Electronic installation and decision support process with enhanced energy alert management, aircraft and associated computer program

Abstract

Electronic installation and decision support method with enhanced energy alert management, aircraft and associated computer program This electronic installation (15) for decision support of an aircraft operator (10) includes a display system (18) and a flight management system (20).The flight management system (20) includes: + a low-power alert module (30) that activates if the remaining power is estimated to be insufficient for a current flight plan; the alert module (30) inhibits the alert for a time delay from the moment the remaining power is estimated to be insufficient, with the alert being issued only when the time delay has elapsed; + a display module (32) for displaying information about the alert on the display system (18); + a module (34) for calculating the aircraft's (10) range; + a module (36) for detecting if the aircraft (10) is climbing; and + a modification module (38) that increases the time delay if the calculated range exceeds a threshold and the aircraft (10) is climbing. (See Figure 1 for abbreviations.)

Description

Title of the invention: Electronic installation and decision support method with improved energy alert management, aircraft and associated computer program

[0001] The present invention relates to an electronic decision support system for an aircraft operator; as well as an aircraft, in particular a rotary-wing aircraft, comprising a propulsion system including at least one engine and at least one energy tank, and such a decision support system.

[0002] The invention also relates to a method for assisting an aircraft operator in making decisions, the method being implemented by such a decision support installation; as well as a computer program comprising software instructions which, when executed by a computer, implement such a decision support method.

[0003] The performance of an aircraft, particularly a helicopter, is very difficult to model. Very few helicopters have an onboard performance model that allows for the calculation of reliable predictions. In the absence of such a model, predictions are calculated using the aircraft's current performance data (fuel consumption, airspeed, wind speed).

[0004] However, this method of calculation generates false alerts, also called false alarms, because the aircraft's current performance does not necessarily reflect what the aircraft will do on the rest of the flight plan.

[0005] Unexpected power alerts are a nuisance for the aircraft crew, particularly the pilot, because they either require the pilot's attention to analyze whether it is a real or false problem, or the pilot will ignore them, at the risk of them being a genuine alert. In both cases, these unexpected power alerts create safety problems.

[0006] In an attempt to remedy this problem, an electronic flight management system is known comprising an alert module configured to generate an insufficient energy alert if the amount of energy remaining in at least one energy tank is estimated to be insufficient to carry out a current flight plan, the alert module being further configured to inhibit the alert for a time delay period from the time instant when the amount of energy remaining is estimated to be insufficient, the alert then being issued only when the time delay period has elapsed.

[0007] The current flight management system then allows the lifting of the energy alert to the crew to be delayed, and the delay period is generally between 30 seconds and one minute. If the energy alert is maintained, i.e. confirmed, at the end of this time delay, then it is issued to the aircraft crew, for example by being displayed on a display screen.

[0008] However, the flight phase that typically generates the most false energy alerts is the initial climb of the aircraft following takeoff, which generally lasts a few minutes, and the aforementioned timing mechanism does not then allow the energy alerts to be effectively masked during this flight phase.

[0009] The aim of the invention is then to provide an electronic decision support system for an aircraft operator, and an associated decision support method, enabling better management of energy alerts, by reducing untimely energy alerts, which are disruptive for the aircraft crew.

[0010] To this end, the invention relates to an electronic decision support system for an aircraft operator, comprising:

[0011] - an electronic information display system; and

[0012] - an electronic flight management system intended to be carried on board the aircraft and comprising:

[0013] + an alert module configured to generate a low power alert if a the amount of energy remaining in at least one energy tank is estimated to be insufficient to perform a current flight plan, the warning module being further configured to inhibit the warning for a time delay period from the time instant when the amount of energy remaining is estimated to be insufficient, the warning then being issued only when the time delay period has elapsed,

[0014] + a display module configured to display, on the display system, an in training related to the alert when it is issued;

[0015] + a calculation module configured to calculate the aircraft's range in function of the amount of energy remaining;

[0016] + a detection module configured to detect if the aircraft is in the phase of ascent; and

[0017] + a modification module configured to increase the timeout duration if the calculated range is greater than a range threshold and if the aircraft is in the climb phase.

