Device and method for managing the propulsion energy consumption of an aircraft

Abstract

The present invention proposes a device and a method for managing the propulsion energy consumption of a commercial or cargo aircraft having to operate a non-stop flight, in particular a long-haul flight. The present invention makes it possible to prepare a flight plan with in-flight refueling for the aircraft, and to activate in flight an automatic in-flight refueling mode at meeting points according to the flight plan that has been defined.

Description

DESCRIPTION Title of the invention: Device and method for managing the consumption of propulsion energy of an aircraft Technical Field

[0001] The present invention relates to the field of flight management and more specifically relates to a device and method relating to the management of fuel consumption for an aircraft. State of the art

[0002] Air travel is responsible for emissions of carbon dioxide (CO2), nitrogen oxides (NOx), and noise. Although transport aviation accounts for only 3% of global human-caused CO2 emissions, high-altitude emissions (up to the stratosphere) have amplified the environmental impact.

[0003] Without major technological advances to reduce these emissions, the growth of air transport is not sustainable in the long term.

[0004] To achieve sustainable development of commercial aviation, the Advisory Council for Aeronautical Research and Innovation in Europe (ACARE) has set targets for the years 2020 to 2050 that call for a significant reduction compared to the year 2000 in CO2 and NOx emissions as well as perceived aircraft noise.

[0005] Given the current mode of operation, the aeronautical industry has not been able to achieve the objective set by the Advisory Council for Aeronautical Research and Innovation in Europe (ACARE) in 2011. The 2020 vision was a 50% reduction in CO2 emissions. But the need to maintain aircraft in operational condition (aircraft have an operating life of more than 30 years on average) which leads to a stabilization of performance (no technological breakthrough in the aeronautical fields), leads to considering a new operational paradigm for charter or commercial airliners.

[0006] Each of the objectives set represents significant technological challenges requiring improvements in the sector and significant investments in research and development.

[0007] Technical and technological advances in the aviation sector are long and costly. Since the lifespan of commercial aircraft often exceeds thirty years, only maintenance in operational condition is guaranteed: - at the software level by correcting bugs, adding new features, transposing functions, for example; - at the system and equipment level through system transposition, equipment maintenance, maintenance,

[0008] Separate efforts on the design and operation of one aircraft type have proven in the past to be insufficient to achieve the set objectives. The necessary technological acceleration in both propulsion and design remains difficult to achieve.

[0009] Also, a new design of aircraft and engines should be combined with new modes of operation.

[0010] In today's aviation industry, there is a disconnect between design, range, speed, and operation. Aircraft are not being used optimally, compromising fuel efficiency.

[0011] The mismatch between the design range and actual operational use further exacerbates this factor. Airline routes are primarily determined by the interaction of geographic, political, and economic factors... The routes served by airlines are constrained by hub locations, the surrounding ecosystem, passenger numbers, local fuel prices, their financial objectives, among others. No resource commoning has been considered to preserve fossil fuels.

[0012] The payload range performance of any aircraft is the best tool for measuring aircraft profitability, as additional range requires more fuel on board. A long design range also comes at the cost of additional airframe structure. This becomes wasteful when the aircraft is operating in its maximum operating range, where it is primarily used.

[0013] In other words, the ability to perform few long-haul flights compromises the fuel efficiency of the majority of flights operated by the aircraft in question. By reducing the design range, the maximum takeoff weight, or MTOW, could be reduced.

[0014] Long-haul flights are inherently inefficient due to the so-called "burn fuel to transfer fuel" effect.

[0015] For example, for a commercial jet with a range greater than 5,000 nm (nautical miles), nearly half of its takeoff weight is made up of onboard fuel. The engines and airframes (the airframe consists of the fuselage, the wing, the empennage - horizontal stabilizer and rudder - and the landing gear) are sized to carry this significant mass, at the cost of additional weight and drag, which then results in greater fuel consumption.

[0016] Common aircraft exist (or have existed) with a wide variety of flight speeds, fuel efficiencies, or safety levels.

[0017] When designed for short range, aircraft can be more fuel efficient for maximum operating ranges.

[0018] Although the number of flights is smaller for long-distance operations (80% of flights are less than 2000 nm), it appears that 70% of CO2 emissions occur for flights of more than 2000 nm.

