• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    The present invention relates to a method of automatically assisting the landing of an aircraft on a runway from a return point (A) to an end point (AP) at which the aircraft enters in contact with the landing runway implemented by a data processing device embarked on said aircraft and configured to be connected to an inertial unit, an altimeter, a differentiometer, said method comprising: - a guidance, from data of position and attitude provided by the inertial unit and altitude data provided by the altimeter, from the aircraft along a predefined trajectory from the point of return (A) to a point of attachment ( C) predetermined approximately aligned with the axis of the landing runway, the guidance being performed on at least a portion of said predefined path from corrected position data calculated using position data of the aircraft provided by the inertial unit and measurements transmitted by the deviometer, - guidance of the point of attachment (C) at the point of completion (PA).
    公开号:FR3033924A1
    申请号:FR1500515
    申请日:2015-03-16
    公开日:2016-09-23
    发明作者:Alain Chiodini；Sylvain Pouillard
    申请人:Sagem Defense Securite SA；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The invention relates to the field of aircraft guidance.
    [0002] More particularly, it relates to a method of automatically guiding an aircraft such as a drone from a position remote from an airport until the landing of the aircraft on a runway of the airport. STATE OF THE ART The systems for guiding existing drones make it possible to autonomously guide a drone along a predefined trajectory, corresponding, for example, to the journey of an observation mission. To achieve such guidance, the position of the aircraft is determined at regular intervals and compared to the trajectory to follow. This position is usually determined using a receiver of an absolute satellite positioning system, such as GPS or Galileo systems. However, it may happen that the computer of the aircraft is unable to determine the current position of the aircraft, either because of a failure of a component of the aircraft, such as a GPS receiver, or because of an unavailability of the signal of the positioning system, for example in the event of jamming thereof. Without knowing the position of the aircraft, the computer of it is then unable to guide the aircraft to follow the predetermined path. The guidance system of the aircraft is then notably unable to send it to its intended landing point such as a runway of an airport. The aircraft may crash into an unknown position and be lost. To avoid this, the current position of the aircraft can be determined using another system embedded by it. For example, the computer of the aircraft can determine this position from the signals provided by the inertial unit of the aircraft continuously measuring the linear and angular accelerations of the aircraft. An integration of the signals provided by this inertial unit makes it possible to determine the movements of the aircraft and thus to determine its relative position relative to the last position provided by the satellite positioning system. Nevertheless, the determination of the position of the aircraft by such a method based on the integration of the signals of the inertial unit may present a high uncertainty. The accumulation over time of the differences between the movement determined by integration and the actual movement of the aircraft generates a drift of the position of the aircraft determined with respect to its actual position. Such drift can reach several kilometers per hour of flight since the last position provided by the satellite positioning system. In the case of a satellite positioning failure occurring at a long distance from the intended landing point and causing guidance of the aircraft from the signals of the inertial unit over a long period of time, the guidance system can, because of this drift, unknowingly lead the aircraft to a position several kilometers away from the landing point. The aircraft will then be unable to know its actual position, to find the airport planned for landing and to land.
    [0003] There is therefore a need for a guidance method for safely guiding an aircraft autonomously from a remote return point to an airport and landing the aircraft on a runway thereof. , despite the unavailability of satellite positioning and despite a pronounced drift of the current position of the aircraft determined from the signals of its inertial unit.
    [0004] SUMMARY OF THE INVENTION The present invention relates in a first aspect to a method of automatically assisting the landing of an aircraft on a runway from a return point to an end point. at which the aircraft comes into contact with the landing runway, said method being implemented by a data processing device embarked on said aircraft and configured to be connected to: an inertial unit configured to estimate the position and the attitude of the aircraft, 30 - an altimeter configured to measure the altitude of the aircraft, 3033924 3 - a deviometer configured to measure with respect to a reference point the azimuth of the aircraft relative to a direction reference method, said method being characterized in that it comprises: a back-navigation assistance phase comprising the guidance, from position and attitude data provided by the center; inertial and altitude data provided by the altimeter, of the aircraft along a predefined trajectory of the return point to a predetermined point of attachment approximately aligned with the axis of the runway , the guidance being performed on at least a part of said predefined trajectory from corrected position data calculated using aircraft position data provided by the inertial unit and measurements transmitted by the devometer; a landing assistance phase comprising guiding the aircraft from the point of attachment to the point of completion. The measurements transmitted by the deviometer make it possible to correct the position data of the inertial unit to compensate for the drift thereof. The aircraft can thus be brought to the point of attachment C with a reduced uncertainty making it possible to land it safely. The return navigation assistance phase may comprise: a first step of guiding the aircraft along the predefined trajectory of the return point to a predetermined capture point, from position data and attitude provided by the inertial unit and altitude data provided by the altimeter, - a second step of guiding the aircraft along the predefined trajectory of the point of capture at the point of attachment from data of provided by the inertial unit, altitude data provided by the altimeter and corrected position data calculated using aircraft position data provided by the inertial unit and azimuth measurements transmitted by the aircraft. the differenceometer, said predefined trajectory imposing on the aircraft between the capture point B and the point of attachment a movement rotating around said reference point. The rotating movement implemented between the capture point and the point of attachment makes it possible to reduce the uncertainty on the position of the aircraft related to the uncertainties and measurement bias of the devometer. The aircraft can thus be guided up to the point of attachment with increased precision ensuring the proper alignment of the aircraft with the runway. The first step of guiding the return navigation assist phase may include guiding the aircraft along the predefined trajectory of the return point to the capture point from attitude data provided by the inertial unit, altitude data provided by the altimeter and corrected position data calculated using the aircraft position data provided by the inertial unit and azimuth measurements transmitted by the devometer. The devometer measurements can thus be used to compensate for the drift of the inertial unit from the point of return, minimizing the uncertainty in the position of the aircraft when guiding it to the point of capture. In a first implementation variant, the predefined path between the return point and the capture point is rectilinear. A straight path makes it possible to minimize the distance to be traveled between the return point and the capture point, minimizing the return time and resource consumption on this portion of the return path. In a second implementation variant, the predefined path between the return point and the capture point is in zigzag. A zigzag trajectory makes it possible to further vary the range of angular variation measured by the deviometer and thus to reduce the associated uncertainty and the uncertainty on the position of the aircraft. Since the data processing device is configured to be further connected to a camera embedded in the aircraft, the landing assistance phase may include estimating a position of the end point in an image of the aircraft. 