[0018] The decision support installation according to the invention then makes it possible to increase, that is to say to lengthen, the delay time if the calculated autonomy is greater than a threshold and if the aircraft is in the climb phase, these conditions forming safety conditions considered sufficient to further delay the emission of a possible energy alert.

[0019] The fact of further delaying the issuance of a possible energy alert compared to A default value for the timeout duration then makes it possible to limit untimely alerts for the aircraft crew, and therefore to increase the safety of the aircraft flight by reducing these untimely alerts, which are disruptive to the crew's attention.

[0020] According to other advantageous aspects of the invention, the electronic decision support system comprises one or more of the following features, taken individually or in all technically possible combinations:

[0021] - the modification module is configured to set the timeout duration to a predefined value if the calculated range is less than or equal to the range threshold or if the aircraft is not in the climb phase;

[0022] - the calculation module is configured to evaluate an amount of energy available via a subtraction of an energy margin from the amount of remaining energy; then to calculate the aircraft's range from the amount of available energy;

[0023] - the calculation module is configured to calculate the aircraft's range in the form of a quantity chosen from the group consisting of: a distance that the aircraft can travel, a flight time endurance of the aircraft, a quantity of available energy, and a filling ratio of at least one energy tank;

[0024] - the detection module is configured to detect if the aircraft is in the phase of promotion based on verification of at least one promotion criterion chosen from the group consisting of:

[0025] + vertical speed of the aircraft greater than a predefined vertical speed threshold;

[0026] + distance of the aircraft from the takeoff airport less than a predefined threshold distance;

[0027] + specific initial climb mode engaged in the autopilot; and

[0028] + flight management system in the flight phase equal to climb; and

[0029] - the predefined vertical speed threshold is equal to 500 ft / minute or the predefined threshold of distance is equal to 10 Nm.

[0030] The invention also relates to an aircraft, in particular a rotary-wing aircraft, comprising a propulsion system including at least one engine and at least one energy tank, and an electronic decision support installation as defined above.

[0031] According to another advantageous aspect of the invention, the aircraft comprises the following feature:

[0032] The propulsion system is selected from the group consisting of:

[0033] - a combustion propulsion system comprising one or more engines combustion, at least one tank comprising at least one fuel tank;

[0034] - an electric propulsion system comprising one or more motors electric, at least one tank containing an electric battery and / or a fuel cell fuel; and

[0035] - a hybrid propulsion system comprising a combustion engine and an engine electric, at least one tank comprising at least one fuel tank and at least one electric battery and / or fuel cell.

[0036] The invention also relates to a method for assisting an aircraft operator in making decisions, implemented by an electronic decision support system comprising an electronic information display system and an electronic flight management system intended to be installed on board the aircraft, and comprising the steps of:

[0037] - generate a low energy alert if a certain amount of energy remains in the unless an energy reserve is deemed insufficient to perform a current flight plan, and inhibit the alert for a time delay from the time instant when the remaining energy is deemed insufficient, the alert then being issued only when the time delay has elapsed,

[0038] - display, on the display system, information relating to the alert when it is issued;

[0039] the process further comprising the steps of:

[0040] - calculate the aircraft's range based on the amount of energy remaining;

[0041] - detect if the aircraft is in the climb phase; and

[0042] - increase the time delay if the calculated autonomy is greater than one autonomy threshold and whether the aircraft is in the climb phase.

[0043] The invention also relates to a computer program comprising software instructions which, when executed by a computer, implement a decision support method, as defined above.

[0044] These features and advantages of the invention will become clearer upon reading the following description, given solely by way of non-limiting example, and made with reference to the accompanying drawings, in which:

[0045] [Fig-1] [Fig.1] is a schematic view of an aircraft according to the invention, comprising a propulsion system and an electronic decision support system for an aircraft operator;

[0046] [Fig.2] [Fig.2] is a flowchart of a method, according to the invention, for assisting in the operator decision, the process being implemented by the decision support installation of [Fig.1].

