• 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:
    The invention relates to a method and an electronic system for obstacle avoidance by an aircraft 10, such as a rotary wing aircraft, having particular application in the field of flight control systems and the guidance of an aircraft. when a risk of collision with the terrain or an obstacle is identified by an alert system 12. The aircraft comprises the system 12 capable of generating alerts according to the proximity of an obstacle and an electronic avoidance system Which implements the method. The method comprises generating an alert by the system 12 on detection of an obstacle, and, if no manual avoidance maneuver is detected for a certain period of time from the issuance of the alert and if during this period, automatic activation of an automatic avoidance guidance mode for determining an obstacle avoidance guidance law by determining a speed and / or heading set point and then calculation of the avoidance guidance law according to the setpoint. If an autopilot device 16 is coupled with the automatic avoidance guidance mode, the determined avoidance guidance law is transmitted to the autopilot device to automatically perform an obstacle avoidance maneuver, by action on the primary control members 20, 22 of the aircraft, so that the instruction is reached the aircraft.
    公开号:FR3032043A1
    申请号:FR1500144
    申请日:2015-01-26
    公开日:2016-07-29
    发明作者:Daniel Huber；Francois Colonna；Xavier Rueff
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and an electronic system for avoiding one or more obstacles by an aircraft, such as: than a rotary wing aircraft. It finds particular application in the field of flight control systems and guidance of an aircraft when a risk of collision, without loss of control, with the terrain or an obstacle is identified by a monitoring system. Multiple guiding systems are known to carry out a flight by reducing the risks and reducing the workload for the crew. To further increase security, systems are used to anticipate collision risks and generate alerts. Examples include Terrain Awareness and Warning System (TAWS), HTAWS (Helicopter Terrain Awareness and Warning System), and Ground Proximity Warning System (GPWS) or Enhanced Ground Proximity Warning System (eGPWS). "), Which can provide the crew with warnings of the imminence of a collision with the terrain or an obstacle. The use of these systems generally requires the disconnection of the automatic guidance systems and then manual piloting of the aircraft by the crew to perform the avoidance maneuver, with consequent increased workload for the crew during the maneuver. . In addition, these systems require specific training for crews. Despite this training, the manual execution of the avoidance maneuver by the crew may be inadequate, for example oversized or undersized. The actual apprehension of the actual situation by the crew can be difficult and the avoidance maneuver delayed, inappropriate, or even absent. Human errors may therefore remain in the understanding of the situation and then in the execution of the maneuver, which lead to a reduction of safety margins and, in some cases, collisions.
    [0002] Document EP 1 859 428 B1 discloses a method and an obstacle avoidance system for a transport aircraft which, when the warning system detects a risk of collision and emits an alarm, immediately realizes a maneuver of automatic avoidance. This solution has the disadvantage of leaving the crew out of the decision loop. Thus, to the difficulty of apprehending the situation related to the risk of collision is added the surprise of an unsolicited automatic maneuver. This is particularly the case with rotary wing aircraft which are frequently flying near the terrain and for which a fully automatic take-over is not appropriate. The invention therefore aims to solve in particular the aforementioned problems, by proposing a method and an obstacle avoidance system providing the crew of an aircraft with assistance in piloting the avoidance maneuver, without systematically switch to a mode in which the avoidance maneuver is performed automatically. Thus, according to a first aspect, the subject of the invention is a method of avoiding one or more obstacles by an aircraft, such as a rotary wing aircraft, comprising an alert system capable of generating alerts (CAUTION, WARNING) in particular according to the proximity of the obstacle (s) and an electronic avoidance system, the method being implemented by the electronic avoidance system, the method comprising the following steps: a) generating A warning (CAUTION, WARNING) by the obstacle detection alert system. In addition, the method comprises the following steps: b) if no manual avoidance maneuver is detected for a duration greater than one first duration (T) determined from the issuance of the alert (CAUTION, WARNING) by the alert system and if the alert is maintained during this first period (T), automatic activation of a warning mode. automatic avoidance guidance r determining an obstacle avoidance guidance law, said determination of the guide law comprising determining at least one setpoint (IAS_cons, VZ_cons, CAP_cons) of speed and / or heading, and the calculating the avoidance guidance law as a function of the setpoint (s) (IAS_cons, VZ_cons, CAP_cons) 25 determined; and c) if an automatic flight control device of the aircraft is coupled with the automatic avoidance guidance mode, transmitting to the automatic steering device the avoidance guidance law determined in step b) to perform automatically an obstacle avoidance maneuver, by action on one and / or the other of two primary control organs of the aircraft, aiming that the one or more instructions (IAS_cons, VZ_cons, CAP_cons ) be reached by the aircraft; According to certain embodiments, the method also comprises one or more of the following characteristics, taken individually or in any technically possible combination: if the automatic piloting device is not coupled with the automatic avoidance guidance mode, the display of the avoidance guidance law determined in step b) on a display device of the aircraft visible by a crew, to provide the crew with assistance to perform a manual avoidance maneuver, by acting on one and / or the other of two primary control members of the aircraft, so that the one or more instructions (IAS_cons, VZ_cons, CAP_cons) are reached by the aircraft; the warning system is capable of generating alerts of at least a first (CAUTION) and a second (WARNING) type, and step b) is implemented only in the case where the alert generated by the alert system is an alert of the second type 10 (WARNING); step b) is implemented only in the event that the alert of the second type (WARNING) generated by the warning system has been preceded by the generation of a first type alert (CAUTION) by the warning system; the activation of the automatic avoidance guidance mode of step b) can be performed manually by the crew; the law of avoidance guidance comprises, for at least one of the setpoints (IAS_cons, VZ_cons, CAP_cons), a convergence law according to which the current value (IAS_mes, VZ_mes, CAP_mes) must converge towards the setpoint (IAS_cons, VZcons, CAP_cons) corresponding; The determination of the guiding law comprises the measurement of the current value (IAS_mes, VZ_mes) of the speed of the aircraft on which or which one seeks to act, and the