Flight management system adapted for scalable energy management
The electronic flight management system addresses the challenge of hybrid propulsion by separating flight organization and energy management, optimizing energy use and reducing workload through dynamic energy management across various propulsion systems.
Patent Information
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- THALES SA
- Filing Date
- 2024-05-02
- Publication Date
- 2026-04-24
AI Technical Summary
Current flight management systems are inadequate for aircraft using hybrid propulsion systems that combine thermal and electrical energy, as they rely on static thermal energy models and struggle with battery power prediction and recharging strategies, complicating energy management.
An electronic flight management system with separate flight organization and energy management devices, utilizing aerodynamic and energy performance models, and employing software and hardware partitioning to manage energy sources independently of the engine type and adapt to varying energy configurations.
Enables dynamic energy management across different propulsion systems, optimizing energy use and reducing workload by separating trajectory and energy management functions, suitable for existing and new aircraft designs.
Smart Images
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Abstract
Description
Title of the invention: Flight management system adapted for scalable energy management
[0001] The present invention relates to an electronic flight management system.
[0002] The invention relates to the field of mission management, guidance and motor control systems in managed mode.
[0003] Navigation management systems, in particular flight plan and trajectory systems, calculate predictions of remaining energy related to the reference flight plan and an associated trajectory.
[0004] It is known to integrate a representative model of the aircraft into the flight management system, combining the propulsion system and the aircraft's aerodynamics. This model allows for the simultaneous calculation of time predictions and energy predictions associated with the trajectory.
[0005] However, current certified aircraft are based on purely thermal propulsion. The use of thermal energy, such as kerosene, is predictable and linear and is based solely on a static model, which is not the case for other types of energy. Therefore, no solution currently exists for other types of aircraft propulsion.
[0006] Indeed, emerging propulsion systems, particularly in the field of turboprop aircraft, combine conventional thermal energy (kerosene) with the use of electrical energy, via batteries. This hybridization of thermal and electrical energy is further complemented by liquid hydrogen-based propulsion.
[0007] In this context, each aircraft manufacturer develops specific hybridization strategies by optimizing, according to the flight phases, the "Battery" energy rate and the "Fuel" energy rate, and later, the "Liquid Hydrogen" energy rate or other emerging energy source.
[0008] Moreover, the power models available at the terminals of the batteries as a function of their state of charge and other properties (such as ambient temperature, or aging) are at this stage still difficult to determine.
[0009] In addition, battery recharging strategies in flight during certain flight phases can complicate energy consumption / management models.
[0010] The aim of the invention is therefore to propose an electronic flight management system that improves energy management independently of the engine used by the aircraft, and in a way that evolves over time.
[0011] To this end, the invention relates to an electronic flight management system comprising:
[0012] - a flight organization device configured to organize the flight of an aircraft, including:
[0013] + a calculation module configured to calculate a trajectory and instructions for aircraft guidance based on positioning data and an aircraft flight plan, the flight plan including one or more segments, and
[0014] + an estimation module including an aerodynamic performance model of the aircraft and configured to estimate, via the aerodynamic performance model, a set of aeronautical quantity(ies) of the aircraft at at least one point on the calculated trajectory; and
[0015] - an energy management device comprising:
[0016] + a prediction module including an energy performance model and configured to predict, via the energy performance model, a set of aircraft energy quantity(ies) at at least one point on the calculated trajectory, received from the flight planning system,
[0017] the flight organization device and the energy management device being separated and distinct from each other via at least one partitioning among a software partitioning and a hardware partitioning.
[0018] According to other advantageous aspects of the invention, the electronic flight management system comprises one or more of the following features, taken individually or in any technically possible combination:
[0019] - the flight organization device and the energy management device are implemented each in the form of a respective software component within the same electronic board, the software component for the flight organization device being distinct from the software component for the energy management device;
[0020] - the software partitioning is chosen from the group consisting of:
[0021] + the flight organization device and the energy management device are implemented each in the form of a respective software component within the same software; and
[0022] + the software component for the flight organization device is included in a first software, and the software component for the energy management device is included in a second software, separate from the first software;
[0023] - for the hardware partitioning, the flight organization device and the device energy management functions are each performed via a respective electronic board, the electronic board for the flight organization device being separate from the electronic board for the energy management device;
[0024] - the hardware partitioning is chosen from the group consisting of:
[0025] + the flight organization device and the energy management device are implemented each via a respective electronic card within the same computer; and
[0026] + the electronic card for the flight organization device is included in a first computer, and the electronic board for the energy management device is included in a second computer, separate from the first computer;
[0027] - one of the first and second computers is intended to be embedded in the aircraft and the other of the first and second computers is intended to be located outside the aircraft, preferably on the ground, the first and second computers communicating with each other via a radio link;
[0028] - the flight organization device and the energy management device are each compliant with ARINC 653 standard;