[0047] In [Fig.1], an aircraft 10 includes a propulsion system 12 and an electronic decision support installation 15.

[0048] The aircraft 10 is in particular a rotary-wing aircraft, such as a helicopter, as shown in [Fig. 1]. Alternatively, the aircraft 10 is an airplane, or even a drone remotely piloted by a remote operator.

[0049] The propulsion system 12 comprises at least one engine 16 and at least one energy tank 17. In the example of [Fig. 1], the propulsion system 12 comprises a single engine 16 and a single energy tank 17. Alternatively, not shown, the propulsion system 12 comprises several engines 16 and one or more energy tanks 17, advantageously several energy tanks 17.

[0050] The propulsion system 12 is for example a combustion propulsion system, and the engine or each engine 16 is then a combustion engine, the energy reservoir or each energy reservoir 17 being a fuel reservoir.

[0051] Alternatively, the propulsion system 12 is an electric propulsion system, and the motor or each motor 16 is then an electric motor, the energy reservoir or each energy reservoir 17 comprising an electric battery and / or a fuel cell.

[0052] Alternatively, the propulsion system 12 is a hybrid propulsion system comprising several motors 16, namely at least one combustion engine and at least one electric motor. The at least one energy reservoir 17 then comprises at least one fuel tank and at least one electric battery and / or a fuel cell.

[0053] The electronic decision support installation 15 includes an electronic information display system 18 and an electronic flight management system 20, the flight management system 20 being carried on board the aircraft 10 and connected to the information display system 18.

[0054] The information display system 18 typically includes an information display screen 22.

[0055] The flight management system 20, also called FMS (Flight Management System), includes a module 30 for insufficient energy alert for the aircraft and a module 32 for displaying information relating to the alert issued.

[0056] The flight management system 20 further includes a module 34 for calculating the range of the aircraft 10, a module 36 for detecting whether the aircraft 10 is in the climb phase and a module 38 for modifying a time delay for generating an insufficient energy alert if the calculated range is greater than a threshold and if the aircraft 10 is in the climb phase.

[0057] In the example of [Fig.1], the electronic flight management system 20 includes an information processing unit 40 formed for example of a memory 42 and a processor 44 associated with the memory 42.

[0058] In the example of [Fig. 1], the warning module 30, the display module 32, the calculation module 34, the detection module 36, and the modification module 38 are each implemented as software, or a software component, executable by the processor 44. The memory 42 of the flight management electronic system 20 is then capable of storing warning software, display software, calculation software, and a detection software and modification software. Processor 44 is then capable of executing each of the following software programs: alert software, display software, calculation software, detection software, and modification software.

[0059] In an alternative not shown, the alert module 30, the display module 32, the calculation module 34, the detection module 36 and the modification module 38 are each implemented as a programmable logic component, such as an FPGA (Field Programmable Gate Array), or as a dedicated integrated circuit, such as an ASIC (Application Specified Integrated Circuit).

[0060] When the flight management electronic system 20 is implemented as one or more software programs, i.e., as a computer program, it is also capable of 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, a ROM, a RAM, any type of non-volatile memory (e.g., EPROM, EEPROM, FLASH, NVRAM), a magnetic card, or an optical card. A computer program comprising software instructions is then stored on the readable medium.

[0061] The warning module 30 is configured to generate a low-power alert if the amount of remaining power in at least one power tank 17 is estimated to be insufficient to perform a current flight plan. As known per se, the warning module 30 is further configured to inhibit the alert for a time delay period starting from the time instant when the amount of remaining power is estimated to be insufficient, the alert then being issued only when the time delay period has elapsed.

[0062] For example, the energy reservoir or each energy reservoir 17 is a fuel reservoir, and the remaining energy quantity is a remaining fuel quantity, for example expressed in kg, or in litres (L).

[0063] Alternatively, the energy reservoir or each energy reservoir 17 is an electrical energy reservoir in the form of an electric battery and / or a fuel cell, and the remaining amount of energy is an amount of electrical energy, expressed for example in kWh, or as a percentage of a maximum storage capacity of at least one electrical energy reservoir.

