System and method for supporting an aircraft pilot

Abstract

A method is provided for supporting a pilot of an aircraft which receives surrounding traffic data within a spatial or temporal range of tactical interest; processes such data to identify situations in which the separation space of the aircraft interferes with the trajectory of one or more flying objects; calculates in real time and at a predetermined frequency an interference time between said separation space and said trajectory and the parameters characterising the conflict geometry; possibly identifying the aircraft onboard which the activation of TCAS-type emergency devices is expected; determines in real time and at a predetermined frequency a plurality of different manoeuvre attitudes such that, within a predetermined separation time period shorter than the interference time, the separation space no longer intersects the trajectory, by processing, for each manoeuvre attitude, virtual variations of the orientation of the initial movement vector so as to define a respective manoeuvre movement vector oriented differently from the initial movement vector; orders the different possible manoeuvre attitudes and prioritises them according to specific predefined operational criteria, selecting the most appropriate manoeuvre attitudes; displays to the pilot on a screen a list, updated in real time and at the predetermined frequency, of manoeuvre attitudes ordered in such a way that the pilot can choose, from the list, a manoeuvre attitude that allows to avoid the separation space intersecting the trajectory and, therefore, to avoid the aircraft being at risk of collision with the flying object beyond the separation time period.

Description

[0001] The present invention relates to a system and method for supporting an aircraft pilot of the type specified in the preamble of the first claim.

[0002] In particular, the present invention relates to a system and method for automatically supporting the pilot's decisions in managing the tactical separation of an aircraft, preferably in the CS-23 segment, with respect to surrounding air traffic.

[0003] Similar systems and methods are described in patent documents US-A-2021 / 350716, US-A-2019 / 189017, US-A-2020 / 184834, and US-A-2010 / 121503.

[0004] As is known, airspace is an environment in which, as on land and on water, means of transport such as, for example, airplanes, helicopters, or other aircraft can move. The presence of such means implies the generation of air traffic which must be managed and regulated in order to avoid collisions between aircraft which, by their nature, may give rise to catastrophic events.

[0005] To control airspace, the dynamic space is normally divided into a plurality of subspaces each characterized by its own physical characteristics and categorizations. Thus, within the space, a plurality of aircraft move, which in turn occupy their own volume within the subspaces.

[0006] In order to guarantee the high safety standards typical of air operations and to facilitate an efficient flow of aircraft, all air navigation systems normally take into account the airspace occupancy of the aircraft within the navigation space and also take into account the occupancies of other external aircraft.

[0007] Therefore, navigation systems are also integrated with emergency anti-collision systems, which are intended to process evasive manoeuvres to avoid collisions in the short term, i.e., as soon as the system itself detects the possibility of imminent collision.

[0008] Examples of known systems in the field of civil aviation intended for human piloting include FLARM (Flight Alarm), TSAA (Traffic Situation Awareness with Alerts) and TCAS (Traffic Collision Avoidance System).

[0009] This last system, in particular, requires for its operation that all aircraft be equipped with the same system, since each aircraft sends an interrogation signal and all aircraft that receive the signal respond by indicating the altitude and, in the case of TCAS II, coordinating any evasive manoeuvres.

[0010] Therefore, the known technique described comprises some important drawbacks. Firstly, systems such as TCAS do not function when they are not used by all aircraft in the airspace. In fact, if an aircraft is not equipped with TeAS, it cannot be detected and evasive manoeuvres cannot be announced to any other aircraft.

[0011] Moreover, the currently known systems mentioned intervene shortly before the potential collision, i.e., when the collision is imminent, and thus imply an impulsive, sometimes abrupt, intervention by the pilot, with a manoeuvre that may involve dangerous events even once the first reported collision has been avoided. Furthermore, the systems of the known technique intervene on the immediate collision and do not have effective awareness of other potential collisions that may be signalled after the manoeuvre. In addition, the abrupt nature of the implemented manoeuvres can cause discomfort for passengers and crew.

[0012] The only attempts at designing tactical systems that intervene before an actual collision risk manifests concern drones, also known as UAS (Unmanned Aerial Systems). These latter are essentially piloted remotely or by automatic systems or autonomous systems (for example, by means of artificial intelligence) and, therefore, do not need to provide for interactions between a human pilot and anti-collision systems.

[0013] Furthermore, they can implement more complex manoeuvres, being piloted automatically, and aggressive, as there are no humans on board; therefore, tactical systems for drones present characteristics that are not compatible with aircraft piloted by humans.

[0014] The emergence of Single Pilot Operations (SPO) and the expected introduction of new separation modes in the future European Air Traffic Management (ATM) environment, as anticipated and contemplated within the innovative operational concept pursued in SESAR, the research programme for the modernisation of the European ATM system, motivates the ambition to provide a tactical separation support system for conventional crewed aircraft, which is currently not contemplated in the panorama of known navigation systems, particularly in the CS-23 segment as well as in the field of aviation with human pilots in general.

