• 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 present invention relates to a method of assisting the low-altitude piloting of an aircraft (1) during which at least one main guard curve (20) is determined, and all the obstacles (10) present in at least one search area (35), a comparison is made by comparing a vertex (110) of each obstacle (100) of a search area (35) with said main guard curve (20). To make said comparison, if at least one obstacle called "potentially dangerous obstacle (120)" is located above said main guard curve (20) in a search area (35), for each potentially dangerous obstacle (120) one determines an elevation angle (α) of said vertex (110) of this potentially dangerous obstacle (120), and the most dangerous obstacle (130) is considered to be the potentially dangerous obstacle (120) presenting the elevation angle (α) the highest.
    公开号:FR3032825A1
    申请号:FR1500298
    申请日:2015-02-16
    公开日:2016-08-19
    发明作者:Richard Pire
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method and a device for assisting the piloting of an aircraft at low altitude. The technical field of the invention is the field of the manufacture of flight control systems which are embedded on board rotorcraft. A low-altitude flight is a delicate operation. To avoid obstacles, a pilot can only refer to his vision of the surrounding space, to outside aids of sensor and camera types, most of the time without distance information, and to his knowledge of the piloted aircraft. . The pilot must thus assess the presence of potentially dangerous obstacles on his trajectory and the ability of the aircraft to avoid these obstacles with regard to the maneuverability of this aircraft. In poor visibility or at night, low-flying flights are all the more difficult to achieve. Indeed, potential obstacles can hardly be seen by the pilot in degraded environmental conditions. As a result, an aircraft may include a flight aid device providing information to signal obstacles and to avoid them. Patent FR 2712251 describes a piloting aid method in which a guard curve is used to determine the obstacles that are dangerous for the aircraft. Such a guard curve may consist essentially of an arcuate segment. This arcuate segment has a radius equal to the sum of the minimum radius at 3032825 2 pitch and the minimum pitch radius acceptable for the aircraft. In addition, the guard curve may include a horizontal segment upstream of the arcuate segment. Therefore, the guard curve has a horizontal portion extended by an arcuate segment, thus taking the form of a ski provided with a ski spatula. This guard curve can be associated with a guard height, the guard curve being positioned under the aircraft at a height equal to the guard height. An object located above the guard curve represents a potential obstacle. According to this method, a piloting aid device divides the forward field situated in front of the aircraft into a plurality of angular sectors. This front field represents the space that the aircraft is likely to reach from its current position. This driver assistance device determines for each sector the obstacles detected by a telemetry detector. The piloting aid device then compares the top of the obstacles with the guard curve. In each angular sector, the piloting aid device defines as dangerous obstacle the vertex located highest relative to the guard curve. For example, the altitude of each obstacle is calculated. Therefore, the flight aid device determines an altitude difference between the altitude of each obstacle and the point of the guard curve above this obstacle or below this obstacle. The most dangerous obstacle is the obstacle with which said difference in altitude is greatest in algebraic value.
    [0002] 3032825 3 Each dangerous obstacle is presented to a pilot by being superimposed on an image of the external landscape as well as on a reticle representing the speed vector of the aircraft collimated to infinity. For example, dangerous obstacles are represented as individual reticles. The flight aid device may also display a smoothed safety curve located at a dangerous obstacle clearance height. To fly as close as possible to the obstacles, the pilot must then superpose the reticle representing the velocity vector at this curve. However, the presence of the reticle representing the velocity vector above the safety curve does not guarantee that the aircraft is completely safe. For example, if the aircraft is operating in a valley, a turning maneuver may lead the aircraft to a wall that is difficult to avoid. In addition, if a pilot does not follow the procedure to be applied for a moment, a problematic situation may occur. In such a situation, a first obstacle can then be under the speed vector of the aircraft and at a first height above the guard curve. A second obstacle may be above the velocity vector and at a second height above the guard curve. If the second height is less than the first height, the first obstacle represents the most dangerous obstacle. The driver can be serene considering that the most dangerous obstacle is located under the speed vector. Nevertheless, the second obstacle represents a potential danger. The patent FR 2886439 describes an alternative guard curve.
