Classifications

• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
  • G08G5/06—Traffic control systems for aircraft, e.g. air-traffic control [ATC] for control when on the ground
  • G08G5/065—Navigation or guidance aids, e.g. for taxiing or rolling
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
  • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
  • G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft

Definitions

• the field of the invention is that of aiding the taxiing of an aircraft on an airport, provided in particular by a representation of the trajectory to be followed by the aircraft on the airport and the display of information relating to the guidance and navigation of the aircraft.
• a flight management system conventionally comprises one or more microprocessors connected to a working memory, a program memory, a data storage memory and an input-output interface, these programs being intended to provide different functions. But the functions accessible via an FMS are insufficient to achieve the objectives of the taxi assistance function:
• the location proposed by an FMS system is of the order of 100 m whereas the ground part requires positioning means of the order of 10 m for the display functions, of the order of 1 m for the functions. warning and guidance assistance and less than 1 m for automatic guidance functions.
• a controller is in charge of the area of the tracks, a second of the taxiways and a third of the boarding areas of the passengers. The path is then dictated to the pilot as his progress. It stops at the limits of each control zone and can not cover the entire trip, from the runway to the boarding gate (or the opposite route).
• These problems lead to numerous voice exchanges between the controller and the pilot during the taxi phase, which can be relatively long on large airports.
• the tools and methods available in an FMS are not adequate because they are intended to describe the completeness of a flight, from take-off to landing in order to carry out all the calculations necessary for consumption predictions and instructions. guidance.
• the descriptions of the ground procedures are not standardized, unlike the flight procedures that are available on board the FMS through a database derived from data published by the state control bodies.
• the PERF database of aircraft performance is not adapted to the taxi model.
• the lateral trajectory calculation module takes into account the performance of the aircraft while taxiing must take into account the topology of the airport.
• the predictions aim to build an optimized vertical profile on the lateral trajectory. On the ground, only the horizontal speed can be adjusted.
• ground guidance is to present the instructions to be applied manually (except the emergency instructions).
• advice e.g. "Approaching Runway”
• Honeywell's system available through the EGPWS product, has the role of warning the crew when approaching a runway. They are based on the unique information of the tracks, independently of the possible connections to the taxiways or their real activity. In addition, the segregation of the equipment used during the driving phases, prevents these messages from being correlated with routing information developed through a routing means or a richer database having all the information on the airport surface.
• the object of the invention is to provide an effective taxi aid by having a connectivity of the various elements of an airport.
• These elements generally come from an airport database and embedded in the aircraft.
• the connectivity of the elements is advantageously achieved by means of the geometric construction of navigational and guiding nodes of the airport.
• the latter can be represented on a map as well as the trajectory of an aircraft when the flight control instruction of the air traffic control is known to the crew.
• the connectivity of the elements then makes it possible to anticipate a certain number of actions of the pilots on the rolling phases.
• the invention proposes according to the position of the aircraft in the airport to display guidance and navigation information in advance.
• Figure 2 the definition of a navigation node on a border of two rolling elements
• Figure 3 a map of an airport with nodes and navigation arcs
• Figure 8 a case of a rolling element traversed by two rolling lines
• Figure 1 shows elements of an airport formed of polygons 1, 2 and 3. These elements are called “rolling elements” in the following description. Each of the polygons is described in the airport database by segments and georeferenced points relative to a known origin of the airport.
• rolling elements can be of different types, for example, “taxiways”, “parking”, “runways” or “service road element” according to the English terminology used in aeronautics.
• These taxiing elements generally describe parking areas, taxiing areas, taxiway intersections, parts of a runway or areas intended for the entry and exit of service vehicles.
• the method according to the invention proposes to create a connectivity graph called navigation graph thereafter between the different rolling elements.
• the data describing the connectivity of the elements of taxiing of the airport are then stored in a database of the aircraft. This database is generally updated in the aircraft in maintenance phases on the ground or before leaving for a new take-off.
• the method according to the invention proposes to define navigation nodes.
• the navigation nodes are geometrically constructed on each boundary separating two rolling elements.
• the position of the navigation node on the border may for example be located in the middle of the border, which may comprise one or more segments.
• the navigation nodes 9 ', 6, 7 and 9 joining the rolling elements 2, 1, and 3 are respectively positioned in the middle of the borders 8', 5, 4 and 8.
• the nodes of navigation are connected by segments 12, 13 and 14 which each form a navigation heading with the
• the aircraft in this example can flow from the rolling element 2 to the rolling element 3 through the rolling element 1 in a direction 11 or can flow inversely from the rolling element 3 to the element running 2 through the rolling element 1 in the opposite direction 10.
• vigation arc the segment joining two successive navigation nodes.
• the set of navigation nodes defines a navigation graph.
