• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    This method of determining an obstacle avoidance guidance law by an aircraft is implemented by a system for determining said guide law. The aircraft comprises an anti-collision system capable of detecting a risk of collision with the obstacle and said determination system. This method comprises the determination (110) of setpoints among slope and speed setpoints (VZ_set, IAS_set), at least one setpoint (VZ_set) being a function of at least one vertical speed limit value, at least one setpoint (VZ_set) ) having a vertical component in a vertical direction, each limit value being provided by the collision avoidance system following the detection of a risk of collision; and calculating (160) the avoidance guidance law according to the determined setpoints. During the determination step, at least one determined setpoint (IAS_common) comprises a longitudinal component in a longitudinal direction perpendicular to the vertical direction.
    公开号:FR3018364A1
    申请号:FR1400537
    申请日:2014-03-04
    公开日:2015-09-11
    发明作者:Matthieu Claybrough；Francois Colonna；Marc Riedinger
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method for determining an avoidance guidance law of an aircraft, a computer program product, an associated electronic system and an aircraft. or more obstacles by an aircraft, such as a rotary wing aircraft. The aircraft comprises an anti-collision system capable of detecting a risk of collision with the obstacle or obstacles and an electronic system for determining the avoidance guidance law. The method is implemented by the system for determining the avoidance guidance law, and comprises the following steps: a) determining one or more setpoints among slope and speed instructions, at least one setpoint being a function of at least one vertical speed limit value, at least one setpoint comprising a vertical component in a vertical direction, the or each vertical speed limit value being provided by the anti-collision system following detection of a risk of collision with the obstacle (s); and b) calculating the avoidance guidance law as a function of the determined setpoint (s). The invention also relates to a computer program product adapted to implement such a determination method. The invention also relates to an electronic system for determining the avoidance guidance law. The invention also relates to an aircraft, such as a rotary wing aircraft, comprising an anti-collision system capable of detecting a risk of collision with one or more obstacles and such an electronic system for determining the avoidance guidance law. . Document EP 1 797 488 B1 discloses a method and a system for determining the aforementioned type. The aircraft is a transport aircraft, and when the collision avoidance system detects a risk of collision, it emits an alarm. The anti-collision system also determines, from a limit of the vertical speed, a vertical speed reference. An avoidance guiding law, in particular a load factor setpoint, is then calculated as a function of the determined vertical speed setpoint. The calculated load factor instruction is a function of a difference between the value of the current vertical speed and the determined vertical speed reference, this difference being multiplied by a variable dependent on the current speed of the aircraft. The calculated load factor instructions are then automatically transmitted to a flight director who implements a display mode of said calculated instructions to provide flight control assistance to the crew of the aircraft. However, the avoidance guidance law calculated according to such a method is not optimal, the power required to maintain balanced flight of the aircraft may be greater than the available power in which case the guide law is not appropriate. to perform the avoidance until its end.
    [0002] The object of the invention is therefore to provide a method and a system for calculating a better avoidance guidance law, by reducing the power required to maintain balanced flight of the aircraft. Generally speaking, the new guidance law makes it possible to take into account the performance constraints of the aircraft and better management of its energy. For this purpose, the subject of the invention is a method for determining the aforementioned type, in which during step a), at least one determined setpoint comprises a longitudinal component in a longitudinal direction perpendicular to the vertical direction. With the determination method according to the invention, the use of a speed reference comprising a longitudinal component, such as an air speed reference comprising both a vertical component and a longitudinal component, makes it possible to calculate a better law. avoidance guidance, especially in the case where the aircraft is a rotary wing aircraft. Indeed, on a rotary wing aircraft, the total power required to fly begins to decrease when the air speed increases starting from a zero speed because the induced power used to sustain the aircraft decreases. As the air speed continues to increase, the parasitic power resulting from the aerodynamic events of the relative wind on the aircraft increases, and the total power required also increases. There is therefore an air speed where the required power is minimal. This optimal air speed is also called the best climb air speed. The use of a speed setpoint comprising a longitudinal component, such as the airspeed setpoint comprising both a vertical component and a longitudinal component, then makes it possible to determine a guiding law proposing better energy management and the power of the aircraft. The guide law allows for example to minimize, by varying said longitudinal component of the speed, the power required to perform the avoidance of the obstacle or obstacles. The avoidance maneuver is then more durable and safer with a greater power reserve between the available power and the power required. According to other advantageous aspects of the invention, the determination method comprises one or more of the following characteristics, taken separately or according to all the technically possible combinations: during step a), a first setpoint and a second setpoint are determined, the first setpoint being a setpoint among a vertical speed setpoint and a slope setpoint, the second setpoint being an airspeed setpoint, the first setpoint comprising a vertical component, and the second setpoint comprising a longitudinal component; at least one setpoint comprises a target value and a current value, the avoidance guidance law being calculated as a function of said current value, and said current value converges towards said target value according to a convergence law; an allowable range of vertical speed values is determined from the vertical speed limit value (s) provided by the anti-collision system, and the target value of the vertical speed reference is within said allowed range; the method further comprises, prior to step b), the following step: + a ') measuring one or more speeds of the aircraft in at least one of the vertical and longitudinal directions, and during step b), the avoidance guidance law is calculated according to the measured speed or speeds; a vertical velocity and an air velocity are measured during step a '), and when a first magnitude among the measured vertical velocity and a vertical velocity setpoint provided by an autopilot device is within the authorized range of vertical speed values, the target value of the vertical speed setpoint is equal to the first quantity and the target value of the air speed setpoint is equal to a second quantity of the measured air speed and an air speed setpoint supplied by the automatic control device, when the first quantity is not included in the said permitted range, the target value of the vertical speed reference is a value comprised in the said authorized range and the target value of the air speed reference is equal to air speed of best climb or second magnitude; the method further comprises, prior to step b), the following step: + a ") the measurement of one or more accelerations of the aircraft in one of the vertical and longitudinal directions, and during step b), the avoidance guidance law is further calculated as a function of the measured acceleration (s); - in step a "), a vertical acceleration and a longitudinal acceleration are measured, and the law of avoidance guidance is calculated, in step b), as a function, on the one hand, of the setpoint among the vertical speed setpoint and the slope setpoint and the vertical acceleration, and on the other hand, the air speed setpoint and the longitudinal acceleration; the aircraft is a rotary wing aircraft, and the step b) comprises the calculation of at least one command from a pitch variation control and a collective pitch shift control; during step b), the pitch variation control is calculated using the following equation: D THETA _com = -Klx (lAS _ setpoint - IAS _measured) + K2x AX _ measured where IAS_set is the air speed reference, IAS_mesurée is a measured air speed, AX_mesurée is a measured longitudinal acceleration, and K1 and K2 are gains depending at least on altitude and speed; in step b), the variation control of the collective pitch lever is calculated using the following equation: D COLL _com = K3 x (VZ _ setpoint - VZ_ measured) - K4 x AZ _ measured where VZ_set is the vertical speed setpoint, measured VZ is a measured vertical speed, measured_Amaze is a measured vertical acceleration, and K3 and K4 are gains dependent at least on altitude and speed; and the aircraft further comprises an automatic piloting device, and the method further comprises, after step b), at least one of the following steps: c) the display, on a screen visible by a flight crew, the aircraft, avoidance guidance law calculated in step b), to provide the crew with assistance to perform an avoidance maneuver; and + c ') the transmission to the automatic control device of the avoidance guidance law calculated during step b), to automatically perform an obstacle avoidance maneuver. The invention also relates to a computer program product comprising software instructions which, when implemented by a computer, implement a method as defined above.