    [0003] 3032825 4 This guard curve comprises a first arc having a radius equal to the sum of the minimum nose-up radius authorized for the aircraft and a ground clearance height. In addition, the static guard curve has a second arc downstream of the first arc. The second arc has a radius equal to the sum of said minimum nose-up radius allowed for the aircraft and a minimum sting radius allowed for the aircraft. The first arc of the circle and the second arc have a common tangent at their point of mutual connection. The first arc extends then from a point on a line passing through the aircraft and the center of a circle containing said first arc to the second arc. In addition, a distance D separating the guard curve from the obstacle is calculated. An order to be stitched or a pitching order this' is determined according to the following formula: dcp dD dt = G * (D + * dt) where 'G' is a gain and 'r' is a notice time Therefore, a pitching order is produced when the sum (D + T * -dD) is negative. The object of the present invention is to define an alternative method in an attempt to reduce the disadvantage noted above.
    [0004] The invention thus relates to a method for assisting low-altitude piloting of an aircraft during which at least one guard curve, called the "main guard curve", is determined according to predetermined maneuvering and pitching maneuvers. the aircraft, all the obstacles present in at least one search area are determined, a comparison is made by comparing a vertex of each obstacle of a search area with said main guard curve, an obstacle known as "obstacle the more dangerous "according to said comparison, it is communicated to a pilot information on the most dangerous obstacle. To make the said comparison, if at least one obstacle is a so-called "potentially dangerous obstacle" which includes a vertex located above the main guard curve in a search area, for each potentially dangerous obstacle, an angle of elevation of the obstacle is determined. top of this potentially dangerous obstacle, the most dangerous obstacle being the potentially dangerous obstacle with the highest elevation angle. For the record, the angle of elevation of a point relative to an aircraft represents the angle between a horizontal reference plane passing through the aircraft and a line passing through said aircraft and said point. Each angle of elevation of an obstacle is counted positively when a point associated with the obstacle and marked by the elevation angle is arranged above a horizontal reference plane containing the said aircraft, and negatively below this plane reference. According to this method, a guard curve is established. This guard curve can be established according to the teaching of document FR 2712251 or of document FR 2886439. This guard curve 3032825 is used to determine the most dangerous obstacle in at least one search area. The determination of each most dangerous obstacle can be exploited according to the teaching of document FR 2712251 or of document FR 2886439 to communicate to a pilot information relating to the most dangerous obstacle. For example, a safety cordon is established according to the teaching of document FR 2712251 or document FR 2886439. Therefore, the above-ground obstacles that are present in at least one search zone are studied. These obstacles can be detected using LIDAR or RADAR rangefinders or using stereoscopic vision systems. These obstacles can also be stored in a usual database. For each obstacle located above the main guard curve, this method does not take into account the height separating one vertex from the guard curve to determine the most dangerous obstacle compared to the main guard curve, but an angle of site associated with this summit. Thus, according to the invention, during a comparison step, the elevation angle of each vertex located above the curve is established, the vertex having the highest elevation angle representing the most dangerous obstacle. Thus, and according to the preceding example, a first obstacle may be under the speed vector of the aircraft and at a first height above the guard curve. A second obstacle may be above the speed vector and at a second height above the guard curve, the second height being less than the first height. The top of the second obstacle, on the other hand, has a higher elevation angle than the top of the first obstacle relative to the aircraft.