25 landing track captured by the camera and estimating a position of the aircraft according to said position of the estimated end point in the image and altitude data provided by the altimeter. The position of the aircraft can thus be determined throughout the landing with a lower uncertainty than if determined by the inertial unit and / or the devometer. This increased accuracy makes it possible to safely guide the aircraft between the point of attachment and the end point and to land it.
    [0005] The data processing device is further configured to be connected to a transceiver on board said aircraft and intended to receive signals transmitted by at least three transceivers positioned on the ground, the assistance phase. landing may comprise the estimation of corrected position data of the aircraft from position data provided by the inertial unit, azimuth measurements transmitted by the devometer, distance data between the onboard transceiver. and said at least three ground transceivers. The use of distance information between the aircraft and fixed ground points of known position as the ground transceivers reduces the uncertainty of the position of the aircraft determined from the inertial unit and the deviometer so as to precisely guide the aircraft to the point of completion. According to a second aspect, the invention relates to a computer program product comprising code instructions for executing the method according to the first aspect when this program is executed by a processor.
    [0006] According to a third aspect, the invention relates to a data processing device configured for implementing the assistance method according to the first aspect. According to a fourth aspect, the invention relates to an automatic landing assistance system for an aircraft on an airstrip comprising: an inertial unit configured to estimate the position and the attitude of the aircraft, an altimeter configured to measure the altitude of the aircraft, a devometer configured to measure, with respect to a reference point, the azimuth of the aircraft relative to a reference direction, the data processing device according to the third aspect.
    [0007] Said assistance system according to the fourth aspect may further comprise a camera configured to be connected to the data processing device. Said assistance system according to the fourth aspect may furthermore comprise: at least three transceivers positioned on the ground; A transceiver intended to receive signals emitted by said at least three transceivers positioned on the ground, on board said aircraft and configured to be connected to the data processing device. Such computer program products, data processing devices and systems have the same advantages as those evoked for the method according to the first aspect. PRESENTATION OF THE FIGURES Other features and advantages will become apparent upon reading the following description of an embodiment. This description will be given with reference to the accompanying drawings, in which: FIG. 1 schematically illustrates an example of landing guidance of an aircraft on an airstrip from a return point A to a point 15 of AP completion according to an embodiment of the invention; FIG. 2 illustrates a system for assisting the landing of an aircraft according to one embodiment of the invention; FIG. 3 illustrates the two radio links connecting the data processing device to a ground station as well as the devometer included in the landing assistance system according to the invention; FIG. 4 illustrates a system for assisting the landing of an aircraft according to one embodiment of the invention; FIG. 5 is a diagram schematizing an exemplary implementation of the automatic landing assistance method of an aircraft according to the invention; FIG. 6 is a diagram illustrating the calculation of corrected position data from measurements transmitted by the devometer according to one embodiment of the invention; FIG. 7 is a diagram schematizing the difference between the position of the aircraft and the point of attachment at the end of the rotating movement of the aircraft as a function of the radius of curvature; FIG. 8 illustrates the landing assistance phase according to the invention when the assistance system is equipped with a camera; FIG. 9 illustrates the positioning of a reticle in an image on the end point; FIG. 10 is a diagram illustrating the calculation of corrected position data from measurements transmitted by the devometer according to one embodiment of the invention. DETAILED DESCRIPTION An embodiment of the invention relates to a method of automatically assisting the landing of an aircraft 1 on an airstrip from a return point A to an end point PA at the level of the aircraft. the aircraft comes into contact with the landing runway, as shown in FIG. 1. This method is implemented by a data processing device 2 of a landing assist system 3, as shown in FIG. in Figure 2. The landing assistance system 3 may also include an altimeter 4 and an inertial unit 5 on board the aircraft and to which the data processing device can be connected. Altimeter 4 can be a barometric altimeter or a laser altimeter. The barometric altimeter can be accurate to 10 meters and can be recalibrated by the atmospheric pressure QNH, which is the barometric pressure corrected for instrumental errors, temperature and gravity, and brought back to mean sea level (MSL). or Mean Sea Level). In practice, the QNH pressure can be given with reference to the threshold of the airstrip, so that the altimeter displays the geographical altitude 25 of the end point PA when the aircraft is on the threshold of the runway. question. The laser altimeter can be accurate to 0.2 meters and be used when the altitude is less than 100 meters. The inertial unit 5 is capable of integrating the movements of the aircraft (acceleration and angular velocity) to estimate its orientation (roll, pitch and heading angles), its linear velocity and its position. It comprises accelerometers for measuring the linear accelerations of the aircraft in three orthogonal directions and gyrometers for measuring the three components of the angular velocity vector 3033924 8 (roll, pitch and yaw rates). The inertial unit also provides the attitude of the aircraft (angles of roll, pitch and heading). This method proposes to safely guide an aircraft such as a drone or an airliner, autonomously, from a return point far to the landing runway, for example that of an airport, and to land the aircraft on this runway, despite the unavailability of satellite positioning and despite a pronounced drift of the current position of the aircraft determined by its inertial unit 5, correcting the position data provided by this station to the using additional position data provided by a ground system.