[0064] Alternatively, the at least one energy reservoir 17 comprises at least one fuel reservoir and at least one electric battery and / or fuel cell, the remaining energy quantity is a combined remaining quantity of fuel and electrical energy, for example expressed as a percentage of a maximum storage capacity of all the energy reservoirs 17.

[0065] The warning module 30 is typically configured to consider the amount of energy remaining in at least one energy tank 17 to be insufficient if said amount of energy remaining is less than an estimated amount of energy required for the current flight plan.

[0066] The display module 32 is configured to display, on the display system 18, information relating to the alert when it is issued. The display module 32 is, for example, configured to emit a characteristic light signal, such as a flashing and / or colored signal, in a color characteristic of a fault, for example, amber. The display module 32 is further configured to display the value of the insufficient remaining energy that triggered the alert. For example, the alert signal consists of said value of the insufficient remaining energy, displayed in a flashing and / or colored manner.

[0067] The calculation module 34 is configured to calculate the range of the aircraft 10 based on the amount of remaining energy. The calculation module 34, for example, is configured to calculate said range of the aircraft 10 from the amount of remaining energy, using an energy consumption model associated with the aircraft 10 or associated with an aircraft type.

[0068] Advantageously, the calculation module 34 is configured to evaluate the amount of available energy by subtracting an energy margin from the remaining energy; then to calculate the aircraft 10's range from the available energy. According to this advantageous aspect, the calculation module 34 is typically also configured to then calculate the aircraft's range using the energy consumption model associated with the aircraft 10 or the aircraft type 10, based on the available energy according to this advantageous aspect, rather than on the remaining energy according to the aspect described above.

[0069] Advantageously, the calculation module 34 is configured to calculate the range of the aircraft 10 as a quantity selected from the group consisting of: a distance that the aircraft 10 can travel, a flight endurance of the aircraft 10, a quantity of available energy, and a fuel-fill ratio of at least one energy tank. The range of the aircraft 10 is then expressed as the quantity selected from the aforementioned group.

[0070] The detection module 36 is configured to detect whether the aircraft 10 is in the climb phase.

[0071] The detection module 36 is, for example, configured to detect whether the aircraft 10 is in a climb phase, based on the verification of at least one climb criterion chosen from the group consisting of:

[0072] - vertical speed of the aircraft 10 greater than a predefined vertical speed threshold;

[0073] - distance of the aircraft 10 from the takeoff airport less than a threshold predefined distance;

[0074] - specific mode for initial climb engaged in autopilot; and

[0075] - flight management system 20 in flight phase equal to climb.

[0076] The predefined vertical speed threshold is, for example, equal to 500 ft / minute. The predefined distance threshold is, for example, equal to 10 Nm.

[0077] The detection module 36 is then preferentially configured to detect that the aircraft 10 is in the climb phase, as soon as at least one of the criteria of the aforementioned group is met, i.e. achieved.

[0078] The modification module 38 is then configured to increase the delay time if the calculated range exceeds a range threshold and if the aircraft 10 is in the climb phase. In other words, the modification module 38 is configured to increase said delay time only if two conditions are met, the first condition being that the range exceeds the range threshold, and the second condition being the detection of the climb phase by the detection module 36. The increase, or boost, in the delay time is, for example, five minutes, as appropriate.

[0079] The autonomy threshold is typically predefined. The autonomy threshold is, for example, a threshold corresponding to an autonomy of one hour of flight.

[0080] Alternatively or in addition, the autonomy threshold is modifiable by an operator of the aircraft 10, such as a pilot of the aircraft 10.

[0081] Those skilled in the art will further understand that the range threshold is expressed in the same quantity as the range itself of the aircraft 10. In other words, if the range of the aircraft 10 is expressed as the distance it can travel, then the range threshold is a distance threshold. Similarly, if the range of the aircraft 10 is expressed as the flight time endurance, then the range threshold is a time threshold, i.e., a minimum duration. If the range of the aircraft 10 is expressed as the amount of available energy, then the range threshold is a minimum amount of energy. Finally, if the range of the aircraft 10 is expressed as the filling ratio of at least one energy tank 17, then the range threshold is a minimum ratio.