[0029] - the set of aeronautical quantity(ies) includes a required power of propulsion and the set of energy quantity(ies) includes an available propulsion power and a commanded propulsion power; the commanded propulsion power being determined by the energy management device from the required propulsion power, received from the flight organization device, and the available propulsion power; the commanded propulsion power at a current instant being received by the flight organization device from the energy management device, the required propulsion power at a time later than the current instant being then estimated by the flight organization device from the commanded propulsion power (at the current instant and the trajectory at the time later than the current instant;
[0030] - the set of aeronautical quantity(ies) comprises a set of quantity(ies) primary aeronautical quantity(ies) and a set of secondary aeronautical quantity(ies), distinct from said set of primary aeronautical quantity(ies); and the flight organization device includes a first transmission module configured to transmit to the energy management device only the set of primary aeronautical quantity(ies) from the set of aeronautical quantity(ies);
[0031] - the set of primary aeronautical quantity(ies) comprises at least one primary aeronautical quantity chosen from the group consisting of: an estimated altitude, an airspeed, an outside temperature, a required propulsion power, a flight segment traveled, a duration of the flight segment traveled, and a required level of aircraft de-icing;
[0032] the set of secondary aeronautical quantity(ies) preferably comprising at least one secondary aeronautical quantity chosen from the group consisting of: a ground speed, a slope relative to the ground, geographical coordinates, a wind speed, a wind direction, a distance to destination, a time to destination, a running mass, a center of gravity and a distance of a flight segment traveled;
[0033] - the set of energy quantity(ies) comprises a set of quantity(ies) primary energy quantity(ies) and a set of secondary energy quantity(ies), distinct from said set of primary energy quantity(ies); and the energy management device includes a second transmission module configured to transmit to the flight organization device only the set of primary energy quantity(ies) from the set of energy quantity(ies);
[0034] - the set of primary energy quantity(ies) comprises at least one quantity primary energy chosen from the group consisting of: a controlled propulsion power, an available propulsion power, a current mass variation and a center of gravity variation;
[0035] the set of secondary energy quantity(ies) preferably comprising at least one secondary energy quantity chosen from the group consisting of: a fuel flow rate, a remaining quantity of fuel, a total power, a power consumed by the flight management system, a battery state of charge, a battery electrical energy flow rate, a quantity of fuel consumed at destination, a quantity of electrical energy consumed at destination, and a maximum range;
[0036] - the energy management device is intended to be connected to a set of source(s) energy comprising at least one energy source, and further includes a management module configured to manage, based on the trajectory and the set of energy quantity(ies), a control logic for the set of energy source(s) powering the aircraft; and
[0037] - the set of energy source(s) comprising at least two energy sources distinct, and the piloting logic includes a law for choosing the energy source(s) used for each segment of the flight plan.
[0038] The invention will become clearer upon reading the following description, given solely by way of non-limiting example, and made with reference to the drawings in which:
[0039] [Fig-1] [Fig.1] is a schematic representation of an aircraft according to the invention, including a flight management system and a set of power sources;
[0040] [Fig.2] [Fig.2] is a schematic representation of the flight management system of [Fig.1], comprising a flight organization device and a power management device; and
[0041] [Fig.3] [Fig.3] is a schematic representation of the distribution of calculations of the flight management device and the energy management device for an example of the propulsion architecture of the aircraft of [Fig.1].
[0042] In [Fig. 1], an aircraft 10 comprises an electronic flight management system 12 and a set 14 of power sources 15, the electronic flight management system 12 being connected to the set 14 of power sources 15. As an optional complement, the electronic flight management system 12 is connected to a human-machine interface (not shown).
[0043] Aircraft 10 is typically an airplane, such as a commercial airliner or a regional transport aircraft. Alternatively, aircraft 10 is a helicopter.
[0044] Alternatively, the aircraft 10 is a drone, that is to say an unmanned aerial vehicle, also called a UAV (Unmanned Aerial Vehicle). The aircraft 10 is then remotely piloted by an operator, or controlled by an autonomous navigation system.
[0045] Alternatively, aircraft 10 is a VTOL (Vertical Take-Off and Landing).
[0046] The assembly 14 includes at least one power source 15. Those skilled in the art will understand that each power source 15 includes means for propulsion and power distribution to these means. Typically, the power source 15 is a fuel tank, such as a kerosene tank. The advantage of the kerosene tank 15 is that its behavior is easily predictable by an energy performance model. The kerosene tank 15 is also the predominant power source on most commercially available aircraft, which allows the flight management system 12 to be deployed on the aircraft 10 and / or another existing aircraft.
[0047] Preferably, the assembly 14 comprises at least two separate energy sources 15, as shown in [Fig.1]. Each energy source 15 is of the type selected from the group consisting of: a hydrogen fuel cell, a fuel tank, and an electric battery.
[0048] Each energy source 15 comprises, for example, one or more hydrogen fuel cells, one or more fuel tanks, and / or one or more batteries.
[0049] The assembly 14 includes, for example, the fuel tank(s), such as the kerosene tank(s), and the electric battery(ies), to perform propulsion of the aircraft 10 during a flight using these two energy sources 15 in a parallel configuration of the energy sources 15.
[0050] Alternatively, the assembly 14 comprises the fuel tank(s), such as the kerosene tank(s), and the electric battery(ies), for propelling the aircraft 10 during flight using these two energy sources 15 in a series configuration of the energy sources 15, via the use of a turbogenerator TGI, TG2, ..., TGp and a combiner CB. The turbogenerator generates electrical energy from the kerosene tank. The combiner CB combines the electrical energy from the electric battery(ies) with that from the turbogenerator.
