System and method for managing speed constraints during required time of arrival operations

• US 9,625,261 B2
• Filed: 09/04/2014
• Issued: 04/18/2017
• Est. Priority Date: 09/04/2014
• Status: Active Grant

• Current Assignee: Honeywell International s.r.o. (Honeywell International Inc.)
• Original Assignee: Honeywell International Inc.
• Inventors: Villele, Dorothee De, Polansky, Michal, Paricaud, Erwan, Jancik, Zdenek
• Primary Examiner(s): Tarcza, Thomas
• Assistant Examiner(s): EVANS, GARRETT F
• Application Number:
  US14/477,476
• Publication Number:
  US 20160069688A1
• Time in Patent Office: 957 Days
• Field of Search: None
• CPC Class Codes: G05D 1/0005 with arrangements to save energy
• CPC Class Codes: G05D 1/0202 specially adapted to aircraft
• CPC Class Codes: G05D 1/101 specially adapted for aircraft
• CPC Class Codes: G08G 5/00 Traffic control systems for aircraft , e.g. air-traffic control [ATC]
• CPC Class Codes: G08G 5/0021 located in the aircraft
• CPC Class Codes: G08G 5/0052 for cruising combined instruments indicating more than one navigational value G01C23/00

Abstract

A method and apparatus includes strategies for improving required time of arrival reliability by an aircraft comprising determining a speed correction for one of AT speed constraints or an AT or ABOVE speed constraints, wherein the determining is selected from one or more of the mechanisms from the group consisting of continuous RTA speed management between constraints, padding of the AT speed constraints and the AT or ABOVE speed constraints; decelerating proactively; and using a variable guidance margin, wherein the guidance margin is a speed change not reflected in a flight plan prediction.

Claims

1. A method for an aircraft to accomplish a required time of arrival at a waypoint, comprising:

determining, by a processor, an aircraft speed and speed profile required along a given flight plan containing one or more speed constraints including AT, AT OR BELOW or AT OR ABOVE speed constraints and a required time of arrival (RTA), wherein the determining the speed profile is based upon the mechanism consisting of;

applying both a positive and a negative speed pads at a flight segment where both the AT OR BELOW and the AT OR ABOVE components of speed constraints apply,

wherein the speed pads for the AT OR ABOVE speed constraints (PadPos) and for the AT OR BELOW speed constraints (PadNeg) determine the speed pad (PadDiv(i)) in an area (i) where the AT OR ABOVE speed constraint and the AT OR BELOW speed constraint difference (dV(i)) is less than twice a nominal speed pad (2*PadNom), and the PadDiv(i) is determined as;

If PadPos<

PadNom, then PadDiv(i)=PadPos*dV(i)/2/PadNom;

If PadNeg<

PadNom, then PadDiv(i)=(2*PadNom−

PadNeg)*dV(i)/2/PadNom;

If PadDiv(i)=dV(i)/2,

and at least one or more of the mechanisms consisting of;

continuous RTA ECON speed management between speed constraints;

padding of an AT speed constraint and an AT or ABOVE speed constraint;

decelerating proactively; and

using a variable guidance margin, wherein the variable guidance margin is a speed change not included in a flight plan prediction.

2. The method of claim 1 further comprising:

identifying insufficient control authority to reliably satisfy an entered time constraint; and

increasing a size of the variable guidance margin.

3. The method of claim 2 further comprising adjusting the variable guidance margin for each of a plurality of altitudes and each of a plurality of flight segments.

4. The method of claim 2 further comprising determining the variable guidance margin based on a saturation of the speed profile.

5. The method of claim 1 further comprising continuous RTA speed management keeping the speed profile as close as possible to a minimal fuel cost RTA ECON speed satisfying a time constraint;

and

determining beginnings and ends of speed changes such that the AT, AT OR ABOVE, and AT OR BELOW speed constraints are satisfied.

6. The method of claim 1 further comprising adding a speed pad to the AT speed constraint or the AT or ABOVE speed constraint, thereby preventing speed saturation in a speed restricted area until a previous flight segment is saturated.

7. The method of claim 1 further comprising:

applying the positive speed pad to the AT or ABOVE component of AT and AT OR ABOVE speed constraints along flight segments where the AT OR ABOVE component applies; and

applying the negative speed pad to the AT or BELOW component of AT and AT OR BELOW speed constraints along flight segment where the AT OR BELOW component applies.