[0015] In this situation, the technical task underlying the present invention is to devise a system and method for supporting an aircraft pilot capable of substantially overcoming at least part of the cited drawbacks.

[0016] Within the scope of said technical task, an important object of the invention is to achieve a system and method for supporting an aircraft pilot that allow the pilot to be supported autonomously, i.e., without requiring dedicated systems with which to communicate present on other aircraft, as is the case, for example, with conventional TCAS systems.

[0017] Another important object of the invention is to provide a system and method for supporting an aircraft pilot that is effectively tactical and intervenes preventively on the pilot's manoeuvre without, however, replacing the pilot or hindering their intervention.

[0018] Furthermore, a further task of the invention is to provide a system and method for supporting an aircraft pilot which is, on the one hand, easily usable by the pilot and, on the other hand, extremely responsive and in constant updating, in order to preventively avoid even the mere danger of imminent collision with other aircraft, whether manned or unmanned, present in the same airspace.

[0019] The technical task and the specified objects are achieved by a system and method for supporting an aircraft pilot as claimed in the annexed claim 1.

[0020] Preferred technical solutions are highlighted in the dependent claims.

[0021] In the present document, the measurements, values, shapes and geometric references (such as perpendicularity and parallelism), when associated with words such as "about" or other similar terms such as "approximately" or "substantially", are to be understood as subject to measurement errors or inaccuracies due to production and / or manufacturing errors and, above all, as subject to a slight deviation from the value, measurement, shape or geometric reference with which they are associated. For example, such terms, when associated with a value, preferably indicate a deviation not exceeding 10% of the value itself.

[0022] Furthermore, when used, terms such as "first", "second", "upper", "lower", "main" and "secondary" do not necessarily identify an order, a priority of relationship or relative position, but may simply be used to more clearly distinguish between different components.

[0023] Unless otherwise specified, as appears from the following discussions, terms such as "processing", "computing", "determination", "calculation", or similar, are considered to refer to the action and / or processes of a computer or similar electronic computing device which manipulates and / or transforms data represented as physical quantities, such as electronic quantities in computer system registers and / or memories, into other data similarly represented as physical quantities within computer systems, registers or other devices for storing, transmitting or displaying information.

[0024] The measurements and data reported herein are to be considered, unless otherwise indicated, as carried out in ICAO International Standard Atmosphere (ISO 2533:1975).

[0025] The method for supporting an aircraft pilot according to the invention is implemented on an aircraft with a pilot on board, preferably a human pilot. Furthermore, the aircraft is preferably placed in the CS-23 segment.

[0026] Therefore, the support method is preferably implemented by computers. Moreover, it is adapted to provide support indications to assist the pilot in decision-making concerning the tactical separation management of an aircraft with respect to surrounding air traffic.

[0027] By tactical separation, within the scope of the present invention, is meant an intervention on the aircraft route that precedes not only a possible collision with an external flying object present in the same airspace, but also and above all an intervention that precedes even the emergence of the mere risk of collision.

[0028] In other words, the method defines an automatic support for the pilot which precedes, in temporal terms, common anti-collision systems, for example TCAS or similar, preventing such systems from entering an alarm state.

[0029] The aircraft on which the method according to the invention is implemented generally comprises movable surfaces. The movable surfaces are surfaces that allow the handling of the aircraft in the airspace to be controlled. For example, in the case of an airplane, the movable surfaces may include one or more components adapted to control and stabilise the handling of the airplane in the air, such as ailerons, rudder, trim, high-lift devices or other similar surfaces.

[0030] Or, in the case of a helicopter, the movable surfaces may comprise, for example, the blades of the main rotor or the tail rotor.

[0031] In any case, the aircraft determines a plurality of attitudes, each characterised by a configuration of movable surfaces of the aircraft. Therefore, the attitude is given, overall, by the set of positions or inclinations assumed by the movable surfaces to determine specific flight conditions of the aircraft itself.

[0032] In general terms, therefore, at least the orientation of a movement vector of the aircraft depends on the configuration of the movable surfaces of the aircraft. The movement vector is, for example, given by the velocity vector.

[0033] Therefore, the movement vector, evaluated in the airspace, is a three-dimensional vector, thus characterised by at least three components forming an orthogonal triad. Obviously, the velocity vector is also characterised by an intensity, i.e., the modulus value of the vector. This value can also be changed merely by modifying the attitude of the aircraft.

[0034] However, in general, the aircraft preferably also comprises one or more engines. The one or more engines may therefore determine the thrust acting on the aircraft in the air. Hence, the intensity of the velocity may also depend on the action of the one or more engines and, in particular, on the thrust transmitted by the engines to the aircraft.

[0035] In any case, the aircraft defines a mobile reference system. The reference system is mobile because it is integral with the movement vector. For example, the reference system may be given by an orthogonal triad in which the three axes are barycentric and respectively oriented as pitch axis, yaw axis, and roll axis.