determination of the setpoint (IAS_cons, VZ_cons) comprises the comparison of this or these current value (s) (IAS_mes, VZ_mes) with one or more reference values (IAS_ref, VZ_ref) corresponding and the determination of the instruction (s) 25 (IAS_cons, VZ_cons) according to this comparison ; one of the determined setpoints is an air speed or ground speed command (IAS_cons) comprising a longitudinal component perpendicular to a vertical axis, and the determination comprises the comparison of the air speed or ground current (IAS_mes) of the aircraft to the best climb speed (Vy), and the selection, as air or ground speed reference (IAS_cons), of the current air or ground speed (IAS_mes) if the current air or ground speed (IAS_mes) is less than the best climb speed (Vy), or the best climb speed (Vy) otherwise; and one of the determined setpoints is a vertical velocity instruction (VZ_cons) comprising a vertical component, and the determination comprises comparing the current vertical velocity (VZ_mes) of the aircraft with a reference vertical velocity value ( VZ_ref) according to the nature of the warning (CAUTION, WARNING), and the selection, 3032043 4 as vertical speed reference (VZ cons), of the reference vertical speed (VZ_ref) if the current vertical speed (VZ_mes ) is lower than the reference vertical velocity (VZ_ref), or the current vertical velocity (VZ_mes) otherwise. the determination comprises verifying the compatibility of the determined vertical speed setpoint (VZ_cons) with a minimum slope constraint (FPA_min), in particular the function of the aircraft, and the calculation of a new vertical speed setpoint (VZ_cons) compatible with the minimum slope constraint (FPA_min) if the vertical speed reference (VZ_cons) determined is not compatible with this minimum slope constraint (FPA_min); One of the determined setpoints is a heading setpoint (CAP_cons), the determination of the guidance law comprises the measurement of the current value (CAP_mes) of heading of the aircraft on which it is sought to act, and the determination of the setpoint (CAP_cons) includes checking the compatibility of the current heading value (CAP_mes) with a heading constraint, and the calculation of a heading setpoint (CAP_cons) 15 compatible with the heading constraint if the current value (CAP_mes) is not compatible with this heading constraint or the selection, as a heading setpoint (CAP_cons), of the current value (CAP_mes) otherwise. The object of the invention is also, according to a second aspect, a computer program product comprising software instructions which, when implemented by a computer, implement the method presented above. The invention further provides, according to a third aspect, an electronic system for avoiding one or more obstacles, by an aircraft, such as a rotary wing aircraft, the aircraft comprising an alert system capable of generate alerts (CAUTION, WARNING) depending in particular on the proximity of the obstacle or obstacles, the electronic avoidance system comprising means for determining a guide law for avoiding an obstacle indicated by an alert (CAUTION , WARNING) generated by the warning system, said means for determining a guide law comprising means for determining at least one setpoint (IAS_cons, VZ_cons, CAP_cons) of speed and / or heading, and means calculation of the avoidance guidance law as a function of the setpoint (s) (IAS_cons, VZ_cons, CAP_cons) determined. The system further comprises activation means adapted to: (i) activate automatically, if no manual avoidance maneuver is detected for a duration greater than a first determined duration (T), starting from the transmission of the alert (WARNING) by the warning system and if the alert is maintained during this first period (T), an obstacle avoidance automatic guidance mode for determining a warning law. obstacle avoidance guidance by the determination means, (ii) transmit, when an automatic flight control device of the aircraft is coupled with the automatic avoidance guidance mode, the calculated avoidance guidance law 5 to said automatic steering device, to automatically perform an obstacle avoidance maneuver, by acting on one and / or the other of two primary control members of the aircraft, aiming that the or the instructions (IAS_cons, VZ_cons, CAP_cons) s are affected by the aircraft. According to one embodiment, the system further comprises means for controlling the display on a display device of the aircraft visible by a crew, suitable, if the automatic control device is not coupled to the mode. of automatic avoidance guidance, to be displayed on the display device, the calculated avoidance guidance law, to provide the crew with assistance to perform a manual avoidance maneuver, by action on one and / or either of two primary control organs of the aircraft, so that the instruction (s) (IAS_cons, VZ_cons, CAP_cons) are reached by the aircraft. According to a fourth aspect, the subject of the invention is also a rotary-wing aircraft comprising an alert system capable of generating alerts (CAUTION, WARNING) in particular as a function of the proximity of one or more obstacles, and a warning system. electronic system for avoiding the obstacle (s) by the aircraft as presented above. The method and the system of the invention therefore allow to initially leave the initiative to the crew, in case of predictive alerts issued by the warning system, for a graduated response to these alerts.
    [0003] As a last resort, if the crew does not react, and if an autopilot device is coupled, an automatic avoidance maneuver is initiated, based on calculated commands which, applied to the aircraft, allow a maneuver avoidance adapted to the degree of alert. Optionally, if an autopilot device is not coupled, the calculated commands are presented to the crew for manual completion of the maneuver. Thus, the method and system of the invention offer the crew the following possibilities: do not use the aid and provide another answer, or use the manual piloting aid for an avoidance maneuver adapted to the degree warning, or 3032043 6 - use automatic guidance for an avoidance maneuver adapted to the degree of alert, while ensuring that in the absence of a decision by the crew, the calculated avoidance maneuver is initiated automatically.
    [0004] 5 Safety is improved, with a reduced workload for the crew and increased driving comfort. The characteristics and advantages of the invention will appear on reading the description which follows, given solely by way of nonlimiting example, and with reference to the appended drawings, in which: FIG. 1 is a diagrammatic representation of FIG. an aircraft according to the invention, the aircraft comprising an alert system capable of generating alerts, in particular as a function of the proximity with one or more terrain obstacles, speed and acceleration sensors, flight control, an automatic piloting device, a data display device and an electronic system 15 for avoiding the obstacle or obstacles; 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, of avoiding the obstacle or obstacles, the method being implemented FIG. 1 schematically shows an aircraft 10, such as a rotary wing aircraft, comprising an alert system 12 capable of generating alerts depending in particular on the speed of the aircraft. proximity to one or more obstacles, which may be, for example, terrain obstacles related to the relief of this terrain.
