor to perform the methods described above according to any of its embodiments.

[0031] A storage medium is also proposed that stores instructions such that, when read from the storage medium and executed by a processor, the instructions cause the processor to perform the methods described above according to any of its embodiments.

[0032] A system for calculating the flight path vector of an aircraft is also proposed. This system is placed on the aircraft and includes an electronic circuit system configured to implement:

[0033] - Apply a low-pass filter to inertial data that originates from at least one inertial sensor on the aircraft and represents the aircraft's actual flight path vector;

[0034] - Estimates of the changes in the flight path vector are calculated based on commands provided by the pilot of the aircraft via the control stick;

[0035] - The estimated value of the flight path vector is calculated by integrating the estimated value of the change in the flight path vector;

[0036] - Apply a high-pass filter to the estimation of the flight path vector; and

[0037] - The signal obtained by adding the output signal from the low-pass filter to the output signal from the high-pass filter is intended to be displayed as the flight path vector of the aircraft using a display system included in the aircraft.

[0038] More generally, a system for calculating flight path vectors is proposed, which is configured to perform the methods described above according to any of its embodiments.

[0039] An aircraft is also proposed, which includes a system for calculating flight path vectors as described above. Attached Figure Description

[0040] The foregoing and other features of the invention will become clearer when reading the following description of at least one embodiment, wherein the description is provided with reference to the accompanying drawings, in which:

[0041] [ Figure 1 This schematically illustrates a side view of an aircraft equipped with a flight path vector (FPV) calculation system;

[0042] [ Figure 2 ]Schematic illustration Figure 1 An example of the hardware architecture of an FPV computing system;

[0043] [ Figure 3 The diagram schematically illustrates the flight path vector (FPV) with its longitudinal component (FPA) and lateral component (drift).

[0044] [ Figure 4 The diagram schematically illustrates the first embodiment. Figure 1 FPV computing system;

[0045] [ Figure 5 The diagram schematically illustrates the second embodiment. Figure 1 FPV computing system;

[0046] [ Figure 6 [Illustratively shown by] Figure 1 An example of filtering the longitudinal component (FPA) of FPV in an FPV calculation system;

[0047] [ Figure 7 The diagram schematically illustrates the third embodiment. Figure 1 FPV computing system;

[0048] [ Figure 8 This schematically illustrates a third implementation using an FPV computing system. Figure 7 The implementation method is used to calculate the longitudinal component (FPA) of FPV.

[0049] [ Figure 9 This schematically illustrates a third implementation using an FPV computing system. Figure 7 The implementation method is used to calculate the lateral component (drift) of FPV.

[0050] [ Figure 10 The diagram schematically illustrates the structure according to the first embodiment. Figure 1 The FPV calculation system executes an algorithm for calculating FPV; and

[0051] [ Figure 11 The diagram schematically illustrates the invention based on the second embodiment. Figure 1 The FPV calculation system executes an algorithm for calculating FPV. Detailed Implementation

[0052] Figure 1 A schematic side view of an aircraft 100 is shown, which is equipped with a system 101 for calculating the flight path vector (FPV) as described above. For simplicity, this system 101 will be referred to below as the "FPV calculation system".

[0053] FPV computing system 101 is an electronic device on aircraft 100 and includes an electronic circuit system. For example, FPV computing system 101 forms part of the electronic circuit system of the avionics system of aircraft 100. For example, FPV computing system 101 is integrated into the computer of aircraft 100, or even distributed across several computers of aircraft 100. As described below (see [link]). Figure 7 The FPV computing system 101 is distributed, for example, between the head-up display (HUD) system and the main flight control computer (PRIM).

[0054] As described above, and as Figure 3 As shown, the flight path vector (FPV) 301 includes a longitudinal component 302 and a lateral component 303. The longitudinal component 302 is information related to the angle of the flight path relative to the horizon (or "flight path angle" FPA), and the lateral component 303 is information related to drift.

[0055] Figure 2 schematically shown Figure 1 An example of the hardware architecture of the FPV computing system 101 includes the following components connected via a communication bus 210: a processor or central processing unit (CPU) 201; random access memory (RAM) 202; read-only memory (ROM) 203 (e.g., flash memory); a data storage device (such as a hard disk drive (HDD)) or a storage medium reader (e.g., a secure digital card (SD) reader 204); and at least one communication interface 205 that allows the system 101 to interact with the avionics of the aircraft 100.