    [0003] The invention also relates to an electronic system for determining an obstacle avoidance guidance law by an aircraft, such as a rotary wing aircraft, the aircraft comprising an anti-collision system able to detect a risk of collision with the obstacle or obstacles, the system comprising means for determining one or more setpoints among slope and speed instructions, at least one instruction being a function of at least one vertical speed limit value, at least one setpoint comprising a vertical component in a vertical direction, the or each vertical speed limit value being provided by the anti-collision system following the detection of a risk of collision with the obstacle or obstacles; and means for calculating the avoidance guiding law as a function of the determined speed setpoint (s), in which at least one determined setpoint comprises a longitudinal component in a longitudinal direction perpendicular to the vertical direction. The invention also relates to an aircraft, such as a rotary wing aircraft, comprising an anti-collision system capable of detecting a risk of collision with one or more obstacles and an electronic determination system as defined above. These features and advantages of the invention will become apparent on reading the following description, given solely by way of nonlimiting example, and with reference to the appended drawings, in which: FIG. 1 is a diagrammatic representation of an aircraft according to the invention, the aircraft comprising an anti-collision system capable of detecting a risk of collision with one or more obstacles, speed and acceleration measuring sensors, flight control members, a device for autopilot, a data display screen and an electronic system for determining an obstacle avoidance guidance law, - Fig. 2 is a set of curves representing different powers relating to the aircraft, as well as the total power required by the aircraft to fly, - Figure 3 is a flowchart of a method, according to the invention, for determining an obstacle avoidance guidance law, the proc FIG. 4 is a more detailed flow chart of a step of determining speed commands of the flowchart of FIG. 3. In FIG. aircraft 10, such as a rotary wing aircraft, comprises an anticollision system 12 capable of detecting a risk of collision with one or more obstacles, a set of sensors 14 able to measure speeds and accelerations of the aircraft 10 , a device 16 for automatic piloting of the aircraft and a screen 18 for displaying data. The aircraft 10 also comprises a first race 20 and a second race 22, each forming a primary control element adapted to be handled by the crew 24 of the aircraft for piloting the aircraft. According to the invention, the aircraft 10 further comprises an electronic system 30 for determining a guide law for avoiding the obstacle or obstacles by the aircraft. The collision avoidance system 12, also known as TCAS (Traffic Collision Avoidance System), is known per se, and is adapted to monitor the airspace around the aircraft 10, in order to detect in particular other aircraft equipped a corresponding active transponder. This detection is independent of the air traffic control performed by the air traffic controllers. In the event of detection of a risk of collision with one or more obstacles, the anti-collision system 12 is able to supply the determination system 30 with one or more vertical speed limit values. The determination system 30 is then able to determine an allowable range of vertical speed values from the vertical speed limit value (s) received from the collision avoidance system 12. When the collision avoidance system 12 provides only a minimum value of vertical speed, the allowable range of vertical velocity values is greater than this minimum value. When the collision avoidance system 12 provides only a maximum value of vertical speed, the allowed range of vertical speed values corresponds to values below this maximum value. Finally, when the anti-collision system 12 provides both a minimum value and a maximum value of vertical speed, the allowed range of vertical speed values is the set of values between this minimum value and this maximum value. The set of sensors 14 is adapted to measure speeds and accelerations of the aircraft 10, in particular a vertical speed VZ and a vertical acceleration AZ in a vertical direction Z, that is to say a direction normal to the surface earth, or a direction passing substantially through the center of the earth.
    [0004] Subsequently, the measured vertical velocity and the measured vertical acceleration are respectively denoted VZ_measured and AZ_measured. Those skilled in the art will of course understand that the invention applies analogously to the case where the slope, also called FPA (of the English Flight Path Angle) is used rather than the vertical speed VZ, knowing that the passage of one magnitude to the other is carried out using the following equation: VZ FPA = tan (-) (1) VX where VX represents a longitudinal velocity in a longitudinal direction X perpendicular to the vertical direction Z. The sensor assembly 14 is adapted to measure a modified air speed IAS (English Indicated Airspeed), the modified air speed measured for the aircraft 10 being rated IAS measured. The modified air speed IAS comprises a vertical component in the vertical direction Z and a longitudinal component in the longitudinal direction X perpendicular to the vertical direction Z. In the remainder of the description, the air speed will, by convention, correspond to the modified air speed IAS. Those skilled in the art will of course understand that the invention applies analogously in the case where the measured air speed is the air speed CAS (English Calibrated Airspeed), or at the air speed TAS (of the English True Airspeed), or MACH. The sensor assembly 14 is also adapted to measure a longitudinal acceleration AX of the aircraft 10 in the longitudinal direction X, the measured longitudinal acceleration being denoted AX_mesurée. The automatic piloting device and 16 is known per se, and, when it is activated, makes it possible to act automatically on the trajectory of the aircraft 10, in the absence of manipulation of one of the primary members of the aircraft. control 20, 22 by the crew 24 of the aircraft. The display screen 18 is able to display data, in particular data from the determination system 30, for example to provide flight control assistance to the crew 24 of the aircraft. In the exemplary embodiment of FIG. 1, the display screen 18 is distinct from the determination system 30. In a variant that is not shown, the display screen 18 is integrated in the determination system 30. The first and second Sleeves 20, 22 are known per se and form primary control members of the aircraft 10 which are manipulated by the crew 24 to pilot the aircraft. The first leg 20, also called collective lever, is adapted to control the rise or fall of the rotary wing aircraft 10 in a vertical plane containing the vertical direction Z and the longitudinal direction X. The second leg 22, also called cyclic stick or mini-stick is adapted to control a variation of the attitude of the rotary wing aircraft 10. The determination system 30 comprises an information processing unit 32 formed for example of a memory 34 and a a processor 36 associated with the memory 34.