    [0005] The aircraft 10 also comprises a set of sensors 14 capable of measuring information related to the aircraft 10, such as speeds and accelerations of the aircraft 10. The aircraft 10 further comprises a device 16 for autopilots, and a data display device 18, such as a screen 18.
    [0006] Furthermore, the aircraft 10 comprises a first handle 20 and a second handle 22, each forming a primary control member adapted to be handled by the crew 24 of the aircraft 10 for steering. According to the invention, the aircraft 10 further comprises an electronic avoidance system 30 of the obstacle (s) by the aircraft 10.
    [0007] The warning system 12, for example of the TAWS type, is known per se, and is adapted to generate alerts when the aircraft is brought closer to the relief of the terrain. In the event of an alert being issued by the warning system 12, this alerting system 12 provides the electronic avoidance system 30 with information on the type of alert. This information may possibly be supplemented by flight constraint information, information relating to the current state of the aircraft, and engine information, which may come from the warning system 12 itself, from another system. adapted, sensors 14.
    [0008] The electronic avoidance system 30 is then able to determine an obstacle avoidance guidance law, by determining one or more speed and / or heading setpoints, and calculating the guidance law as a function of these instructions. The sensor assembly 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 terrestrial surface, or a direction passing substantially through the center of the terrestrial globe. Subsequently, the measured vertical speed and the measured vertical acceleration, respectively corresponding to the current vertical speed of the aircraft 10 and the current vertical acceleration of the aircraft 10, are respectively denoted by VZ mes and AZ_mes. Those skilled in the art will of course understand that the invention applies analogously to the case where the slope, also called FPA, is used rather than the vertical speed VZ, knowing that the passage from one size to another is performs with the following equation: FPA = tan VX (»Z) (1) where VX represents a longitudinal velocity in a longitudinal direction X perpendicular to the vertical direction Z. The sensor assembly 14 is also adapted to measure an airspeed indicated or a ground speed, the air speed or ground speed measured for the aircraft 10 30 corresponding to the air speed or current ground of the aircraft 10. The indicated air speed is generally noted IAS (for "Indicated Air Speed "). By convention and for simplicity, in the following description, we will also use the acronym IAS for ground speed. In the same way, the measured air speed is noted IAS_mes, and this notation will also be used to designate the measured ground speed.
    [0009] Thus, in the remainder of the description, the air or ground speed will, by convention, correspond to the indicated air speed IAS. Those skilled in the art will of course understand that the invention applies analogously to the case where the measured air speed is the conventional air speed, or even the true air speed, or again to the MACH. The air or ground speed IAS has a vertical component in the vertical direction Z and a longitudinal component in the longitudinal direction X perpendicular to the vertical direction Z. 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 measured. The automatic piloting device 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 control members 20, 22 by the crew 24 of the aircraft. In general, on a rotary wing aircraft, the automatic piloting device 16 is always engaged and performs a basic stabilization. Furthermore, an automatic guidance mode may exist, for guiding the aircraft 10 according to a determined guide law.
    [0010] When such an automatic guidance mode exists, it is said that this automatic guidance mode is coupled to the autopilot 16 (or that the autopilot 16 is coupled to the autopilot mode) when this autopilot mode is engaged, or activated, and transmits its commands to the autopilot device 16.
    [0011] On the contrary, it is said that such an automatic guidance mode is not coupled to the autopilot 16 (or that the autopilot 16 is not coupled to the autopilot mode) when this guidance mode is used. automatic is engaged, or activated, but does not transmit its commands to the autopilot device 16.
    [0012] The display screen 18 is able to display data, in particular data from the avoidance electronics system 30, to provide flight control assistance to the crew 24 of the aircraft. In the embodiment of FIG. 1, the display screen 18 is distinct from the avoidance electronics system 30. In a variant that is not shown, the display screen 18 is integrated in the electronic system. avoidance 30.
    [0013] 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 run 20, also called collective pitch lever, is adapted to control the ascent or descent of the rotary wing aircraft 10 in a vertical plane containing the vertical direction Z and the longitudinal direction X. The second run 22, also called cyclic stick or mini-stick is adapted to control a variation of the attitude of the rotary wing aircraft 10. The avoidance electronics system 30 comprises an information processing unit 32 formed for example by a memory 34 and a processor 36 associated with the memory 34. In the embodiment of FIG. 1, the electronic avoidance system 30 is distinct from both the warning system 12 and the control device. 16. As a variant, not shown, the electronic avoidance system 30 is integrated with the automatic pilot device 16. The display screen 18 then corresponds for example to a display screen, shown, the automatic control device 16, and the information processing unit 32 corresponds to an information processing unit, not shown, the automatic control device 16. The memory 34 is able to store software 38 of acquisition of information among the information provided by the sensor assembly 14, the alert information from the warning system 12, as well as any instructions provided by the autopilot device 16. The memory 34 is also capable of storing software 40 for determining one or more IAS_cons, VZ_cons and / or CAP_cons speed instructions.
    [0014] The memory 34 is also capable of storing a software 42 for calculating an obstacle avoidance guidance law, the calculation of the guiding law being carried out as a function of the speed instruction (s) and / or cap IAS_cons, VZ_cons, CAP_cons determined. Furthermore, the memory 34 is able to store a software 44 for controlling the display, on the screen 18, of data relating to the calculated avoidance guidance law. This data displayed on the screen 18, visible to the crew 24, constitutes an aid enabling the crew 24 to perform a manual evasive action by action on one and / or the other of the two primary organs. 20, 22 of the aircraft 10. These actions are aimed at that the set IAS_cons, VZ_cons, CAP_cons 35 are reached by the aircraft 10.
