Method for assisting an aircraft operator in selecting a flight path from among a plurality of flight paths, computer program and associated device

Abstract

Method for assisting an aircraft operator in selecting a flight path from among a plurality of flight paths, computer program and associated device. The present invention relates to a method (60) for assisting in selecting a flight path from among a plurality of paths, comprising the following steps: - obtaining (62) said plurality of paths comprising an original flight path and at least one alternative path suitable for reducing fuel consumption compared to the original path;- for at least one alternative trajectory of said plurality and from a predetermined climate metric, determination (68) of information representative of the climate impact of trajectory change by replacing said original trajectory with said at least one alternative trajectory, said climate impact including the quantification of at least one non-CO2 effect associated with said change; - restitution (70) of said information representative of the climate impact of trajectory change. Figure for the abstract: Figure 2;

Description

Title of the invention: Method for assisting an aircraft operator in selecting a flight path from among a plurality of flight paths, computer program and associated device

[0001] The present invention relates to a method for assisting an aircraft operator in selecting a flight path from among a plurality of flight paths.

[0002] The invention also relates to a computer program comprising software instructions which, when executed by a computer, implement such a process.

[0003] The present invention also relates to an electronic device to assist an aircraft operator in selecting a flight path from among a plurality of flight paths.

[0004] The invention is in the field of aeronautics, and more specifically in the optimization of air operations for the purpose of reducing the associated environmental footprint.

[0005] More specifically, the present invention relates to the eco-piloting of aircraft by the search and execution of vertically or laterally optimized trajectories.

[0006] Climate change is a current issue, so eco-piloting practices are increasingly being taught, promoted, and disseminated to pilots of civil and military aircraft, air traffic controllers, and in the design of flight optimization tools. These practices encourage regular reassessment of the flight plan and trajectory during flight in order to reduce fuel consumption and associated CO2 emissions as soon as possible. This may lead pilots, controllers, or members of the air operator's operations center to modify the aircraft's vertical or lateral trajectory.

[0007] Furthermore, there are so-called climate-sensitive areas in which certain aircraft are likely to generate increased amounts of non-CO2 effects, such as the emission of nitrogen dioxide (NOx), carbon monoxide (CO), unburned hydrocarbons (HC), particulate matter (PM), volatile organic compounds (VOCs), persistent contrails (water vapor). These non-CO2 effects are likely to increase significantly under predetermined weather conditions.

[0008] In other words, unlike CO2 emissions which depend directly on the amount of fuel consumed during the flight, non-CO2 effects have an impact dynamic climate which depends on weather conditions as well as the type of aircraft or the type of engine used.

[0009] A pilot seeking to reduce fuel consumption might be required to fly over one of these climate-sensitive areas. While the maneuver may be beneficial from a fuel consumption and CO2 emissions perspective, these benefits can be mitigated, canceled out, or even reversed by the non-CO2 effects induced by the maneuver. Trajectory optimization then becomes a source of increased climate impact of the flight compared to the initial flight plan, which is undesirable.

[0010] Thus, it is possible that a large community of pilots or controllers who, thanks to their eco-piloting training, are convinced that they are reducing the climate impact of their flight, while on the contrary, in specific weather conditions, significant non-CO2 effects are generated, making the overall impact of the flight modification negative.

[0011] The aim of the invention is therefore to propose a solution enabling better control of the real climatic impact of flight trajectory optimizations.

[0012] To this end, the invention relates to a method for assisting an aircraft operator in selecting a flight path from among a plurality of flight paths, the method being implemented by an electronic device, and comprising at least the following steps:

[0013] - obtaining said plurality of trajectories of said flight, said plurality of trajectories including an original trajectory of said flight and at least one alternative trajectory suitable for reducing fuel consumption compared to the original trajectory;

[0014] - for at least one alternative trajectory of said plurality and from a predetermined climate metric, determination of information representative of the climate impact of trajectory modification by replacing said original trajectory with said at least one alternative trajectory, said climate impact including the quantification of at least one non-CO2 effect associated with said trajectory modification;

[0015] - providing the operator with said information representing the impact climatic trajectory modification.

[0016] Thus, the present invention proposes to better control the actual climate impact of flight trajectory optimizations by determining and then informing the aircraft operator. Aircraft operator is understood to mean any person or tool that suggests a trajectory optimization, such as pilots, air traffic controllers, flight planning systems (FPS), and applications. on the ground, or even EFB (Electronic Flight Bag) electronic flight bags, an FMP (Flow Management Position) flow management controller.