[0036] The movement vector may therefore have an application point lying at the centre defined by the mobile reference system. Furthermore, the movement vector may, in some cases, be aligned with one of the axes, for example with the roll axis in the case of a straight and level flight condition.

[0037] Naturally, by varying the orientation of the movement vector, the orientation of the mobile reference system is also varied with respect to a fixed terrestrial reference system. Alternatively, the aircraft may vary the orientation of the mobile reference system with respect to other fixed or mobile reference systems present in the airspace.

[0038] The aircraft is, in fact, in flight, preferably in cruise flight step. Therefore, the aircraft defines, among the various attitudes, at least an initial attitude. The initial attitude may be, for example, in a cruise mode, given by the configuration of the movable surfaces that determine a straight and level flight.

[0039] Naturally, in the initial attitude, the movement vector also defines an initial movement vector, for example as already mentioned aligned with the roll axis of the mobile reference system of the aircraft.

[0040] Furthermore, the aircraft preferably comprises at least one flight assistance device for the pilot.

[0041] The flight assistance device may be given, in the first instance, by a control system that replaces or supports traditional direct flight controls, for example a fly-by-wire system, or a more complex computerised system, for example an FMS (Flight Management System), as present on Airbus or Boeing aircraft, which allows the aircraft to remain within the flight envelope permitted by the aircraft design.

[0042] In general, preferably, the assistance device comprises at least one electronic control processor.

[0043] The electronic control processor is configured to move the movable surfaces of the aircraft based on flight commands. The flight commands may be, in particularly strict and controlled systems, predetermined according to the mission for which the aircraft is intended. Alternatively, the flight commands may be imposed by the pilot. In any case, the movement or non-movement of the movable surfaces allows to maintain or vary the attitude and thus the movement vector.

[0044] The flight assistance device therefore also comprises a screen.

[0045] The screen is operatively connected to the electronic control processor. Thus, the screen is configured to display flight data. The latter may be any kind of data related to the flight of the aircraft. Preferably, the flight data include at least the movement vectors and the attitudes.

[0046] As already mentioned, the support method is implemented on the aircraft, as just described, in flight.

[0047] The method therefore comprises at least one definition step. In the definition step, the method defines a separation space of the aircraft.

[0048] The separation space is substantially a region of airspace within which the aircraft is safely confined, i.e., a region beyond which the transit of possible external objects does not entail the occurrence of dangerous events for the aircraft itself. Therefore, the separation space is defined starting from the mobile reference system and is integral therewith.

[0049] The separation space may for example be defined by analogy with that used for separation by ATC (Air Traffic Control), including a volume of airspace of appropriate dimensions in the planar and vertical sense, such as to ensure longitudinal separation and / or vertical separation of the aircraft with respect to the surrounding traffic. For example, the separation space may be defined by means of a cylinder of dimensions appropriate for the purpose just mentioned or by another type of volume, depending on the type of aircraft and / or airspace and / or flight step considered. The dimensions of the operationally defined airspace may also vary as a function of the type of aircraft and / or airspace and / or flight step considered. Furthermore, such dimensions are defined with an oversizing intended to appropriately take into account the uncertainties (measurement errors) characterising both the navigation data of one's own aircraft (the aircraft on which the proposed system is installed) and those acquired in relation to the surrounding traffic, for example taking into account the closing speed between one's own aircraft and those surrounding it or through similar or alternative quantifications.

[0050] The method therefore comprises an acquisition step. The acquisition is carried out in real time at a predetermined frequency. Furthermore, it concerns the acquisition of the position and speed of a flying object in the surrounding airspace with respect to the mobile reference system, obviously when the flying object is detected.

[0051] The acquisition is preferably performed through the use of an onboard device for receiving surrounding traffic data transmitted in broadcast by the traffic aircraft. Such device may be, for example, an ADS-B (Automatic Dependent Surveillance - Broadcast) IN type device, which receives the data transmitted by the surrounding aircraft, assumed to be equipped, as per mandatory implementation requirements in the coming years both in Europe and the United States, with an ADS-B OUT device. In addition or alternatively, the acquisition may take place by including devices for active scanning of the surrounding airspace, which provide for the implementation of an emission step at predetermined frequency of a scanning signal, for example radar, or an interrogation signal, for example transponder. The traffic data received will comprise, depending on the type of acquisition device used, at least the position of the considered external flying object, preferably but not necessarily also the speed and possibly information on the flight plan (intent), if available, in addition to any identification code of the object itself and other identification / navigation data typical of aeronautical operations, if available and, in any case, not strictly necessary for the implementation of the method.

[0052] The acquisition step comprises the consolidation of the traffic data received, for the purpose of eliminating corrupted and / or unreliable data and aligning the data themselves to the current time, since they are generally referred to different instants of time.