[0051] Alternatively, the assembly 14 includes the fuel tank, such as the kerosene tank, and the electric battery or batteries, to perform the propulsion of the aircraft 10 during flight using these two energy sources 15 in a mixed configuration, mixing the aforementioned series and parallel configurations to perform a hybridization of the energy sources.
[0052] Those skilled in the art will note that the number of energy source(s) 15 used will depend on the aircraft 10 used. Indeed, the type of aircraft 10 and the power of the engine associated with the aircraft 10 are parameters to be taken into account when defining the number of energy source(s) 15. Furthermore, the size of the batteries and their installation possibilities in the aircraft 10 is a constraint that depends on the dimensions of the aircraft 10. One or two energy sources 15 have been used as examples above, but their number and configuration can of course be greater than 2 depending on the aircraft 10.
[0053] The electronic flight management system 12, hereafter referred to as the flight management system, includes a flight organization device 16 and a power management device 18.
[0054] The flight planning device 16 is configured to reduce the workload of an onboard crew in planning the flight of aircraft 10. For example, the flight planning device 16 is configured to handle aerodynamic calculations and time predictions of aircraft 10, such as the estimated time of arrival, etc.
[0055] The power management device 18 is configured to manage the power of the aircraft 10.
[0056] The flight organization device 16 and the power management device 18 are separated and distinct from each other via at least one partitioning among a software partitioning and a hardware partitioning.
[0057] Advantageously, the flight organization device 16 and the power management device 18 are separated and distinct from each other via software partitioning.
[0058] The flight organization device 16 and the energy management device 18 are each implemented as a respective software component within the same electronic board. The software component for the flight organization device 16 is therefore separate from the software component for the energy management device 18.
[0059] Preferably, the software partitioning is chosen from the group consisting of:
[0060] - the flight organization device 16 and the power management device 18 are each implemented as a respective software component within the same software; and
[0061] - the software component for the flight 16 organization device is included in a first software, and the software component for the energy management device 18 is included in a second software, separate from the first software.
[0062] Alternatively, not shown, the software partitioning is carried out by implementing the flight organization device 16 and the power management device 18, each as a respective software component, forming the flight management system 12 embedded on a single microprocessor. Thus, all the functions of the flight management system 12 are performed by a single microprocessor.
[0063] Alternatively, not shown, the software partitioning is achieved by implementing the flight organization device 16 and the power management device 18, each as a respective programmable logic component, forming the flight management system 12 embedded in a single FPGA chip. Thus, all the functions of the flight management system 12 are performed by a single FPGA chip. These functions are, for example, hosted on a microprocessor as downloadable application software, without modification of lower layers.
[0064] For example, when the flight management system 12 is implemented as one or more software programs, i.e., as a computer program, also called a computer program product, it is suitable for being stored on a computer-readable medium (not shown). A computer-readable medium is, for example, a medium capable of storing electronic instructions and being connected to a bus of a computer system. For example, a readable medium is an optical disc, a magneto-optical disc, ROM, RAM, any type of non-volatile memory (e.g., FLASH or NVRAM), or a magnetic card. A computer program comprising software instructions is then stored on the readable medium.
[0065] Advantageously, the flight organization device 16 and the power management device 18 are separated and distinct from each other via hardware partitioning; the flight organization device 16 and the power management device 18 are each implemented via a respective electronic board. The electronic board for the flight organization device 16 is separate from the electronic board for the power management device 18.
[0066] The hardware partitioning is therefore visible in the flight management system 12. The hardware partitioning includes software partitioning since the flight organization device 16 and the power management device 18 are not located on the same electronic board. Indeed, each electronic board has an associated software component.
[0067] Preferably, the hardware partitioning is chosen from the following type:
[0068] - type A: the flight organization device 16 and the power management device 18 are each performed via a respective electronic card within the same computer; and
[0069] - type B: the electronic card for the flight organization device 16 is included in a first computer, and the electronic board for the energy management device 18 is included in a second computer, separate from the first computer.
[0070] Alternatively, when the hardware partitioning is of type A, the hardware partitioning is carried out by implementing the flight organization device 16 and the power management device 18 each via a respective microprocessor in the same electronic board.
[0071] As an optional addition, when the hardware partitioning is of type A or B, each electronic card includes a microprocessor designed for the flight organization device 16 and the power management device 18 respectively.
[0072] Alternatively, when the hardware partitioning is of type A or B, each electronic card includes a reprogrammable FPGA chip for the flight organization device 16 and the power management device 18 respectively.
[0073] Alternatively, one of the first and second computers is intended to be installed in the aircraft 10 and the other of the first and second computers is intended to be located outside the aircraft 10. Preferably, the other of the first and second computers is on the ground. The first and second computers communicate with each other via a radio link, not shown.
[0074] Advantageously, the flight organization device 16 and the energy management device 18 are each in accordance with the ARINC 653 standard.
[0075] The ARINC 653 standard is a standard for the temporal and spatial partitioning of computing resources. The partitioning principle allows the coexistence, on the same platform, of avionics functions of different levels, and enables an incremental qualification process for these functions, as well as a process for segregating function providers.