    [0005] Unlike some prior arts, the second obstacle is the most dangerous obstacle. Consequently, the presence of an infinitely collimated velocity vector located above a safety cordon established according to the teaching of document FR 2712251 or of document FR 2886439 always tends to materialize a state where the aircraft is in motion. security. This method may further include one or more of the following features. For example and according to a first variant, the angle of elevation of an obstacle can be established by determining the angle separating a horizontal reference plane passing through the aircraft and a line passing through said aircraft and the top of the obstacle. . According to a second variant, in order to determine the elevation angle of a potentially dangerous obstacle: the position of a so-called "safety point" situated above this potentially dangerous obstacle and at a predetermined guard height of this potentially dangerous obstacle, - an angle of elevation of said safety point is determined, said elevation angle of this potentially dangerous obstacle being equal to said elevation angle of said safety point. Therefore, the determination of the elevation angle of an obstacle takes into account a height of safety guard. Furthermore, and according to a first alternative, to perform said comparison in a search area, if no obstacle is a potentially dangerous obstacle and therefore located above the main guard curve, for each obstacle a value of 8 is determined. a deviation criterion representing the distance separating said obstacle from the main guard curve, said most dangerous obstacle being the obstacle presenting the criterion of the smallest deviation. In the absence of a localized obstacle above the ground, the most dangerous obstacle is materialized by the ground. The deviation criterion is for example a height separating a vertex of an obstacle from said guard curve in a vertical direction. According to a second alternative, to make said comparison, if no obstacle is a "potentially dangerous obstacle", a so-called "secondary guard curve" guard curve is set off temporally offset from the main guard curve by being located at least partially downstream of the main guard curve according to the direction of travel of the aircraft, the most dangerous obstacle representing the obstacle whose summit is located highest relative to the secondary guard curve. The main guard curve aims for example to represent an avoidance trajectory associated with a first warning time. Therefore, the secondary guard curve aims for example to represent an avoidance path associated with a second notice period which is greater than the first notice period. As a result, the secondary guard curve is shifted temporally with respect to the main guard curve. If no obstacle has a peak located above the secondary guard curve, this second alternative proposes to determine the most dangerous obstacle according to the secondary guard curve.
    [0006] The main and secondary guard curves can be determined according to different parameters. In addition, a front field located in front of the aircraft can be subdivided into a plurality of search zones, and a most dangerous obstacle is determined for each search area. In addition, it is possible to display on a display a symbol for the most dangerous obstacle, each symbol representing a most dangerous obstacle in a search area, and a security cordon connecting said symbols is displayed. For example, the display shows a representation of the front field. The display superimposes on this representation a symbol for the most dangerous obstacle and a security cordon connecting these symbols. The teaching of FR 2712251 is applicable to obtain such a representation. In addition, the symbol representing a most dangerous obstacle can be positioned at the height of the top of this obstacle. Nevertheless, the symbol representing a most dangerous obstacle can be positioned at a height corresponding to the sum of the height of the summit of this obstacle and a guard height. For example, in each search area coordinates of a reference point located at a predefined distance above the top of the most dangerous obstacle are determined, said symbol representing said reference point. In addition, a speed vector of the collimated aircraft can be determined at infinity. Thus, a sign representing this speed vector is displayed on the display and an alarm is triggered when said speed vector is below the security cordon. Moreover, at least one guard curve may comprise an arc called "downstream arc" with a radius called "downstream radius" equal to the sum of a minimum predetermined pitch radius and a minimum radius to pitch up predetermined position of the aircraft. The minimum radius to be stitched and the minimum radius to pitch up may be constants, or may for example vary according to at least one parameter. Thus, the minimum radius to pitch and the minimum nose-up radius can vary according to at least one parameter to be chosen from the following list: a forward speed of the aircraft, the air pressure outside of the aircraft, the temperature of the air outside the aircraft, the mass of the aircraft. In addition, when a main guard curve and a secondary guard curve are determined, for example, the main guard curve and the secondary guard curve respectively have two different downstream radii. According to a first embodiment, the guard curve comprises a rectilinear part upstream of the downstream arc, said rectilinear part extending from a vertical plane passing through the aircraft to the downstream arc. . According to a second embodiment, the guard curve is constructed from a static guard curve which comprises a circular arc called "downstream arc" having a radius called "downstream radius" equal to the sum of one predetermined minimum pitch radius and a predetermined minimum nose-up radius of the aircraft and a so-called "upstream arc" circle having a secondary radius equal to the sum of said predetermined minimum nose-up radius and a predetermined guard height, the upstream arc of the circle and the downstream arc having a tangent common to their point of mutual connection. In addition to a method, the invention is directed to a steering assistance device provided with a processing unit. The processing unit comprises a calculation means and a memory, the memory