[0019] Thus, a nonstop flight consumes more fuel than several missions with the same total range. Flights with intermediate stops are an option for covering long routes with aircraft designed for shorter ranges, thus offering an operational solution to save fuel on long-haul flights. Although flights with intermediate stops have been studied for years and the estimated fuel savings are impressive, there are too many disadvantages to using them. Indeed, by dividing a long-haul route into several shorter routes, the stopover operations require aircraft to land at intermediate airports, refuel, and depart for the next part of the journey. Such a configuration has impacts on several points.

[0020] Safety impact: The implementation operation doubles or even triples the number of takeoff and landing phases, which are the riskiest events in an entire flight mission. In addition, by spending more time at an altitude below cruising altitude, aircraft are exposed to hazardous weather conditions for longer.

[0021] An impact on cost: by multiplying the number of stopovers, the number of airport taxes is also multiplied.

[0022] An impact on total travel time: Compared to direct flights, leg operations take longer for descent, approach, taxi, layover, and ascent. The additional time for ground refueling is at least 30 minutes per leg, while the average turnaround time is at least one hour. For a typical landing, taxi, and takeoff process, even with the most optimistic assumption (i.e., without taking into account temporary air traffic restrictions due to bad weather, flight path saturation, etc.), an additional time of 30 to 45 minutes is required.

[0023] Impact on passenger comfort: During takeoff, approach, and landing, the aircraft performs maneuvers, causing passengers on board to experience 'g' loads and rotations. In bad weather, the situation is even worse. In addition, the cabin is pressurized and depressurized during ascent and descent, which, along with the 'g' loads and rotations, can easily cause airsickness in passengers.

[0024] An impact on the airframe's life cycle: The airframe's lifespan is reduced because the pressurization cycles a fuselage can endure are limited by the fact that when the aircraft descends to a lower altitude, the atmosphere is less stable. A gust accelerates the accumulation of airframe fatigue, and impact on landing is also inevitable upon touchdown.

[0025] Thus, faced with the various present and future constraints that commercial avionics must respect, numerous technological challenges must be met.

[0026] In particular, there is a fundamental need to manage fuel consumption for long-haul flights.

[0027] The state of the art of fuel consumption management solutions is mainly for airlines to play on the speeds of the aircraft at through a cost index ("Cost Index" according to the accepted Anglicism) which represents the ratio between the duration of the flight and the fuel consumed, based on the principle that if we fly less quickly (i.e. a low Cost Index value), we consume less, but it takes us longer to reach our destination. Conversely, if we fly faster (i.e. a high Cost Index value), it takes us less time, but we consume much more, and we can also reach the limit of our fuel capacity, and be obliged to make an intermediate landing which is ruinous in terms of time.

[0028] Also, the present invention addresses the aforementioned need by providing an innovative and operationally applicable solution enabling the commercial avionics industry to save a significant amount of the type of fuel consumed for long-distance flights.

[0029] Summary of the invention

[0030] An object of the present invention is a device for managing the consumption of propulsion energy of an aircraft for a non-stop flight, in particular a long-haul flight.

[0031] The invention can be preferably used in connection with a flight management system of the FMS type. It can be easily customized to different types of flight management systems.

[0032] To achieve the desired results, a device is proposed for managing the consumption of propulsion energy of an aircraft for a non-stop flight. The device of the invention comprises: - means for preparing a flight plan to define, before departure, for an aircraft operating with a type of propulsion energy, a flight plan with in-flight refueling, said preparation means being configured to: - define waypoints between a departure airport and a destination airport; - calculating among the waypoints, a number of rendezvous points to carry out, at an altitude above the ground, a corresponding number of in-flight refuelings with refueling stations providing the type of propulsion energy of the aircraft, the number of in-flight refueling rendezvous points being calculated so as to optimize the ratio between the payload of the aircraft and an initial quantity of propulsion energy to be carried; - calculate an initial quantity of propulsion energy to be taken to reach a first rendezvous point, said initial quantity being less than a quantity required to reach the destination airport without stopover; and - calculate a quantity of refueling propulsion energy to be received at each rendezvous point; and - flight management means coupled with flight preparation means, configured to activate an automatic in-flight refueling mode for the aircraft when approaching the defined rendezvous points.