[0076] The flight organization device 16 and the energy management device 18 are connected to each other, and will now be described with regard to [Fig.2].
[0077] The flight organization device for flight 16 includes a calculation module 20 and an estimation module 22.
[0078] Advantageously, the flight organization device 16 further includes a first transmission module 24.
[0079] The calculation module 20 is configured to calculate a trajectory and guidance instructions for the aircraft 10 from positioning data 26 and a flight plan for the aircraft 10.
[0080] The positioning data 26 are, for example, obtained from one or more sensors (not shown).
[0081] The trajectory of the aircraft 10 is, for example, a line formed by a plurality of successive points, this line passing through waypoints of the flight plan.
[0082] The flight plan includes one or more segments, each segment (also called a leg) containing at least one waypoint and two successive segments sharing a common waypoint. For example, the flight plan describes the intended flight of aircraft 10. The flight plan thus contains information about the intended route. The flight plan is capable of containing other information, such as the identity and characteristics of the aircraft, the departure and destination aerodromes, and the number of people on board. This number of people on board influences, for example, the current mass MC(T) and the center of gravity CG of aircraft 10. The flight plan also includes an initialization phase, also called the ground taxi phase; a takeoff phase; a climb phase; a cruise phase; a descent and approach phase; a landing phase; and a ground taxi phase.Each phase in flight includes one or more checkpoints.
[0083] The estimation module 22 includes an aerodynamic performance model of the aircraft 10. The estimation module 22 is then configured to estimate, via the aerodynamic performance model, a set of aeronautical quantity(ies) 28 of the aircraft 10 at at least one point on the calculated trajectory. The estimation module 22 is connected to the calculation module 20.
[0084] Preferably, the set of aeronautical quantity(ies) 28 comprises a set of primary aeronautical quantity(ies) 30 and a set of secondary aeronautical quantity(ies) 32, distinct from said set of primary aeronautical quantity(ies) 30.
[0085] Advantageously, the set of aeronautical quantity(ies) 28 includes a required propulsion power WuR consumed over one hour. The required propulsion power is preferably a primary aeronautical quantity 30. The determination of this quantity will be described later in the description.
[0086] The set of primary aeronautical quantity(ies) 30 comprises, for example, at least one primary aeronautical quantity 30 chosen from the group consisting of: an estimated altitude Ae of the aircraft 10, an airspeed of the aircraft 10, a temperature T°ext outside the aircraft 10, the required propulsion power of the aircraft 10, a flight segment traveled by the aircraft 10, a duration of the flight segment traveled by the aircraft 10, and a required level of de-icing of the aircraft 10. The required level of de-icing of the aircraft 10 has, for example, three levels: total F, medium H or absent N.
[0087] The first transmission module 24 is configured to transmit to the energy management device 18 only the set of primary aeronautical quantity(ies) 30 from the set of aeronautical quantity(ies) 28. The set of secondary aeronautical quantity(ies) 32 includes, for example, at least one secondary aeronautical quantity 32 chosen from the group consisting of: a ground speed of the aircraft 10, a slope of the aircraft 10 relative to the ground, geographical coordinates of the aircraft 10, a wind speed vv, a wind direction, a distance of the aircraft 10 to the destination, a flight time of the aircraft 10 to the destination, the current mass MC(T) of the aircraft 10, the center of gravity CG of the aircraft 10 and a distance of a flight segment traveled by the aircraft 10.The set of secondary aeronautical quantity(ies) 32 includes, for example, one or more aeronautical quantity(ies) which remain within the flight organization system 16.
[0088] The energy management device 18 includes a prediction module 34.
[0089] Advantageously, the energy management device 18 further comprises a second transmission module 36 and a management module 38.
[0090] The prediction module 34 includes an energy performance model. The prediction module 34 is then configured to predict, via the energy performance model, a set of energy quantity(ies) 40 of the aircraft 10 at at least one point of the calculated trajectory, received from the flight organization device 16.
[0091] Preferably, the set of energy quantity(ies) 40 comprises a set of primary energy quantity(ies) 42 and a set of secondary energy quantity(ies) 44, distinct from said set of primary energy quantity(ies) 42.
[0092] Advantageously, the set of energy quantity(ies) 40 comprises an available propulsion power WuD consumed during one hour and a controlled propulsion power Wuc during one hour. The available propulsion power and the controlled propulsion power are preferably each a primary energy quantity 42.
[0093] The set of primary energy quantity(ies) 42 comprises, for example, at least one primary energy quantity 42 chosen from the group consisting of: a controlled propulsion power of the aircraft 10, an available propulsion power of the aircraft 10, a variation in current mass AMC (expressed for example in tonnes) of the aircraft 10 and a variation in the center of gravity CG of the aircraft 10.
[0094] The set of secondary energy quantity(ies) 44 comprises, for example, at least one secondary energy quantity 44 chosen from the group consisting of: a fuel flow rate, a remaining quantity of fuel, a total aircraft power 10, an electrical power consumed by the flight management system 12, a state of charge (SOC) of the aircraft 10 battery, an ASOC rate of the state of charge (ASOC) of the aircraft 10 battery, an amount of fuel consumed by the aircraft 10 at destination, an amount of electrical power consumed by the aircraft 10 at destination, and a maximum distance range for the aircraft 10.