[0056] Processor 201 is capable of executing instructions that form a computer program, which are loaded into RAM 202 from ROM 203, external memory (not shown), another storage medium (e.g., an SD card), or a communication network (not shown). When FPV computing system 101 is powered on, processor 201 is capable of reading the aforementioned instructions from RAM 202 and executing them. When these instructions (from RAM 202 or a storage medium) are read and executed by processor 201, these instructions (which form a computer program) cause processor 201 to perform the behaviors, steps, and algorithms described herein.

[0057] Therefore, all or some of the behaviors, steps, and algorithms described herein can be implemented in software by executing a set of instructions using a programmable machine (e.g., a digital signal processor (DSP) or microcontroller), or in hardware by a machine or a dedicated component (“chip”) or a group of dedicated components (“chipset”) (e.g., a field-programmable gate array (FPGA) or application-specific integrated circuit (ASIC)). Typically, the FPV computing system 101 includes an electronic circuit system arranged and configured to implement the behaviors, steps, and algorithms described herein.

[0058] Figure 4 The diagram schematically illustrates the first embodiment. Figure 1 The FPV computing system 101.

[0059] The first branch of the FPV calculation system 101 includes a low-pass filter 401 that receives inertial data (measurements) (labeled FPV_IRS) representing the flight path vector and provided by inertial sensors on the aircraft 100. These inertial sensors are, for example, those included in an ADIRS-type inertial reference frame. The low-pass filter 401 has a time constant value τ. In Laplace domain notation, it is written as: , where p is a Laplace variable (complex variable).

[0060] The second branch of the FPV calculation system 101 includes an integration block 402, which generates an estimate of the flight path vector (labeled FPV_CMD) by integrating the estimated value of the change in the flight path vector (labeled dFPV_CMD). In Laplace domain notation, integration block 402 is written as 1 / p, where p is the aforementioned Laplace variable. See below (see...) Figure 7 The estimated value dFPV_CMD is calculated based on commands provided by the pilot of aircraft 100 via the control stick. The second branch also includes a high-pass filter 403 that receives the estimated value FPV_CMD. The high-pass filter 403 has the same time constant value τ as the low-pass filter 401. In Laplace domain notation, it is written as: , where p is the aforementioned Laplace variable.

[0061] The FPV calculation system 101 also includes an adder block 404 that adds the output signals from two filters 401 and 403 to generate a result signal 405, which is displayed as the flight path vector (FPV) of the aircraft, for example, by a head-up display (HUD) system included in the cockpit of the aircraft 100.

[0062] Therefore, the combined processing of low-pass filter 401 and high-pass filter 403 enables the flight path vector (FPV) to be obtained with good stability under turbulent conditions without increasing delay (maintaining dynamic response).

[0063] This is Figure 6 As shown in the figure, Figure 6 Schematic illustration of the work by Figure 1 FPV computing system 101 (e.g., according to Figure 4 The first embodiment illustrates filtering the longitudinal component (flight path angle FPA) of the FPV during a gradual increase in FPV (in this case, from approximately 0° to 4°). Curve 601, representing the evolution of the original FPA signal over time, is noisy due to turbulence. On curve 602, representing the output signal from low-pass filter 401, the noise has been significantly reduced, but the signal has been delayed relative to curve 601. On curve 603, representing the output signal from adder block 404, the noise has also been significantly reduced (by means of low-pass filter 401), but in this case, the signal is not delayed relative to curve 601 (by means of high-pass filter 403).

[0064] Figure 5 The second embodiment is illustrated schematically. Figure 1 The second embodiment of the FPV computing system 101 is based on the FPV computing system 101. Figure 4 It is obtained by simplifying the first embodiment.

[0065] In fact, in the second branch of the first embodiment, the combination formed by the integrator 402 and the high-pass filter 403 is written as: Or, after simplification, it can be written as: This translates to the following implementation: a τ-multiplication block followed by a low-pass filter identical to that of the first branch. Therefore, a single low-pass filter shared by both branches can be used. Thus, in the second embodiment, the FPV calculation system 101 is simplified and includes:

[0066] - Multiplication block 501, which receives the estimated value dFPV_CMD (an estimate of the change in the flight path vector) and multiplies it by τ (a constant value of time).