    [0005] In the exemplary embodiment of FIG. 1, the determination system 30 is distinct from both the collision avoidance system 12 and the automatic piloting device 16. In a variant that is not shown, the determination system 30 is integrated into the control device. autopilot 16. The display screen 18 then corresponds for example to a display screen, not shown, of the automatic control device 16, and the information processing unit 32 corresponds to a processing unit of information, not shown, of the autopilot device 16. The memory 34 is able to store software 38 for acquiring measured values of speed VZ_mesurée, IAS_mesurée and / or acceleration AZ_mesurée, AX_mesurée among the values provided by the set sensors 14, the vertical speed limit value (s) from the collision avoidance system 12, and any vertical speed instructions VZ_PA and air speed IAS_ PAs provided by the automatic control device 16. The memory 34 is also able to store software 40 for determining one or more speed setpoints VZ_set, IAS_set, at least one speed setpoint VZ_set depends on at least one vertical speed limit value, at least one speed reference VZ_set, IAS_call comprising a vertical component in the vertical direction Z. According to the invention, at least one speed reference IAS_set determined by the determination software 40 comprises a longitudinal component according to the longitudinal direction X. The memory 34 is also able to store a software 42 for calculating an obstacle avoidance guidance law detected by the collision avoidance system 12, the calculation of the guide law being carried out according to of the determined speed setpoint (s) VZ_signs, IAS_signs.
    [0006] In addition optional, the memory 34 is capable of storing a software 44 for displaying, on the screen 18, data relating to the calculated avoidance guidance law. In addition optional, the memory 34 is able to store software 46 for transmitting to the automatic control device 16 data relating to the calculated avoidance guidance law, so that the avoidance maneuver is performed automatically by the device The data transmitted to the autopilot device 16 comprise, for example, a trim attitude control D_THETA_com and a collective pitch shift control command D_COLL_com. The processor 36 is adapted to load and execute each of the software 38, 40, 42, 44 and 46.
    [0007] The acquisition software 38, the determination software 40 and the calculation software 42 respectively form means for acquiring the measured values of speed and / or acceleration, means for determining one or more speed instructions. and means for calculating the obstacle avoidance guidance law.
    [0008] In a variant, the acquisition means 38, the determination means 40 and the calculation means 42 are produced in the form of programmable logic components or in the form of dedicated integrated circuits. In addition optional, the display software 44 and the transmission software 46 respectively form screen data display means 18 and data transmission means to the automatic control device 16. As a variant of this complement, the display means 44 and the transmission means 46 are made in the form of programmable logic components or in the form of dedicated integrated circuits. The acquisition software 38 is, for example, adapted to acquire both measured vertical and air velocity values VZ_measured, IAS_measured and values of measured vertical and longitudinal accelerations AZ measured, AX_measured. The acquisition software 38 is also adapted to acquire the vertical speed limit value or values from the collision avoidance system 12, as well as any vertical speed instructions VZ_PA and air speed IAS_PA provided by the autopilot device 16 The determination software 40 is, for example, adapted to calculate a vertical speed setpoint VZ_set and an air speed setpoint IAS_set. The vertical speed setpoint VZ_set comprises only a vertical component in the vertical direction Z, and the air speed setpoint IAS_set comprises both a vertical component in the vertical direction Z and a longitudinal component in the longitudinal direction X. In the example described embodiment, each speed setpoint VZ_set, IAS_set comprises a target value and a current value, the avoidance guidance law being calculated as a function of the current value, and said current value converging towards the target value according to a convergence law . In the remainder of the description, the target value and the current value of the vertical speed reference VZ_set are respectively denoted VZ_cons_cible and VZcons_courante. The target value and the current value of the air speed reference IAS_sign are respectively noted IAS_cons_cible and IAS_cons_courante. The target value VZ_cons_cible of the vertical speed setpoint is within the allowed range of vertical speed values VZ which is determined from the vertical speed limit value (s) provided by the anti-collision system 12. In the example of As described above, the vertical speed setpoint VZ_set is then determined as a function of at least one vertical speed limit value supplied by the anti-collision system 12. When a first variable value VZ_reference chosen from the measured vertical speed VZ_measured and a possible set point of vertical speed VZ_PA provided by the automatic control device 16 is within the permitted range of vertical speed values, as described above, the target value VZ_cons_cible of the vertical speed reference is, for example, equal to the first variable VZ_reference and the target value IAS_cons_cible of the air speed reference is, for example example, equal to a second variable IAS_reference chosen among the measured air speed IAS_mesurée and a possible air speed reference IAS_PA provided by the automatic control device 16.
    [0009] Otherwise, when the first variable VZ_reference is not included in said allowed range, the target value VZ_cons_cible of the vertical speed setpoint is a value chosen in said authorized range and the target value IAS_cons_cible of the air speed setpoint is, for example , equal to an air speed of better IASMM rise or to the second variable IAS_reference, as will be described in more detail below with reference to FIG. 4. When a vertical speed reference VZ_PA is provided by the autopilot device 16, then the first variable VZ_reference is preferably equal to this setpoint VZ_PA received from the automatic control device 16. In the case where the automatic control device 16 has not supplied any vertical speed setpoint to the determination system 30, the first magnitude VZ_reference is then equal to the measured vertical velocity VZ_measured. Similarly, when an air speed reference IAS_PA is provided by the automatic control device 16, then the second variable IAS_reference is preferably equal to this setpoint IAS_PA received from the automatic control device 16.