[0095] The maximum range corresponds, for example, to the maximum distance that can be traveled by the aircraft 10 from its position at a current time instant T.
[0096] The total power of the aircraft 10 at a passing point corresponds, for example, to a sum of the power consumed by the flight management system 12 and the propulsion power of the aircraft 10 at that passing point.
[0097] The propulsion power of the aircraft 10 corresponds, for example, to the maximum between the available propulsion power and the commanded propulsion power during the last calculation of the energy management device 18 at this point of passage.
[0098] The power consumed by the flight management system 12 corresponds to the power used by the flight management system 12 at this point of passage.
[0099] The second transmission module 36 is configured to transmit to the flight organization device 16, in particular to the computing module 20, only the set of primary energy quantity(ies) 42 from the set of energy quantity(ies) 40.
[0100] The management module 38 is configured to manage, from the trajectory and the set of energy quantity(ies) 40, a PSS (Propulsion Supervision System) piloting logic of the set 14 of energy source(s) 15 supplying the aircraft 10.
[0101] The PSS piloting logic includes a law for choosing the energy source(s) 15 used for each segment of the flight plan.
[0102] When two energy sources 15 are in parallel configuration, the PSS control logic then allows the choice of the fuel tank and / or the electric battery(ies) for the propulsion of the aircraft 10.
[0103] When two power sources 15 are in series configuration, the PSS control logic then establishes a percentage of power from each power source 15 used for the propulsion of the aircraft 10.
[0104] For example, when the PSS control logic finds that the set 14 of energy source(s) 15 does not provide enough power following a malfunction or an unforeseen situation of the set 14, the available propulsion power is then transmitted to the computing module 20 for a new calculation of the trajectory and guidance instructions taking into account this new power constraint.
[0105] Now, an example of aircraft propulsion architecture will be described with regard to [Fig.3].
[0106] Figure 3 shows an example of using two energy sources 15 in series. In the configuration of Figure 3, two fuel tanks RI and R2 are used, However, the number of tanks will depend on the design of each aircraft. On one side, these two tanks supply a pump P, which will transmit the fuel to p turbogenerator(s) TGI, TG2, ..., TGp, where p is a non-zero integer, to generate electrical power and supply the combiner CB. On the other side, j battery(ies) B1, B2, ..., Bj, where j is a non-zero integer, also supply the combiner CB. These two power sources are in a mixed configuration (combining series and parallel configurations) to perform the hybridization of the power sources.
[0107] Preferably, the management module 38 is configured to manage, from the trajectory and the set of energy quantity(ies) 40, a control logic for the set 14 of energy source(s) 15 supplying the aircraft 10. More specifically, the management module 38 is configured to determine, for example, a percentage of electrical power from p turbogenerator(s) TGI, TG2, ...TGp, denoted TX_P_TGx, and a percentage of electrical power from j battery(ies) Bl, B2, ... Bj, denoted TX_P_Battx.
[0108] Alternatively, the percentage TX_P_TGx of electrical power of p turbogenerator(s) TGI, TG2, .. .TGp and the percentage TX_P_Battx of electrical power of j battery(s) Bl, B2, ... Bj is, for example, determined by a command from the pilot 46 of the aircraft 10 via the human-machine interface.
[0109] Next, the PSS control logic interacts with j batteries Bl, B2, ... Bj and p turbogenerator(s) TGI, TG2, ... TGp in order to transmit the command with the percentage of electrical power of p turbogenerator(s), the percentage of electrical power of j battery(s) and an outside temperature of j battery(s) T_BATT. Finally, the combiner CB transmits the mixture of electrical energy from the tanks with that of j batteries to m electric motors M1, M2, ... Mm, where m is a non-zero natural number, to rotate one or more propellers of aircraft 10.
[0110] Below m electric motors, a calculation unit, denoted A / C and visible in [Fig. 3], is configured, for example, to calculate a power loss P_Syst. The calculation unit is configured to calculate a motor and propeller efficiency Eta_prop.
[0111] At the bottom of [Fig.3], a distribution of the calculations of the flight management system 12 by flight organization device 16 and energy management device 18 is shown.
[0112] Fig. 3 shows, for example, that other quantities are added to the set of primary aeronautical quantity(ies) 30 or to the set of secondary aeronautical quantity(ies) 32, such as a drag force Tr of the aircraft 10, or a vertical speed Vz of the aircraft 10 corresponding to the speed at which the aircraft moves vertically from an initial point to another point.
[0113] Details on the calculation of certain quantities in the set of aeronautical quantities 28 are also illustrated. For example, the vertical speed Vz is calculated based on the aircraft mass 10, the airspeed V, the required propulsion power, and the drag force. The required propulsion power is calculated based on the drag force, the aircraft mass 10, and the glide slope a relative to the ground. The glide slope a relative to the ground is calculated from the airspeed V, the vertical speed Vz, and the wind speed. The ground speed GS is calculated from the airspeed V and the wind speed vv, where the airspeed V is the airspeed of the aircraft 10. The vertical speed Vz is calculated from the airspeed V and the glide slope a relative to the ground. The other quantities mentioned in [Fig. 3] are obtained using formulas known to those skilled in the art in the field of aeronautics.