[0017] The restitution of information representative of the climatic impact (i.e. of the climate balance) of the envisaged lateral or vertical trajectory modification allows the operator to be informed (and, where appropriate, to become aware, for a human) of the risk of generating additional non-CO2 effects with a climatic impact, which is likely to be high, and in particular meteorological conditions.

[0018] According to other advantageous aspects of the invention, the method for assisting an aircraft operator in selecting a flight path from among a plurality of flight paths comprises one or more of the following features, taken individually or in all technically possible combinations:

[0019] - said restitution is carried out according to one of the steps belonging to the group including at least:

[0020] - the display on a screen of said electronic device,

[0021] - sound reproduction via at least one loudspeaker of said electronic device,

[0022] - transmission to another device or another restitution system;

[0023] - the determination of information representative of the climate impact of trajectory modification includes:

[0024] - the determination of the areas suitable for being crossed by the alternative trajectory selected;

[0025] - among said zones suitable for being crossed by the alternative trajectory selected, the identification of areas distinct from those likely to be crossed by the original trajectory;

[0026] - depending on weather conditions determined at least in advance of said flight, determination of information representative of the probability of generation of said at least one non-CO2 effect within said distinct areas;

[0027] - depending on said information representing the probability of generation said at least one non-CO2 effect within said distinct areas and said predetermined climate metric, the determination of the amount of carbon dioxide equivalent CO^q associated with said at least one non-CO2 effect;

[0028] - the process further comprises the following steps:

[0029] - comparison of said quantity of carbon dioxide equivalent CO^q associated audit at least one non-CO2 effect at the CO2 emission reduction value associated with said trajectory modification;

[0030] - generation and output of a recommendation to avoid said modification trajectory when said quantity of carbon dioxide equivalent CÛ2eq associated with said at least one non-CO2 effect is greater than the emission reduction value of CO2 associated with said trajectory change, or a recommendation to select the alternative trajectory associated with a trajectory change when said amount of carbon dioxide equivalent CO^q associated with said at least one non-CO2 effect is less than the CO2 emission reduction value associated with said trajectory change;

[0031] - said predetermined climate metric is selected by said operator within from a list including at least the following metrics:

[0032] - GWP20;

[0033] - GWP50;

[0034] - GWP100;

[0035] - ATR20;

[0036] - ATR50;

[0037] - ATR100;

[0038] - GTP20 or AGTP20;

[0039] - GTP50 or AGTP50;

[0040] - GTP100 or AGTP100;

[0041] - EF or RF;

[0042] - the determination of the quantity of carbon dioxide equivalent CO^q used at minus one of the tools belonging to the group of tools comprising:

[0043] - a modeling tool for the formation and evolution of contrails condensation and cirrus clouds;

[0044] - predetermined algorithmic climate change functions;

[0045] - at least one statistical average;

[0046] - coefficients previously calculated on predetermined areas to be crossed by the selected alternative trajectory, said zones being three-dimensional or four-dimensional and associated with meteorological conditions representative of said zones;

[0047] - which said weather conditions are likely to be updated during of the flight, said update entailing a reiteration of the steps of said process using said updated weather conditions.

[0048] The invention also relates to a computer program comprising software instructions which, when executed by a computer, implement the steps of the aforementioned method of assisting an aircraft operator in selecting a flight path from among a plurality of flight paths.

[0049] The invention also relates to an electronic device to assist an aircraft operator in selecting a flight path from among a plurality of flight paths, the electronic device being characterized in that it comprises at least:

[0050] - a obtaining module configured to obtain said plurality of trajectories of said flight, said plurality of trajectories comprising an original trajectory of said flight and at least one alternative trajectory suitable for reducing fuel consumption compared to the original trajectory;

[0051] - a configured determination module, for at least one alternative trajectory of said plurality and from a predetermined climate metric, to determine information representative of the climate impact of trajectory modification by replacing said original trajectory with said at least one alternative trajectory, said climate impact including the quantification of at least one non-CO2 effect associated with said trajectory modification;

[0052] - a module for providing said operator with said representative information the climatic impact of trajectory modification.

[0053] According to other advantageous aspects of the invention, said electronic selection aid device is suitable for being carried within an aircraft and further includes a module for obtaining and updating weather conditions associated with said flight.