    [0015] Also, the memory 34 is capable of storing a software 46 for activating an automatic avoidance guiding mode by transmitting to the automatic control device 16 data relating to the calculated avoidance guidance law, in order to to enable the avoidance maneuver to be performed automatically by the automatic piloting device 16. In this case, the automatic piloting device 16 acts automatically on one and / or the other of the two primary control members 20 , 22 of the aircraft 10, these actions to ensure that the set IAS_cons, VZ_cons, CAP_cons determined are reached by the aircraft 10.
    [0016] The data transmitted to the autopilot device 16 comprise, for example, a trim attitude control D_THETA_com, a collective pitch shift control command D_COLL_com, and a lateral pitch change control or an angular speed control. of lace D_PSI_com. The processor 36 is capable of loading and executing each of the software programs 38, 40, 42, 44 and 46. The acquisition software 38, the determination software 40 of one or more speed and / or heading instructions and the computation software 42 of an obstacle avoidance guidance law respectively form information acquisition means 38, means 40 for determining one or more speed instructions and / or cap and calculation means 42 of a guide law for avoiding the obstacle. The determination means 40 of one or more speed and / or heading instructions and the calculation means 42 of an obstacle avoidance guidance law more generally form means 40, 42 of FIG. determining an obstacle avoidance guidance law. 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. The display control software 44 and the activation software 46 respectively form on-screen data display control means 44 and activation means 46 of the automatic avoidance guidance mode for determination. of an avoidance guiding law and transmission of information relating to the determined guiding law to the automatic control device 16. In a variant, the display control means 44 and the activation means 46 are made in the form of programmable logic components, or in the form of dedicated integrated circuits.
    [0017] The acquisition software 38 is, for example, adapted to acquire both measured vertical and air velocity values VZ_mes, IAS_mes and measured vertical and longitudinal acceleration values AZ mes, AX_mes. The determination software 40 is, for example, adapted to calculate a vertical speed setpoint VZ_cons, an air speed set point IAS_cons, and a cap setpoint CAP_cons. The vertical speed reference VZ_cons comprises only a vertical component in the vertical direction Z, and the air speed reference IAS_cons comprises both a vertical component in the vertical direction Z and a longitudinal component in the longitudinal direction X.
    [0018] In the embodiment described, each speed reference VZ_cons, IAS_cons, and cap CAP_cons, comprises a target value, the avoidance guidance law being calculated according to the current value and the target value, so that that said current value converges towards the target value according to a convergence law. The activation software 46 is able to put the aircraft 10 in automatic obstacle avoidance guidance mode, in the case where no manual avoidance maneuver performed by the crew 24, is detected for a duration greater than a first duration T determined from the issuance of an alert by the alert system 12, and if this alert is maintained during the first determined duration T. In a variant, the alerts generated by the warning system 12 may be of a different nature. These can be, for example, predictive alerts of a first type CAUTION, predictive alerts of a second type WARNING, or predictive alerts of a third type AVOID. In this variant, the activation software 46 switches the aircraft 10 to automatic obstacle avoidance guidance mode, in the case where no manual avoidance maneuver performed by the crew 24, is detected for a duration greater than the first duration T determined from the issuance of an alert by the warning system 12, if this alert is maintained during the duration T, and only if the alert in question is a alert of the second type WARNING. Optionally, an additional condition may be required, which is that the alert in question of the second type WARNING must have been preceded by the generation by the alert system 12 of an alert of the first type CAUTION. The activation of the automatic guidance mode, which can be obtained by the activation software 46 as explained above, can also be obtained by manual activation action by the crew 24.
    [0019] The calculation software 42 is adapted to calculate the avoidance guidance law of the obstacle or obstacles as a function of the speed setpoint (s), and / or heading, determined for example according to the speed setpoint. vertical VZ_cons, the air speed setpoint IAS_cons, and the cap setpoint CAP_cons. The guiding law calculated by the calculation software 42 comprises, for example, three commands, namely a first command based on the air speed reference 5 IAS_cons and the measured air speed IAS_mes, a second command based on the speed reference. vertical VZ_cons and measured vertical velocity VZ_mes, and a third command function of the cap_point CAP_cons and the cap measured CAP_mes (corresponding to the current heading of the aircraft 10). In addition, the calculated guide law is furthermore a function of the vertical acceleration AZ and of the longitudinal acceleration AX. The first command is then a function of the air speed reference IAS_cons, the measured air speed IAS_mes and the longitudinal acceleration AX. Similarly, the second command is a function of the vertical speed reference VZ_cons, the measured vertical speed VZ_mes and the vertical acceleration AZ.
    [0020] In the exemplary embodiment described where the aircraft 10 is a rotary wing aircraft, the first control is the attitude variation control D THETA_com, the second control is the variation control of the collective pitch lever D_COLL_com, and the third control is the pitch change control or the yaw rate control D_PSI_com.