[0114] Fig. 3 also shows that other quantities are, for example, added to the set of primary energy quantity(ies) 42 or to the set of secondary energy quantity(ies) 44, such as the PSS control logic.
[0115] Details on the calculation of certain quantities in the energy quantity set 40 are also illustrated in [Fig. 3]. For example, the available propulsion power is calculated based on the PSS flight control logic, the power lost P_Syst by the electric motors included in the power consumed, the airspeed, the temperature T°ext, and the altitude. The controlled propulsion power is calculated based on the available propulsion power, the airspeed V, the temperature T°ext, the efficiency of the m electric motors, and the efficiency of the propeller(s). The AC fuel flow rate is calculated based on the percentage TX_P_TGx of electrical power from the p turbogenerator(s), the airspeed V, the altitude, and the temperature T°ext. The ASOC flow rate of the battery state of charge is calculated based on the percentage TX_P_Battx of electrical power from the j battery(ies) Bl, B2, ...Bj, the state of charge SOC and the outside temperature T_BATT of the battery(ies) Bl, B2, ... Bj. The other quantities mentioned in [Fig.3] are obtained using formulas known to those skilled in the art.
[0116] In what follows, an example of exchange between the flight organization device 16 and the energy management device 18 will be described during different phases of the flight plan.
[0117] Table 1 shown below shows an exchange between the flight organization device 16 and the energy management device 18 for two phases of taxiing or takeoff PI and climb P2 of said flight plan.
[0118] At the top of the table, the set of aeronautical quantity(ies) 28 is represented. Advantageously, the set of aeronautical quantity(ies) 28 comprises the set of primary aeronautical quantity(ies) 30 and the set of secondary aeronautical quantity(ies) 32.
[0119] Preferably, the set of primary aeronautical quantity(ies) 30 includes quantities such as the estimated altitude Ae, the air speed V, the outside temperature T°ext, the required propulsion power, the flight plan segment traveled, the duration LegT of the flight segment traveled, or the required level of aircraft de-icing.
[0120] Preferably, the remaining quantities of the set of aeronautical quantity(ies) 28 correspond to quantities belonging to the set of secondary aeronautical quantity(ies) 32. These are quantities such as the slope a with respect to the ground, the vertical speed Vz, geographical coordinates such as latitude lat and longitude long, the wind speed vv, the wind direction vo, the distance Dd to destination, the time TD to destination, the current mass MC(T) (expressed for example in tonnes), the center of gravity CG, or the length LegD of a flight segment traveled. The set of secondary aeronautical quantity(ies) 32 is thus distinct and disjoint from the set of primary aeronautical quantity(ies) 30. Indeed, the set of primary aeronautical quantity(ies) 30 and the set of secondary aeronautical quantity(ies) 32 do not have any quantity in common.
[0121] Other quantities are, for example, added to the set of primary aeronautical quantity(ies) 30 or to the set of secondary aeronautical quantity(ies) 32. One or more quantities are also interchangeable between the set of primary aeronautical quantity(ies) 30 and the set of secondary aeronautical quantity(ies) 32 from the moment these two sets are distinct and disjoint, that is to say, that the set of primary aeronautical quantity(ies) 30 and the set of secondary aeronautical quantity(ies) 32 do not have a common quantity.
[0122] Table 1 shows the estimated altitude Ae and the geographic coordinates for each waypoint. This corresponds, for example, to the trajectory calculated by calculation module 20.
[0123] To facilitate reading, only a part of the points of the trajectory are represented in Table 1. Some values in the second column of Table 1 are not shown, but the absence of these values does not limit the understanding of the person skilled in the art of the invention, since these are quantities used for the take-off of an aircraft, which is known to the person skilled in the art.
[0124] Other quantities from the set of aeronautical quantity(ies) 28 are calculated by the flight organization device 16 in order to carry out a flight organization of the aircraft 10 for all phases of the flight plan.
[0125] The first transmission module 24 transmits, preferably, to the energy management device 18 only the set of primary aeronautical quantity(ies) 30 from the set of aeronautical quantity(ies) 28. For example, the first transmission module 24 transmits to the prediction module 34 of the energy management device 18 only the set of primary aeronautical quantity(ies) 30, in particular the required propulsion power WuR, as well as the physical flight quantities which influence the available propulsion power (altitude, speed, temperature), in order to check whether the required propulsion power WuR is greater than the available propulsion power WuD.
[0126] At the bottom of Table 1, the set of energy quantity(ies) 40 is shown. Advantageously, the set of energy quantity(ies) 40 comprises the set of primary energy quantity(ies) 42 and the set of secondary energy quantity(ies) 44.
[0127] Preferably, the set of primary energy quantity(ies) 42 includes quantities such as the controlled propulsion power Wuc, the available propulsion power WuD, the current mass variation AMC (expressed for example in tonnes), or the variation of the center of gravity ACG.