    [0008] For this, the data processing device 2 may be on board the apparatus and may include a computer and a communication interface. Such an onboard computer may consist of a processor or microprocessor, of the x-86 or RISC type for example, a controller or microcontroller, a DSP, an integrated circuit such as an ASIC or programmable such as an FPGA, a combination of such elements or any other combination of components making it possible to implement the process calculation steps described below. Such a communication interface can be any interface, analog or digital, allowing the computer to exchange information with the other elements of the assistance system 3 such as altimeter 4 and the inertial unit 5. Such an interface can for example be an RS232 serial interface, a USB interface, Firewire, HDMI or an Ethernet type network interface. As shown in FIG. 2, the computer of the data processing device 2 can be shared between an autonomous navigation system 6 and a flight control system (SCV) 7. The autonomous navigation system 6 can be responsible for estimating the latitude and longitude of the aircraft's position as well as the altitude during landing. The flight control system 7 may be responsible for guiding the aircraft according to the latitude and longitude data provided by the autonomous navigation system 6, the altitude provided by the altimeter 4 and data of the aircraft. attitude of the aircraft, such as heading, roll and pitch, provided by the inertial unit 5. For this the flight control system may transmit instructions to the aircraft control members such as electric actuators. , hydraulic or hybrid operating the control surfaces 8 or throttle 9.
    [0009] The data processing device 2 may be connected to a ground station, generally placed near the airport or the landing runway, via two links as shown in FIG. 3: a link 11 called "control" radio control and bidirectional C2 in a band of the electromagnetic spectrum between 3 and 6 GHz which allows the exchange of control and command messages between the ground station and the aircraft. The transmitted signals are modulated using a single-carrier modulation and are transmitted / received by means of an omnidirectional antenna mounted on a masthead at the station on the ground; A bidirectional radio and radio mission data link 12 M in a band between 10 and 15 GHz of the electromagnetic spectrum which enables the exchange of the data streams generated by the various on-board sensors. The transmitted signals are modulated using a multi-carrier modulation and are transmitted / received by means of a directional antenna such as a dish mounted at the top of the mast.
    [0010] The landing assistance system 3 also includes a gage gauge 13. Such a gage is a ground system connected to the directional antenna of the ground station used for the mission data link 12. The gage is configured to continuously measure the direction in which the aircraft is, ie the azimuth of the aircraft relative to a reference direction, for example the north.
    [0011] The azimuth of the aircraft is measured with respect to a reference point, for example with respect to the position of the directional antenna mounted at the head of the mast. The devometer can measure this angle from the orientation of the directional antenna provided by an electromechanical antenna positioner device configured to position the directional antenna in a field and location so as to point it towards the aircraft for To maximize the quality of the radio link. The devometer is configured to transmit the measured azimuth data to the data processing device via the control / command link 11. The method proposes to use these azimuth data transmitted by the devometer and the aircraft position data provided by the inertial unit to calculate corrected positional data compensating for the drift of the inertial unit. This corrected position data can be used to guide the aircraft to a predetermined point of attachment C, which is approximately aligned with the landing strip axis and located on the periphery of a point-centered catch zone. AP successor and predetermined radius, as shown in Figure 1. For example, such an attachment area may have a radius less than or equal to 5 km.
    [0012] The landing assistance system 3 may also include an additional positioning system dedicated to guiding the aircraft in the landing zone during a landing phase to the point of completion.