    [0021] The pitch variation control D_THETA_com checks, for example, the following equation: D THETA _com = -Klx (IAS _cons-IAS _mes) + K2x AX _mes (2) where IAS_cons is the air speed reference, IAS_mes is a speed measured air, AX mes is a measured longitudinal acceleration, and K1 and K2 are gains dependent at least on altitude and velocity. 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. The gain K2 is expressed in degrees per m.s-2, and is, for example, between 0 ° C. and 2 ° C. by m.sup.2, typically equal to 6 degrees per m.sup.2. The variation command of the collective pitch lever D_COLL_com for example checks the following equation: D COLL coin = K3x (VZ _cons -VZ _mes) - K4 x AZ _mes (3) where VZ_cons is the vertical speed reference, 35 VZ_mes is a measured vertical velocity, AZ mes is a measured vertical acceleration, and 3032043 13 K3 and K4 are gains dependent at least on altitude and velocity. The gain K3 is expressed in% by m.s-1, and is for example between 1% by m.s-1 and 4% by m.s-1, typically equal to 2% by m.s-1. The gain K4 is expressed in% per m.sup.2, and is for example between 0% by 5 m.s-2 and 4% by m.s-2, typically equal to 1% per m.s-2. The control of variation of lateral attitude or the control of angular speed of yaw D_PSI_com checks for example the following equation: D PSI com = K5x (CAP cons - CAP mes) (4) where CAP_cons is the direction of course, 10 CAP_mes is a current or measured heading, K5 is a gain depending at least on altitude and speed, expressed in degrees of pitch attitude per degree of heading (for a control of variation of attitude), and for example understood between 0.1 and 3, typically equal to 1.5. The operation of the electronic avoidance system 30 according to the invention will now be described with reference to FIG. 3 showing a flowchart of the avoidance method according to the invention. During an initial step 100, values of the vertical and air speeds VZ_mes, IAS_mes are measured by the set of sensors 14, then acquired by the acquisition software 38. The acquisition software 38 also acquires the heading information. 20 current CAP_mes, as well as the information relating to the alerts transmitted by the warning system 12. In addition, values of the vertical and longitudinal accelerations AZ mes, AX_mes are measured by the set of sensors 14, then acquired by the software d acquisition 38.
    [0022] These different values of speeds and accelerations are preferably measured at the same time instant. The determination software 40 then determines, during a step 110, the vertical speed setpoint VZ_cons, the air speed setpoint IAS_cons, and the heading setpoint CAP_cons, in particular using the values of the vertical and air speeds and of measured values VZ_mes, IAS_mes, CAP_mes acquired previously. To do this, the current speed values IAS_mes and VZ_mes are compared with the corresponding reference speed values IAS_ref and VZ_ref, and the determination of the corresponding setpoint IAS_cons and VZ_cons depends on the result of the comparison.
    [0023] Thus, in the case of the determination of the air speed reference IAS_cons, the reference air speed IAS_ref may be the air speed of the best climb Vy.
    [0024] 3032043 14 This best climb air speed Vy, visible in Figure 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 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 profile power resulting from the work of the drag forces on the blades, the total power required being the sum of the induced power, the parasitic power and the profile power.
    [0025] If the air speed reference IAS_mes is lower than the best climb speed Vy, the measured air speed value IAS_mes is chosen as the new IAS_cons air speed reference. Otherwise, the value of the best climb speed Vy is chosen as the new IAS_cons air speed reference. In the case of the determination of the vertical speed reference VZ_cons, the reference vertical speed VZ_ref can be a function of the nature of the alert, therefore of the type of the CAUTION, WARNING, etc ... alert. when the level of the alert justifies it, the reference vertical speed VZ_ref may correspond to the vertical speed of rise to maximum power, and therefore to the speed obtained at the maximum authorized position of the collective pitch lever 20.
    [0026] If the measured vertical velocity VZ_mes is greater than the vertical reference velocity VZ_ref, the value of the reference vertical velocity is chosen as the new vertical velocity instruction VZ_cons. Otherwise, the measured vertical speed value VZ_ref is chosen as the new vertical speed setpoint VZ_cons. It is also possible to provide verification of the compatibility of the vertical speed setpoint VZ_cons thus determined with a minimum slope stress FPA_min, which is a function of the characteristics of the aircraft 10 in particular. Thus, if the vertical speed setpoint VZ_cons determined is not compatible with this minimum slope constraint FPA_min, a new vertical slope setpoint VZ_cons is calculated, this time compatible with this minimum slope constraint FPA_min. If there is no minimum slope constraint FPA_min, it is considered that the vertical speed reference is compatible by default. The calculation of a new vertical speed setpoint VZ_cons compatible with the minimum slope constraint FPA_min, may lead to selecting as the new vertical speed reference VZ_cons the vertical speed closest to the current value 3032043 or measured value of the speed. vertical VZ_mes, which is compatible with the constraint. In the case of the determination of the heading setpoint CAP_cons, the current value CAP_mes of the heading of the aircraft 10 is measured, and its compatibility is checked with a possible heading constraint. If the current heading value CAP_mes is not compatible with this heading constraint, a new CAP_cons direction setpoint compatible with this constraint is calculated. Otherwise, the current value of cap CAP_mes is used as the new CAP_cons cap.
    [0027] Calculation software 42 then calculates, during step 160, visible in FIG. 3, the obstacle avoidance guidance law as a function of the determined speed and heading setpoint (s). In the embodiment described, the calculation software 42 calculates the attitude variation control D_THETA_com as a function of the value of the air speed reference IAS_cons, the measured air speed IAS_mes and the measured longitudinal acceleration AX_mes. according to equation (2). The calculation software 42 also calculates the control of the variation of the collective step lever D_COLL_com as a function of the value of the vertical speed reference VZ_cons, the measured vertical speed VZ_mes and the measured vertical acceleration AZ mes according to the equation ( 4). The calculation software 42 finally calculates the control of variation of lateral attitude or the control of angular speed of yaw D_PSI_com according to the value of the direction of course CAP_cons, and of the measured value of course CAP_mes according to the equation ( 5). After step 160, and if the automatic control device 16 is coupled to the automatic avoidance guidance mode, the electronic avoidance system 30 transmits, according to the step 180, via the transmission software 46, the data on the calculated avoidance guidance law, the automatic control device 16, 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 commands of attitude variation D_THETA_com, collective pitch lever D_COLL_com, and lateral attitude variation control or the angular speed control of yaw D_PSI_com, previously calculated in step 160. Optionally, if the automatic control device 16 is not coupled to the automatic avoidance guidance mode, the electronic avoidance system 30 proceeds to step 170 in which its software display 44 controls the display on the screen 18 of data relating to the calculated avoidance guidance law, in order to allow a manual implementation by the crew 24 of the calculated avoidance maneuver.