[0033] The invention provides several independent or combined embodiments.

[0034] According to a particular aspect of the invention, the means for preparing a flight plan comprise human-machine interfaces configured to display in-flight refueling rendezvous points for the flight to be carried out.

[0035] Human-machine interfaces can be configured to allow the ratio between the aircraft payload and an initial amount of propulsion energy to be carried to be set.

[0036] In one embodiment, the flight preparation means are further configured to develop a new flight plan during a flight, and to define new refueling rendezvous points.

[0037] Advantageously, the means of preparing a flight are coupled with a database of refueling stations, making it possible to determine the location of refueling stations corresponding to meeting points.

[0038] According to a particular aspect of the invention, the flight management means are configured to provide general navigation information during the flight.

[0039] Advantageously, the flight management means comprise human-machine interfaces configured to display information relating to the rendezvous points of the flight plan.

[0040] According to alternative embodiments, the means for refueling the aircraft by a refueling station are chosen from a tanker-type aircraft or a refueling drone or a refueling base composed of a multitude of refueling drones.

[0041] Advantageously, the device of the invention is operational for propulsion energy of an aircraft, of the chemical fuel type, electrical energy, hybrid electrical / chemical energy, liquid energy of the hydrogen type.

[0042] The invention also relates to an aircraft which comprises a cockpit equipped with a device for managing the consumption of propulsion energy of the aircraft according to the invention, and which comprises storage means adapted to store an initial quantity of propulsion energy and to store a new quantity of propulsion energy during in-flight refueling.

[0043] According to particular or combined implementations, an aircraft implementing the device of the invention can: - include suitable refueling means for receiving from a refueling station a quantity of propulsion energy during in-flight refueling; - include rigid pole type refueling means for receiving from a refueling station, a quantity of propulsion energy during in-flight refueling; - be designed with a fuselage equipped for passenger transport; - be designed with a fuselage equipped for the transport of cargo.

[0044] The invention also covers a method for managing the consumption of propulsion energy of an aircraft for a non-stop flight. The method comprises: - before departure, steps for preparing a flight plan with refueling, consisting of: - define waypoints between a departure airport and a destination airport; - calculating among the waypoints, a number of rendezvous points to carry out at an altitude above the ground, a corresponding number of in-flight refuelings of the aircraft with refueling stations providing the type of propulsion energy of the aircraft, the number of in-flight refueling rendezvous points being calculated so as to optimize the ratio between the payload of the aircraft and an initial quantity of propulsion energy to be carried; - calculate an initial quantity of propulsion energy to be taken to reach a first rendezvous point, said initial quantity being less than a quantity required to reach the destination airport without stopover; and - calculate an amount of propulsion energy to be received at each in-flight refueling rendezvous point; and - during the flight, steps consisting of determining that a next point in the flight plan is a predefined rendezvous point and activating an automatic in-flight refueling mode of the aircraft.

[0045] In one embodiment of the method, the step of calculating a number of rendezvous points consists of defining at least a first rendezvous point to carry out a first in-flight refueling.

[0046] In an alternative embodiment, the step of calculating the first quantity of propulsion energy for the first in-flight refueling consists of calculating a quantity allowing the aircraft either to reach the destination airport or to reach a second in-flight refueling rendezvous point.

[0047] The invention also addresses a computer program comprising code instructions which, when the program is executed by a computer, cause the latter to implement the method of the invention. Brief Description of the Drawings

[0048] Other features and advantages of the present invention will become more apparent upon reading the following description in relation to the following drawings:

[0049] Figure 1 illustrates an environment for implementing the invention;

[0050] Figure 2 schematically illustrates an FMS type flight management system implementing the device of the invention, according to one embodiment;

[0051] Figures 3a to 3d illustrate alternative embodiments of in-flight refueling according to the invention;

[0052] Figure 4 illustrates the general steps of the method for managing the consumption of propulsion energy of an aircraft according to the invention; and

[0053] Figure 5 illustrates steps for preparing a flight plan with refueling according to one embodiment of the method of the invention. Detailed description of the invention

[0054] The general principle of in-flight refueling according to the invention consists in that an aircraft taking off from the departure airport only carries mission fuel for a first part of the flight defined by a flight plan. This advantageous principle of reducing fuel on board makes it possible to reduce not only the known effect known as "fuel combustion to transfer fuel", but also allows the aircraft to be designed with fewer airframe structures due to a lighter "MTOW" due to less mission fuel on board. Therefore, the device of the invention allows for better energy efficiency.