    [0013] In a first embodiment shown in FIG. 2, the landing assistance system 3 comprises a camera 14 on board the aircraft to which the data processing device can be connected. Such a camera may be an infrared panoramic camera for example of type SWIR (ShortWave lnfrared Range, wavelength between 0.9 and 1.7 microns). The video stream acquired by the camera 10 is transmitted on the one hand to the processing device 2 so as to locate the landing runway and to determine the position of the aircraft relative to the latter during landing, and on the other hand to the ground station by means of the mission data link. In a second embodiment shown in FIG. 4, the landing assist system 3 comprises at least three transceivers positioned on the ground and a transceiver on board the aircraft and configured to be connected to the device. 2. Such transceivers may be ULB (Ultra Wideband) radio beacons. By exchanging signals with the transceivers on the ground, the on-board transceiver is able to determine the distance separating it from each of the transceivers on the ground, for example by measuring the round-trip transmission time of the transceiver. a signal. The onboard transceiver is also configured to transmit these distances to the processing device 2. Knowing the positions of the transceivers on the ground, the processing device 2 can then determine a position of the aircraft corrected from the data of the aircraft. azimuth 25 transmitted by the devometer, the position data of the aircraft provided by the inertial unit and the distance data provided by the onboard transceiver. The process steps are described in more detail in the following paragraphs with reference to FIG.
    [0014] The method may comprise a return navigation assist phase P1 during which the processing device provides guidance, from position and attitude data provided by the inertial unit 5 and altitude data provided. by the altimeter 4, of the aircraft along a predefined trajectory of the return point A to the predetermined point of attachment C, which is approximately aligned with the axis of the landing runway 3033924 11. In order to compensate for the drift of the position data supplied by the inertial unit, the guidance can be performed on at least a part of said predefined trajectory from corrected position data calculated using aircraft position data provided. by the inertial unit and measurements transmitted by the devometer. Alternatively, the corrected position data can also be calculated based on altitude data provided by the altimeter. The method may also include a landing assistance phase P2 during which the processing device carries out the guidance of the aircraft from the point of attachment C to the point of completion PA.
    [0015] The calculation of the corrected position data involving the measurements transmitted by the devometer can be performed by a minimizing module 16 minimizing a cost function as shown in FIG. 6. Such a cost function can be a mathematical expression comprising terms the difference in power between the actual position coordinates of the aircraft and the corresponding coordinates provided by the inertial unit or the devometer. These powers can be chosen arbitrarily or selected to modulate or emphasize the relative importance of the contributions to each other. The corrected position coordinates sought are then the coordinates chosen as actual position coordinates minimizing the cost function according to the criterion of the "least" powers. An example of a simple cost function C that does not take into account the altitude measurements provided by the altimeter, is provided below. This cost function comprises, for example, a term C1 which is a function of the position data determined by the inertial unit and a term C2 which is a function of the azimuth measurement provided by the differenceometer. C (x (t), y (t)) = (x (t), y (t)) + C2 (X (t), y (t)) inertial center devometer 25 The determination of the position of the aircraft being performed in a discrete manner, it is assumed in this example that it is performed periodically with a sampling period T. We place ourselves at the instant t = kT. q (x (mT) - x (mT)) 2 + (y (mT) - y (mT)) 2 8 azi (mT) Ci (x (kT), y (kT)) = 771 = 3033924 12k C2 (x (kT), y (kT)) - ((0 (MT) - 0, (Mn) 2 M = 0 Where: (x (mT), Y (mT)): Position held by the aircraft at l time mT (mT), y (mT)): Position given by the inertial unit at time mT 5mCiaxi (mT): Maximum drift of the inertial unit at instant mT 5 p, q: Optional parameters enabling the cost function to be progressively conformed to a "rectangular well" (when p, q -> 00) O (mT): Azimuth retained from the aircraft with respect to the reference direction at the instant mT 0e (mT ): Measured azimuth of the aircraft relative to the reference direction at the instant mT Ge: Standard deviation of the measurement error made by the devometer The angle 0 (t) is related to the coordinates (x (t), y (t)) as follows: 0 (t) = arex (t) + iy (t)) = Re (-i log (x (t) + iy (t))) where Re designates the real part.
    [0016] The powers p, q may be modulated in order to vary the weight of each term in the function C as a function of the current guidance step, for example in order to decrease the importance of the inertial unit once the point is reached. B capture past. The terms C1 and C2 given as examples are a function of the position data and azimuth measurements provided at several times before the instant kT at which the corrected position data x (t), y (t) is sought. The position coordinates (x (mT), y (mT)), (xi (mT), (mT)) and the azimuth measurements El (mT), 0, (mT) have already been determined or measured for the moments before t = kT, these terms are assumed to be known for m <k. Minimizing C (x (t), y (t)) then amounts to minimizing: (k) = 7 i (X (k) - X / (k)) 2 (Y (k) (k)) 2 ( Re (-i log (x (k) + iy (k))) - 0 e (k)) 2 7cniax, (k) P 25 3033924 13 The solution is obtained by solving the following equation system: = fx = ° ar -ay = fy = 0 This system can be solved by any method known to those skilled in the art, for example by the iterative method of Newton-Raphson. For this we form the following vector F and the Jacobian matrix J: = (fx) fy / afx afx ax ay In = a fy afy ax ayi 5 Where n denotes the index of the current iteration. The solution is determined iteratively as follows: position, = positionn_i - F 11- n-1 The initial position for initiating the above equation is given by the filter at the end of the previous filtering iteration. If the matrix J is poorly conditioned it is possible to carry out a regularization of Tikhonov. The corrected position data (x (t), y (t)) obtained by minimizing the cost function can be filtered using a Kalman filter 17 in order to refine the estimate of the position of the aircraft before using this position to carry out the guidance of the aircraft. In order to improve the efficiency of this filtering, the processing device may comprise a trajectory tracking module 18 intended to adapt the filter state matrix to take into account the profile of the predefined trajectory to be forwarded to the aircraft. For this purpose, the trajectory tracking module can obtain this predefined trajectory from the ground station via the control / control link 11.