[0053] Since the acquisition step previously described may lead to the acquisition of aircraft located at great distances from one's own aircraft, due to the characteristics themselves of, for example, ADS-B type devices, in order to limit the computational burden required in the implementation of the method and to consider only significant traffic, a filtering of the traffic data is carried out downstream of the acquisition in order to define a detection space. This is more extended than the separation space. Indeed, the detection of the external flying object is preferably carried out well before the flying object can interfere with the separation space. The detection space is defined based on the speed of one's own aircraft (the one hosting the proposed system) and calculated in order to cover a flight time horizon that is well beyond the tactical one, within which the subsequently described steps of the method are carried out. For example, such detection space may be calculated, starting from the current speed of one's own aircraft, so as to cover the next 20 minutes of flight, such value in any case constituting a parameter modifiable depending on the operational conditions and the pilot's preferences.

[0054] Alternatively, the detection space may be calculated considering the approach speed of all detected aircraft, in order to determine the time and / or distance remaining until reaching the point of closest approach with one's own aircraft, subsequently excluding from the detection space those aircraft for which such time and / or distance is greater than a predetermined value, for example 20 minutes of flight, such value in any case constituting a parameter modifiable depending on the operational conditions and the pilot's preferences.

[0055] The method therefore comprises a calculation step. In the calculation step, a trajectory of the flying object is calculated in real time at a predetermined frequency, with respect to the mobile reference system. In particular, the calculation is carried out based on the position and speed of the external flying object acquired in the previously described step and / or based on the intent data (flight plan) possibly acquired via ADS-B device in the previously described step, where available.

[0056] The method then comprises a verification step in which it is verified whether the trajectory interferes with the separation space, or vice versa.

[0057] Interference means at least a situation in which the trajectory of the flying object penetrates or intersects the separation space.

[0058] If the separation space interferes with the trajectory, the method comprises further steps.

[0059] In particular, the method comprises a further calculation step. In this latter step, the interference time between separation space and trajectory is further calculated, as well as additional parameters that characterise the approach conditions of the flying object and that characterise the scenario according to the rules of the air. Naturally, this calculation is also carried out in real time at a predetermined frequency. Furthermore, the calculation is carried out considering the position and speed acquired in real time of the flying object. This calculation will preferably be carried out by closed-form geometric methods, where possible depending on the type of separation space considered, or by approximate numerical methods or possibly in a probabilistic manner.

[0060] The calculation step is also followed by a compatibility verification step with TCAS-type devices. In this verification step, taking into account the data acquired in relation to surrounding flying objects in the acquisition step and the outcome of the calculation step just described above, the behaviour of a possible TCAS-type device that may be present on the considered flying object is emulated, replicating its calculations in simplified form and determining whether it has entered an alarm state or not.

[0061] In other words, the method further calculates, based on at least position and speed, in real time at the predetermined frequency, an interference time between separation space and trajectory by simulating in real time and at the predetermined frequency the behaviour of said detected flying object as determined by the activation or not of a TCAS-type device, as if the TCAS-type device were present on board the detected flying object, that is, independently of whether the TCAS-type device is actually on board the detected flying object.

[0062] The method therefore comprises a prioritisation and tactical traffic picture definition step. In this step, based on the results of the previous steps, all surrounding aircraft are appropriately classified, based on predetermined criteria, according to their level of danger relative to one's own aircraft, also taking into account the category of each flying object, the mutual geometry in relation to the air rules, and the expected activation or not of any TCAS device on board said aircraft.

[0063] Based on said performed classification, the surrounding aircraft are also ordered, in accordance with predefined priority rules, so as to obtain a consolidated tactical traffic picture identifying the most dangerous aircraft overall and their respective characteristics.

[0064] Based on such prioritisation, the selection is made of the aircraft (or more than one aircraft) in relation to which the next step of the procedure is to be carried out, excluding for example aircraft for which activation of the TCAS device on board has been orovided, with respect to which the proposed system will be considered as lower priority and therefore will exclude manoeuvres relative to such aircraft from its consideration, so as not to interfere with the TCAS operation. For other aircraft with respect to which a conflict was detected in the previous steps but for which the TCAS has not yet been activated, the next step will instead be carried out, which will make it possible to avoid such activation upstream.

[0065] In the particular and unlikely occurrence in which the aircraft is already inside the separation space of a flying object at the time of detection, but not in TCAS activation conditions of the latter, the object is classified as maximum priority.

[0066] The method therefore comprises a determination step.

[0067] In the determination step, advantageously, a plurality of manoeuvre attitudes are determined, forming part of the various possible attitudes, such that within a predetermined separation period the separation space no longer interferes with said trajectory.

[0068] Naturally, the separation period is shorter than the interference time, so as to avoid any triggering of risk.

[0069] Furthermore, also in this case, the determination is carried out in real time, at a predetermined frequency, so as to keep the determination of the various possible manoeuvre attitudes up to date.

[0070] More in detail, advantageously, the determination is carried out by processing, for each manoeuvre attitude, virtual variations of the orientation of the initial movement vector so as to define a respective manoeuvre movement vector, among the movement vectors. Naturally, the manoeuvre movement vector is preferably oriented differently from the initial movement vector.