• FIG. 2 illustrates an exemplary boundary between two rolling elements 20 and 21 representing each of the zones of the airport.
• the boundary comprises five segments whose end positions A, B, C, D, E and F are defined in the airport database of the aircraft.
• the method according to the invention makes it possible to define the medium M of the boundary equidistant from the points A and F.
• the node M is joined to the downstream node and to the upstream node by the segments 22 and 23.
• FIG. 3 illustrates a plane 30 of an airport comprising a runway 31 and rolling elements such as approach or exit lanes on the track 31 and connecting elements of several channels.
• the navigation nodes are located in the middle of each boundary of each element.
• the segments joining the different nodes are represented as the nodes 33 and 34 whose connection is represented by a segment 32.
• a direction of passage consists of three pieces of information:
• One arrival element (the other connected element); • A navigation heading that defines the direction taken for a direction of passage of the aircraft. Formally, this navigation heading is the angle formed between a navigation arc and the North (in the trigonometrical direction).
• the navigation heading formed by the navigation arc connecting the node 7 to the node 9 to pass from the rolling element 1 to the rolling element 3 is 270 ° with the North. .
• the opposite direction, from node 9 to node 7 is the heading 70 °.
• the method according to the invention makes it possible to overcome in the navigation graph certain types of elements of an airport not necessary to the crew.
• the elements called “service road element” whose English terminology means “service road elements” are not necessary for the navigation aid of the aircraft, these elements being intended for service vehicles.
• these elements being intended for service vehicles.
• the method according to the invention makes it possible to define a connectivity between rolling elements, which elements are coherent with a set point originating from the air traffic control.
• the method according to the invention in a first step, makes it possible to locate the points and the segments relating to a geometric element of a specific type such as that defined above, of polygonal shape.
• the method according to the invention makes it possible to merge the two borders on either side of the upstream and downstream rolling element.
• FIG. 4A represents a part of an airport comprising different rolling elements 45, 42, 44, 41, 48, 46, 43 and 47 of different types. Among these elements, some are intended for service vehicles, including items 42, 41 and 43. They are therefore not necessary for the navigation assistance of the aircraft.
• the method makes it possible to merge each of the boundaries of the elements 42, 41 and 43 into a single boundary separating the elements 45 and 44 on the one hand and the elements 44 and 48 on the other hand and finally the elements 47 and 48.
• the method according to the invention therefore makes it possible to consider the type of an element and its geometric description.
• Figure 4B represents, after the merger of the boundaries of the elements not necessary to the crew, the map of the regenerated airport.
• the new boundaries 43 ', 41' and 42 ' are boundaries separating rolling elements on which navigation nodes are automatically generated.
• the method according to the invention makes it possible to define a notion of navigation arc between different nodes.
• Navigation arcs do not have geometric representations but allow on the one hand to link the nodes together in the database and on the other hand to define an average cap between two nodes, noted navigation heading.
• the construction of the navigation graph constitutes a first step of the method according to the invention for operating in a second step, in particular, one or more instructions (s) of routing from the air traffic control.
• An instruction sent by the air traffic control to the crew can be for example: TAXI TO "STAND 8" VIA "A-T50-T20-N4". This last instruction is translated “to go to the car park named” STAND 8 "by taking the road passing by the various elements whose names are the following: A, T50, T20, N4.
• the manual entry of the setpoint by the crew in a cockpit user interface or the automatic acquisition of the setpoint by an onboard computer makes it possible to link the rolling elements of the setpoint by knowing the connections of the navigation graph of the airport.
• Each navigation graph is previously created before entering a setpoint.
• the navigation nodes are located on each of the borders, the elements not necessary for navigation having been removed from the map by the process. Following reception of this instruction, the aircraft will have to pass through the nodes corresponding to each border of the elements mentioned in the instruction.
• N1, N2, N3, N4 and N5 While respecting the order of the elements of the setpoint, one can note for example N1, N2, N3, N4 and N5, the various nodes of the elements mentioned in the setpoint by which the aircraft must pass successively.
• the node N1 is connected to the node N2, which is itself connected to the nodes N3, which is itself connected to the nodes N4, which is itself connected to the nodes N5.
• the navigation graph can generate information similar to that found on the signs of an airport.
• Figure 5 illustrates the type of navigation information 53 and 54 informing of the naming of certain lanes and directions associated with the lanes, the latter being represented by the symbol of an arrow.
• the rolling elements 50, 51 and 52 are shown.
• the method uses existing means for providing positioning information useful on the situation of the aircraft.
• This information is generally generated by the on-board computer based on information received by external signals or provided by integrated sensors. They include, among other things, position and actual heading information tracked by the aircraft.
• the method makes it possible, by analysis of the position of the aircraft and of the nearest navigation point, to provide and display information on display means. navigation.
• This navigation information is for example the taxiway on which the aircraft is heading or security information.
• the nodes being connected it is possible to display anticipatory navigation information on the next taxiing elements such as the other nearby traffic lanes by comparing the real heading of the aircraft with the navigation heading of the navigation arcs. .