    [0010] In the case where the automatic control device 16 has provided no air speed setpoint to the determination system 30, the second IAS_reference quantity is then equal to the measured air speed IAS_mesurée. Those skilled in the art will note that this logic is independent, that is to say decoupled, between the first variable VZ_reference and the second variable IAS_reference, the automatic control device 16 being able to provide only a vertical speed setpoint VZ_PA, or only an air speed reference IAS_PA, or else both a vertical speed reference VZ_PA and an air speed reference IAS_PA, or else no vertical speed reference VZ_PA and no air speed reference IAS_PA. The air speed of the best IASMM rise, visible in FIG. 2, is the air speed corresponding to a minimum value of the total power required to fly the aircraft 10, the total power required corresponding to the curve 60 in bold lines on the In FIG. 2, the curve 62 represents the induced power used to sustain the aircraft 10, the curve 64 represents the parasitic power resulting from the aerodynamic effects of the relative wind on the aircraft 10 and the curve 66 represents the power of the aircraft. profile resulting from the work of drag forces on the blades, the total power required being the sum of the induced power, parasitic power and profile power. The calculation software 42 is adapted for calculating the avoidance guidance law of the obstacle or obstacles as a function of the determined speed setpoint (s), for example as a function, on the one hand, of the vertical speed reference VZ_set, and in particular the current value VZ_cons_courante this speed setpoint, and secondly, the air speed setpoint IAS_set, and in particular the current value IAS_cons_courante this speed setpoint. The guidance law calculated by the calculation software 42 comprises, for example, two commands, namely a first command based on the vertical speed reference VZ_set and the measured vertical speed VZ_measured, and a second command based on the speed reference. IAS_sign air and air speed measured IAS_measured. In addition, the calculated guiding law is also a function of the vertical acceleration AZ and of the longitudinal acceleration AX. The first command is then a function of the vertical speed setpoint VZ_set, in particular the current value VZ_cons_current of this vertical speed setpoint, the measured vertical speed VZ_mesurée and the vertical acceleration AZ. Similarly, the second command is then a function of the air speed setpoint IAS_set, in particular the current current value IAS_cons of this air speed setpoint, the measured air speed IAS_measured and the longitudinal acceleration AX. In the exemplary embodiment described where the aircraft 10 is a rotary wing aircraft, the first command is the collective pitch shift control D COLL com and the second command is the pitch variation control D THETA_com.
    [0011] The pitch variation control D_THETA_com checks, for example, the following equation: D THETA _com = -K1x (IAS _ setpoint - IAS _measured) + K2 x AX_ measured (2) where IAS_set is the air speed setpoint, IAS_measured is a measured air speed, measured_Amax is a measured longitudinal acceleration, and K1 and K2 are gains depending at least on altitude and speed. The gain K1 is expressed in degrees per m.s-1, and is for example between 1 degree per m.s-1 and 6 degrees per m.s-1, typically equal to 3 degrees per m.s-1.
    [0012] The gain K2 is expressed in degrees per m.s-2, and is for example between 0 degrees per m.sup.2 and 12 degrees per m.s-2, typically equal to 6 degrees per m.sup.2. When, in addition to the air speed setpoint IAS_circuit, the target value IAS_cons_cible and the current value IAS_cons_current are present, the pitch variation control D_THETA_com preferably checks the following equation: D THETA _com = -K1x (IAS _cons _current- IAS _measured ) + K2x AX _measured (3) The collective pitch shift control D_COLL_com checks, for example, the following equation: D COLL _ com = K3 x (VZ _ setpoint - VZ _ measured) - K4 x AZ _ measured (4 ) where VZ_set is the vertical speed reference, VZ_measured is a measured vertical speed, AZ_measured is a measured vertical acceleration, and K3 and K4 are gains depending at least on altitude and speed. The gain K3 is expressed in% by m.s-1, and is for example between 1% per m.s-1 and 4% per m.s-1, typically equal to 2% per m.s-1.
    [0013] The gain K4 is expressed in% by m.s-2, and is for example between 0% by m.sup.2.sup.2 and 4% by m.s.sub.2.sup.2, typically equal to 1% per m.sup.2.sup.2. Similarly, when in addition to the vertical speed setpoint VZ_set contains the target value VZ_cons_cible and the current value VZ_cons_courante, the collective pitch shift control D_COLL_com preferably checks the following equation: D COLL _com = K3 x ( The operation of the determination system 30 according to the invention will now be described with reference to FIGS. 3 and 4 respectively representing a flowchart of the method for determining the avoidance guidance law according to the invention and a detailed flow chart of the step of determining the target values VZ_cons_cible, IAS_cons_cible speed instructions. During an initial step 100, values of the vertical and air velocity VZ_mesurée, IAS_mesurée are measured by the set of sensors 14, then acquired by the acquisition software 38. In addition, values of vertical and longitudinal accelerations AZ_mesurée, AX_mesurée are measured by the set of sensors 14, then acquired by the acquisition software 38. These different values of speeds and accelerations are preferably measured at the same time time. The acquisition software 38 also acquires the vertical speed limit value or values from the collision avoidance system 12, as well as any vertical speed instructions VZ_PA and air speed IAS_PA provided by the automatic piloting device 16. The software determination 40 then determines, during a step 110, the vertical speed setpoint VZ_set and the air speed setpoint IAS_set, in particular using the values of the measured vertical and measured air speeds VZ_measured, IAS_measurements previously acquired. This determination step 110 is broken down into visible sub-steps in FIG. 4. In FIG. 4, during the sub-step 115, the determination software 40 begins by determining whether or not the first variable VZ_reference belongs to the authorized range. of vertical speed values. As previously described, the allowed range of vertical velocity values is defined from the vertical velocity limit value (s) received from the collision avoidance system 12. If the first magnitude VZ_reference belongs to the allowed range of vertical velocity values, then the determination software 40 determines, during the sub-step 120, the target value VZ_cons_cible of the vertical speed reference as being equal to the first variable VZ_reference. Otherwise, the determination software 40 calculates, during the sub-step 125, the target value VZ_cons_cible of the vertical speed setpoint by choosing a value belonging to the authorized range of vertical speed values. The value chosen is, for example, the value of said allowed range which is closest to the first variable VZ_reference. In a variant, the value chosen is the value of said authorized range closest to the first variable VZ_reference, to which a margin is added or subtracted, so that the target value VZ_conscious target is distant from the vertical speed limit value or values. at least that margin. The determination software 40 then determines, during the sub-step 130, whether the target value VZ_cons_cible of the vertical speed reference previously calculated during the substep 125 is greater than or not to the first variable VZ_reference.
    [0014] If the calculated target value VZ_cons_cible of the vertical speed setpoint is greater than the first variable VZ_reference, then the determination software 40 then checks, in the sub-step 135, whether the second parameter IAS_reference is lower or not than the airspeed better IASMM rise.