    [0028] Furthermore, at the end of step 160, the electronic avoidance system 30 returns to step 100 in order to acquire, via its acquisition software 38, new information. After returning to step 100, the avoidance electronic system 30 proceeds to step 110 to determine new instructions. The respective target values VZ_cons, IAS_cons and CAP_cons are preferably modified only if there is a modification of the acquired data. In other words, the respective target values 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.
    权利要求:
    Claims (15)
    [0001]
    CLAIMS.- A method of avoiding one or more obstacles, by an aircraft (10), such as a rotary wing aircraft, comprising an alert system (12) capable of generating alerts (CAUTION, WARNING) in in particular by the proximity of the obstacle (s) and an electronic avoidance system (30), the method being implemented by the electronic avoidance system (30), the method comprising the following step: a) generating an alert (CAUTION, WARNING) by the warning system (12) on detection of an obstacle, characterized in that it further comprises the following steps b) if no manual avoidance maneuver is detected during a duration greater than a first duration (T) determined from the issuance of the alert (CAUTION, WARNING) by the warning system (12) and if the alert is maintained during this first duration (T), activation automatic mode of automatic avoidance guidance for the determina an obstacle avoidance guidance law, said determination of the guide law comprising determining (110) at least one setpoint (IAS_cons, VZ_cons, CAP_cons) of speed and / or heading, and calculating (160) the avoidance guidance law as a function of the setpoint (s) (IAS_cons, VZ_cons, CAP_cons) determined; and c) if an autopilot device (16) of the aircraft (10) is coupled with the automatic avoidance guidance mode, transmitting (180) to the autopilot device (16) of the guiding law avoidance determined in step b) to automatically perform an obstacle avoidance maneuver, by action on one and / or the other of two primary control members (20, 22) of the aircraft (10), so that the set (s) (IAS_cons, VZ_cons, CAP_cons) are reached by the aircraft (10).
    [0002]
    The method of claim 1, including, if the autopilot device (16) is not coupled with the auto avoidance guidance mode, displaying (170) the determined avoidance guidance law. during step b) on a display device (18) of the aircraft (10) visible by a crew (24), to provide the crew (24) with assistance to perform a manual avoidance maneuver , by action on one and / or the other of two primary control members (20, 22) of the aircraft (10), so that the instruction (s) (IAS_cons, VZ_cons, CAP_cons) are reached by the aircraft (10). 3032043 18
    [0003]
    3.- Method according to any one of claims 1 and 2, wherein the alert system (12) is adapted to generate alerts of at least a first (CAUTION) and a second (WARNING) type, and in which step b) is implemented only in the case where the alert generated by the warning system (12) is an alert of the second type 5 (WARNING).
    [0004]
    4. A method according to claim 3, wherein step b) is implemented only in the case where the alert of the second type (WARNING) generated by the warning system (12) has been preceded by generating an alert of the first type (CAUTION) by the alert system (12).
    [0005]
    5. A method according to any one of claims 1 to 4, wherein the activation of the automatic avoidance guidance mode of step b) can be performed manually by the crew (24). 15
    [0006]
    6. Method according to any one of claims 1 to 5, wherein the avoidance guiding law comprises, for at least one of the setpoints (IAS_cons, VZ_cons, CAP_cons), a convergence law according to which the value current (IAS_mes, VZ_mes, CAP_mes) must converge to the corresponding setpoint (IAS_cons, VZ_cons, CAP_cons) 20.
    [0007]
    7. A method according to any one of claims 1 to 6, wherein the determination of the guide law comprises the measurement (100) of the current value (IAS_mes, VZ_mes) speed of the aircraft (10) on which or which one seeks to act, and wherein the determination (110) of the setpoint (IAS_cons, VZ_cons) comprises the comparison of this or these current value (s) (IAS_mes, VZ_mes) with one or more values reference (IAS_ref, VZ_ref) and the determination of the setpoint (s) (IAS_cons, VZ_cons) based on this comparison. 30
    [0008]
    8. A method according to claim 7, wherein one of the determined setpoints is an air speed or ground speed setpoint (IAS_cons) comprising a longitudinal component perpendicular to a vertical axis, and the determination (110) comprises the comparison of the air speed or ground current (IAS_mes) of the aircraft (10) at the best climb speed (Vy), and the selection, as air or ground speed reference 35 (IAS_cons), of the air speed or current ground (IAS_mes) if the current air or ground speed 3032043 19 (IAS_mes) is lower than the best climb speed (Vy), or the best climb speed (Vy) otherwise.
    [0009]
    9. A method according to any one of claims 8 and 7, wherein one of the determined setpoints is a vertical velocity instruction (VZ_cons) comprising a vertical component, and the determination (110) comprises the velocity comparison. current vertical (VZ_mes) of the aircraft (10) to a reference vertical speed value (VZ_ref) according to the nature of the alert (CAUTION, WARNING), and the selection, as a vertical speed reference (VZ_cons ), the reference vertical velocity 10 (VZ_ref) if the current vertical velocity (VZ_mes) is lower than the reference vertical velocity (VZ_ref), or the current vertical velocity (VZ_mes) otherwise.
    [0010]
    10. A method according to claim 9, wherein the determination (110) comprises the verification of the compatibility of the determined vertical speed setpoint (VZ_cons) with a minimal slope constraint (FPA_min), in particular the function of the aircraft (10). ), and the calculation of a new vertical speed setpoint (VZ_cons) compatible with the minimum slope constraint (FPA_min) if the vertical speed reference (VZ_cons) determined is not compatible with this minimum slope constraint (FPA_min) . 20
    [0011]
    11. A method according to any one of claims 1 to 10, wherein one of the determined setpoints is a heading setpoint (CAP_cons), wherein the determination of the guide law comprises the measurement (100) of the value. current (CAP_mes) heading of the aircraft (10) on which one seeks to act, and wherein the determination (110) of the setpoint (CAP_cons) comprises the verification of the compatibility of the current heading value (CAP_mes) with a heading constraint, and the calculation of a heading setpoint (CAP_cons) compatible with the heading constraint if the current value (CAP_mes) is not compatible with this heading constraint or the selection, as a setpoint of cap (CAP_cons), of the current value (CAP_mes) 30 otherwise.