[0071] The processing of the movement vectors is advantageously carried out, in order to adapt to the support needs of a human pilot, differently from the typical methods for drones and automatic aircraft, by considering only one manoeuvre plane at a time (horizontal flight plane of the aircraft, vertical flight plane of the aircraft), according to a predefined strategy for processing the movement vectors which favours the processing of such vectors operating in the horizontal plane only over the processing of such vectors operating in the vertical plane only, and over the combination of the two. For example, with reference to the horizontal plane, only the intersection of the separation space with the horizontal plane containing the projection of the aircraft's velocity vector is considered, identifying a horizontal separation surface, and a set of movement vectors is determined (determined, for example, by different heading angles) such that said projection does not intersect said horizontal separation surface and such that the resulting manoeuvre complies with the rules of the air in relation to the specific conflict geometry considered, excluding from the processing those movement vectors that are not compatible with said rules. With reference to the vertical plane, similarly, only the intersection of the separation space with the vertical plane containing the projection of the aircraft's velocity vector is taken into consideration, identifying a vertical separation surface, and a set of movement vectors is determined (determined, for example, by different altitude variations) such that said projection does not intersect said vertical separation surface. In addition, the movement vectors may also consist of pure variations in the intensity of the velocity vector, considering for this purpose the intersection of the separation space with the horizontal plane containing the projection of the aircraft's velocity vector, identifying a horizontal separation surface, and determining a set of movement vectors (determined, for example, by different intensity values of the velocity vector) such that said projection does not intersect said horizontal separation surface. In any case, the determination of the movement vectors may preferably take place, where possible depending on the shape of the considered separation surface, by means of closed-form geometric calculation methods, or by trial-and-error resolution methods, or with the aid of soft computing techniques (e.g., genetic algorithms) or artificial intelligence. The predefined prioritisation strategy of the movement vectors in the procedure will determine, among all those for which within a predetermined separation period the separation space no longer interferes with the trajectory of the considered flying object, the manoeuvre attitudes to be transferred to the next step.

[0072] In the particular and unlikely occurrence, characterised by maximum priority, in which the aircraft is already inside the separation space of a flying object at the time of detection, but not in TCAS activation conditions of the latter, the determination step is carried out by processing a purely vertical a priori manoeuvre, aimed at reestablishing vertical separation as quickly as possible. To this end, only the intersection of the separation space with the vertical plane containing the projection of the aircraft's velocity vector is considered, identifying a vertical separation surface, and a set of movement vectors is determined (preferably determined by different altitude variations or, possibly, by different vertical speeds) such that said projection does not intersect said vertical separation surface and such that the escape manoeuvre takes place in the shortest possible time.

[0073] The method further comprises a classification step.

[0074] The classification step is also preferably carried out in real time at a predetermined frequency.

[0075] Thus, in the classification step, advantageously, the different manoeuvre attitudes are classified.

[0076] The classification preferably includes some sub-steps. In particular, the classification includes a comparison sub-step, an association sub-step, and a ordering sub-step.

[0077] In the comparison sub-step, preferably, each manoeuvre movement vector is compared with the initial movement vector so as to determine, for each manoeuvre attitude, a degree of mutual difference. In other words, in this step the impact that the transition between the different attitudes may have is assessed, evaluating in particular how much the aircraft must deviate from its own route.

[0078] Thus, in the association sub-step, preferably, each degree of difference is associated with a respective manoeuvre attitude. Furthermore, each manoeuvre attitude may be associated with a value of additional fuel or energy consumption related to the execution of the manoeuvre itself.

[0079] Subsequently, in a ordering sub-step, the manoeuvre attitudes are advantageously ordered in a list. In detail, the manoeuvre attitudes are ordered by numerically comparing their respective degrees of difference, more specifically from the smallest to the largest. In this way, the manoeuvre attitudes that impose the least deviation from the aircraft's route are prioritised in the list and are thus classified as more suitable for changing the initial attitude. Furthermore, such classification may be correlated with a classification based on the additional fuel consumption or mechanical energy variation associated with the manoeuvre attitudes, proceeding to a final ordering based on a combined ordering criterion. For example, in the presence of several manoeuvre attitudes such that within a predetermined separation period the separation space no longer interferes with said trajectory, the classification will preferably favour those operating exclusively in the horizontal plane over those operating in the vertical plane, which are in turn prioritised over combined manoeuvre attitudes. In a ordering sub-step, then, further preference will be given to attitudes with the least deviation from the original trajectory among those operating exclusively in the horizontal plane (lower mechanical energy variation and fuel consumption, with a purely roll-axis rotation manoeuvre quickly implemented), as well as to descending manoeuvre attitudes among those operating in the vertical plane (faster execution), and among the latter, those with the least mechanical energy variation in execution or least estimated fuel consumption during the subsequent step of return to the original trajectory.