[0054] 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:

[0055] [Fig-1] [Fig.1] is a schematic representation of an electronic device to assist an aircraft operator in selecting a flight path from among a plurality of flight paths according to the present invention.

[0056] [Fig.2] [Fig.2] is a flowchart of the main steps of a method to assist an aircraft operator in selecting a flight path from among a plurality of flight paths according to the present invention.

[0057] Fig. 1 illustrates an embodiment of an electronic device 10 to assist an aircraft operator in selecting a flight path from among a plurality of flight paths according to the present invention.

[0058] The electronic device 10 includes first of all a obtaining module 12 configured to obtain said plurality of trajectories of said flight, said plurality of trajectories including an original trajectory of said flight and at least one alternative trajectory (i.e. candidate optimization) suitable for reducing fuel consumption compared to the original trajectory.

[0059] According to a first variant, the acquisition module 12 is itself capable of determining said plurality of trajectories of said flight by using as inputs the flight plan of the flight in question, the original trajectory (also called the current trajectory), and the meteorological conditions prior to said flight, including information relating to the wind and temperatures likely to be encountered during said flight, these weather conditions are updated remotely. According to this first autonomous acquisition variant, the acquisition module is then configured to calculate one or more flight trajectory optimizations based on predetermined criteria, such as, for example, a fuel consumption optimization criterion.

[0060] According to a second variant, the plurality of trajectories is determined outside of said electronic device 10, for example by the pilot or by air traffic control ATC (from the English Air Traffic Controls and provided as input to said acquisition module 12.

[0061] The electronic device 10 further includes, optionally, a display module 14 configured to display said plurality of trajectories to said aircraft operator.

[0062] The electronic device 10 also optionally includes a receiving module 16 configured to receive an intention to modify trajectory (i.e., to deviate from trajectory) by selection, by said aircraft operator, of an alternative trajectory of said plurality.

[0063] In addition, the electronic device 10 includes a configured determination module 18, for at least one alternative trajectory of said plurality and from a predetermined climate metric, to determine information representative of the climate impact of trajectory modification by replacing said original trajectory with said at least one alternative trajectory, said climate impact (i.e. climate balance) including the quantification of at least one non-CO2 effect associated with said trajectory modification.

[0064] More specifically, when modules 14 and 16 are implemented, module 18 is configured to determine information representative of the climate impact of said trajectory modification associated with said received trajectory modification intention, said climate impact including the quantification of at least one non-CO2 effect associated with said trajectory modification.

[0065] In the absence of these modules 14 and 16, the present invention is suitable for proposing to systematically determine, via module 18, the climatic impact of trajectory modification associated with each alternative trajectory of said plurality of trajectories.

[0066] According to an unshown variant, module 18 is unloaded onto the ground (i.e., outside the device 10 designed to be carried on board an aircraft) in order to relocate the associated computing resources. In this unshown variant, the device 10 designed to be carried on board the aircraft includes a dedicated onboard connectivity module designed to receive the information determined by the ground-based module 18.

[0067] The electronic device 10 also includes a module 20 for providing said operator with information representative of the climatic impact of trajectory modification.

[0068] As an optional complement, the determination module 18 configured to determine representative information of the climatic impact of trajectory modification includes four sub-modules, namely firstly a determination sub-module 22 configured to determine the areas suitable for being crossed by the selected alternative trajectory.

[0069] According to this optional supplement, the determination module 18 also includes an identification sub-module 24 configured to identify, among said zones suitable for being crossed by the selected alternative trajectory, the zones distinct from those suitable for being crossed by the original trajectory.

[0070] Also according to this optional supplement, the determination module 18 includes a first determination sub-module 26 configured to determine, based on meteorological conditions determined at least in advance of said flight, information representative of the probability of generation of said at least one non-CO2 effect within said distinct areas.

[0071] In addition, according to this optional supplement, the determination module 18 includes a second determination sub-module 28 configured to determine the quantity of carbon dioxide equivalent CC^eg associated with said at least one non-CO2 effect as a function of said information representing the probability of generation of said at least one non-CO2 effect within said distinct areas and of said predetermined climate metric.