comprising stored instructions, the calculation means executing the instructions for applying the method described above. Thus, this device comprises a means for determining at least one guard curve called "main guard curve" according to predetermined possibilities of maneuver to stitch and nose up of the aircraft, a means for determining all the obstacles present in at least a search area, a means for making a comparison by comparing a vertex of each obstacle of a search area with said main guard curve, a means for determining a so-called "most dangerous obstacle" according to said comparison, a means for communicating to a pilot information relating to the most dangerous obstacle. The invention furthermore aims at an aircraft comprising such a device for piloting assistance. The invention and its advantages will appear in more detail in the context of the following description with examples given by way of illustration with reference to the appended figures which represent: FIG. 1, a diagram representing an aircraft according to the invention, 3032825 FIG. 2 is a diagram illustrating the main guard curve according to a first embodiment; FIG. 3 is a diagram illustrating the main guard curve according to a second embodiment; FIG. 4 is a diagram illustrating the main guard curve; comparing an obstacle and the main guard curve established according to a first embodiment, - Figure 5, a diagram illustrating the comparison of an obstacle and the primary guard curve established according to a second embodiment, - FIG. 6, a diagram illustrating the comparison of an obstacle that is not potentially dangerous and the main guard curve established according to the first embodiment - the FIG. 7, a diagram illustrating a method implementing a main guard curve and a secondary guard curve, and FIGS. 8 and 9, diagrams illustrating the information transmitted to a pilot on a display. The elements present in several separate figures are assigned a single reference. Figure 1 shows an aircraft 1 according to the invention. For example, the aircraft 1 is a rotorcraft. This aircraft has a flight control device 2 to facilitate a low-altitude flight. This piloting aid device 2 comprises at least one location system for locating obstacles.
    [0007] Thus, the flight aid device may comprise a database type of location system 3. Such a database usually stores a list of obstacles and their location. Such databases are commercially available. The flight aid device may comprise an alternative or complementary telemeter 4. For example, the aircraft 1 is equipped with a rangefinder known by the acronym LIDAR. A rangefinder makes it possible to measure the direction and the distance of all the obstacles located in at least one search area. Furthermore, the piloting aid device includes a processing unit 5 which is connected to each location system. The processing unit is provided with a calculation means 6, such as a processor for example. In addition, the processing unit comprises a memory 7. This memory 7 may comprise one or more storage means. The memory 7 contains instructions executed by the calculation means to implement the method according to the invention. Thus, the processing unit determines all the obstacles present in at least one search area by using the data transmitted by a wired or non-wired connection by the location systems. In addition, the processing unit establishes at least one main guard curve associated with the aircraft. In addition, an alarm system is connected to a display 8 or to the processing unit 5. Such an alarm system can generate an audible alarm, visual and / or sensitive, for example. Figure 2 shows a guard curve established according to a first embodiment.
    [0008] Regardless of the embodiment, the aircraft 1 moves in a direction of travel 50 and in accordance with a speed vector 40. The maneuver for avoiding an obstacle by the aircraft 1 consists of a nose-up maneuver and then to stitch to end up at a guard height Hg above the obstacle 100. By applying a maximum load factor to nose up and to stitch np, the optimum trajectory T1 is composed of two arcs of respective radii Rc and Rp. Therefore, the processing unit determines at each computation time at least a main guard curve associated with the aircraft. The main guard curve 20 is defined as the curve where the maneuvering of the aircraft is possible with regard to the obstacles located at the "outside EXT" of this guard curve, and impossible for all the obstacles situated at INT interior of the guard curve. As a result, an obstacle located above the guard curve represents a potentially dangerous obstacle. The expression "above" means that an object is located above another object in the vertical direction of gravity. Thus, the expression "obstacle situated above the guard curve" designates an obstacle situated above and in line with the guard curve. Independently of the embodiment, the guard curve has a downstream circular arc 21. This downstream arc has a downstream radius R1 equal to the sum of a predetermined minimum radius Rp to stitch and a minimum radius to pitch Rc The predetermined minimum radius Rp and the predetermined minimum nose-up radius Rc are, for example, respectively defined by the following relations: ## EQU3 ## Rp = g * (1 - np) ) in which "V" is the speed of the aircraft, "g" is the acceleration of gravity, "Rc" is the radius of curvature to pitch, "Rp" is the radius of curvature to be stitched, "not" is a maximum load factor to pitch up and "np" is a maximum load factor to stitch. According to the first embodiment, the main guard curve 20 comprises a rectilinear part 22 upstream of the downstream circular arc 21. This rectilinear part 22 extends from a vertical plane P1 passing through the aircraft 1 until The main guard curve can be positioned under the aircraft at a guard height Hg. Such a guard curve can be established by following the teaching of the document FR. According to the second embodiment of FIG. 3, the main guard curve 20 is constructed from a static guard curve 30 which comprises an upstream circular arc 23 having a secondary radius R2. This secondary radius R2 is equal to the sum of the predetermined minimum nose-up radius Rc and a predetermined guard height Hg. Therefore, the upstream arc C2 and the downstream arc 21 have a tangent 300 common to their point of connection 301 mutual.