• the This method makes it possible to compare the actual course of the aircraft at the passage of the navigation node and the next node to be reached, and therefore of the navigation heading.
• the method according to the invention makes it possible, for example, to generate a particular indication if the aircraft engages on a track leading to a track, the only possible path in the navigation graph leading to a track.
• the method according to the invention allows a greater anticipation compared to the information relating to the proximity of a track.
• the method will make it possible to signal to the pilot of the aircraft 60 that this route leads him to a runway 31.
• the method according to the invention also makes it possible to establish a second connectivity graph.
• the connectivity being with respect to guiding elements, the latter graph is called thereafter guide graph.
• This step also allows as for the navigation graph to operate in a second step a routing instruction for the navigation aid in the airport.
• Rolling lines are usually drawn on the running elements of an airport and are often represented by a yellow mark. These lines are generally defined in the airport database by some points of the georeferenced taxiing line. These lines may possibly be discontinuous depending on the type of rolling elements.
• the guiding graph consists of:
• a guiding node corresponds to an intersection between a rolling line and the boundary between two rolling elements.
• FIG. 7 represents rolling elements 1, 2, 3 separated by borders 4 and 5.
• the coordinates of certain points of a rolling line 74 are defined in the airport database.
• no connectivity is realized in order to link a running line to the rolling elements of an airport.
• the method according to the invention makes it possible to define guide nodes 75, 76, 77, 78.
• the points of a rolling line upstream and downstream of a boundary separating two rolling elements form a segment which intercepts a boundary (8 ', 5, 4, 8) at one point, this point is a guiding node
• a direction of passage consists of three pieces of information:
• this guide cap is the angle formed between the segment connecting the two upstream and downstream points of an intersection of a rolling line with a border of two rolling elements and the north.
• Figure 8 shows a rolling element 86 on which are drawn two rolling lines 85, 85 'which intercept the boundaries 87 and 88 in four guide nodes 80, 80', 84, 84 '.
• the rolling lines are identified in the airport database by a first set of points 81, 82, 83 concerning the first rolling line 85 and a second set of points 81 ', 82', 83 'for the second rolling line. 85.
• the curve formed by a set of consecutive segments of a guide line must have a compatible radius of curvature of the performance of the aircraft, the segments being determined between each pair of successive points and between each point and each successive node of the guide line; • They are optimal: if there are several guide lines responding to the first criterion connecting two nodes, then the method according to the invention selects the shortest arc distance.
• the first criterion can be expressed as a constraint on the minimum and maximum radius of curvature of the route of the guide line taken by the aircraft.
• two consecutive segments in a guide line must have an angle between 2 ⁇ / 3 and 4 ⁇ / 3.
• FIG. 9 represents the case of a rolling element 94 situated at the intersection of four other rolling elements 90, 91, 92, 93.
• Rolling lines 95, 96, 97, 98, 99, 100 are drawn on the ground, each of the roads comprising points 900, 902, 903, 905, 910, 91 1, 913, 921, 931, 932, 933, 941 , 935 defined in the airport database. Intersections between rolling lines and 950 borders,
• the method according to the invention makes it possible to display a path successively connecting the point 900 , the node 901, the points 910 and 91 1, the node 912 and the point 913.
• This path satisfies the previously defined condition stating that the angle formed between two successive arcs of the rolling line displayed is between 2 ⁇ / 3 and 4 ⁇ / 3.
• the second criterion ensures that the rolling line displayed is the shortest.
• the first road joins the points and nodes 900, 901, 910, 911, 912, 913
• the second road joins the points and nodes 900, 901, 910, 921, 920, 913
• the third road joining the points and nodes 900, 901, 910, 921, 933, 941, 940, 913.
• the road fulfilling the second condition stated above is the first road.
• the method according to the invention makes it possible, when several rolling lines respond to a set point from the air traffic control, to select a rolling line whose characteristics are optimal.
• a display device makes it possible to trace the trajectory to be followed by the aircraft when a setpoint is entered in a user interface.
• the correlation of the guidance graph and the routing instruction makes it possible to select the arcs constituting the driving line and makes it possible to optimize the most coherent route to be traveled in the airport to arrive at the destination of the instruction.
• the method Upon receipt of a rolling instruction, the method identifies all the rolling elements such as taxiways for example on the route of the aircraft.
• the guiding graph makes it possible to calculate and display, by means of display means, a guide trajectory supported by guide lines along the route.
• the main advantage of the invention is to generate a navigation and guidance graph via navigation and guidance node and associated arcs. These nodes have the advantage of being easily exploitable to the passage of the aircraft to their vicinity on the airport to indicate navigation information or plot the path to follow on a display device.

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• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
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• 2007
  • 2007-07-27 FR FR0705521A patent/FR2919416B1/fr not_active Expired - Fee Related
• 2008
  • 2008-07-25 US US12/671,009 patent/US20110125400A1/en not_active Abandoned
  • 2008-07-25 WO PCT/EP2008/059836 patent/WO2009016135A1/fr active Application Filing
  • 2008-07-25 EP EP08786483A patent/EP2171702B1/de not_active Not-in-force
  • 2008-07-25 AT AT08786483T patent/ATE512434T1/de not_active IP Right Cessation

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