[0067] - Adder block 502, which adds the inertial data FPV_IRS to the output signal from multiplier block 501; and

[0068] - Low-pass filter 503 (in Laplace domain notation: It receives the output signal from the adder block 502 and generates a signal 504, which is intended to be displayed, for example, by the aforementioned head-up display (HUD) system as the flight path vector (FPV) of the aircraft 100.

[0069] Figure 7 The diagram schematically illustrates the third embodiment. Figure 1 The FPV computing system 101.

[0070] As in the second embodiment, the FPV computing system 101 includes:

[0071] - Multiplication block 701 (and Figure 5 (The same as multiplication block 501), which receives the estimated value dFPV_CMD and multiplies it by τ;

[0072] - Addition block 702 (and Figure 5 (The same as adder 502), which adds the inertial data FPV_IRS to the output signal from multiplier 701; and

[0073] -Low-pass filter 703 (and Figure 5 (The low-pass filter 503 is the same as that of the adder block 702), which receives the output signal from the adder block 702.

[0074] The estimated value fFPV_CMD is calculated by the calculation block F1 based on command 704 (“Stick_Inputs”) provided by the pilot of the aircraft 100 via the control stick.

[0075] In the third embodiment, the FPV computing system 101 further includes:

[0076] - Computation block F2, which is configured to calculate the phase lead signal 705 ("Phase_Lead") based on command 704 ("Stick_Inputs"); and

[0077] - Adder 706 adds the output signal from low-pass filter 703 to phase lead signal 705 and generates signal 707 ("Display_Output"), which is intended to be displayed, for example, as the flight path vector (FPV) of aircraft 100 by the aforementioned head-up display (HUD) system.

[0078] Adding the phase advance 705 allows for further improvement in the responsiveness of the flight path vector (FPV) to pilot actions on the control stick (i.e., to commands 704 provided by the pilot via the control stick). Therefore, when the pilot moves the control stick, the displayed flight path vector (FPV) corresponds more closely to the target flight path than the aircraft's actual path. The goal is to set the flight path vector (FPV) and lock the aircraft onto the target as soon as the pilot releases the control stick.

[0079] Figure 7 An example of the distribution of the components of the FPV computing system 101 among the following parts is also shown:

[0080] - A head-up display (HUD) system, comprising a multiplier block 701, an adder block 702, a low-pass filter 703, and an adder block 706; and

[0081] - The main flight control computer (PRIM) includes calculation block F1 (which calculates the estimated value dFPV_CMD) and calculation block F2 (which calculates the phase lead signal 705).

[0082] This distribution enables the adoption of a universal architecture that is easy to deploy across various types of aircraft. The primary flight control computer (PRIM) allows for the consideration of commands 704 provided by the aircraft's pilot via the control stick, as well as the aircraft's response based on flight control laws. In one implementation, in the event of the loss of items provided by the primary flight control computer (PRIM) (i.e., the estimated value FPV_CMD and the phase lead signal 705), the head-up display (HUD) system reverts to its existing logic to maintain the FPV display.

[0083] In a variant of the implementation, the FPV calculation system 101 is fully contained within the main flight control computer (PRIM), and the head-up display (HUD) system is used only to display the calculated flight path vector (FPV).

[0084] Figure 8 A third embodiment using the FPV computing system 101 is schematically illustrated. Figure 7 The implementation method calculates the longitudinal component (FPA) of FPV.

[0085] The longitudinal component of FPV is information related to the angle of the flight path relative to the horizon (or the flight path angle FPA).

[0086] The architecture of the system used to calculate the longitudinal component FPA is directly derived from the above. Figure 7 The architecture of the system described is for calculating the Flight Path Vector (FPV). Therefore, Figure 8 The components 801, 802, 803, 806, F1' and F2' correspond to respectively Figure 7 Components 701, 702, 703, 706, F1, and F2. Similarly, Figure 8 The signals “Longitudinal_Stick_Inputs” (804), dFPA_CMD, FPA_IRS, “FPA_Phase_Lead” (805), and “FPA_Display_Output” (807) correspond to Figure 7 The signals “Stick_Inputs” (704), dFPV_CMD, FPV_IRS, “Phase_Lead” (705) and “Display_Output” (707).

[0087] Suppose that the FPA measurement provided by the ADIRS type inertial reference frame is biased due to the following two factors:

[0088] - The lever arm between the inertial sensor and the aircraft's rotation center; and

[0089] - The ground effect experienced by the aircraft.