    [0009] The main guard curve is the place of the points situated at a normal distance D of the static guard curve such that DI * dD = 0 dt where "r" is a predetermined time of warning and cift. The derivative of D by compared to time. This main guard curve can move with the aircraft under conditions depending on the successive orientations of the speed vector during the flight. For example, as long as the aircraft is pitching, the guard curve remains motionless. In fact, the aircraft is then able, while continuing more or less its up-and-down movement, to pass over any obstacle situated outside the static guard curve. On the other hand, as soon as the aircraft starts a trajectory to be stitched, the guard curve pivots with the aircraft. Such a guard curve also called "dynamic guard curve" can be established by following the teaching of document FR 2886439. With reference to FIGS. 4 and 5, the processing unit compares by comparing a vertex 110 of each obstacle. From the search location to the main guard curve 20. Among the obstacles 100 identified by the locating system, the processing unit determines an obstacle called "the most dangerous obstacle 130". This processing unit determines in particular the coordinates of the peaks 110 of the obstacles 100, then determines the position of these vertices at least with respect to the main guard curve 20.
    [0010] If an obstacle 100 comprises a vertex 110 situated above the main guard curve 20, and therefore inside the main guard curve 20, this obstacle is a potentially dangerous obstacle 120. FIG. first obstacle 101 and a second obstacle 102 which each represent a potentially dangerous obstacle 120. Therefore, the processing unit determines an angle of elevation a for each potentially dangerous obstacle 120 detected. This processing unit then considers that the potentially dangerous obstacle 120 having the highest elevation angle is the most dangerous obstacle 130 to take into account to steer the aircraft. According to a first variant, the angle of elevation of an obstacle can be established by determining the angle between a horizontal reference plane PO passing through the aircraft 1 and a line passing through said aircraft 1 and the top 110 of the aircraft. obstacle. According to this variant, the first obstacle 101 has a first elevation angle α1, and the second obstacle 102 has a second elevation angle a2. By convention, each angle of elevation of an obstacle is counted positively when a point associated with the obstacle and marked by the elevation angle is arranged above the horizontal reference plane PO containing the aircraft 1 and negatively in below this reference plane. Therefore, the first elevation angle α1 has a negative value, and the second elevation angle α2 has a positive value. As a result, the second obstacle 102 has a second elevation angle higher than the first elevation angle of the first obstacle. Therefore, the second obstacle constitutes the most dangerous obstacle 130. According to a second variant, to determine the elevation angle of a potentially dangerous obstacle: the processing unit determines the position of a said point; "Security point 140" located above this potentially dangerous obstacle and at a predetermined guard height Hg of this potentially dangerous obstacle 120, the processing unit determines an elevation angle of said safety point, said elevation angle of this a potentially dangerous obstacle being equal to said angle of elevation of said security point. According to the representation of Figure 4, the first obstacle 101 has a first elevation angle a11, and the second obstacle 102 has a second elevation angle a21. Therefore, the first elevation angle a11 has a low positive value, and the second elevation angle a21 has a high positive value. As a result, the second obstacle 102 has a second elevation angle higher than the first elevation angle of the first obstacle. Therefore, the second obstacle is the most dangerous obstacle 130. FIG. 5 illustrates the application of the method described with a primary guard curve established according to the first embodiment. With reference to FIG. 6 and according to a first alternative, if no obstacle is a potentially dangerous obstacle 120, for each obstacle 100 a value of a difference criterion 200 representing a gap 201 separating the obstacle 100 from each other is determined. the main guard curve 20. The most dangerous obstacle 130 is then the obstacle exhibiting the criterion of the smallest gap 200. This gap criterion 200 is for example a height separating the vertex 110 from the obstacle 100 of the main guard curve 20 in a vertical direction AX. Fig. 6 is illustrated with a main guard curve according to the first embodiment. However, the first alternative is applicable