    [0015] If the calculated target value VZ_cons_cible of the vertical speed reference is on the contrary lower than the first variable VZ_reference, the determination software 40 checks, in the sub-step 140, if the second parameter IAS_reference is lower or not the air speed better IASMM rise. In the sub-step 135, if the second parameter IAS_reference is lower than the air speed of better IASMM rise, then the determination software 40 determines, in the sub-step 145, the target value IAS_cons_cible of the air speed reference as being equal to the second magnitude IAS_reference. If, on the contrary, during the sub-step 135, the second IAS_reference variable is greater than or equal to the IASMM best climb air speed, then the determination software 40 determines, in the sub-step 150, the target value IAS_cons_cible of the air speed reference is equal to the air speed of the best IASMM rise. In the sub-step 140, if the second parameter IAS_reference is lower than the air speed of best IASMM rise, then the determination software 40 goes to the substep 150, and the target value IAS_cons_cible of the air speed setpoint is then equal to the air speed of better IASMM rise. If on the other hand, during the sub-step 140, the second IAS_reference variable is greater than or equal to the IASMM best climb air speed, then the determination software 40 goes to the sub-step 145, and the target value IAS_cons_cible of the air speed reference is then equal to the second value IAS_reference.
    [0016] After the substep 120, the determination software 40 goes to the sub-step 145, and the target value IAS_cons_cible of the air speed setpoint is then equal to the second variable IAS_reference. In other words, the strategy for determining the target value IAS_cons_cible of the air speed setpoint is as follows: if the target value VZ_cons_cible of the vertical speed setpoint is unchanged with respect to the first variable VZ_reference (substep 120), then the target value IAS_cons_cible of the air speed setpoint is also unchanged, and equal to the second variable IAS_reference; if the target value VZ_cons_cible of the vertical speed reference is greater than the first variable VZ_reference (positive response to the test of the substep 130), that is to say if the vertical speed must be increased, and if the second magnitude IAS_reference is greater than the air speed of better IASMM rise (negative response to the test of the substep 135), then the air speed of better IASMM rise is used as target value IAS_cons_cible of the air speed reference. This makes it possible to use the kinetic energy to facilitate the climb, as represented in FIG. 2 with the air speed IASi and the arrow F1, and decreases the total power required in the longer term, that is to say when the air speed will get closer to the air speed of better climb. if the target value VZ_cons_cible of the vertical speed reference is less than or equal to the first variable VZ_reference (negative response to the test of the substep 130), that is to say if the vertical speed must be reduced, and if the second IAS_reference magnitude is lower than the better IASMM rise air speed (positive response to the test of the sub-step 140), then the better IASMM rise air speed is also used as target value IAS_cons_cible of the air speed setpoint. This makes it possible to carry out a transfer of energy facilitating the descent, as represented in FIG. 2 with the air speed IAS2 and the arrow F2, and places the aircraft 10 in a good configuration to perform other maneuvers by increasing the available power margin via the decrease of the total power required. in the other cases (positive response to the test of the substep 135 or negative answer to the test of the substep 140), the target value IAS_cons_cible of the air speed reference is unchanged, and equal to the second variable IAS_reference. At the end of step 110, at the end of the substep 145 or of the substep 150, the determination software 40 also determines the current values IAS_cons_current, VZ_cons_current of the airspeed setpoint and the setpoint vertical speed using target values IAS_cons_cible, VZ_cons_cible previously determined and according to the law convergence of the current value to the corresponding target value. Convergence of the current value VZ_cons_current of the vertical speed reference to the corresponding target value VZ_cons_cible follows, for example, an affine law. In other words, the rejoining dynamics of the current value VZ_cons_current to the target value VZ_cons_cible, that is to say the time derivative of the current value VZ_cons_current is constant until the target value VZ_cons_cible has not been reached . The time derivative of the current value VZ_cons_current is, for example, equal in absolute value to 400 feet / minute per second. The choice of the convergence law then makes it possible to guarantee a vertical acceleration that makes it possible to ensure a rapid response for the avoidance of the obstacle (s), while maintaining a certain margin of power.
    [0017] The dynamics of rejection of the current value IAS_cons_courante of the setpoint of air speed towards the target value IAS_cons_cible, that is to say the derivative with respect to the time of the current value IAS_cons_courante, is for example a function of the air speed measured IAS_mesurée and the difference between the target value IAS_cons_cible and the current value IAS_cons_courante of the air speed setpoint. The absolute value of the derivative with respect to the time of the current value IAS_cons_current, for example, verifies the following equation: dIAS _cons _current dt for values of K * IVZ_cons_cible - VZ_cons_cantantel between a minimum longitudinal acceleration AXmin and a maximum longitudinal acceleration AXmax; where K is a gain expressed in knots per second per feet per minute. The sign of the derivative with respect to time of the current value IAS_cons_courante is that of the difference between the target value and the current value of the air speed reference, noted IAS_cons_cible - IAS_cons_courante. The current IAS_cons_current value of the air speed setpoint then converges towards the target value IAS_cons_cible. In other words, the derivative with respect to the time of the current value IAS_cons_current, for example, checks the following equation: dIAS constant = sgn (IAS _cons _cible- IAS _ current_concurrent) dt xmed (K xIVZ _cons_cible- VZ _cons _couran4 AX min, AX max) where sgn is the sign function that is +1 if the difference (IAS_cons_cible - IAS_cons_current) is positive, 0 if it is zero and -1 if it is negative; med is the median function which is worth the median value of the three values (K * IVZ_cons_cible - VZ_cons_courant1), AXmin and AXmax. This makes it possible to limit oneself to values of longitudinal acceleration AX lying between the minimum longitudinal acceleration AXmin and the maximum longitudinal acceleration AXmax. By way of example, the value of the gain K equals 1/500 knots per feet per minute, the minimum and maximum values of the longitudinal acceleration AXmin and AXmax are respectively equal to 1 knot per second and 2 knots per second. With this example of values, if the vertical speed difference is greater than 1000 feet, the current value of the air speed reference IAS_cons_current converges at 2 knots per second to the target value IAS_cons_cible. If the vertical speed difference is between 500 and 1000 feet, the current value of the air speed reference IAS_cons_current converges to K times the vertical speed difference calculated to the value = K xIVZ _cons _cible -VZ _cons _current ( 6) (7) target IAS_cons_cible. Finally, if the vertical speed difference is less than 500 feet, the current value of the air speed reference IAS_cons_current converges at 1 node per second to the target value IAS_cons_cible. This then makes it possible to accelerate the rejuvenation dynamics for the air speed when the performances require it, or will require it in the short term, or on the contrary to propose a slower rejection dynamics for the air speed if the avoidance maneuver does not require too much dynamics. In the latter case, this then makes it possible to conserve a larger margin of power for a better safety of the aircraft 10.