    [0017] Such compensation of the drift of the inertial unit of the aircraft by means of the measurements provided by the differential gauge enables the assistance system to improve its knowledge of the position of the aircraft despite the unavailability of the aircraft. positioning by satellite and despite the drift of the inertial unit. Despite this, the determined corrected position data remains dependent on the discrepancy uncertainties and measurement bias. Such biases and uncertainty on the measured azimuth may be as high as half a degree, which may represent a significant error in the position of the aircraft when it is at a great distance from the point of completion PA . In order to minimize the error in the position of the aircraft due to the bias and measurement uncertainty of the devometer, the navigation assist phase P1 may comprise a first guidance step El of the aircraft along the predefined trajectory of the return point A to a predetermined capture point B. The PI navigation assistance phase may also comprise a second E2 guidance step of the aircraft along the predefined trajectory of the capture point B at the point of attachment C 15, said predefined trajectory imposing on the aircraft between the capture point B and the point of attachment C a movement rotating around the reference point with respect to which the measurements of the devometer are taken. During this second guide step E2, the guidance of the aircraft can be made from attitude data provided by the inertial unit, altitude data provided by the altimeter and corrected position data calculated at using aircraft position data provided by the inertial unit and azimuth measurements transmitted by the devometer. The implementation of such a movement rotating around the station on the ground makes it possible to vary the position of the directional antenna of the station on the ground and thus to modify the angle measurements provided by the devometer. This makes it possible to reduce the error on the position of the aircraft estimated from the position data of the inertial unit and the measurements of the devometer. By way of example, the predetermined trajectory is chosen so that the angular sweep of the aircraft relative to the ground station is greater than 90 °. Such a rotating movement is implemented within a capture zone, represented in FIG. 1 in the form of a ring centered on the point of completion PA and surrounding the zone of attachment. For example, the maximum radius of the capture zone may be less than or equal to 10 km. The crown surrounding the catch zone and including the return point A is referred to as the reverse navigation zone and may extend up to a distance of 150 km from the end point. The capture point B from which the rotational movement is implemented can be selected so that the actual position of the aircraft is reliably located in the capture zone when the processing device judges that the aircraft is positioned at the capture point B, despite the error on the position of the aircraft resulting from the drift of the inertial unit and the uncertainty of the devometer measurements. By way of example, as shown in FIG. 1, the trajectory chosen between the capture point B and the point of attachment C may be a U-shaped trajectory. Alternatively, said trajectory may be a trajectory in 0, or in a spiral causing an angular sweep of the aircraft with respect to the ground station potentially greater than 3600. The aircraft then makes more than one complete turn around the station on the ground before reaching the point of attachment.
    [0018] The residual uncertainty on the position of the aircraft is even lower than the radius of curvature of the rotating movement is low as shown in Figure 7. The rotating movement can therefore be implemented preferentially with the radius of curvature. lowest possible, for example less than 5 km, see less than or equal to 2 km.
    [0019] During this first guide step E1, the guidance of the aircraft can be made solely from position and attitude data provided by the inertial unit and from altitude data provided by the altimeter. The position data of the aircraft are then not recalibrated using the measurements of the deviator between the return point A and the capture point B. Alternatively during this first guide step E1 the guidance of the aircraft can be made from attitude data provided by the inertial unit, altitude data provided by the altimeter and corrected position data calculated using the aircraft position data provided by the aircraft. the inertial unit and azimuth measurements transmitted by the devometer. The position data of the aircraft are then calibrated using the measurements of the devometer of the point of return A to the point of attachment C. During this first guide step El, the predefined trajectory followed by the aircraft between the return point A and the capture point B can be rectilinear, thus minimizing the distance traveled and the energy consumed to reach the capture point B.
    [0020] Alternatively, when the first guide step E1 comprises guiding the aircraft from corrected position data, that is to say when the measurements of the devometer are already used between the return point A and the capture point B to compensate for the drift of the inertial unit, the predefined trajectory followed by the aircraft between the return point A and the capture point B may be in zigzag. Such a trajectory 3033924 16 then makes it possible to slightly vary the orientation of the position of the directional antenna of the station on the ground and thus to reduce the uncertainty on the position of the aircraft, before the implementation of the revolving movement. .