[0082] As a corollary, the modification module 38 is configured not to increase the time delay if the calculated autonomy is less than or equal to the autonomy threshold and / or if the aircraft 10 is not in the climb phase, the time delay then preferably being unchanged.

[0083] Advantageously, the modification module 38 is configured to set the timeout duration to a predefined value if the calculated autonomy is less than or equal to at the autonomy threshold and / or if aircraft 10 is not in the climb phase. The predefined value of the timeout typically forms a default value for said timeout duration. This then allows the default value of the timeout duration to be set to the known predefined value. The default value of the timeout duration is, for example, one minute.

[0084] The operation of the electronic decision support installation 15, and in particular of the electronic flight management system 20, will now be explained, in particular with the help of [Fig.2] representing a flowchart of the process, according to the invention, of assisting the decision of the aircraft operator 10.

[0085] During a calculation step 100, the electronic flight management system 20 calculates, via its calculation module 34, the range of the aircraft 10 using the energy consumption model associated with said aircraft from the amount of energy remaining, or advantageously from the amount of energy available, obtained by subtracting the energy margin from the amount of energy remaining.

[0086] In parallel with the calculation step 100, during a detection step 110, the flight management system 20 detects, via its detection module 36, whether the aircraft 10 is in the climb phase or not.

[0087] During the detection step 110, the aircraft 10 is detected as being in the climb phase if the vertical speed of the aircraft 10 is greater than the predefined vertical speed threshold; and / or if the distance of the aircraft 10 from its starting point, i.e. from the take-off airport, is less than the predefined distance threshold; and / or if the specific initial climb mode is engaged on the autopilot of the aircraft 10; and / or if the active flight phase on the flight management system 20 is equal to climb, i.e. climb phase.

[0088] During a test step 120, the flight management system 20 then tests whether the aforementioned double condition is met, i.e., fulfilled. In other words, the flight management system 20 tests whether the first and second conditions are met simultaneously, i.e., whether both conditions are verified during the test.

[0089] If the test is successful, i.e., if the calculated range is greater than the range threshold and the aircraft 10 is in the climb phase, then the flight management system 20, in the next step 130, increases the delay time via its modification module 38. The delay time is thus extended, which is equivalent to filtering the low power alert over a longer period, thereby limiting false alarms for the aircraft crew. For example, the delay time is increased by five minutes, and the delay time is changed to six minutes, when the default value is one minute.

[0090] If the test is negative, that is, if the calculated autonomy is less than or equal to the If the range threshold is reached and / or if aircraft 10 is not in the climb phase, then the flight management system 20 proceeds to step 140, during which the delay period is not modified by the modification module 38. This amounts to performing alert filtering over a standard, unincreased duration. Indeed, in this case, the safety conditions of aircraft 10 are not considered sufficient to further delay the issuance of a potential energy alert. The safety of aircraft 10 is therefore prioritized over limiting potential false alarms, and the insufficient energy alert is filtered according to the standard duration, i.e., without increasing the delay period.

[0091] The flight management system finally displays, during step 150 and via its display module 32, the information relating to the alerts with the filtering of the insufficient energy alert carried out according to the increased duration during step 130 or according to the classic duration during step 140 depending on whether the test of step 120 is positive or not.

[0092] At the end of display state 150, the decision support process returns to the initial steps 100 and 110.

[0093] It is therefore understood that the electronic decision support system 15 according to the invention and the decision support method according to the invention make it possible to better manage energy alerts, by reducing untimely energy alerts, which are disruptive for the aircraft crew. This reduction in untimely energy alerts is achieved by increasing the delay time when both the range is sufficient, i.e., above the range threshold, and the aircraft 10 is in the climb phase, and when the safety conditions of the aircraft 10 are considered sufficient to further space out the successive emissions of insufficient energy alerts.