[0072] As an optional addition, said predetermined climate metric is selected by said operator from a list comprising at least the following metrics:

[0073] - GWP20 (with GWP20 from the English Global Warning Potential over 20 years);

[0074] - GWP50 (with GWP50 from the English Global Warning Potential over 50 years);

[0075] - GWP100 (with GWP100 from the English Global Warning Potential over 100 years);

[0076] - ATR20 (with ATR20 from the English Average Temperature Response aggregated over 20 years);

[0077] - ATR50 (with ATR20 from the English Average Temperature Response aggregated over 50 years);

[0078] - ATR100 (with ATR20 from the English Average Temperature Response aggregated) over 10 years);

[0079] - AGTP20 or GTP20 (with AGTP20 from the English Absolute Global Temperature Change Potential over 20 years and GTP20 (Global Temperature Change Potential over 20 years);

[0080] - AGTP50 or GTP50 (with AGTP50 from the English Absolute Global Temperature Change Potential over 50 years and GTP50 (from the English Global Temperature Change Potential over 50 years);

[0081] - AGTP100 or GTP100 (with AGTP100 from the English Absolute Global Temperature Change Potential over 100 years and GTP100 (from the English Global Temperature Change Potential over 100 years);

[0082] - EF (from the English Energy Forcing) or RF (from the English Radiative Forcing).

[0083] According to a particular variant of the second determination submodule 28 configured to determine the quantity of carbon dioxide equivalent CO^q, said second determination submodule 28 uses at least one of the tools belonging to the group of tools comprising:

[0084] - a 30-tool for modeling the formation and evolution of contrails condensation and cirrus clouds such as CoCip (from the English Contrail Cirrus Prediction tool):

[0085] - 32 predetermined algorithmic functions of climate change such that the aCCF (from the English a Igorithmic Climate Change Function);

[0086] - at least one statistical average 34;

[0087] - coefficients 36 previously calculated on predetermined areas areas suitable for being crossed by the selected alternative trajectory, said areas being three-dimensional or four-dimensional and associated with meteorological conditions representative of said areas.

[0088] According to an optional variant, the playback module 20 includes at least one playback tool belonging to the playback tool group comprising at least one display tool 38 on a screen (not shown) of said electronic device 10, one sound playback tool 40 via at least one speaker of said electronic device, one transmission tool 42 to another playback device or system (not shown), for example located outside the aircraft in a control tower.

[0089] According to another optional variant, the electronic device 10 for assisting an aircraft operator in selecting a flight path from among a plurality of flight paths also includes a set 44 of electronic modules comprising first of all a comparison module 46 configured to compare said quantity of carbon dioxide equivalent CO^eq, associated with said at least one non-CO2 effect, and determined by module 18, to the value of CO2 emission reduction associated with said trajectory modification.

[0090] According to this optional variant, the assembly 44 further comprises a generation and output module 48 configured to generate and output a recommendation to avoid said trajectory modification when said quantity of dioxide The amount of carbon dioxide equivalent (CO₂eq) associated with at least one non-CO₂ effect is greater than the CO₂ emission reduction value associated with said trajectory change. Indeed, in this case, the overall climate impact of the trajectory change is negative compared to the original trajectory (i.e., current trajectory). According to one variant, this avoidance is recommended when the total climate impact (i.e., combining the CO₂ emission reduction and the amount of carbon dioxide equivalent (CO₂eq) associated with at least one non-CO₂ effect) increases, for example, by a percentage exceeding a predetermined threshold, said threshold being configurable.

[0091] The generation and output module 48 is also configured to generate and output a recommendation for selecting the alternative trajectory associated with a trajectory change, when the amount of carbon dioxide equivalent (CO₂eq) associated with at least one non-CO₂ effect is less than the CO₂ emission reduction value associated with the trajectory change. Indeed, in this case, the overall climate impact of the trajectory change is positive compared to the original trajectory.

[0092] Such an optional set 44 is therefore very useful for the implementation of a CO2 / non-CO2 trade-off since all emissions are "on the same scale".

[0093] As an optional addition, the electronic device 10 is designed to be carried on board an aircraft and further comprises a module 50 for obtaining and updating weather conditions associated with said flight (also called an onboard connectivity module enabling said update to be obtained via connectivity with the ground through a coded communications system (according to the ARINC standard) between an aircraft and an ACARS (Aircraft Communication Addressing and Reporting System) ground station or a Satcom-type satellite network, etc.). Such a module 50 is designed to allow the weather conditions associated with said flight to be updated in real time so that they can be taken into account to determine, as accurately as possible and in near real time, the climatic impact associated with a change of trajectory. In other words, such a module 50 allows for a better calculation of the climatic impact.