to the second embodiment. According to the second alternative of FIG. 7, the processing unit determines a guard curve called "secondary guard curve 25" offset temporally with respect to the main guard curve. The secondary guard curve 25 is thus located at least partially downstream of the main guard curve 20 along the direction of travel 50 of the aircraft 1. Therefore, if no obstacle is a potentially dangerous obstacle situated above the main guard curve, the most dangerous obstacle 130 represents the obstacle whose top 110 is located highest relative to the secondary guard curve 25. According to the example of FIG. 7, a first obstacle 103 is located at a first height H1 above the secondary guard curve 25. On the other hand, a second obstacle 103 is located at a second height H2 below the secondary guard curve 25.
    [0011] As a result, the first height H1 has a positive value, and the second height has a negative value. The first obstacle 103 then represents the most dangerous obstacle 130. FIG. 7 is illustrated with a main guard curve and a secondary guard curve according to the first embodiment. Nevertheless, the first alternative is applicable to the second embodiment. Similarly, the main guard curve and the secondary guard curve may be different. Moreover and independently of the applied alternative, in the absence of obstacle the ground can represent the most dangerous obstacle. With reference to FIG. 8, the front field 30 situated in front of the aircraft can be subdivided into a plurality of search zones 35. For example, the front field is divided into four angular sectors forming four search zones 35, to in a first search area 31, a second search area 32, a third search area 33, and a fourth search area 34. The processing unit then determines for each search area the most dangerous obstacle. in addition, the processing unit communicates to a pilot information relating to the most dangerous obstacle in each search area. Thus, the processing unit is connected to a display 8. Consequently, the processing unit requires the display on the display 8 of a symbol 65 by the most dangerous obstacle 130.
    [0012] Each symbol 65 thus represents the most dangerous obstacle 130 in a search zone 35. In addition, the processing unit may require the display of a security cordon 80 connecting said symbols 65. Referring to FIG. 9, the display 8 displays for example a representation of the exterior landscape. The display superimposes on this representation each symbol 65. Each symbol 65 can be positioned at the top of the most dangerous obstacle represented. According to another option, in each search zone 35, the processing unit determines the coordinates of a reference point 66 situated at a predefined distance 67 above the vertex 110 of the most dangerous obstacle 130. The symbol 65 then represents this reference point 66. To facilitate the piloting of the aircraft, the processing unit determines a speed vector 40 of the aircraft 1 collimated at infinity, using the appropriate organs of the aircraft. The processing unit then displays a sign 75 representing this speed vector 40 on the display 8. Furthermore, the flight control device can trigger an alarm when the speed vector 40 is below the safety cordon 80, in accordance with FIG. to the example shown. The display options of the document FR 2712251 are also applicable to the present invention. Naturally, the present invention is subject to many variations as to its implementation. Although several embodiments have been described, it is understandable that it is not conceivable to exhaustively identify all
    权利要求:
    Claims (16)
    [0001]
    REVENDICATIONS1. A method of assisting the low-altitude piloting of an aircraft (1) during which at least one guard curve called "main guard curve (20)" is determined as a function of predetermined possibilities of maneuvering and pitching maneuver. the aircraft (1), all the obstacles (10) present in at least one search area (35) are determined, a comparison is made by comparing a vertex (110) of each obstacle (100) of a search area ( 35) to said main guard curve (20), an obstacle called "most dangerous obstacle (130)" is determined according to said comparison, a pilot is given information relating to the most dangerous obstacle (130). , characterized in that for performing said comparison, if at least one obstacle is an obstacle called "potentially dangerous obstacle (120)" which comprises a vertex (110) t located above said main guard curve (20) in a zone (35), for each obstacle p 100 (100), an angle of elevation (a) of said vertex (110) of said potentially dangerous obstacle (120) is determined, said most dangerous obstacle (130) being the potentially dangerous obstacle (120) having the angle of site (a) the highest.