Claims

Demands

1. Electronic installation (15) for decision support for an operator of an aircraft (10), comprising: - an electronic information display system (18); and - an electronic flight management system (20) intended to be carried on board the aircraft (10) and comprising: + an alert module (30) configured to generate an insufficient energy alert if the amount of energy remaining in at least one energy tank (17) is estimated to be insufficient to carry out a current flight plan, the alert module (30) being further configured to inhibit the alert for a time delay period from the time instant when the amount of energy remaining is estimated to be insufficient, the alert then being issued only when the time delay period has elapsed, + a display module (32) configured to display, on the display system (18), information relating to the alert when it is issued;characterized that the electronic flight management system (20) further comprises: + a calculation module (34) configured to calculate the aircraft's (10) range based on the amount of remaining energy; + a detection module (36) configured to detect if the aircraft (10) is in a climb phase; and + a modification module (38) configured to increase the time delay if the calculated range is greater than a range threshold and if the aircraft (10) is in a climb phase.

2. Installation (15) according to claim 1, wherein the modification module (38) is configured to set the time delay to a predefined value if the calculated autonomy is less than or equal to the autonomy threshold or if the aircraft (10) is not in the climb phase.

3. Installation (15) according to claim 1 or 2, wherein the calculation module (34) is configured to evaluate an amount of available energy by subtracting an energy margin from the amount of remaining energy; then to calculate the range of the aircraft (10) from the amount of available energy.

4. Installation (15) according to any one of the preceding claims, in which the calculation module (34) is configured to calculate the range of the aircraft (10) as a quantity chosen from the group consisting of: a distance travelable by the aircraft (10), a time endurance of flight of the aircraft (10), a quantity of energy available, and a filling ratio of at least one energy tank.

5. Installation (15) according to any one of the preceding claims, wherein the detection module (36) is configured to detect whether the aircraft (10) is in a climb phase based on the verification of at least one climb criterion selected from the group consisting of: - vertical speed of the aircraft (10) greater than a predefined vertical speed threshold; - distance of the aircraft (10) from the take-off airport less than a predefined distance threshold; - specific initial climb mode engaged in the autopilot; and - flight management system (20) in a flight phase equal to climb.

6. Installation (15) according to claim 5, wherein the predefined vertical speed threshold is equal to 500 ft / minute or the predefined distance threshold is equal to 10 Nm.

7. Aircraft (10), in particular rotary-wing aircraft, comprising: - a propulsion system (12) including at least one engine (16) and at least one energy tank (17), and - an electronic decision support system (15), characterized in that the electronic decision support system (15) is according to any one of the preceding claims.

8. Aircraft (10) according to claim 7, wherein the propulsion system (12) is selected from the group consisting of: - a combustion propulsion system comprising one or more combustion engines, the at least one tank (17) comprising at least one fuel tank; - an electric propulsion system comprising one or more electric motors, the at least one tank (17) comprising an electric battery and / or a fuel cell; and - a hybrid propulsion system comprising a combustion engine and an electric motor, the at least one tank (17) comprising at least one fuel tank and at least one electric battery and / or a fuel cell.

9. A method for assisting an aircraft operator in making a decision (10), put into operation by an electronic decision support installation (15) comprising an electronic information display system (18) and an electronic flight management system (20) intended to be carried on board the aircraft (10), and comprising the steps of: - generate (140) an insufficient energy alert if an amount of energy remaining in at least one energy tank is estimated to be insufficient to carry out a current flight plan, and inhibit the alert for a time delay period from the time instant when the amount of energy remaining is estimated to be insufficient, the alert then being issued only when the time delay period has elapsed, - display (150), on the display system (18), information relating to the alert when it is issued; characterized what it further includes the steps of: - calculating (100) an aircraft autonomy (10) as a function of the amount of energy remaining; - detect (110) if the aircraft (10) is in the climb phase; and - increase (130) the delay time if the calculated autonomy is greater than an autonomy threshold and if the aircraft (10) is in the climb phase.

10. A computer program comprising software instructions which, when executed by a computer, implement a method according to the preceding claim.

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