[0094] Any update of the weather conditions associated with said flight is in fact likely to be taken into account by the acquisition module 12 to update said plurality of trajectories as well as by the determination module 18 to determine said information representative of the climatic impact of trajectory modification, said climatic impact including the quantification of at least one non-CO2 effect associated with said trajectory modification.

[0095] In the example of [Fig. 1], the electronic device assisting an aircraft operator in selecting a flight path from among a plurality of paths said vol includes an information processing unit 52 formed for example of a memory 54 and a processor 56 associated with the memory 54.

[0096] In the example of [Fig.1], the acquisition module 12, the determination module 18 and the restitution module 20, as well as, as an optional complement, the display module 14, the reception module 16, the comparison module 46, the generation and restitution module 48 and the module 50 for obtaining and updating weather conditions associated with said flight, are each implemented in the form of a software program, or a software component, executable by the processor.The memory of the electronic device that assists an aircraft operator in selecting a flight path from among a plurality of paths for said flight is then capable of storing software for obtaining, determining, and displaying the flight path, as well as, optionally, software for displaying, receiving, comparing, generating and displaying, and obtaining and updating weather conditions associated with said flight. The processor is then capable of executing each of the following software programs: obtaining, displaying, receiving, determining, and displaying the flight path, as well as, optionally, comparing, generating and displaying, and obtaining and updating weather conditions associated with said flight.

[0097] In an alternative not shown, the acquisition module 12, the display module 14, the determination module 18 and the output module 20, as well as, optionally, the reception module 16, the comparison module 46, the generation and output module 48 and the module 50 for obtaining and updating weather conditions associated with said flight, are each implemented as a programmable logic component, such as an FPGA (Field Programmable Gate Array), or an integrated circuit, such as an ASIC (Application-Specific Integrated Circuit).

[0098] When the electronic device 10 for assisting an aircraft operator in selecting a flight path from among a plurality of flight paths is implemented in the form of one or more software programs, i.e., in the form of a computer program, also called a computer program product, it is further capable of being stored on a computer-readable medium (not shown). The computer-readable medium is, for example, a medium capable of storing electronic instructions and being connected to a bus of a computer system. By way of example, the readable medium is an optical disc, a magneto-optical disc, a ROM, a 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.

[0099] An example of the operation of said electronic device 10 for assisting an aircraft operator in selecting a flight path from among a plurality of flight paths is now described below in relation to [Fig.2].

[0100] More specifically, according to the embodiment of the present invention illustrated by [Fig.2], the method 60 for assisting an aircraft operator in selecting a flight path from among a plurality of flight paths comprises a first step 62 of obtaining OBT_PT of a plurality PT of flight paths, said plurality of paths comprising an original flight path (i.e. corresponding to the flight plan) and at least one alternative path suitable for reducing fuel consumption compared to the original path.

[0101] As previously stated, according to a first variant, during said acquisition step 62, the acquisition module 12 is itself capable of determining said plurality of trajectories of said flight using as inputs the flight plan of the flight in question, the original trajectory (also called the current trajectory), and the weather conditions prior to said flight, including information on the wind and temperatures likely to be encountered during said flight, these weather conditions being updated remotely. According to this first autonomous acquisition variant, the acquisition module is then configured to calculate one or more flight trajectory optimizations based on predetermined criteria, such as, for example, a fuel consumption optimization criterion.

[0102] According to a second variant, the plurality of trajectories is determined outside of said electronic device 10 and provided as input to said obtaining step 62 implemented by the obtaining module 12.

[0103] Once said plurality of trajectories has been obtained, an optional step 64 of displaying said plurality of trajectories to said aircraft operator is implemented.

[0104] Next, the method 60 according to the present invention optionally includes a step 66 of receiving a trajectory modification intention IM by selecting, by said aircraft operator, an alternative trajectory from among said plurality, said alternative trajectory being distinct from the original trajectory (i.e., the initial trajectory as originally defined by the flight plan). Such a modification intention is developed by the operator himself, for example, the aircraft pilot, for the purpose of optimizing fuel consumption in flight and taking into account his own analysis of the situation (i.e., the flight context).