[0055] Although in-flight refueling operations are used for combat aircraft in military operations, the latter are not aimed at reducing fuel, but at extending range and / or increasing payload. Also, the design of military aircraft is not designed to reduce MTOW, and the principle of in-flight refueling known for the military domain cannot be directly transferred to the civilian domain.

[0056] Furthermore, the various means necessary for the implementation of such in-flight refuelling for civil transport aircraft cannot be a direct adaptation of the means known for military aviation.

[0057] Indeed, on a given passenger aircraft configuration, the means required to implement in-flight refueling must be taken into account in a different way. For example, passenger comfort and safety must be maintained throughout the flight, airline schedules which are based on market demands and which operate on a round trip basis and not in concentrated maneuvers in a single direction must be taken into account when planning the refueling stages. Many other specific parameters must be considered, in particular regarding the required certification levels, and mean that an in-flight refueling system for the civil or freight sector is not an immediate adaptation of an in-flight refueling system for military aviation.

[0058] Thus, a device is proposed for managing the consumption of propulsion energy of an aircraft for a non-stop flight, in particular a long-haul flight, which comprises means for preparing a flight plan to define, before departure, a flight plan with in-flight refueling, and flight management means coupled to the flight preparation means, configured to activate a mode automatic in-flight refueling of the aircraft when approaching rendezvous points defined in the flight plan.

[0059] Figure 1 illustrates an environment for implementing the invention. Avionics equipment or airport means 100 (for example a control tower linked to air traffic control systems) are in communication with an aircraft 110.

[0060] The aircraft designated according to the invention is an aircraft for long-haul non-stop flight. The aircraft has a fuselage equipped for the transport of passengers or for the transport of cargo.

[0061] It comprises a pilot cabin or a cockpit 120, equipped with a device for managing the consumption of propulsion energy according to the invention.

[0062] Within the cockpit there are also piloting equipment 121 (called avionics equipment), comprising among other things one or more on-board computers (means of calculating, memorizing and storing data), a flight management system designated by the English expression "Flight Management System" or (FMS), means of displaying or viewing and entering data, means of communication. An "Electronic Flight Bag" or (EFB) 122 can be on board, portable or integrated in the cockpit, to interact 123 with the avionics equipment 121 and be in communication 124 with external computing resources (for example cloud computing or "Cloud Computing" 125). The calculations can be carried out locally on the EFB or partially or totally in the calculation means accessible by the network.

[0063] The aircraft according to the invention further comprises storage means 130 adapted to store an initial quantity of propulsion energy and to store a new quantity of propulsion energy during in-flight refueling.

[0064] Advantageously, the device of the invention can be adapted to operate on an aircraft whose propulsion energy is chemical fuel type energy or electrical energy or hybrid electrical / chemical energy or liquid hydrogen type energy.

[0065] The aircraft according to the invention is equipped with refueling means 132 suitable for receiving from a refueling station a quantity of propulsion energy during in-flight refueling.

[0066] In one embodiment, the refueling means are rigid pole-type means.

[0067] When preparing a flight or during a diversion, the crew enters various information relating to the progress of the flight, typically using a flight management device of an FMS aircraft. An FMS comprises input means and display means, as well as calculation means. An operator, for example the pilot or co-pilot, can enter via the input means information such as RTAs, or "waypoints", associated with waypoints, i.e. points vertically above which the aircraft must pass. The calculation means make it possible in particular to calculate, from the flight plan comprising the list of waypoints, the trajectory of the aircraft, according to the geometry between the waypoints and / or the altitude and speed conditions.

