Mission management system of an aircraft

• US 9,323,248 B2
• Filed: 11/25/2014
• Issued: 04/26/2016
• Est. Priority Date: 11/26/2013
• Status: Active Grant

• Current Assignee: Airbus Operations (European Aeronautic Defence and Space Company EADS NV)
• Original Assignee: Airbus Operations (European Aeronautic Defence and Space Company EADS NV)
• Inventors: Mere, Jean-Claude, Neri, Pierre, Bernat, Julien, Vie, Marc
• Primary Examiner(s): Trammell, James
• Assistant Examiner(s): Stroud, James E
• Application Number:
  US14/553,274
• Publication Number:
  US 20150148999A1
• Time in Patent Office: 518 Days
• US Class Current: 1/1
• CPC Class Codes: G01C 23/00 Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
• CPC Class Codes: G05D 1/00 Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots drive control systems specially adapted for autonomous road vehicles B60W60/00
• CPC Class Codes: G05D 1/0202 specially adapted to aircraft
• CPC Class Codes: G05D 1/101 specially adapted for aircraft
• CPC Class Codes: G06Q 10/06 Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
• CPC Class Codes: G06Q 10/087 Inventory or stock management, e.g. order filling, procurement or balancing against orders
• CPC Class Codes: G08G 5/0021 located in the aircraft
• CPC Class Codes: G08G 5/003 Flight plan management
• CPC Class Codes: G08G 5/0034 Assembly of a flight plan
• CPC Class Codes: G08G 5/0039 Modification of a flight plan
• CPC Class Codes: G08G 5/06 for control when on the ground
• CPC Class Codes: H04L 43/0823 Errors, e.g. transmission errors
• CPC Class Codes: H04L 63/08 for authentication of entities cryptographic mechanisms or cryptographic arrangements for entity authentication H04L9/32
• CPC Class Codes: H04L 67/12 specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks

Abstract

A mission management system to manage both ground and flight phases of a mission of an aircraft is proposed. The mission management system may be implemented in flight management system architecture with core and supplementary modules distinct from each other. The core module may implement a set of generic functionalities related to a flight management of the aircraft, and the supplementary module may implement supplementary functionalities specific to an entity to which the aircraft belongs. The mission management system may include a flight management unit to define and manage a flight plan and associated flight trajectory, an airport navigation unit to define and manage a ground plan and associated ground trajectory, and a mission management unit to manage a continuity between the ground and flight phases of the mission and prediction computations made by the flight management and the airport navigation units.

Claims

1. A mission management system configured to manage a mission of an aircraft, the mission management system being located onboard the aircraft and comprising:

a flight management system comprising a flight management unit, the flight management unit being configured to define and manage a flight plan and an associated flight trajectory for a flight phase of the mission;

an airport navigation unit configured to define and manage a ground taxiing plan on an airport and an associated taxiing trajectory for at least one ground phase of the mission; and

a mission management unit linked to the flight management unit and to the airport navigation unit and being configured to manage a continuity between the ground and flight phases of the mission and mission prediction computations,

wherein said flight management system has an architecture comprising;

a core module configured to implement generic functionalities related to the management of the flight of the aircraft;

a supplementary module distinct from the core module and configured to implement specific supplementary functions different from the generic functionalities implemented by the core module;

a data exchange interface configured to link together the core and supplementary modules, and

wherein the flight management unit is housed in the core module and the mission management unit is housed in the supplementary module.

2. The mission management system as claimed in claim 1, wherein the airport navigation unit is housed in a generic human/machine interface linked to the core module.

3. The mission management system as claimed in claim 1, wherein the airport navigation unit is housed in a specific human/machine interface suitably linked to the supplementary module.

4. The mission management system as claimed in claim 1,

wherein the mission management unit is configured to distribute and synchronize prediction computations of the mission between the flight management unit and the airport navigation unit, and

wherein the flight management unit is configured to compute predictions of the flight phase of the mission and the airport navigation unit is configured to compute predictions of the ground phase of the mission.