[0105] Then, the method 60 according to the present invention, for at least one alternative trajectory of said plurality and from a predetermined climate metric, comprises a step 68 of determining DET_IC of information representative of the climate impact of trajectory modification (i.e. by replacing said original trajectory by said at least one alternative trajectory), said climate impact including the quantification of at least one non-CO2 effect associated with said trajectory modification.

[0106] Finally, the method 60 according to the present invention includes a step 70 of providing REST_IC to the operator with said information representing the climate impact of trajectory modification. Such representative information corresponds, for example, to a list listing at least one of the alternative trajectories involving a fuel reduction of said plurality and associating it with a climate impact.

[0107] Other optional variants of the implementation of some of these steps are described below.

[0108] According to a first optional variant, the determination 68 of the information representing the climatic impact of trajectory modification comprises several successive sub-steps as illustrated in the embodiment of [Fig. 2], namely a first sub-step 72 of determining D_Z the areas likely to be crossed by the selected alternative trajectory. As an optional addition, this step 72 includes a display, for example on an electronic flight bag (EFB) showing the "climate-sensitive" areas along the trajectory (a combination of ice-supersaturated regions (ISSRs) and those meeting the Schmidt-Appleman criterion (SAC)). This could also be considered to improve the pilot's situational awareness.

[0109] This determination 72 of zones, is followed by a sub-step 74 of identification ID_ZD, among the said zones suitable for being crossed by the selected alternative trajectory, of zones distinct from those suitable for being crossed by the original trajectory.

[0110] Once this identification 74 has been carried out, a substep 76 for determining DET_PROBA information representative of the probability of generation of said at least one non-CO2 effect within said distinct zones is implemented based on CM meteorological conditions determined at least prior to said flight. Such CM meteorological conditions are said to be enriched because, in addition to information on the wind and temperatures likely to be encountered during said flight, they also include information on humidity (Rhi, from the English "Relative humidity relative to ice") and solar vorticity. Such CM meteorological conditions determined at least prior to said flight are suitable for storage and access on board the aircraft, in particular at the departure of the flight with predictions for a predetermined number of subsequent hours.

[0111] Finally, based on said information representing the probability of generation of said at least one non-CO2 effect within said distinct areas and of said predetermined climate metric, a step 78 of determination DET_CO2eq of the quantity of carbon dioxide equivalent CC^eg associated with said at least one non-CO2 effect is implemented.

[0112] As an optional complement to the implementation of this step 78 of determining the quantity of carbon dioxide equivalent CO^q, said predetermined climate metric is selected by said operator from a list comprising at least the following metrics: GWP20, GWP50, GWP100, ATR20, ATR50, ATR100, GTP20 or AGTP20, GTP50 or AGTP50, GTP100 or AGTP100, EF or RF.

[0113] According to this optional complement, an additional (not shown) filtering of the plurality of trajectories is also optionally suitable for implementation in order to propose only trajectory optimizations compatible with this metric.

[0114] In addition, optionally, the determination 68 of the impact of an alternative trajectory is suitable for implementation according to several metrics and further includes, for example, the determination, not shown, of the metric from the impact of said alternative trajectory considered is positive overall (CO2 + non-CO2), we will speak in CO2 equivalent.

[0115] According to another optional supplement, the determination 78 of the quantity of carbon dioxide equivalent CO2eq uses at least one of the tools belonging to the group of tools comprising:

[0116] - a modeling tool for the formation and evolution of contrails condensation and cirrus clouds such as CoCip:

[0117] - predetermined algorithmic climate change functions such as the aCCF;

[0118] - at least one statistical average;

[0119] - coefficients previously calculated on predetermined areas to be crossed by the selected alternative trajectory, said zones being three-dimensional or four-dimensional and associated with meteorological conditions representative of said zones.

[0120] It should be noted that the determination 68 of the information representing the climatic impact of trajectory modification is dynamic because it depends mainly on weather conditions as well as the type of aircraft and engine used.

[0121] Several options in step 70 of the restitution process are suitable for implementation individually or in combination to inform the operator of said information representative of the climate impact associated with said desired trajectory change.

[0122] According to a first option, said restitution 70 is implemented according to a display step 80 A on a screen of said electronic device.

[0123] According to a second option, said playback 70 is implemented according to a sound playback step 82 RS via at least one speaker of said electronic device or of the aircraft cockpit and connected to said electronic device 10.