    [0018] As a variant, the derivative with respect to the time of the convergence law of the current value IAS_cons_current to the target value IAS_cons_cible is constant, and for example equal in absolute value to 1 node per second. The calculation software 42 then calculates, during step 160, visible in FIG. 3, the obstacle avoidance guidance law as a function of the determined speed instruction or orders. In the embodiment described, the calculation software 42 calculates the attitude variation control D_THETA_conn as a function of the current value IAS_cons_current of the air speed setpoint, the measured air speed IAS_mesurée and the measured longitudinal acceleration AX_mesurée according to equation (2). The calculation software 42 also calculates the variation control of the collective pitch lever D_COLL_com as a function of the current value VZ_cons_current of the vertical speed reference, the measured vertical speed VZ_mesurée and the measured vertical acceleration AZ_mesurée according to the equation ( 4). After step 160, the determination system 30 proceeds to step 170 in which its display software 44 manages the on-screen display 18 of the calculated avoidance guidance law data. Alternatively or additionally, after step 160, the determination system 30 proceeds to step 180 in the course of which its transmission software 46 transmits to the autopilot device 16 data relating to the avoidance guidance law. calculated so that the avoidance maneuver is automatically performed by the automatic control device 16. The transmission software 46 transmits in particular the values of the D_THETA_com trim control and collective pitch lever D_COLL_com previously calculated during the step 160. At the end of step 160, the determination system 30 returns to step 100 in order to acquire, via its acquisition software 38, new values of the measured vertical and air speeds VZ_measured, IAS_measured and vertical and longitudinal accelerations measured AZ_measured, AX_measured.
    [0019] After returning to step 100, the determination system 30 proceeds to step 110 to determine new speed instructions. This new determination is preferably carried out by varying only the current values VZ_cons_current and IAS_cons_courante of the vertical speed and air speed instructions towards their respective target values VZ_cons_cible and IAS_cons_cible according to the associated convergence laws, and keeping the target values VZ_cons_cible and IAS_cons_cible determined during the first pass through step 110. The respective target values VZ_cons_cible and IAS_cons_cible are preferably modified only if there is a modification of the data coming from the anticollision system 12 or the data coming from the control device 16. In other words, the respective target values VZ_cons_cible and IAS_cons_cible are then modified only if it is necessary to change the avoidance maneuver, for example following a new obstacle, or following an end of obstacle, or following a modification of the trajectory of the obstacle.
    [0020] The determination system 30 and the determination method according to the invention then make it possible to calculate a better obstacle avoidance guidance law by taking into account not only a speed reference comprising a vertical component in the vertical direction Z, as is done in the state of the art with the consideration of the only vertical speed setpoint, but also a speed setpoint comprising a longitudinal component in the longitudinal direction X perpendicular to the vertical direction Z. Said setpoint speed comprising the longitudinal component is, for example, the air speed reference, which comprises both a vertical component and a longitudinal component. The avoidance guidance law thus determined according to the invention then makes it possible to propose better management of the energy of the aircraft 10, in particular by minimizing the power required to perform the avoidance maneuver. The avoidance maneuver is then more durable and safer, in particular by bringing the aircraft 10 to a balanced point of flight corresponding to the air speed of better IASMM rise. Energy management also allows for faster avoidance maneuvers, especially in the case of a transformation of the kinetic energy from the speed of advance into potential energy to rise more rapidly, as represented by the arrow F1 in FIG. 2. When each speed setpoint VZ_set, IAS_set also comprises a target value VZ_cons_cible, IAS_cons_cible and a current value VZ_cons_current, IS_cons_courante, with a law of convergence of the current value towards the corresponding target value, the choice of Convergence laws allow for a more natural avoidance maneuver, that is to say closer to the maneuver that would be performed by a pilot. According to a second embodiment, the determination system 30 is adapted to determine a slope setpoint FPA_set instead of the vertical speed setpoint VZ_set. Indeed, given the relationship previously described using equation (1) between the vertical speed VZ and the slope FPA, one skilled in the art will understand that the determination system 30 is also adapted to calculate the law. avoidance guidance according to the slope setpoint FPA_set and the air speed set point IAS_set determined.
    [0021] In a manner analogous to that described above for the first embodiment, the slope setpoint FPA_set and the air speed setpoint IAS_set comprise, for example, each a target value FPA_cons_cible, IAS_cons_cible and a current value FPA_cons_courante, IAS_cons_courante, the avoidance guiding law being calculated according to the current value, and said current value converging to the target value according to a convergence law. The pitch variation control D THETA_com checks, for example, equation (2), or in optional complement equation (3), previously described for the first reception mode, with unchanged gain values K1, K2. According to this second embodiment, the variation command of the collective step lever D_COLL_com then satisfies for example the following equation: D COLL _com = K5x (FPA _set-FPA _measured) - K6x AZ _measured (8) where FPA_set is the setpoint slope, FPA_measured is a measured slope, AZ_measured is a measured vertical acceleration, and K5 and K6 are gains depending at least on altitude and speed. The gain K5 is expressed in% by degree, and is for example between 0.2% per degree and 8% per degree, typically equal to 1% per degree. The gain K6 is expressed in% per degree.s-1, and is for example between 0% per degree.s4 and 8% per degree.s-1, typically equal to 0.5% per degree.s-1.
    [0022] In an analogous manner, when in optional complement, the setpoint of slope FPA_common comprises the target value FPA_cons_cible and the current value FPA_cons_courante, the command of variation of the lever of not collective D_COLL_com checks preferably the following equation: D COLL _com = K5x ( FPA _cons _courante- FPA _mesurée) - K6 x AZ _measured (9) According to this second embodiment, the slope setpoint VZ_set is then for example determined as a function of at least a vertical speed limit value provided by the system. collision avoidance 12, more precisely according to an allowable range of slope values, calculated using equation (1) and the permitted range of vertical speed values described above for the first embodiment. When a third magnitude FPA_reference chosen among the measured slope FPA_mesurée and a possible slope setpoint FPA_PA provided by the automatic control device 16 is included in the allowed range of slope values, the target value FPA_cons_cible of the slope setpoint is, by for example, equal to the third variable FPA_reference and the target value IAS_cons_cible of the air speed setpoint is, for example, equal to the second variable IAS_reference chosen among the measured air speed IAS_mesurée and a possible setpoint air speed IAS_PA provided by the device of autopilot 16. Otherwise, when the third magnitude FPA_reference is not within the allowed range of slope values, the target value FPA_cons_target of the slope setpoint is a value selected from within said allowed range of slope values and the target value IAS_cons_cible of the air speed reference is, for example, equal to one air speed of better IASMM rise or the second magnitude IAS_reference. The operation of the determination system 30 according to this second embodiment is then analogous to that described above for the first embodiment, each time replacing the vertical speed reference VZ_set by the slope setpoint FPA_set, or in addition to the current value. VZ_cons_current and the target value VZ_cons_cible of the vertical speed instruction respectively by the current value FPA_cons_courante and the target value FPA_cons_cible of the slope setpoint, as well as by replacing the first variable VZ_reference by the third variable FPA_référence if necessary as described herein above. According to this second embodiment, the determination software 40 thus determines, during the step 110, the slope setpoint FPA_set and the air speed setpoint IAS_set, using the measured slope and air speed values FPA_mesurée, IAS_mesurée previously acquired in step 100.