    [0012]
    12. A computer program product comprising software instructions which, when implemented by a computer, implement a method according to any one of the preceding claims. 3032043 20
    [0013]
    13.- electronic avoidance system (30) of one or more obstacles, by an aircraft (10), such as a rotary wing aircraft, the aircraft (10) comprising an alert system (12) capable of to generate alerts (CAUTION, WARNING) depending in particular on the proximity of the obstacle (s), the electronic avoidance system (30) comprising means (40, 42) for determining an avoidance guiding law; an obstacle indicated by an alert (CAUTION, WARNING) generated by the warning system (12), said means (40, 42) for determining a guide law comprising means for determining (40) at least a setpoint (IAS_cons, VZ_cons, CAP_cons) of speed and / or heading, and calculation means (42) of the avoidance guidance law as a function of the setpoint (s) (IAS_cons, VZ_cons, CAP_cons), characterized in that it further comprises activation means (46) able to: (i) activate automatically, if no evasion maneuver manual operation is detected for a period of time greater than a first determined duration (T), starting from the issuance of the warning (CAUTION, WARNING) by the warning system (12) and if the alert 15 is maintained during this first period (T), an automatic obstacle avoidance guidance mode for determining an obstacle avoidance guidance law by the determination means (40, 42), (ii) transmitting, when an automatic flight control device (16) of the aircraft (10) is coupled with the automatic avoidance guidance mode, the calculated avoidance guidance law 20 to said automatic steering device (16), to perform automatically an obstacle avoidance maneuver, by action on one and / or the other of two primary control members (20, 22) of the aircraft (10), so that the one or more instructions (IAS_cons, VZ_cons, CAP_cons) are reached by the aircraft (10). 25
    [0014]
    14.- System according to claim 13, comprising means for controlling (44) the display on a display device (18) of the aircraft (10) visible by a crew (24), suitable, if the device the autopilot (16) is not coupled to the automatic avoidance guidance mode, displayed on the display device (18), the calculated avoidance guidance law, to provide the crew ( 24) an aid for performing a manual avoidance maneuver, by action on one and / or the other of two primary control members (20, 22) of the aircraft (10), so that the or the instructions (IAS_cons, VZ_cons, CAP_cons) are reached by the aircraft (10); and 35
    [0015]
    15. Aircraft (10), such as a rotary wing aircraft, comprising an alert system (12) capable of generating alerts (CAUTION, WARNING) depending in particular 3032043 21 of the proximity of one or more obstacles , and an electronic avoidance system (30) of the obstacle or obstacles by the aircraft (10), characterized in that the avoidance system (30) is according to any one of claims 13 and 14.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3572901B1|2020-06-17|Method for avoiding one or more obstacles by an aircraft, associated computer program product, electronic system and aircraft
    CA2577594C|2013-12-03|Avoidance method and system for an aircraft
    EP2662744B1|2017-03-01|Piloting control method of an aircraft
    EP2693285A1|2014-02-05|Method and device for assisted flight management of an aircraft
    EP2963517B1|2017-03-15|A flight control system and method for a rotary wing aircraft, enabling it to maintain either track or heading depending on its forward speed
    FR3018364A1|2015-09-11|METHOD OF DETERMINING AN OBSTACLE AVIATION GUIDANCE LAW BY AN AIRCRAFT, COMPUTER PROGRAM PRODUCT, ELECTRONIC SYSTEM AND AIRCRAFT
    EP3021187B1|2018-03-14|Method and a device for controlling at least two subsystems of an aircraft
    EP2289060B1|2020-08-05|Adaptation of selective terrain alerts, as a function of the instantaneous manoeuverability of an aircraft
    FR3036816A1|2016-12-02|METHOD AND SYSTEM FOR STEERING AID TO AVOID AN OBSTACLE WITH A GIRAVION
    FR3022340A1|2015-12-18|METHOD AND DEVICE FOR DETERMINING AN AIRCRAFT CONTROL INSTRUCTION, COMPUTER PROGRAM PRODUCT AND ASSOCIATED AIRCRAFT
    WO2015193125A1|2015-12-23|Method and device for generating a set flight path resulting from an aircraft, and related computer programme product and aircraft
    FR3037413A1|2016-12-16|ELECTRONIC DEVICE AND METHOD FOR AIDING THE CONTROL OF AN AIRCRAFT WITH CALCULATION AND DISPLAY OF AT LEAST ONE ROLL MARGIN, COMPUTER PROGRAM PRODUCT
    EP2957975B1|2018-05-02|Method and device for controlling at least one actuator control system of an aircraft, related computer program product and aircraft
    FR3033886A1|2016-09-23|DEVICE FOR DISPLAYING AN ENERGY VARIATION AND AN ENERGY VARIATION TERMINAL FOR AN AIRCRAFT
    EP2947008A2|2015-11-25|Terrain adaptive flight control
    FR3033908A1|2016-09-23|SYSTEM AND METHOD FOR AIRCRAFT ASSISTING ASSISTANCE
    CA2935753A1|2017-01-10|Automatic pilot system for aircraft and associated process
    FR3032044A1|2016-07-29|METHOD AND DEVICE FOR AIDING THE LANDING OF AN AIRCRAFT DURING AN ROUND PHASE.