[0080] Similarly, among the manoeuvre attitudes that require a combination of multiple actions, preference will be given to those with lower energy variation or lower estimated fuel consumption for implementation. The classification step may also include considering preference criteria based on requirements imposed by the ATC system in the considered airspace (for example, prohibition of altitude change or similar).

[0081] The method therefore advantageously also comprises a step in which the list of different attitudes is shown on the screen.

[0082] In particular, preferably, the list is updated in real time at a predetermined frequency so that the pilot can choose a manoeuvre attitude from the list.

[0083] Based on the classification, therefore, the pilot can choose from the screen the manoeuvre attitude that allows to avoid the separation space interfering with the trajectory and, consequently, to avoid the aircraft risking a loss of separation with respect to said flying object beyond said separation time period. In this way, advantageously, the system will also intrinsically avoid the collision risks that might have followed the occurrence of a separation loss.

[0084] Once the manoeuvre attitude has been chosen, the pilot may act directly on the flight controls, or may select the manoeuvre attitude as shown on the screen so that the electronic control processor can autonomously execute the flight commands necessary to configure the movable surfaces of the aircraft in the selected manoeuvre attitude.

[0085] The method may therefore also comprise a forwarding step.

[0086] The forwarding step may precede the step in which the different manoeuvre attitudes are shown, for example if the forwarding step is intended to allow the evaluation in advance of which flight commands are suitable to implement the manoeuvre attitude. Or, the forwarding step may follow the calculation of the various manoeuvre attitudes, for example if it is intended to actually implement the manoeuvre attitude once it has been selected by the pilot.

[0087] In the forwarding step, the various manoeuvre attitudes are preferably forwarded, also in this case in real time and at a predetermined frequency, to the electronic control processor.

[0088] Therefore, the processor preferably determines one or more flight commands adapted to allow, for each manoeuvre attitude, the transition from the initial movement vector to the manoeuvre movement vector.

[0089] It is clear that, in this case, when speaking of forwarding the attitudes, it is meant that the method provides for sending data that allow the electronic control processor to understand which manoeuvre attitude is to be reached and / or to implement the manoeuvre axis to be reached, and that the electronic control processor is itself already programmed to operate the movable surfaces to reach the indicated manoeuvre attitude. The communication of attitudes to the electronic control processor may take place through the implementation of appropriate command actions by the pilot on the respective end effectors (e.g., stick or yoke), mediated by the fly-by-wire system, in order to implement the manoeuvre attitude, or, preferably, through the input of appropriate settings by the pilot on the dedicated interface of the onboard Autopilot device. As a further implementation mode, where a direct connection between the pilot support system described herein and the Autopilot is available, the communication of the manoeuvre attitudes may be direct from one system to the other, once approved by the pilot. In any case, whether for implementation by the pilot mediated by a fly-by-wire system or for implementation via autopilot, the lower-level control system onboard on the aircraft will apply, via suitable actuators, the appropriate actions on the aircraft's control surfaces corresponding to the received commands for implementing the manoeuvre attitude. The method just described is sufficient to allow the pilot to receive tactical information necessary to avoid the emergence of collision risks with external flying objects well before the flying objects, such as other aircraft, can activate the common anti-collision systems normally onboard the aircraft.

[0090] However, the method may include further provisions.

[0091] For example, if the electronic control processor is operatively connected to one or more engines, during the determination step of the manoeuvre attitudes, the method may comprise the virtual variation of the thrust of the aircraft so as to virtually vary even only the intensity of the movement vector.

[0092] This possibility is useful if, for example, an increase or reduction in speed in terms of magnitude is sufficient to remove the interference between the separation space and the trajectory of the flying object. However, such a possibility may be assigned a low priority in the classification of the manoeuvre attitudes described in the previous part of the method, in order to take into account the typical preferences of pilots and air traffic controllers, according to which variations relating solely to the attitude of the aircraft, and therefore to the geometric profile of the trajectory-preferably in a single flight plane (horizontal preferred over vertical)-are generally preferred over variations in the intensity of the aircraft's speed.

[0093] Furthermore, with regard to the formation of the manoeuvre attitudes, the method may provide for the execution of predetermined strategic choices.

[0094] Indeed, in this regard, the method may comprise a step of recording constraint parameters in a database.

[0095] These constraint parameters define limitations relating to the virtual variations of the movement vector. For example, in detail, the constraint parameters may comprise one or more of the following: a virtual variation of only one component of the movement vector, a virtual variation of only the intensity of the movement vector, and a virtual variation of the movement vector relative to the fixed terrestrial reference system in relation to predetermined positional rules.

[0096] In other words, the constraint parameters may impose a virtual variation of the movement vector exclusively along one component, requiring that the movement of the aircraft in manoeuvre attitude be exclusively vertical, or lateral; or the constraint parameters may impose that the aircraft vary only the magnitude of the velocity, as already mentioned; or again the constraint parameters may impose a combination of virtual variations; or again the constraint parameters may require that the aircraft, in manoeuvre attitude, does not violate rules pertaining to the airspace, for example the rules of the air as imposed by regulatory bodies; or further the constraint parameters may impose that the aircraft, in manoeuvre attitude, does not cause interference with the operation of TCAS devices onboard surrounding aircraft for which activation has been provided.