    [0021] The steps described above make it possible to compensate for the drift of the inertial unit and to obtain the position of the aircraft with a precision typically of the order of about fifty meters or less, sufficient to send the aircraft in the alignment of the runway to the point of attachment C. However, the accuracy obtained may be insufficient to guide the aircraft to the end point and to land on the runway. With a positioning uncertainty of the order of 50 m, the aircraft may be guided next to the runway. It may therefore be desirable to obtain the position of the aircraft with increased accuracy to ensure a safe landing. In a first embodiment, the aircraft is guided from the point of attachment C to the point of completion PA on the basis of attitude data provided by the inertial unit, altitude data provided by the altimeter and corrected position data calculated using the aircraft position data provided by the inertial unit and azimuth measurements transmitted by the differential gauge, as in the second guide step E2. In a second embodiment, shown in FIG. 5 and FIG. 8, the landing assistance phase P2, during which the aircraft is guided from the point of attachment C to the point of completion PA, can exploit the images of the landing runway and the end point PA provided by the camera 14 on board the aircraft. For this, the landing assistance phase P2 may comprise an image processing step E3 in which the position of the end point PA is estimated in an image of the landing strip captured by the camera. This step can be carried out repeatedly throughout the approach of the aircraft to the runway and landing. This endpoint detection in an image may be fully automatic if the endpoint is easily detectable in the image, for example if the endpoint is materialized on the airstrip by a ground mark. , or if the track itself is identifiable by the presence on the ground of one or more landmarks such as markings or lights. The position of the end point in the image can then be determined by known pattern or image recognition techniques.
    [0022] Alternatively, the position of the end point in an image can be specified by a human operator in a first image, by means of the control / command link 11, for example by positioning in the image a reticle of aiming on the end point, as shown in FIG. 9. Then, the processing device 5 can ensure the tracking of the position of the endpoint pointed by the reticle in the images provided subsequently by the on-board camera, and automatically adjusting the position of the reticle to keep it centered on the end point. Such a manual initiation of tracking may be necessary when the marking of the landing strip or the end point is insufficient for an automatic detection, or when the flight conditions (night flight, rain, fog, etc.) do not allow such automatic detection. If necessary, the operator can correct the position tracking by manually adjusting one or more times the position of the reticle in the current image so that the reticle remains well positioned on the end point in the successive processed images. To facilitate automatic tracking of the end point position, infrared light sources may be disposed on either side of the landing strip at the end point. The landing assistance phase P2 may also comprise a first position determination step E4 during which the position of the aircraft is estimated as a function of the position of the estimated end point in the image when of the image processing step E3. This estimate also requires altitude data from the aircraft provided by the altimeter and the end point coordinates that can be provided by the ground station via the control / command link 11. At the derived from the first position determining step E4, the processing device has a position of the aircraft, for example in the form of longitude and latitude. This position can then be used to carry out the guidance of the aircraft until landing at the end point PA during a third guide step E6. As in the assistance phase P1, the position data of the aircraft obtained at the end of the first position determination step E4 can be filtered using a Kalman filter during a flight. filtering step E5 to refine the estimate of the position of the aircraft before using this position to perform the guidance of the aircraft during the third guide step E6. A non-limiting example of an embodiment of the first step of determination of position E4 will be given in the following paragraphs. Alternatively other modes of implementation well known to those skilled in the art could be implemented. As shown in FIG. 5, the first position determining step E4 may comprise a line of sight calculation step E41 during which the line of sight of the aircraft at the point of completion PA is determined in the reference mark. terrestrial centered. This determination can be made from: 5 - (PAL, PAG, PAZ) the position of the end point PA supplied by the ground station, - (PAH, PAv) the abscissa and ordinate of the end point pointed by the reticle in the image of the on-board camera obtained at the end of the image processing step E3, for example with respect to the upper left corner of the image - (Cg), Ce, Ctp) the angles positioning the camera on a camera attached to the aircraft, - (CAGFi, CA0v) the horizontal and vertical angles of the camera opening, - (CRH, CRv) the horizontal and vertical camera resolutions, - (Acp, AO, At.p) the angles of roll, pitch and heading of the aircraft provided by the inertial unit, - Az the altitude of the aircraft provided by the altimeter. Note also: - Cazimut and Celevation the azimuth and the elevation of the aircraft in the landmark of the camera - RT the terrestrial ray - Vx: vector associated with the line of sight in the camera landmark - Vy: vector associated with the 1st normal to the line of sight in the camera coordinate system - Vz: vector associated with the 2nd normal to the line of sight in the camera coordinate system 25 - Wx: vector associated with the line of sight in the terrestrial landmark - Wy : vector associated with the 1st normal to the line of sight in the centered terrestrial reference frame - Wz: vector associated with the 2nd normal to the line of sight in the centered terrestrial reference area 3033924 19 The line