[0090] To account for these two deviations, the systems used to calculate the longitudinal component FPA include:

[0091] - At the input of adder block 802 (i.e., before the application of low-pass filter 806), an additional signal 810 (“lever arm correction”) is used to correct the lever arm effect; and

[0092] - An additional signal 808 (“GND effect bias”) for correcting ground effect is added to the phase lead signal “Phase_Lead_FPA” (805) before the phase lead signal “Phase_Lead_FPA” (805) is applied via adder block 806 (by means of adder block 809).

[0093] Figure 9 A third embodiment using the FPV computing system 101 is schematically illustrated. Figure 7 The implementation method calculates the lateral component (drift) of FPV.

[0094] The lateral component of FPV is drift-related information, i.e., the angle between the heading and the orbit (e.g., ...). Figure 3 (As shown).

[0095] Assume that the drift measurements provided by the ADIRS type inertial reference frame are without deviation.

[0096] The architecture of the system used to calculate the lateral component (drift) is directly derived from the above discussion. Figure 7 The architecture of the system described is for calculating the Flight Path Vector (FPV). Therefore, Figure 9 The components 901, 902, 903, 906, F1'' and F2'' correspond to respectively Figure 7 Components 701, 702, 703, 706, F1, and F2. Similarly, Figure 9 The signals “Lat_Stick_Inputs” (904), dDrift_CMD, Drift_IRS, “Phase_Lead_Drift” (905), and “Drift_Display_Output” (907) correspond to Figure 7 The signals “Stick_Inputs” (704), dFPV_CMD, FPV_IRS, “Phase_Lead” (705) and “Display_Output” (707).

[0097] Figure 10 The diagram schematically illustrates the structure according to the first embodiment. Figure 1 The FPV calculation algorithm executed by the FPV calculation system 101.

[0098] In step 1001, the FPV calculation system 101 applies a low-pass filter 401 to inertial data FPV_IRS, which is derived from inertial sensors on the aircraft and represents the actual flight path vector of the aircraft.

[0099] In step 1002, the FPV calculation system 101 calculates an estimate of the flight path vector change, dFPV_CMD, based on commands provided by the pilot of the aircraft via the control stick.

[0100] In step 1003, the FPV calculation system 101 calculates the estimated value of the flight path vector FPV_CMD by integrating the estimated value dFPV_CMD.

[0101] In step 1004, the FPV calculation system 101 applies a high-pass filter 403 to the estimated value FPV_CMD.

[0102] In step 1005, the FPV calculation system 101 obtains the resulting signal by adding the output signal from the low-pass filter (401) and the output signal from the high-pass filter (403).

[0103] In step 1006, the FPV calculation system 101 applies phase advance to the signal obtained by summation (step 1005), which is determined based on the command provided by the pilot via the control stick.

[0104] In step 1007, the FPV calculation system 101 uses a head-up display (HUD) system to display the signal obtained by the applied phase lead as the flight path vector (FPV) of the aircraft.

[0105] Figure 11 The diagram schematically illustrates the invention based on the second embodiment. Figure 1 The FPV calculation algorithm executed by the FPV calculation system 101.

[0106] Figure 11 The algorithm and Figure 10 The difference in the algorithm is that steps 1001, 1003, 1004 and 1005 (forming a set of steps denoted as A) are replaced by steps 1101, 1102 and 1103 (forming a set of steps denoted as A').

[0107] In step 1002, the FPV calculation system 101 calculates the estimated value dFPV_CMD.

[0108] In step 1101, the FPV calculation system 101 multiplies the estimated value dFPV_CMD (from step 1002) by the time constant value τ of the low-pass filter 503.

[0109] In step 1102, the FPV calculation system 101 adds the inertial data FPV_IRS to the data obtained by multiplication in step 1101.

[0110] In step 1103, the FPV calculation system 101 applies a low-pass filter 503 to the data obtained by addition in step 1102.

[0111] In step 1006, the FPV calculation system 101 applies phase lead to the signal obtained from step 1103.

[0112] In step 1007, the FPV calculation system 101 uses a head-up display (HUD) system to display the signal obtained in step 1006 as the flight path vector (FPV) of the aircraft.