[0097] Therefore, the method preferably comprises, during processing, a retrieval step in which one or more constraint parameters are retrieved for one or more manoeuvre attitudes in order to limit the manoeuvre movement vector.

[0098] Thus, the manoeuvre attitude may also be determined based on the constraint parameters. These are, furthermore, preferably listed in an orderly manner in the database. Therefore, during classification, the method may also provide for ordering the list of manoeuvre attitudes also in relation to the order of the constraint parameters.

[0099] This means that simpler strategic attitudes may be prioritised over more complex attitudes involving more complex movements of the aircraft or non-conforming with the rules of the air.

[0100] The method may include further provisions.

[0101] For example, it may acquire position and speed of a plurality of flying objects. Therefore, the method may comprise the calculation of a plurality of trajectories.

[0102] In this case, advantageously, the method may determine the various manoeuvre attitudes in such a way that the separation space does not intersect any of the trajectories of the different flying objects.

[0103] The method may also be repeated several times, especially following the selection of a manoeuvre attitude by the pilot. Therefore, whenever the aircraft passes from an initial attitude to a manoeuvre attitude, the latter may define for the method a new initial attitude on which to base the evaluations in terms of separation space and trajectory.

[0104] Thus, the method may be executed again.

[0105] Naturally, the method is implemented by a support system for an aircraft pilot.

[0106] The system is therefore part of the invention. In particular, the invention comprises a system comprising means for implementing the method according to the invention. Thus, the system may comprise the aircraft and all devices, such as the assistance device, that allow the execution of the method. It is important to note that the method may be executed by an autonomous support electronic processor. Alternatively, the latter may be integrated into the electronic control processor and be onboard the aircraft.

[0107] In any case, the invention also comprises a computer program including instructions which, when the program is executed by the processor, cause the processor to carry out the method according to the invention.

[0108] Furthermore, the invention also comprises a computer-readable storage medium comprising instructions which, when executed by the processor, cause the processor to carry out the method according to the invention.

[0109] The support system and method for an aircraft pilot according to the invention achieve important advantages.

[0110] Indeed, the system and method are capable of increasing the pilot's situational awareness and reducing their workload, through the automatic and non-cooperative real-time processing of the manoeuvre attitudes that allow the separation space to be kept non-interfering with the trajectories of surrounding flying objects.

[0111] The applied strategies are also compliant with the rules of the air, over a very broad tactical time horizon, corresponding to several minutes before the loss of separation, which may be selectable by the pilot, thereby allowing the avoidance not only of collisions but also of the mere occurrence of a collision risk.

[0112] The system and method therefore make it possible to provide the pilot with traffic information within a sufficient time frame, a temporal horizon included, for example, between two and four minutes (or even longer, if desired), that is, at the tactical level, thus also enabling the prevention of the activation of emergency systems, whose time horizon is generally less than one minute.

[0113] Furthermore, by acting on a longer time horizon, the system and method are capable of optimising the conflict resolution manoeuvre, in addition to preventing the activation of ACAS, by minimising deviations from the original trajectory and reducing fuel consumption and energy variations associated with the execution of the resolution manoeuvre.

[0114] The system and method also allow the management of separation on each individual manoeuvre plane and on all planes collectively, up to complete 4D resolution capability, whereas existing commercial emergency systems of the ACAS (Airborne Collision Avoidance System) type do not provide a complete resolution manoeuvre.

[0115] Indeed, existing ACAS implementations, such as TCAS / TCAS II, are only capable of processing a purely vertical short-term manoeuvre, whereas the system and method according to the invention operate across all piloting channels, favouring planar manoeuvres and extending them to the vertical plane and to speed only if necessary.

[0116] Moreover, the system and method allow the processing of a resolution manoeuvre that complies with the rules of the air, while existing commercial systems do not take such rules into account in their operation.

[0117] In conclusion, the system and method according to the invention do not require, for their implementation, the presence of similar systems on external flying objects and are therefore self-compatible, due to compliance with the rules of the air, without requiring coordination of the manoeuvre between aircraft.

[0118] This represents a significant advantage over, for example, TCAS II, for which the manoeuvre (purely vertical) is cooperatively processed between the two involved aircraft.

[0119] The invention is susceptible to modifications falling within the scope of the inventive concept defined by the claims.

[0120] Within such scope, all details may be replaced by equivalent elements and the materials, shapes and dimensions may be any.

[0121] The project leading to this application has received funding from the Clean Sky 2 Joint Undertaking (JU) under grant agreement No 945535. The JU receives support from the European Union's Horizon 2020 research and innovation programme and the Clean Sky 2 JU members other than the Union.