[0068] The entry of information, and the display of the entered or calculated information, by the display means, constitute a human-machine interface (HMI). With known FMS type devices, when the operator enters a waypoint, he does so via a dedicated display displayed by the display means. This display may also display information relating to the temporal situation of the aircraft with respect to the waypoint in question. The operator can then enter and view a time constraint set for this waypoint. In general, HMI means allow the entry and consultation of flight plan information.

[0069] A flight plan is a detailed description of the path to be followed by an aircraft during a planned flight. It includes a route, which is a chronological sequence of waypoints described by their position, altitude, and time of passage, and which are normally followed by the aircraft. The flight plan is commonly managed by the FMS. The FMS determines the geometry of the vertical profile and sends the pilot or autopilot guidance instructions to follow this profile.

[0070] Figure 2 illustrates a flight management system of the FMS type implementing the device of the invention, according to one embodiment. An FMS type system 200 arranged in the cockpit 120 with avionics means 121, has a man-machine interface 220 comprising input means, for example formed by a keyboard, and display means, for example formed by a display screen, or simply a touch display screen, as well as at least the following functions: - Navigation (LOCNAV) 201, to perform the optimal location of the aircraft based on geolocation means 230 such as satellite or GPS geopositioning, GALILEO, VHF radio navigation beacons, inertial units. This module communicates with the aforementioned geolocation devices; - Flight plan (FPLN) 202, to enter the geographical elements constituting the "skeleton" of the route to be followed, such as the points imposed by the departure and arrival procedures, the waypoints, the air corridors, commonly referred to as "airways" according to English terminology. The functions which are the subject of the present invention affect or concern at least this part of the computer. - Navigation Database (NAVDB) 203, to construct geographic routes and procedures from data included in the bases relating to points, beacons, interception or altitude legs, etc.; - Performance Database, (PERFDB) 204, containing the aerodynamic and engine parameters of the aircraft; - Lateral trajectory (TRAJ) 205, to construct a continuous trajectory from the points of the flight plan, respecting the aircraft performance and the confinement constraints (RNP); - Predictions (PRED) 206, to construct an optimized vertical profile on the lateral and vertical trajectory and giving the estimates of distance, time, altitude, speed, fuel and wind in particular on each point, at each change of piloting parameter and at destination, which will be displayed to the crew; - Guidance (GUID) 207, to guide the aircraft in the lateral and vertical planes on its three-dimensional trajectory, while optimizing its speed, using the information calculated by the Predictions function 206. In an aircraft equipped with an automatic pilot device 210, the latter can exchange information with the guidance module 207; - Digital data link (DATALINK) 208 for exchanging flight information between the Flight Plan / Predictions functions and control centers or other aircraft 209.

[0071] In the context of the invention, the flight management system, of the FMS type, comprises or is coupled to a database of refueling stations 230, to determine the location of one or more refueling stations for a flight plan. The location of refueling stations allows refueling rendezvous points to be defined in the flight plan.

[0072] In general, a flight plan also includes at least one diversion airport and an associated flight plan called a diversion flight plan. This diversion airport is intended to accommodate the aircraft, particularly in the event of damage (engine failure, loss of pressure, etc.) or during flights at the limit of range, i.e. when the aircraft travels a distance requiring the consumption of almost all of the fuel on board.

[0073] In one embodiment, the means for preparing the flight plan with refueling comprise human-machine interfaces configured to display in-flight refueling rendezvous points for the flight to be carried out.

[0074] Advantageously, the human-machine interfaces are configured to allow the pilot to set the ratio between the aircraft payload and an initial quantity of propulsion energy to be carried.

[0075] In certain situations, for example, to react to an adverse change in meteorological conditions encountered in flight, an aircraft operator, for example a pilot, may be required to very quickly draw up a new flight plan to prepare for a diversion of the aircraft from a planned trajectory.

[0076] In a variant, the flight preparation means are further configured to develop a new flight plan during a flight, and to define new refueling rendezvous points on the new trajectory.

[0077] The flight management means include human-machine interfaces configured to display information relating to the rendezvous points of the flight plan or the modified flight plan, and to display general navigation information including information relating to fuel management, mass / balance distribution, tank status, alert information, etc.

[0078] Figures 3a to 3d illustrate alternative embodiments of in-flight refueling according to the invention.