[0128] Preferably, the other quantities correspond to quantities belonging to the set of secondary energy quantities 44. These are quantities such as the fuel flow rate, the remaining fuel quantity, the total power Pmax, the power consumed by the flight management system, the state of charge of the battery SOC, or the electrical energy output of the battery. The set of secondary energy quantities 44 includes, for example, one or more energy quantities remaining within the energy management device 18.
[0129] Other quantities, such as the amount of fuel consumed at destination, the amount of electrical energy consumed at destination, or the maximum distance range, are, for example, added to the set of secondary energy quantity(ies) 44.
[0130] Other quantities are, for example, added to the set of primary quantity(ies) of energy 42 or to the set of secondary quantity(ies) of energy 44. One or more quantities are also interchangeable between the set of primary quantity(ies) of energy 42 and the set of secondary quantity(ies) of energy 44 from the moment these two sets are distinct and disjoint, that is to say, that the set of primary quantity(ies) of energy 42 and the set of secondary quantity(ies) of energy 44 do not have a common quantity.
[0131] More specifically, the controlled propulsion power Wuc is determined by the energy management device 18 from the required propulsion power WuR, received from the flight 16 organization system, and from the available WuD propulsion power.
[0132] For example, this determination is carried out by comparing the required propulsion power WuR with the available propulsion power WuD, for example according to the following law:
[0133] - if WuR > WuD, then Wuc = WuD; And
[0134] - if WuR < WuD, then Wuc = WuR.
[0135] The determined controlled propulsion power Wuc, the required received propulsion power WuR and the available propulsion power WuD all correspond, for example, to powers calculated at the current time instant T.
[0136] Using the values in the fourth column of Table 1 as an example, the required propulsion power WuR at this time is 201 kW and the available propulsion power WuD is 251 kW. Since the required propulsion power WuR is then less than or equal to the available propulsion power WuD, the commanded propulsion power Wuc is then equal to the required propulsion power WuR, i.e., 201 kW.
[0137] The second transmission module 36 transmits, preferably, to the flight organization device 16 only the set of primary energy quantity(ies) 42 from the set of energy quantity(ies) 40.
[0138] The commanded propulsion power Wuc at the current time instant T is preferably received by the flight organization device 16 from the energy management device 18.
[0139] Thus, the required propulsion power WuR at a time instant T+l, subsequent to the current time instant T, is estimated by the flight organization device 16 from the commanded propulsion power Wuc at the current time instant T and the trajectory at the time instant T+L
[0140] Taking the values from the fourth column of Table 1 as an example, the required propulsion power WuR at the next time T+l is equal to the required propulsion power WuR at the current time T (i.e. 201kW) since the trajectory has not been modified and the required propulsion power WuR at this next time T+l is still less than or equal to the available propulsion power WuD.
[0141] In the case where the available propulsion power WuD was less than the required propulsion power WuR, the required propulsion power WuR at the next time instant T+l would, for example, have been modified and replaced (for this (passage point) by the available propulsion power WuD at the current time instant T.
[0142] [Tables 1] Phase PI P2 Set of aeronautical size(s) 26 Leg WTPO WTP1 WTP1 Lat 0 10 5 long 0 10 15 Ae (m) 0 500 2500 V (km / h) 0 80 80 T°ext (°C) 15 14 10 Vz (Km / h) 800 800 a(°) 0 6 6 WuR (Kwh) 257 201 vv (km / h) 0 0 0 v0 (km / h) 0 0 0 LegD (Nm) 7 7 Dd (km) 156.5 149.5 142.5 Leg T (min) 5.3 5.3 TD (min) 52.4 47.1 41.9 MC (T) (t) 20 CG 10 Defrost HNH Set Energy quantity(ies) 40 Pmax (kWh) 300 295 290 WuD (kWh) 260 257 251 Wuc (kWh) 257 201 AC (m³) 20 20 ASOC (%) 20 20 AMC (t) 0.4 0.4 ACG 0.2 0.2 SOC (%) 100 80 60 C (m³) 200 180 160
[0143] The flight management system 12 according to the invention then makes it possible to separate the domain of trajectories and time predictions from the domain of energy management, by proposing the flight organization device 16 and the energy management device 18 to be separate and distinct via at least one partitioning.
[0144] Thanks to the energy management device 18, and more particularly to the management module 38, the flight management system 12 is able to adapt to the configuration of the set 14 of energy source(s) 15 of any type of aircraft 10. This invention is therefore equally suitable for an existing aircraft, as for an aircraft under construction.
Claims
Demands
1. Flight management system (12) comprising: - a flight organization device (16) configured to organize the flight of an aircraft (10), comprising: + a calculation module (20) configured to calculate a trajectory and guidance instructions for the aircraft (10) from positioning data (26) and a flight plan for the aircraft (10), the flight plan including one or more segments, and + an estimation module (22) including an aerodynamic performance model for the aircraft (10) and configured to estimate, via the aerodynamic performance model, a set of aeronautical quantity(ies) (28) for the aircraft (10) at at least one point on the calculated trajectory;and - an energy management device (18) comprising: + a prediction module (34) including an energy performance model and configured to predict, via the energy performance model, a set of energy quantity(ies) (40) of the aircraft (10) at at least one point of the calculated trajectory, received from the flight planning device (16), characterized in that the flight planning device (16) and the energy management device (18) are separated and distinct from each other via at least one partitioning among a software partitioning and a hardware partitioning, the flight plan describing a planned flight of the aircraft (10).;
2. Flight management system (12) according to claim 1, wherein for software partitioning, the flight organization device (16) and the power management device (18) are each implemented as a respective software component within the same electronic board, the software component for the flight organization device (16) being separate from the software component for the power management device (18).