    [0002]
    2. Method according to claim 1, characterized in that to determine the angle of elevation (a) of a potentially dangerous obstacle (120): - the position of a point called "security point (140)" is determined located above this potentially dangerous obstacle (120) and at a predetermined guard height (Hg) of this potentially dangerous obstacle (120), an angle of elevation (a) of said safety point (140) is determined, said elevation angle (a) of this potentially hazardous obstacle (120) being equal to said elevation angle (a) of said safety point (140).
    [0003]
    3. Method according to any one of claims 1 to 2, characterized in that each angle of elevation (a) of an obstacle is counted positively when a point associated with the obstacle and marked by the elevation angle is arranged above a horizontal reference plane (P0) containing said aircraft (1) and negatively below this reference plane (P0).
    [0004]
    4. Method according to any one of claims 1 to 3, characterized in that to perform said comparison in a search area (35), if no obstacle is a potentially dangerous obstacle (120), is determined for each obstacle (100 ) a value of a difference criterion (200) representing the distance (201) separating said obstacle (100) from the main guard curve (20), said most dangerous obstacle (130) being the obstacle presenting the criterion of difference (200) the weakest.
    [0005]
    5. Method according to claim 4, characterized in that said difference criterion (200) is a height separating a vertex (110) from an obstacle (100) of said main guard curve (20) in a vertical direction ( AX).
    [0006]
    6. Method according to any one of claims 1 to 3, characterized in that to perform said comparison, if no obstacle is a "potentially dangerous obstacle (120)", a guard curve called "secondary guard curve ( 25) "offset temporally with respect to the main guard curve (20) being located at least partially downstream of the main guard curve (20) in the direction of travel (50) of the aircraft (1). ), the most dangerous obstacle (130) representing the obstacle whose top (110) is located highest relative to the secondary guard curve (25).
    [0007]
    7. Method according to any one of claims 1 to 6, characterized in that subdivides a front field (30) located in front of the aircraft into a plurality of search zones (35), and an obstacle is determined the most dangerous (130) for each search area (35).
    [0008]
    8. Method according to any one of claims 1 to 7 characterized in that displays on a display (8) a symbol (65) by the most dangerous obstacle (130), each symbol (65) representing a barrier the most in a search area (35), and a security cordon (80) connecting said symbols (65) is displayed.
    [0009]
    9. Method according to claim 8, characterized in that a speed vector (40) of the aircraft (1) collimated at infinity is determined, a sign (75) representing said speed vector (40) is displayed on said display (8) and an alarm is triggered when said velocity vector (40) is below said security cordon (80).
    [0010]
    10. Method according to any one of claims 8 to 9, characterized in that in each search zone (35) is determined coordinates of a reference point (66) located at a distance (67) predefined above the vertex (110) of the most dangerous obstacle (130), said symbol (65) representing said reference point (66). 3032825 26
    [0011]
    11. Method according to any one of claims 1 to 10, characterized in that at least one guard curve (20, 25) comprises a circular arc called "downstream arc (21)" having a radius called " downstream radius (R1) "equal to the sum of a predetermined minimum stitching radius (Rp) and a predetermined minimum nose-up radius (Rc) of the aircraft.
    [0012]
    Method according to claim 11, characterized in that a main guard curve (20) and a secondary guard curve (25) are determined, the main guard curve (20) and the secondary guard curve (25). have respectively two different downstream rays (R1).
    [0013]
    13. The method of claim 11, characterized in that said guard curve (20, 25) comprises a rectilinear portion (22) upstream of said downstream arc (21), said straight portion (22) extending from a vertical plane (P1) passing through the aircraft (1) to the downstream arc (21).