    EP3070435B1|2018-06-27|Method and device to assist with piloting an aircraft during parabolic flight
    EP3537107A1|2019-09-11|Operator terminal of an avionics system for piloting an aircraft
    WO2021105303A1|2021-06-03|Aircraft piloting system
    WO2021224185A1|2021-11-11|Method for controlling a robot-aircraft and corresponding control system
    FR3108413A1|2021-09-24|Method and electronic system for generating at least one guidance instruction for an aircraft, computer program and associated aircraft
    FR3022356A1|2015-12-18|METHOD AND DEVICE FOR GENERATING AT LEAST ONE SETPOINT AMONG A FLIGHT CONTROL SET, A MOTOR CONTROL SET AND AN AIRCRAFT GUIDANCE SET, COMPUTER PROGRAM PRODUCT AND ASSOCIATED AIRCRAFT
    同族专利:
    公开号 | 公开日
    FR3032043B1|2017-02-17|
    US9978286B2|2018-05-22|
    CN105824319B|2020-07-28|
    US20160217697A1|2016-07-28|
    EP3048503B1|2019-09-04|
    EP3048503A1|2016-07-27|
    EP3572901A1|2019-11-27|
    CN105824319A|2016-08-03|
    EP3572901B1|2020-06-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2876483A1|2004-10-08|2006-04-14|Airbus France Sas|METHOD AND SYSTEM FOR AVOIDING AN AIRCRAFT|
    FR2938683A1|2008-11-14|2010-05-21|Airbus France|METHOD AND SYSTEM FOR FIELD ENJOYMENT FOR AN AIRCRAFT|
    DE102010031780A1|2010-07-21|2012-01-26|Gabor Csapó|Method for driving air craft by flight guidance module, involves storing flight mechanical parameter of air craft in flight guidance module, where current flight position is determined|
    US3903501A|1969-12-31|1975-09-02|Grimes Manufacturing Co|Aircraft lighting system|
    US4924401A|1987-10-30|1990-05-08|The United States Of America As Represented By The Secretary Of The Air Force|Aircraft ground collision avoidance and autorecovery systems device|
    EP0750238B1|1995-06-20|2000-03-01|Honeywell Inc.|Integrated ground collision avoidance system|
    FR2747492B1|1996-04-15|1998-06-05|Dassault Electronique|TERRAIN ANTI-COLLISION DEVICE FOR AIRCRAFT WITH TURN PREDICTION|
    DE19951001C2|1999-10-22|2003-06-18|Bosch Gmbh Robert|Device for displaying information in a vehicle|
    FR2854978B1|2003-05-14|2007-04-20|Jacques Villiers|DEVICE AND METHOD FOR AUTOMATED ASSISTANCE TO AIR TRAFFIC CONTROLLERS.|
    FR2883403A1|2005-03-17|2006-09-22|Airbus France Sas|METHOD AND SYSTEM FOR FIELD ENJOYMENT FOR AN AIRCRAFT|
    EP1897080A2|2005-06-10|2008-03-12|Aviation Communication & Surveillance Systems, LLC|Systems and methods for enhancing situational awareness of an aircraft on the ground|
    CN103076614B|2013-01-18|2015-11-11|山东理工大学|The crashproof laser scanning device of a kind of helicopter|
    CN104139871B|2014-07-04|2015-12-30|北京控制工程研究所|A kind of two spacecraft close-distance safety control of collision avoidance methods|US10216186B2|2016-05-23|2019-02-26|Sikorsky Aircraft Corporation|Task allocation and variable autonomy levels|
    US20190265731A1|2018-02-28|2019-08-29|Honeywell International Inc.|Apparatus and method for providing enhanced autopilot mode awareness for a pilot of an aircraft|
    JP2020009414A|2018-06-28|2020-01-16|パナソニックＩｐマネジメント株式会社|Mobile robot and control method|
    FR3093583B1|2019-03-07|2021-11-19|Thales Sa|PROCESS AND SYSTEM FOR AUGMENTED 3D PECEPTION OF THE GROUND-BOUND ENVIRONMENT AROUND AN AIRCRAFT AND ANTICIPATION OF POTENTIAL ENVIRONMENTAL THREATS|
    CN110568858A|2019-08-16|2019-12-13|天津大学|method for adjusting safety distance of unmanned aerial vehicle based on LED aviation obstruction light|
    法律状态:
    2016-02-01| PLFP| Fee payment|Year of fee payment: 2 |
    2016-07-29| PLSC| Search report ready|Effective date: 20160729 |
    2017-01-31| PLFP| Fee payment|Year of fee payment: 3 |
    2018-01-31| PLFP| Fee payment|Year of fee payment: 4 |
    2020-01-30| PLFP| Fee payment|Year of fee payment: 6 |
    2021-01-28| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1500144A|FR3032043B1|2015-01-26|2015-01-26|METHOD OF AVOIDING ONE OR MORE OBSTACLES BY AN AIRCRAFT, COMPUTER PROGRAM PRODUCT, ELECTRONIC SYSTEM AND AIRCRAFT|FR1500144A| FR3032043B1|2015-01-26|2015-01-26|METHOD OF AVOIDING ONE OR MORE OBSTACLES BY AN AIRCRAFT, COMPUTER PROGRAM PRODUCT, ELECTRONIC SYSTEM AND AIRCRAFT|
    EP19178483.4A| EP3572901B1|2015-01-26|2016-01-26|Method for avoiding one or more obstacles by an aircraft, associated computer program product, electronic system and aircraft|
    CN201610053229.0A| CN105824319B|2015-01-26|2016-01-26|Method for avoiding one or more obstacles by an aircraft, associated computer program product, electronic system and aircraft|
    EP16152823.7A| EP3048503B1|2015-01-26|2016-01-26|Method for avoidance of one or more obstacles by an aircraft, related computer program product, electronic system and aircraft|
    US15/007,038| US9978286B2|2015-01-26|2016-01-26|Method for avoidance of one or more obstacles by an aircraft, and related computer program product, electronic system and aircraft|
    [返回顶部]