[0124] According to a third option, said restitution 70 is implemented by means of a transmission step 84 T to another restitution device or system, in particular if the operator is remote from said electronic device 10.

[0125] According to another optional addition, the process 60 according to the present invention also includes a step 86 of comparing said quantity of carbon dioxide equivalent CO₂ associated with said at least one non-CO₂ effect to the value of CO2 emission reduction associated with said trajectory modification, which depends directly on the amount of fuel consumed using a constant multiplier coefficient such as: EICO2 = 3.16 kg Ikg fixed by the International Civil Aviation Organization (ICAO) such that CO^ = 3.16*(?Zp with Qt ? the quantity of fuel burned as used in the 1CAO Environmental Report 2022 and in VICAO Carbon Emissions Calculator Methodology.

[0126] According to this same optional supplement, the comparison step 86 is followed by a step 88 of generation and output REST_RECOM of a recommendation to avoid said trajectory modification when said quantity of carbon dioxide equivalent CO^eq associated with said at least one non-CO2 effect is greater than the value of CO2 emission reduction associated with said trajectory modification, or of a recommendation to select the alternative trajectory associated with a trajectory modification when said quantity of carbon dioxide equivalent CO^eq associated with said at least one non-CO2 effect is less than the value of CO2 emission reduction associated with said trajectory modification.

[0127] The two aforementioned optional steps 86 and 88 are very useful for implementing a CO2 / non-CO2 trade-off since all emissions are treated "on the same scale", non-CO2 effects having a strong but very short impact in time (e.g. a few hours) whereas CO2 remains in the atmosphere for several hundred or even thousands of years.

[0128] According to another optional addition, implemented when the electronic device 10 is suitable for installation within an aircraft and further includes a module 50 for obtaining and updating weather conditions associated with said flight, the method 60 according to the present invention includes a step 90 evaluating whether there has been, according to arrow 92, or not according to arrow 94, an update of the weather conditions due to a variation greater than a predetermined threshold.

[0129] If so, according to arrow 92, said update 90 entails a reiteration of the steps of said process 60 using said updated weather conditions.

[0130] A person skilled in the art will understand that the invention is not limited to the embodiments described, nor to the particular examples of the description, the embodiments and variants mentioned above being capable of being combined with each other to generate new embodiments of the invention.

[0131] The present invention thus makes it possible to inform, in particular on an ad hoc basis, an aircraft operator, such as a pilot or a controller, of the potential degradation of the climatic impact of a flight linked to an intention to change trajectory.

[0132] Thus, if the operator (i.e., the actor) concerned plans to change its trajectory, by a change of flight level (i.e., altitude) or lateral trajectory, or if it is offered an optimization by the air traffic control ATC (Air Traffic Control) or an OCC (Operation Control Center) of the airline, the present invention takes care of analyzing whether the flight will not have to cross a climatically sensitive area, and if so, whether the impact of the generation of non-CO2 effects will not prove to be greater than the reduction of CO2 emissions allowed by the modification of trajectory, and where appropriate, of publishing a recommendation to the pilot or the controller not to apply this modification of trajectory, providing for example details on the area concerned and the quantified impact.

[0133] In other words, the present invention proposes to integrate a study of the risk of generating non-CO2 effects inherent in a change of trajectory, prior to the actual trajectory modification. Providing the operator with this information, representative of the climate impact of the trajectory modification (i.e., incorporating such a risk of generating inherent non-CO2 effects), helps the aircraft operator decide whether or not to implement such a trajectory change.

[0134] Such a pre-analysis implemented according to the present invention without human intervention and prior to decision-making is valuable to the operator because such a risk of generating non-CO2 effects is neither visible nor quickly analyzable by a pilot without analyzing complex meteorological and physical data.

[0135] Thus, the invention makes it possible to integrate "smoothly" the understanding and avoidance of non-CO2 effects during flights, starting by making compatible the knowledge of eco-piloting of a very large number of pilots with this physical phenomenon which is still new in air operations.

[0136] This is also the first step towards mitigating non-CO2 effects at zero cost to the airline in relation to its departure flight plan, since the present invention is implemented upstream of any change of trajectory to go from the original trajectory to an alternative trajectory, said alternative trajectory being a candidate to reduce fuel consumption compared to the original trajectory.