    [0023] This determination step 110 is decomposed into sub-steps, in a manner analogous to that described above for the first embodiment with reference to FIG. 4, replacing the first variable VZ_reference with the third variable FPA_reference, as well as the current value VZ_cons_current and the target value VZ_cons_cible of the vertical speed reference respectively by the current value FPA_cons_courante and the target value FPA_cons_cible of the slope instruction.
    [0024] The convergence of the current value FPA_cons_current of the slope setpoint towards the corresponding target value FPA_cons_cible follows, for example, an affine law. The derivative with respect to the time of the current value FPA_cons_courante is, for example, equal in absolute value to 4 degrees per second.
    [0025] The dynamics of rejection of the current value IAS_cons_courante of the setpoint of air speed towards the target value IAS_cons_cible, that is to say the derivative with respect to the time of the current value IAS_cons_courante, is for example a function of the air speed measured IAS_mesurée and the difference between the target value IAS_cons_cible and the current value IAS_cons_courante of the air speed setpoint.
    [0026] According to this second embodiment, the absolute value of the derivative with respect to time of the current value IAS_cons_current, for example, satisfies the following equation: dIAS _cons _current = K'xIFPA _cons _cible- FPA _current_current (10) dt for values of the longitudinal acceleration AX lying between a minimum longitudinal acceleration AXmin and a maximum longitudinal acceleration AXmax; where K 'is a gain expressed in knots per second per degree. The time derivative of the current value IAS_cons_current, for example, satisfies the following equation: dIAS constant = sgn (IAS _cons _ target- IAS _ current_concurrent) dt (11) med (KxIFPA _ target_concentration - FPA _cons_couran4 AX min , AX max) where sgn is the sign function that is +1 if the difference (IAS_cons_cible IAS_cons_current) is positive, 0 if it is zero and -1 if it is negative; med is the median function which is worth the median value of the three values (K '* IFPA_cons_cible - FPA_cons_courant1), AXmin and AXmax. This makes it possible to limit oneself to values of longitudinal acceleration AX lying between the minimum longitudinal acceleration AXmin and the maximum longitudinal acceleration AXmax. By way of example, the value of the gain K 'is equal to 0.25 knots per second per degree, the minimum and maximum values of the longitudinal acceleration AXmin and AXmax are respectively equal to 1 knot per second and 2 knots per second. second.
    [0027] The advantages of this second embodiment are identical to those of the first embodiment described above, and are not described again.
    权利要求:
    Claims (15)
    [0001]
    CLAIMS1.- A method for determining a guide law for avoiding one or more obstacles by an aircraft (10), such as a rotary wing aircraft, the aircraft (10) comprising an anti-collision system ( 12) adapted to detect a risk of collision with the obstacle or obstacles and an electronic system (30) for determining the avoidance guide law, the method being implemented by the system for determining the guide law of avoidance (30), the method comprising the following steps: a) determining (110) one or more setpoints among slope and speed instructions (VZ_set, FPA_set, IAS_set), at least one setpoint (VZ_set, FPA_set) being a function of at least one vertical speed limit value, at least one setpoint (VZ_set, FPA_set, IAS_set) comprising a vertical component in a vertical direction (Z), the or each vertical speed limit value being provided e by the anti-collision system (12) following the detection of a risk of collision with the obstacle or obstacles, and - b) the calculation (160) of the avoidance guidance law as a function of the instruction or instructions determined (VZ_set, FPA_set, IAS_set), characterized in that, during step a), at least one determined setpoint (IAS_common) comprises a longitudinal component in a longitudinal direction (X) perpendicular to the vertical direction (Z).
    [0002]
    2. A method according to claim 1, wherein, in step a), a first setpoint and a second setpoint are determined, the first setpoint being a setpoint from a vertical speed setpoint (VZ_set) and a slope setpoint. (FPA_set), the second setpoint being an air speed setpoint (IAS_set), the first setpoint (FPA_set, VZ_set) having a vertical component, and the second setpoint (IAS_set) comprising a longitudinal component.
    [0003]
    3.- Method according to claim 1 or 2, wherein at least one setpoint (VZ_set, FPA_set, IAS_commands) comprises a target value (VZ_cons_cible, FPA_cons_cible, IAS_cons_cible) and a current value (VZ_cons_courante, FPA_cons_courante, IAS_cons_courante), the law of avoidance guidance being calculated according to said current value (VZ_cons_courante, FPA_cons_courante, IAS_cons_courante), and said current value (VZ_cons_courante, FPA_cons_courante, IAS_cons_courante) converges to said target value (VZ_cons_cible, FPA_cons_cible, IAS_cons_cible) according to a convergence law.
    [0004]
    The method according to claims 2 and 3, wherein an allowable range of vertical velocity values is determined from the vertical velocity limit value (s) provided by the collision avoidance system (12), and the target value ( VZ_cons_cible) of the vertical speed reference is within said allowed range.
    [0005]
    5. A process according to any one of the preceding claims, wherein the process further comprises, prior to step b), the following step: a) measuring (100) one or more velocities (VZ_mesurée, IAS_mesurée) of the aircraft in at least one direction among the vertical (Z) and longitudinal (X) directions, and wherein, during step b), the avoidance guidance law is calculated in It also functions as a function of the speed or speeds measured (VZ_measured, IAS_measured).
    [0006]
    6. A process according to claims 4 and 5, wherein a vertical velocity (VZ_mesurée) and an air velocity (IAS_mesurée) are measured in step a '), and when a first magnitude (VZ_référence) among the vertical velocity measured (VZ_measured) and a vertical speed setpoint provided by an automatic control device (16) is within the allowed range of vertical speed values, the target value (VZ_cons_cible) of the vertical speed setpoint is equal to the first magnitude (VZ_reference) and the target value (IAS_cons_cible) of the air speed setpoint is equal to a second variable (IAS_reference) among the measured air speed (IAS_measured) and an air speed setpoint supplied by the automatic control device (16). ), when the first quantity (VZ_reference) is not included in said allowed range, the target value (VZ_cons_cible) of the vertical speed reference is a value included in s said authorized range and the target value (IAS_cons_cible) of the air speed setpoint is equal to a best air climb rate (IASMM) or to the second variable (IAS_reference).