5. The mission management system as claimed in claim 1, wherein the flight management unit is configured to determine the flight trajectory and to compute predictions associated with the flight trajectory, respectively based on an optimum flight speed, a minimum flight speed, and a maximum flight speed.

6. The mission management system as claimed in claim 1, wherein the airport navigation unit is configured to determine at least one taxiing trajectory of the ground phase and to compute predictions associated with the taxiing trajectory, respectively based on an optimum ground speed, a minimum ground speed, and a maximum ground speed.

7. The mission management system as claimed in claim 1, further comprising a human/machine interface unit configured to enable an operator to modify mission parameters.

8. The mission management system as claimed in claim 7, wherein the interface unit is configured to allow the operator to modify at least one of the following parameters:

an airport of departure;

an airport of arrival;

a departure gate of the airport of departure;

a takeoff runway of the airport of departure;

a landing runway of the airport of arrival;

an arrival gate of the airport of arrival;

a flight and/or taxiing cost index;

a required time at the departure gate, on takeoff, on landing and/or at the arrival gate; and

a quantity of fuel available at the departure gate, on takeoff, on landing and/or at the arrival gate.

12. The mission management system as claimed in claim 1, wherein the supplementary functions are new functions compared to the generic functionalities of the core module, alternative functions to the generic functionalities of the core module to which the supplementary functions add behavioral modifications, and/or which provide supplementary services so as to supplement services of the core module which uses one or more of the supplementary functions.

13. The mission management system as claimed in claim 1, wherein the supplementary functions are specific to an entity to which the aircraft belongs.

14. The mission management system as claimed in claim 13, wherein the supplementary functions specific to an entity to which the aircraft belongs include a specific aircraft model, a family of aircraft, a company, an alliance and/or all or part of a fleet of aircraft.

9. A method of operating a mission management system to manage a mission of an aircraft, the mission management system being located onboard the aircraft and comprising a flight management system comprising a flight management unit, an airport navigation unit, and a mission management unit linked to the flight management unit and to the airport navigation unit, the method comprising:

distributing and synchronizing, by the mission management unit, computations of predictions of the mission between the flight management unit and the airport navigation unit,

wherein predictions of a flight phase of the mission are computed by the flight management unit and predictions of a ground phase of the mission are computed by the airport navigation unit.

10. The method as claimed in claim 9, further comprising:

the flight management unit determining a flight trajectory of the flight phase and computing predictions associated with the flight trajectory, respectively based on an optimum flight speed, a minimum flight speed, and a maximum flight speed; and

the airport navigation unit determining at least one taxiing trajectory of the ground phase and computing predictions associated with the taxiing trajectory, respectively based on an optimum ground speed, a minimum ground speed, and a maximum ground speed.

11. The method as claimed in claim 9, further comprising:

upon an insertion of a takeoff point constraint, which is a constraint inserted at a takeoff point, transmitting the takeoff point constraint to the airport navigation unit to determine and display an associated constraint on a departure gate point;

upon an insertion of a landing point constraint, which is a constraint inserted on a part of the flight at a landing point;

if the landing point constraint lies between minimum and maximum values computed for the flight part, transmitting the landing constraint to the flight management unit to adjust a cost index and recompute the predictions, a resulting time estimation on takeoff being defined as a constraint at a takeoff point to secure a downstream flight part and ensure that the constraint is verified; and

if the landing point constraint does not lie within the minimum and maximum values computed for the flight part, transmitting the landing point it to the flight management unit to adjust a cost index and recompute the predictions, a modified value on takeoff obtained then being entered as a constraint and supplied to the airport navigation unit to constrain a takeoff time according to minimum and maximum values computed for a corresponding taxiing part; and

upon an insertion of an arrival gate constraint, which is a constraint is inserted at an arrival gate;

if the arrival gate constraint lies within computed minimum and maximum values, defining the value on landing as a constraint to secure the constraint entered; and

if the arrival gate constraint does not lie within the computed minimum and maximum values, transmitting the arrival gate constraint to the airport navigation unit to recompute the predictions, a modified value on landing obtained then being entered as a constraint and supplied to the flight management unit for an adjustment of the cost index and a new computation of the predictions on the flight part.