3. Flight management system (12) according to claim 2, wherein the software partitioning is selected from the group consisting of: - the flight organization device (16) and the energy management device (18) are each implemented as a respective software component within the same software; and - the software component for the flight organization device (16) is included in a first software, and the software component for the energy management device (18) is included in a second software, separate from the first software.
4. Flight management system (12) according to any one of the preceding claims, wherein for hardware partitioning, the flight organization device (16) and the power management device (18) are each realized via a respective electronic board, the electronic board for the flight organization device (16) being separate from the electronic board for the power management device (18).
5. Flight management system (12) according to claim 4, wherein the hardware partitioning is selected from the group consisting of: - the flight organization device (16) and the energy management device (18) are each implemented via a respective electronic card within the same computer; and - the electronic card for the flight organization device (16) is included in a first computer, and the electronic card for the energy management device (18) is included in a second computer, separate from the first computer.
6. Flight management system (12) according to claim 5, wherein one of the first and second computers is intended to be carried on board the aircraft (10) and the other of the first and second computers is intended to be disposed outside the aircraft (10), preferably on the ground, the first and second computers communicating with each other via a radio link.
7. Flight management system (12) according to any one of the preceding claims, wherein the flight organization device (16) and the power management device (18) are each in accordance with ARINC 653.
8. Flight management system (12) according to any one of the preceding claims, wherein the aeronautical quantity set(s) (28) comprises a required propulsion power (WuR) and the energy quantity set(s) (40) comprises an available propulsion power (WuD) and a commanded propulsion power (Wuc); the commanded propulsion power (Wuc) being determined by the management device energy (18) from the required propulsion power (WuR), received from the flight organization device (16), and the available propulsion power (WuD); the commanded propulsion power (Wuc) at a current time (T) being received by the flight organization device (16) from the energy management device (18), the required propulsion power (WuR) at a time (T+l) later than the current time (T) then being estimated by the flight organization device (16) from the commanded propulsion power (Wuc) at the current time (T) and the trajectory at the time (T+l) later than the current time (T).
9. Flight management system (12) according to any one of the preceding claims, wherein the aeronautical quantity set (28) comprises a primary aeronautical quantity set (30) and a secondary aeronautical quantity set (32), distinct from said primary aeronautical quantity set (30); and the flight organization device (16) comprises a first transmission module (24) configured to transmit to the power management device (18) only the primary aeronautical quantity set (30) from the aeronautical quantity set (28).
10. Flight management system (12) according to claim 9, wherein the set of primary aeronautical quantity(ies) (30) comprises at least one primary aeronautical quantity selected from the group consisting of: an estimated altitude Ae, an airspeed (V), an outside temperature (T°ext), a required propulsion power (WuR), a flight segment traveled, a duration of the flight segment traveled, and a required level of aircraft de-icing (10); the set of secondary aeronautical quantity(ies) (32) preferably comprising at least one secondary aeronautical quantity selected from the group consisting of: a ground speed (GS), a slope (a) relative to the ground, geographical coordinates, a wind speed (vv), a wind direction (vo), a distance to destination, a time to destination, a running mass (MC(T)), a center of gravity (CG) and a distance of a flight segment traveled.
11. Flight management system (12) according to any one of the preceding claims, wherein the energy quantity set (40) comprises a primary energy quantity set (42) and a secondary energy quantity set (44), distinct from said primary energy quantity set (42); and the energy management device (18) comprises a second transmission module (36) configured to transmit to the flight organization device (16) only the primary energy quantity set (42) from among the energy quantity set (40).
12. Flight management system (12) according to claim 11, wherein the set of primary energy quantity(ies) (42) comprises at least one primary energy quantity selected from the group consisting of: a commanded propulsion power (Wuc), an available propulsion power (WuD), a current mass variation (AMC) and a center of gravity variation (ACG); the set of secondary energy quantity(ies) (44) preferably comprising at least one secondary energy quantity selected from the group consisting of: a fuel flow rate (Ac), a remaining quantity of fuel, a total power, a power consumed by the flight management system (12), a battery state of charge (SOC), a battery electrical energy flow rate (A SOC), a quantity of fuel consumed at destination, a quantity of electrical energy consumed at destination, and a maximum range.
13. Flight management system (12) according to any one of the preceding claims, wherein the energy management device (18) is intended to be connected to a set of energy source(s) comprising at least one energy source, and further comprises a management module (38) configured to manage, from the trajectory and the set of energy quantity(ies) (40), a flight control logic (PSS) of the set of energy source(s) supplying the aircraft (10).
14. Flight management system (12) according to claim 13, wherein the set of energy source(s) includes at least two distinct energy sources, and the piloting logic includes a law for choosing the energy source(s) used for each segment of the flight plan.