[0079] Refueling requires a coupling system between the tanker aircraft and the refueled aircraft, such as a boom coupled to a dispensing hose.

[0080] The person skilled in the art understands that other types of coupling are possible, such as, for example, landing the refueled aircraft on or under the refueling aircraft.

[0081] Two ecosystems can be envisaged: one where refueling is done by conventional refueling stations, and one where refueling is done by drone.

[0082] Similarly, the so-called "receiving" aircraft can be refueled with additional fuel (or any other form of propulsion energy) in the air. In-flight refueling allows takeoff with a greater payload. Thus, the maximum takeoff weight is maintained by carrying less fuel and performing one or more in-flight refuelings.

[0083] Advantageously, a shorter takeoff can be achieved because the takeoff weight with less fuel is lower.

[0084] According to an embodiment illustrated in Figure 3a, the in-flight refueling is carried out by a tanker-type aircraft.

[0085] This variant of refueling by tanker would save fuel at the transport fleet level.

[0086] The advantage is mainly based on the increase in payload for a given aircraft, and thus fewer sorties are required for the transport aircraft.

[0087] This could be a direct benefit for freight companies with an increase in goods transported for the same amount of fuel.

[0088] According to an embodiment illustrated in figure 3b, the in-flight refueling is carried out by a drone-type aircraft (UAV for “Unmanned Aerial Vehicle” according to the established Anglicism).

[0089] This drone refueling variant would save fuel by sharing it across the transport fleet. The advantage is primarily based on the increased payload for the given aircraft, meaning fewer sorties are required for the transport aircraft.

[0090] With a UAV tanker, operating costs would be significantly lower than those of a conventional tanker.

[0091] According to an embodiment illustrated in Figure 3c, the in-flight refueling is organized from a refueling drone called a "docker" which uses a multitude of drones which themselves will refuel the aircraft.

[0092] An alternative embodiment of the refueling according to Figure 3c is illustrated in Figure 3d. In this alternative, the refueling drone "docker" is itself refueled by drones.

[0093] Other variants (not illustrated) can be considered, including, for example, a "docker" type tanker which would be a stationary airship powered by hydrogen. The stationary docker would be an airship capable of remaining semi-static at a temperature of -50°C. The fuel distributed could be hydrogen (for hydrogen-powered aircraft) or conventional fuel (in attached drones), or any type of energy storable on board the aircraft (batteries, electricity, etc.).

[0094] Figure 4 illustrates the general steps of the method for managing the consumption of propulsion energy of an aircraft according to the invention.

[0095] A first phase 402 consists of preparing before a flight (or adapting, modifying, developing during a flight) a flight plan with refueling for an aircraft having to operate a long-haul non-stop flight. A following phase 404 takes place during a flight, and by all the means of the device of the invention, makes it possible to activate an automatic in-flight refueling mode, according to the flight plan which has been defined.

[0096] Figure 5 illustrates steps for preparing a flight plan with refueling according to one embodiment of the method of the invention.

[0097] In a first step 502, the method makes it possible to define waypoints between a departure airport and a destination airport.

[0098] The method then allows 504 to calculate among the waypoints, a number of rendezvous points to carry out, at an altitude above the ground, a corresponding number of in-flight refuelings with refueling stations providing the type of propulsion energy of the aircraft.

[0099] The number of in-flight refueling rendezvous points is calculated to optimize the ratio between the aircraft payload and an initial amount of propulsion energy to be carried.

[0100] The method then allows 506 to calculate an initial quantity of propulsion energy to be taken to reach a first rendezvous point. Advantageously, the initial quantity is less than what would be a quantity required to reach the destination airport without stopover.

[0101] The method then allows 508 to calculate an amount of refueling propulsion energy to be received at each rendezvous point.

[0102] An embodiment of the device and method for managing the consumption of propulsion energy of an aircraft for a long-haul non-stop flight has been described, which is not limiting. Those skilled in the art will be able to adapt variant embodiments while applying the general principles described.