    [0007]
    7. A method according to any one of the preceding claims, wherein the method further comprises, prior to step b), the following step: - a ") the measurement (100) of one or more accelerations (AZ_mesurée, AX_mesurée) of the aircraft in a direction among the vertical (Z) and longitudinal (X) directions, and wherein, in step b), the avoidance guidance law is calculated according to the measured accelerations (AZ_mesurée, AX_mesurée).
    [0008]
    8. A method according to claim 7, wherein, during step a "), a vertical acceleration (AZ_mesurée) and a longitudinal acceleration (AX_mesurée) are measured, and the avoidance guidance law is calculated, when step b), as a function, on the one hand, of the setpoint among the vertical speed reference (VZ_set) and the slope setpoint (FPA_set) and the vertical acceleration (AZ_measured), and on the other hand, the air speed reference (IAS_set) and the longitudinal acceleration (AX_mesurée).
    [0009]
    9. A method according to any one of the preceding claims, wherein the aircraft (10) is a rotary wing aircraft, and the step b) comprises the calculation of at least one command among a variation control of plate (D_THETA_conn) and a control of variation of the lever of collective step (D_COLL_com).
    [0010]
    The method according to claims 5, 7 and 9, wherein, in step b), the attitude variation control (D_THETA_com) is calculated using the following equation: D THETA _com = -K1x (IAS _ setpoint - IAS _measured) + K2 x AX _ measured where IAS_set is the airspeed setpoint, IAS_measured is a measured airspeed, AX_measured is a measured longitudinal acceleration, and K1 and K2 are gains depending at least on altitude and speed.
    [0011]
    11. The method of claim 9 or 10, taken with claims 5 and 7, wherein, in step b), the variation control of the collective step lever (D_COLL_com) is calculated using the following equation: D COLL _com = K3 x (VZ _ setpoint - VZ _measured) - K4 x AZ _ measured where VZ_set is the vertical speed setpoint, VZ_measured is a measured vertical speed, AZ_measured is a measured vertical acceleration, and K3 and K4 are gains depending at least on altitude and speed.
    [0012]
    The method of any one of the preceding claims, wherein the aircraft (10) further comprises an autopilot (16), and wherein the method further comprises, after step b), at least one of the following steps: - c) the display, on a screen visible by a crew of the aircraft, of the avoidance guidance law calculated during step b), to provide the crew with assistance to perform an avoidance maneuver; and - c ') the transmission (180) to the automatic control device (16) of the avoidance guidance law calculated in step b), to automatically perform an obstacle avoidance maneuver.
    [0013]
    13. Computer program product comprising software instructions which, when implemented by a computer, implement a method according to any one of the preceding claims.
    [0014]
    14.- Electronic system (30) for determining a guide law for avoiding one or more obstacles by an aircraft (10), such as a rotary wing aircraft, the aircraft (10) comprising a system anti-collision device (12) adapted to detect a risk of collision with the obstacle or obstacles, the system (30) comprising: - means (40) for determining one or more setpoints among slope and speed instructions ( VZ_set, FPA_set, IAS_set), at least one setpoint (VZ_set, FPA_set) depending on at least one vertical speed limit value, at least one setpoint (VZ_set, FPA_set, IAS_set) with a vertical component in a vertical direction (Z ), the or each vertical speed limit value being provided by the collision avoidance system (12) following the detection of a risk of collision with the obstacle or obstacles, and - means (42) for calculating the law of avoidance guidance according to the or determined speed setpoints (VZ_setpoint, FPA_setpoint, IAS_set), characterized in that at least one determined setpoint (IAS_set) comprises a longitudinal component in a longitudinal direction (X) perpendicular to the vertical direction (Z).
    [0015]
    15. Aircraft (10), such as a rotary wing aircraft, comprising an anti-collision system (12) adapted to detect a risk of collision with one or more obstacles and an electronic system (30) for determining a law of avoidance guidance of the obstacle or obstacles by the aircraft, characterized in that the determination system (30) is in accordance with claim 14.
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    同族专利:
    公开号 | 公开日
    US9418564B2|2016-08-16|
    CN104900092A|2015-09-09|
    RU2015107383A|2016-09-27|
    RU2683718C2|2019-04-01|
    CA2881545A1|2015-09-04|
    BR102015004715A2|2017-03-21|
    CN104900092B|2019-08-09|
    RU2015107383A3|2018-09-04|
    US20150254991A1|2015-09-10|
    FR3018364B1|2016-04-01|
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    法律状态:
    2015-03-31| PLFP| Fee payment|Year of fee payment: 2 |
    2016-03-31| PLFP| Fee payment|Year of fee payment: 3 |
    2017-03-31| PLFP| Fee payment|Year of fee payment: 4 |
    2018-03-30| PLFP| Fee payment|Year of fee payment: 5 |
    2020-03-31| PLFP| Fee payment|Year of fee payment: 7 |
    2021-03-30| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1400537A|FR3018364B1|2014-03-04|2014-03-04|METHOD OF DETERMINING AN OBSTACLE AVIATION GUIDANCE LAW BY AN AIRCRAFT, COMPUTER PROGRAM PRODUCT, ELECTRONIC SYSTEM AND AIRCRAFT|FR1400537A| FR3018364B1|2014-03-04|2014-03-04|METHOD OF DETERMINING AN OBSTACLE AVIATION GUIDANCE LAW BY AN AIRCRAFT, COMPUTER PROGRAM PRODUCT, ELECTRONIC SYSTEM AND AIRCRAFT|
    CA2881545A| CA2881545A1|2014-03-04|2015-02-09|Method for determining a guidance law for obstacle avoidance by an aircraft, related computer program product, electronic system and aircraft|
    US14/625,739| US9418564B2|2014-03-04|2015-02-19|Method for determining a guidance law for obstacle avoidance by an aircraft, related computer program product, electronic system and aircraft|
    RU2015107383A| RU2683718C2|2014-03-04|2015-03-03|Method for determining guidance law for obstacle avoidance by aircraft, electronic system and aircraft|
    BR102015004715A| BR102015004715A2|2014-03-04|2015-03-03|method for determining an evasion guidance law, computer readable medium, electronic determination system and aircraft|
    CN201510095600.5A| CN104900092B|2014-03-04|2015-03-03|For determining method, electronic system and the aircraft of the avoidance guidance law of aircraft|
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