of sight calculation step E41 can then understand the following operations: - determination of the elementary angle associated with a pixel AH = CAOH LRH CA0V Av = r, LRV - determination of the angular position of the line of sight with respect to the axis of the camera, C azimuth = PAH - AH C levitation = AV PAV 2 - determination of the line of sight in the camera coordinate system: Vector associated with the line of sight towards the end point: COS (Cazimut) COS (Celebration) Vx = (Sill (Cazimut) COS sin (Ce (Levation) Levat ion) Vector associated with the first normal to the line of sight to the end point: Sin (C azimuth)) Vy = COS (Cazimut) 10 Vector associated with the second normal to the line of sight towards the point of completion: Vz = V, A Vy - constitution of a matrix of passage from the reference of the camera to the mark of the aircraft: MPc-, A (cos (C9) cos (C, p) sin ( This sin (C,) cos (C, p) - sin (Co) cos (C,) cos (C, p) sin (Ce) cos (C,) + sin (C,) sin (C, p) = cos (Ce) sin (C, p) sin (Ce) sin (C,) sin (Co) + cos (Ci) cos (C) sin (Ce) cos (C) sin (C, p) - sin ( Cos (C, p) - sin (Ce) cos (Ce) sin (C,) cos (Ce) cos (C,) CAOH 2 CAOV. 3033924 20 - constitution of a matrix for passing the reference mark of the aircraft to the local terrestrial reference point of the termination point: MPA-> RTL (COS (40) cos (Aip) sin (A0) sin (A () cos (Av,) - sin (ilip) cos (A9) cos (ilip) sin (A0) cos (A, p) + sin (A9) sin (4e) = cos (A0) sin (4,) sin (A0) sin (A) sin (Ai) + cos (A0) cos (A,) sin (A0) cos (A) sin (lip) - sin (A,) cos (ilip) - sin (A9) cos (A0) sin (A) cos (A0) cos (A9) - constitution of a transit matrix of the local terrestrial reference point of the point of completion to the terrestrial landmark: MPRTL-.12TC = (Xt Yt -ut) cos (PAL ) cos (PA)) Ut = (cos (PAL) sin (PAG) sin (PAL) Y t = 1 (- cos (PAL) sin (PAG)) = cos (PAL) cos (PAG) I cos (PAL) I 0 1 (- sin (PAL) cos (PAL) cos (PAG)) I xt = ut A Yt = N 1 cos (PAL / I sin (PAL) cos (PAL) sin (PAG) (cos (PALD2 - computation of the matrix of passage of the reference of the camera to the terrestrial reference centered: MPC-9RTC = MPRTL-> RTC.MPA-9R7'L.MPC-9A 10 - determination of the line of sight (Wx, Wy, Wz) in the landmark landmark centered vector bound to the line of sight in the centered terrestrial frame: Wx - MPc-> Rrc - Vx Vector associated with the 1st normal to the line of sight towards the point of completion: Wy = MPC, RTC. Vy 3033924 21 Vector associated with the 2nd normal line of sight to the end point: Wz = MPC -> RTC Vz The first position determination step E4 can then include a position calculation step E42 during which: 5 - are determined the equations: O of the plane having for normal ut tangent to the point resulting from the projection of the end point to the altitude of the aircraft, O of the plane generated by (W'W,), of normal WY and passing through (PAL, PAG, PAz), 10 0 of the plane generated by (W ,, Wy), of normal W., and passing through (PAL, PAG, PAz), the coordinates of the aircraft are determined in the centered landmark. They correspond to the point of intersection of these three planes: The solution X is obtained by solving the linear system MX = A when 15 urW, <O. With: (u'It 'ut A = (RT + Az) u7t.Wy T w ut z xl The solution of the linear system above is: X = (X2) = / 14-1i1 The latitude and the longitude are then given by: X3 L = sin-1 (iiXii) G = arei + ix2) In a third embodiment, shown in FIG. 5 and in FIG. 10, the landing assistance phase P2, during which the aircraft is guided from the point of attachment C to the point of completion PA, can operate distance data between a transceiver on board the aircraft and at least three transceivers X3 3033924 22 ground. For this purpose, the landing assistance phase P2 may comprise a second position determination step E7 during which corrected position data of the aircraft are estimated from position data supplied by the inertial unit, of azimuth measurements transmitted by the devometer, of data of distances between the onboard transceiver and the said at least three transceivers on the ground. As explained above, the distance between each ground transceiver and the onboard transceiver can be determined by the exchange of signals between these transmitters. Since the position of the ground transceivers is known, this distance information can be used to minimize the uncertainty in the position of the aircraft. For this, the calculation of the corrected position data involving the measurements transmitted by the differenceometer and the distances between transceivers (ER) can be achieved by a minimization module 16 minimizing a cost function, similar to the minimization cost function performed during the back-navigation assistance phase P1 and described above. An example of a simple cost function C is provided below. This cost function comprises for example a term Cl function of the distance data between the onboard transceiver and the ground transceivers, a term C2 which is a function of the position data determined by the inertial unit and a term C3 which is a function of the azimuth measurement provided by the devometer. (x (t), y (t)) = (x (t), y (0) + c2 (x (t), y (0) + c, (x (t), y (0) ER ULB central Inertial distance meter The determination of the position of the aircraft being carried out in a discrete manner, it is assumed in this example that it is carried out periodically with a sampling period T. At time t = kT. k N (x (kT), y (kT)) = wt, (mT) (. '(x (mT) - xn) 2 + (mT) - yn) 2 - cl; i (mT) - A2 z ( mT)) Br (mT) m = 0 n = 1 k, j (X (MT) -X1 (11T)) 2 (y (mT) -y (mT)) 2 P C2 (X (e), Y (kT)) = 8, Cn1axi (mT) m = o C3 (x (kT), y (kT)) = ((e (nin e (mT)) 2) qm = o 3033924 23 Where: (x (mT) ), y (mT)): Position of the aircraft at the instant mT (x ', y'): Position of the Transmitter / Receiver (ER ULB) ground with index n Az (mT): Altitude of the aircraft measured by the altimeter at time t = mT 5 N: Number of ULB ER deployed on the ground (N 3) d (r): Distance measurement between the aircraft and the ground ULB of index n at time r 6ULB max (1) distance 10 w (-r): 1 if distance measurement is possible (the ER on the ground is within range of the ER on board), 0 otherwise. (xi (mT), yi (mT)): Position given by the inertial unit at time mT.