Claims

CLAIMS 1. Device for managing the consumption of propulsion energy of an aircraft for a non-stop flight, the device comprising: - means for preparing a flight plan to define, before departure, for an aircraft operating with a type of propulsion energy, a flight plan with in-flight refueling, said preparation means being configured to: - define waypoints between a departure airport and a destination airport; - calculating among the waypoints, a number of rendezvous points to carry out, at an altitude above the ground, a corresponding number of in-flight refuelings with refueling stations providing the type of propulsion energy of the aircraft, the number of in-flight refueling rendezvous points being calculated so as to optimize the ratio between the payload of the aircraft and an initial quantity of propulsion energy to be carried; - calculate an initial quantity of propulsion energy to be taken to reach a first rendezvous point, said initial quantity being less than a quantity required to reach the destination airport without stopover; and - calculate a quantity of refueling propulsion energy to be received at each rendezvous point; and - flight management means coupled with flight preparation means, configured to activate an automatic in-flight refueling mode for the aircraft when approaching the defined rendezvous points.

2. The device according to claim 1 wherein the means for preparing a flight plan comprise human-machine interfaces configured to display in-flight refueling rendezvous points for the flight to be carried out.

3. The device according to claim 2 wherein the human-machine interfaces are configured to parameterize the ratio between the payload of the aircraft and an initial quantity of propulsion energy to be carried.

4. The device according to any one of the preceding claims in which the means for preparing a flight are further configured to develop a new flight plan during a flight, and to define new refueling rendezvous points.

5. The device according to any one of the preceding claims in which the means for preparing a flight are coupled to a database of refueling stations, making it possible to determine the location of refueling stations corresponding to meeting points.

6. The device according to any one of the preceding claims in which the flight management means are configured to provide general navigation information during the flight.

7. The device according to any one of the preceding claims wherein the flight management means comprise human-machine interfaces configured to display information relating to the rendezvous points of the flight plan.

8. The device according to any one of the preceding claims comprising means for refueling the aircraft by a refueling station chosen from a tanker-type aircraft, or a refueling drone, or a refueling base composed of a multitude of refueling drones.

9. The device according to any one of the preceding claims in which the propulsion energy of the aircraft is chemical fuel type energy, electrical energy, hybrid electrical / chemical energy, or liquid hydrogen type energy.

10. Aircraft comprising: - a cockpit equipped with a device for managing the consumption of propulsion energy according to any one of the preceding claims; and - storage means suitable for storing an initial quantity of propulsion energy and for storing a new quantity of propulsion energy during in-flight refueling.

11. An aircraft according to the preceding claim comprising refueling means suitable for receiving from a refueling station, a quantity of propulsion energy during in-flight refueling.

12. An aircraft according to the preceding claim in which the refueling means are rigid pole type means.

13. An aircraft according to any one of claims 10 to 12 wherein the fuselage is equipped for the transport of passengers.

14. An aircraft according to any one of claims 10 to 12 wherein the fuselage is equipped for the carriage of cargo.

15. A method of managing the consumption of propulsion energy of an aircraft for a non-stop flight, the method comprising: - before departure, steps for preparing a flight plan with refueling, consisting of: - define waypoints between a departure airport and a destination airport; - calculate among the waypoints, a number of rendezvous points to carry out at an altitude above the ground, a corresponding number of in-flight refuelings of the aircraft with refueling stations providing the type of propulsion energy of the aircraft, the number of rendezvous points of in-flight refueling being calculated so as to optimize the ratio between the aircraft payload and an initial quantity of propulsion energy to be carried; - calculate an initial quantity of propulsion energy to be taken to reach a first rendezvous point, said initial quantity being less than a quantity required to reach the destination airport without stopover; and - calculate an amount of propulsion energy to be received at each in-flight refueling rendezvous point; and - during the flight, steps consisting of determining that a next point in the flight plan is a predefined rendezvous point and activating an automatic in-flight refueling mode of the aircraft.

16. The method according to claim 15 wherein the step of calculating a number of rendezvous points consists of defining at least a first rendezvous point for carrying out a first in-flight refueling.

17. The method according to claim 15 wherein the step of calculating the first quantity of propulsion energy for the first in-flight refueling, consists of calculating a quantity allowing the aircraft either to reach the destination airport, or to reach a second in-flight refueling rendezvous point.

18. Computer program comprising code instructions for carrying out the steps of the method according to any one of claims 15 to 17, when said program is executed on a computer.

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