8. The method of claim 1 wherein the positive and negative speed pads are limited by a respective default value equal to the constant nominal speed pad (PadNom).

9. The method of claim 1 further comprising anticipating the determined proactive deceleration to a next speed constraint speed to ensure crossing the RTA constraint in time.

10. The method of claim 9 wherein anticipating the determined proactive deceleration further uses an anticipated speed pad reduction.

11. A method for an aircraft to accomplish a required time of arrival at a waypoint and at a desired speed, comprising:

padding one of an AT OR ABOVE and AT OR BELOW components of a speed constraint to preserve at least one control margins;

correcting an initial time error using a Continuous RTA ECON speed management between constraints;

reducing a positive speed pad on the AT OR ABOVE component if a RTA speed falls below a lowest AT OR ABOVE component of the speed constraint plus a Padpos speed;

increasing the Padpos speed to an initial value PadNom prior to increasing the RTA speed above a padded speed;

using a speed pad PadNeg under the AT OR BELOW speed constraints;

using a guidance margin mechanism to increase robustness, reliability and also smoothness of RTA control; and

activating, where the RTA speed is not modifiable, a proactive deceleration of the aircraft as the aircraft approaches a deceleration segment to the AT or AT OR BELOW speed constraints or an approach speed.

12. The method of claim 11 further comprising:

maintaining a continuous RTA ECON speed to keep a speed profile as close as possible to a minimum fuel expenditure based RTA ECON speed satisfying the time constraint; and

determining beginnings and ends of speed changes such that the AT, AT OR ABOVE, and AT OR BELOW speed constraints are satisfied.

13. A system determining an aircraft four dimensional trajectory along a path to a waypoint having a required time of arrival, the system comprising:

a processor configured to;

calculate a first estimated speed to reach the waypoint at the required time of arrival via a required time of arrival solver;

compute in real time a time difference between an estimated time of arrival at the first estimated speed and the required time of arrival via a trajectory predictor; and

determine a speed correction for one of an AT speed constraint or an AT OR ABOVE speed constraint via a speed profile generator, wherein the determining a speed correction is selected from one or more of the mechanisms consisting of;

continuous RTA ECON speed management between speed constraints;

padding of the AT or ABOVE speed constraints;

decelerating proactively; and

using a variable guidance margin, wherein the variable guidance margin is a speed change not included in a flight path prediction; and

a display configured to;

display a graph including the first estimated speed, a second estimated speed, and a third estimated speed if the third estimated speed is above the highest AT or ABOVE speed constraint.

14. The system of claim 13 wherein the processor is further configured to:

identify insufficient control authority to reliably satisfy an entered time constraint; and

increase the size of the variable guidance margin.

15. The system of claim 14 wherein the processor is further configured to:

adjust the variable guidance margin for different altitudes and different flight segments.

16. The system of claim 13 wherein the processor is further configured to:

keeping the speed profile as close as possible to a Cost index based RTA ECON speed satisfying a time constraint by continuous RTA ECON speed management; and

determine the starts and ends of speed changes such that the AT, AT OR ABOVE and AT OR BELOW speed constraints are satisfied as much as possible.

17. The system of claim 13 wherein the processor is further configured to:

apply a positive speed pad to the AT or ABOVE component of the AT speed constraint, which will prevent speed saturation in a speed restricted area until a previous flight segment is saturated; and

apply a negative speed pad to the AT or BELOW constraint to a second segment.

18. The system of claim 13 wherein the processor is further configured to:

determine, in view of the speed pads for the AT OR ABOVE speed constraints (PadPos) and for the AT OR BELOW speed constraints (PadNeg), the speed pad (PadDiv(i)) in an area (i) where the AT OR ABOVE speed constraint and the AT OR BELOW speed constraint difference (dV(i)) is less than twice a nominal speed pad (2*PadNom), wherein the PadDiv(i) is determined by;

If PadPos<

PadNom, then PadDiv(i)=PadPos*dV(i)/2/PadNom;

If PadNeg<

PadNom, then PadDiv(i)=(2*PadNom−

PadNeg)*dV(i)/2/PadNom;

If PadDiv(i)=dV(i)/2.