    [0014]
    14. Method according to any one of claims 1 to 10, characterized in that said guard curve (20) is constructed from a guard curve called "static guard curve (30)" which comprises an arc of circle referred to as "downstream arc (21)" having a radius called "downstream radius (R1)" equal to the sum of a predetermined minimum stitching radius (Rp) and a predetermined minimum pitching radius (Rc) of the aircraft and a circular arc called "upstream arc (23)" having a secondary radius (R2) equal to the sum of said predetermined minimum nose-up radius (Rc) and a predetermined guard height (Hg), the upstream arc (R2) and the downstream arc (21) having a tangent (300) common to their mutual point of connection (301).
    [0015]
    15. A flight control device (2) equipped with a processing unit (5), characterized in that said processing unit (5) comprises a calculation means (6) and a memory (7), said memory (7) having stored instructions, said calculating means (6) executing said instructions for applying the method according to any one of claims 1 to 14.
    [0016]
    16. Aircraft (1), characterized in that said aircraft (1) comprises a steering assist device (2) according to claim 15.
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    同族专利:
    公开号 | 公开日
    US20160240089A1|2016-08-18|
    FR3032825B1|2018-05-18|
    US9898933B2|2018-02-20|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2712251A1|1993-11-10|1995-05-19|Eurocopter France|Method and device for assisting the piloting of an aircraft|
    FR2886439A1|2005-05-24|2006-12-01|Eurocopter France|METHOD AND DEVICE FOR AIDING THE CONTROL OF A LOW ALTITUDE AIRCRAFT|
    US20080208400A1|2005-06-14|2008-08-28|Airbus France|Method and System for Assisting Flight Control of a Low-Flying Aircraft|
    US20070265776A1|2005-12-20|2007-11-15|Thales|Airborne system for preventing collisions of an aircraft with the terrain|
    US20100042273A1|2006-09-12|2010-02-18|Thales|Method and device for aircraft, for avoiding collision with the terrain|
    US20110210871A1|2009-09-01|2011-09-01|Thales|3D Navigation Aid System and Display for Same|FR3083910A1|2018-07-16|2020-01-17|Airbus Helicopters|ASSISTANCE SYSTEM FOR THE PILOTAGE OF AN AIRCRAFT, ASSOCIATED AIRCRAFT AND METHOD FOR ASSISTING THE PILOTAGE OF THE AIRCRAFT|
    US10739792B2|2015-03-17|2020-08-11|Sikorsky Aircraft Corporation|Trajectory control of a vehicle|
    US10909875B2|2018-03-29|2021-02-02|Cae Inc.|Method and system for determining a recirculation effect from an obstacle on a main rotor induced velocity of a simulated rotorcraft|
    EP3546347B1|2018-03-29|2021-04-28|CAE Inc.|Method and system for determining an air recirculation effect from an obstacle on a main rotor induced velocity of a simulated rotorcraft|
    法律状态:
    2016-02-18| PLFP| Fee payment|Year of fee payment: 2 |
    2016-08-19| PLSC| Publication of the preliminary search report|Effective date: 20160819 |
    2017-02-17| PLFP| Fee payment|Year of fee payment: 3 |
    2018-02-23| PLFP| Fee payment|Year of fee payment: 4 |
    2020-02-19| PLFP| Fee payment|Year of fee payment: 6 |
    2021-02-24| PLFP| Fee payment|Year of fee payment: 7 |
    2022-02-16| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1500298|2015-02-16|
    FR1500298A|FR3032825B1|2015-02-16|2015-02-16|METHOD AND DEVICE FOR AIDING THE CONTROL OF A LOW ALTITUDE AIRCRAFT|FR1500298A| FR3032825B1|2015-02-16|2015-02-16|METHOD AND DEVICE FOR AIDING THE CONTROL OF A LOW ALTITUDE AIRCRAFT|
    US15/015,446| US9898933B2|2015-02-16|2016-02-04|Method and a device for assisting low altitude piloting of an aircraft|
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