Claims

1. A computer-implemented method for supporting a pilot of an aircraft, - said aircraft: - determining a plurality of attitudes, each characterised by a configuration of movable surfaces of said aircraft from which depends at least the orientation of a three-dimensional movement vector of said aircraft, - defining a mobile reference system integral with said movement vector so as to be able to vary the orientation of said mobile reference system with respect to a fixed terrestrial reference system, - being in flight, defining, among said attitudes, at least one initial attitude, and a related initial movement vector among said movement vectors, and - comprising a flight assistance device for said pilot including: - an electronic control processor configured to move said movable surfaces of said aircraft based on predetermined flight commands or commands imposed by said pilot so as to maintain or vary said attitude and therefore said movement vector, and - a screen operatively connected to said electronic control processor and configured to display flight data including at least said movement vectors and said attitudes; and - said method comprising: - defining a separation space of said aircraft starting from said mobile reference system; - acquiring in real time, at a predetermined frequency, position and speed of at least one flying object, within a predetermined three-dimensional detection space starting from said mobile reference system, more extensive than said separation space, with respect to said mobile reference system, when said flying object is detected; - calculating, based on said position and said speed, in real time at said predetermined frequency, a trajectory of said flying object with respect to said mobile reference system; - verifying whether said trajectory interferes with said separation space, and characterised in that, when said separation space interferes with said trajectory, said method further comprises: - further calculating, based on at least said position and said speed, in real time at said predetermined frequency, an interference time between said separation space and said trajectory by simulating in real time and at said predetermined frequency the behaviour of said detected flying object as determined by entering or not into the alarm status of a TCAS-type device, as if said TCAS-type device were present on board said detected flying object; - determining, in real time and at said predetermined frequency, among said attitudes, a plurality of different manoeuvre attitudes such that, within a predetermined separation time period, shorter than said interference time, said separation space no longer interferes with said trajectory by processing, for each said manoeuvre attitude, virtual variations of the orientation of said initial movement vector so as to define, among said movement vectors, a respective manoeuvre movement vector; - classifying, in real time and at said predetermined frequency, said different manoeuvre attitudes: - comparing each said manoeuvre movement vector with said initial movement vector so as to determine, for each said manoeuvre attitude, a degree of mutual difference, - associating each said degree of difference with a respective said manoeuvre attitude, and - ordering in a list said manoeuvre attitudes by numerically comparing respective said degrees of difference, in particular from smallest to largest; and - displaying on said screen said list updated in real time at said predetermined frequency so that said pilot can choose, in said list, one said manoeuvre attitude that allows to avoid said separation space interfering with said trajectory and, consequently, to avoid said aircraft risking a loss of separation, and a possible subsequent collision, with said flying object beyond said separation time period.

2. The method according to claim 1, further comprising forwarding, in real time and at said predetermined frequency, said different manoeuvre attitudes to said electronic control processor so that said processor determines one or more said flight commands adapted to allow the transition, for each said manoeuvre attitude, from said initial movement vector to said manoeuvre movement vector.

3. The method according to any one of the preceding claims, wherein said electronic control processor is operatively connected to one or more engines of said aircraft so as to be able to determine a thrust of said aircraft, and said method further comprises virtually varying, during said determination of said manoeuvre attitudes, said thrust of said aircraft so as to be able to virtually vary also only the intensity of said movement vector.

4. The method according to any one of the preceding claims, wherein whenever said aircraft passes from said initial attitude to said manoeuvre attitude, the latter defines for said method a new said initial attitude, and said method is executed again.

5. The method according to any one of the preceding claims, wherein said method acquires said position and said speed of a plurality of said flying objects; if a plurality of said flying objects interferes with said separation space, assigns a priority order to said flying objects based on predetermined categorisation and prioritisation rules; and calculates a plurality of said trajectories and determines said different manoeuvre attitudes so that said separation space does not intersect any of said trajectories..

6. The method according to any one of the preceding claims, further comprising recording in a database constraint parameters defining limitations relating to said virtual variations of said movement vector and, during said processing, said method comprises retrieving, for one or more said manoeuvre attitudes, one or more said constraint parameters to limit said manoeuvre movement vector.

7. The method according to the preceding claim, wherein said constraint parameters comprise one or more of the following: a virtual variation of only one component of said movement vector, a virtual variation of only an intensity of said movement vector, and a virtual variation of said movement vector with respect to said fixed terrestrial reference system in relation to predetermined positional rules.

8. The method according to any one of claims 5-6, wherein said constraint parameters are also orderly listed in said database and, during said classification, said method also orders said list of manoeuvre attitudes in relation to the order of said constraint parameters.

9. A support system for an aircraft pilot comprising means for implementing a method according to any one of the preceding claims.

10. A computer program comprising instructions which, when said program is executed by said processor, cause said processor to execute a method according to any one of claims 1-8.

11. A computer-readable storage medium comprising instructions which, when executed by said processor, cause said processor to execute a method according to any one of claims 1-8.

Images