Claims

Demands

1. A method (60) for assisting an aircraft operator in selecting a flight path from among a plurality of flight paths, the method being implemented by an electronic device, and comprising at least the following steps: - obtaining (62) said plurality of flight paths, said plurality of flight paths comprising an original flight path and at least one alternative path suitable for reducing fuel consumption compared to the original path; - for at least one alternative path of said plurality and from a predetermined climate metric, determining (68) information representative of the climate impact of changing the path by replacing said original path with said at least one alternative path, said climate impact comprising the quantification of at least one non-CO2 effect associated with said path change;- restitution (70) to the operator of said information representing the climatic impact of trajectory modification.;

2. Method (60) according to claim 1, wherein said playback is carried out according to one of the steps belonging to the group comprising at least: - display (80) on a screen of said electronic device, - sound playback (82) via at least one loudspeaker of said electronic device, - transmission (84) to another playback device or system.

3. A method (60) according to any one of the preceding claims, wherein the determination (68) of information representing the climatic impact of trajectory modification comprises: - the determination (72) of the areas likely to be crossed by the selected alternative trajectory; - among said areas likely to be crossed by the selected alternative trajectory, the identification (74) of areas distinct from those likely to be crossed by the original trajectory; - based on meteorological conditions determined at least prior to said flight, the determination (76) of information representative of the probability of generation of said at least one non-CO2 effect within said distinct areas; - based on said information representative of the probability of generation of said at least one non-CO2 effect within said distinct areas and of said predetermined climate metric, the determination (78) of the quantity of carbon dioxide equivalent CO^eq associated with said at least one non-CO2 effect.

4. A method (60) according to claim 3, further comprising the following steps: - comparison (86) of said quantity of carbon dioxide equivalent CO^q associated with said at least one non-CO2 effect to the value of CO2 emission reduction associated with said trajectory change; - generation and restitution (88) of a recommendation to avoid said trajectory change when said quantity of carbon dioxide equivalent CO^eq associated with said at least one non-CO2 effect is greater than the value of CO2 emission reduction associated with said trajectory change, or of a recommendation to select the alternative trajectory associated with a trajectory change when said quantity of carbon dioxide equivalent CO^eq associated with said at least one non-CO2 effect is less than the value of CO2 emission reduction associated with said trajectory change.

5. A method (60) according to claim 3 or 4, wherein said predetermined climate metric is selected by said operator from a list comprising at least the following metrics: - GWP20; - GWP50; - GWP100; - ATR20; - ATR50; - ATR100; - GTP20 or AGTP20; - GTP50 or AGTP50; - GTP100 or AGTP100; - EF or RF.

6. A method (60) according to any one of claims 3 to 5, wherein the determination (78) of the quantity of carbon dioxide equivalent CO2eq uses at least one of the tools belonging to the group of tools comprising: - a tool (30) for modeling the formation and evolution of contrails and cirrus clouds; - predetermined algorithmic climate change functions (32); - at least one statistical average (34); - coefficients (36) previously calculated on predetermined areas suitable for being crossed by the selected alternative trajectory, said areas being three-dimensional or four-dimensional and associated with meteorological conditions representative of said areas.

7. A method (60) according to any one of claims 3 to 6, wherein said weather conditions are capable of being updated (90) during the flight, said update (90) entailing a reiteration of the steps of said method using said updated weather conditions.

8. A computer program comprising software instructions which, when executed by a computer, implement a method to assist an aircraft operator in selecting a flight path from among a plurality of flight paths according to any one of the preceding claims.

9. An electronic device (10) to assist an aircraft operator in selecting a flight path from among a plurality of flight paths, the electronic device being characterized in that it comprises at least: - a retrieval module (12) configured to obtain said plurality of flight paths, said plurality of paths comprising an original flight path and at least one alternative path suitable for reducing fuel consumption compared to the original path; - a determination module (18) configured, for at least one alternative path of said plurality and based on a predetermined climate metric, to determine information representative of the climate impact of modifying the path by replacing said original path with said at least

10. an alternative trajectory, said climate impact including the quantification of at least one non-CO2 effect associated with said trajectory modification; - a module (20) for providing the operator with said information representative of the climatic impact of trajectory modification. An electronic device (10) for assisting selection according to claim 9, characterized in that it is suitable for being carried within an aircraft and further comprises a module (50) for obtaining and updating meteorological conditions associated with said flight.

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