Claims

1. A method for calculating the flight path vector (FPV, 301) of an aircraft (100), the method being implemented by a computing system (101) on the aircraft and including an electronic circuit system (200), the method comprising: - Apply a low-pass filter (401) (1001) to the inertial data (FPV_IRS), which originates from at least one inertial sensor on the aircraft and represents the actual flight path vector of the aircraft; -Calculate (1002) the estimated value (dFPV_CMD) of the change in the flight path vector according to the command (701) provided by the pilot of the aircraft via the control stick; - The estimated value of the flight path vector (FPV_CMD) is calculated by integrating the estimated value of the change of the flight path vector (dFPV_CMD). (1003) - Apply a high-pass filter (403) (1004) to the estimated value of the flight path vector (FPV_CMD); and - The signal obtained (1005) is obtained by adding (404) the output signal from the low-pass filter (401) and the output signal from the high-pass filter (403), and the signal obtained by the addition is intended to be displayed as the flight path vector (FPV, 301) of the aircraft using a display system (HUD) included in the aircraft.

2. The method according to claim 1, comprising: - The signal obtained by the summation is displayed (1007) as the flight path vector (FPV, 301) of the aircraft using a display system (HUD) included in the aircraft.

3. The method according to claim 1, comprising: - Apply phase advance (707) (1006) to the signal obtained by the summation, the phase advance being determined according to a command (701) provided by the pilot via the control stick; and - Using a display system (HUD) included in the aircraft, the signal obtained by applying the phase advance is displayed (1007) as the flight path vector (FPV, 301) of the aircraft.

4. The method according to any one of claims 1 to 3, wherein, The application of the low-pass filter described in (1001), the calculation of the estimated value of the flight path vector described in (1003), the application of the high-pass filter described in (1004), and the acquisition of the signal obtained in (1005) are achieved through the following operations: - Multiply the estimated value of the change in the flight path vector (dFPV_CMD) by (1101, 501) the time constant value (τ) of the low-pass filter. - Add the inertial data (FPV_IRS) to the data obtained from the multiplication (1102, 502); and - Apply the low-pass filter (1103, 503) to the data obtained by adding the inertial data (FPV_IRS) to the data obtained by multiplying the data.

5. The method according to any one of claims 1 to 4, wherein, The computing system implementing the method is a distributed system, which includes a first part hosted by the display system (HUD) and a second part hosted by the primary flight control computer (PRIM).

6. The method according to any one of claims 1 to 5, characterized in that, On one hand, the method is performed on the longitudinal component of the flight path vector, which is called the flight path angle (FPA, 302); on the other hand, the method is performed on the lateral component of the flight path vector, which is called the drift (303).

7. The method according to claim 6, wherein, The execution of the longitudinal component of the flight path vector, referred to as the flight path angle (FPA, 302), includes: - Before applying the low-pass filter (803), a correction (810) for the lever arm effect between the at least one inertial sensor and the rotation center of the aircraft is added to the inertial data (FPV_IRS).

8. The method according to any one of claims 6 and 7, wherein, when claim 3 is referenced, The execution of the longitudinal component of the flight path vector, referred to as the flight path angle (FPA, 302), includes: - Before applying the phase advance to the signal obtained by adding the output signal from the low-pass filter to the output signal from the high-pass filter, a correction (808) for the ground effect experienced by the aircraft is applied to the phase advance.

9. A computer program product comprising instructions that, when executed by a processor (201), cause the processor to perform the method according to any one of claims 1 to 8.

10. A storage medium storing a computer program comprising instructions that, when read from the storage medium and executed by a processor (201), cause the processor to perform the method according to any one of claims 1 to 8.

11. A system (101) for calculating the flight path vector (FPV, 301) of an aircraft (100), said system being placed on said aircraft and including an electronic circuit system (200) configured to achieve: - Apply a low-pass filter (401) (1001) to the inertial data (FPV_IRS), which originates from at least one inertial sensor on the aircraft and represents the actual flight path vector of the aircraft; -Calculate (1002) the estimated value (dFPV_CMD) of the change in the flight path vector according to the command (701) provided by the pilot of the aircraft via the control stick; - The estimated value of the flight path vector (FPV_CMD) is calculated by integrating the estimated value of the change of the flight path vector (dFPV_CMD). (1003) - Apply a high-pass filter (403) (1004) to the estimated value of the flight path vector (FPV_CMD); and - The signal obtained (1005) is obtained by adding (404) the output signal from the low-pass filter (401) and the output signal from the high-pass filter (403), and the signal obtained by the addition is intended to be displayed as the flight path vector (FPV, 301) of the aircraft using a display system (HUD) included in the aircraft.

12. An aircraft (100) comprising a system (101) for calculating flight path vector (FPV, 301) according to claim 11.

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