    [0023] 6CI max 0, p, q: Optional parameters for progressively conforming the cost function to a "rectangular well" (when o, p, q -> 00). 0 (mT): Azimuth retained from the aircraft with respect to the reference direction at time mT. 0, (mT): measured azimuth of the aircraft with respect to the reference direction at time mT. 20 tr,: Standard deviation of the measurement error made by the devometer The angle 0 (t) is related to the coordinates (x (t), y (t)) as follows: 0 (t) = Re (-i log (x (t) + iy (t))) where Re is the real part. The terms C1, C2 and C3 given as examples are respectively functions of the distance, position and azimuth measurements provided at several times mT before the instant kT at which the corrected position data x (t), y ( t) are sought. The distance measurements dn (mT), the position coordinates: Maximum distance error committed during the measurement process of (mT): Maximum drift of the inertial unit at time mT. 24 (x (mT), y (mT)), (xl (mT), yi (mT)) and the azimuth measurements 0 (mT), 0, (mT) having already been determined or measured for the moments prior to t = kT, these terms are assumed to be known for m <k. Minimizing C (x (t), y (t)) then amounts to minimizing: F (k) = - w, (k) (-N I (X (k) - X) 2 + (y (k) - yn) 2 - c1'2, (k) - Ai (k)) eaBx (MT) n = 1 (x (k) - x (k)) 2 + (k) - y, (k)) 2 P 15L xi (k) 2 ((Re (-i log (x (k) + iy (k))) - e (k)) The solution is obtained as presented above by solving the following equation system, for example by the Newton-Raphson method: Alternatively, the altitude of the ground transceivers zn can be taken into account and the minimization of the cost function can be used to determine the altitude of the aircraft z (t The cost function can then be written: C (x (t), y (t), z (0) = (x (t), y (t), z (t)) + C2 (X ( t), y (t)) + C3 (X (t), y (t)) ER U LB inertial center deviometer With C, (x (kT), y (kT)) (x (mT) - xn) 2 + (y (mT) - yn) 2 + (z (mT) - z) 2 - eln (mT)) S eaBx, (mT) k N w '(mT) m = 0 n = 1 3033924 25 Minimize C (x (t), y (t), z (t)) then amounts to minimizing: - x + (Y (k) yn) 2 + (z (k) - z) 2 - cl ,, (k) ) ow (k) (x (k) SULB (k) q (x) (k) - x (k)) 2 + (k) - y (k)) 2 P Zixi (k) 2 q ((Re (-i log (x (k) + iy (k))) 0 e (k)) The solution is obtained as presented above by solving the following system of equation, for example by the method of Newton-Raphson: ai = fy = 0 aï h ° 5 As in the assistance phase at the return navigation P1, the corrected position data (x (t), y (t)) obtained by minimizing the cost function can be filtered using a Kalman filter 17 in order to refine the estimating the position of the aircraft before using this position to perform the guidance of the aircraft, and the trajectory tracking module 18 can adapt the state matrix of the filter to take into account the profile of the trajectory predefined to forward to the aircraft. The proposed method thus makes it possible to obtain a positioning of the aircraft with low uncertainty, to guide the aircraft to the end point and to land it, despite the unavailability of satellite positioning and despite the drift the inertial unit of the aircraft. (k) = n = 1
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. A method of automatically assisting the landing of an aircraft (1) on an airstrip from a return point (A) to an end point (AP) at which the aircraft makes contact with the landing runway, said method being implemented by a data processing device (2) embarked on said aircraft (1) and configured to be connected to: an inertial unit (5) configured to estimate the position and the attitude of the aircraft, - an altimeter (4) configured to measure the altitude of the aircraft, - a deviometer (13) configured to measure, with respect to a reference point, the azimuth of the aircraft relative to to a reference direction, said method being characterized in that it comprises: - a reverse navigation assistance phase (P1) comprising the guidance (El, E2), from position and attitude data provided by the inertial unit (5) and altitude data provided by the altim (4), from the aircraft along a predefined trajectory of the point of return (A) to a predetermined point of attachment (C) approximately aligned with the axis of the runway, the guidance being performed on at least a part of said predefined trajectory from corrected position data calculated using aircraft position data provided by the inertial unit (5) and measurements transmitted by the devometer (13) a landing assistance phase (P2) comprising a guidance of the aircraft from the point of attachment (C) to the end point (PA) (E6).
    [0002]
    2. Assist method according to claim 1 wherein the return navigation assistance phase (P1) comprises: a first guidance step (E1) of the aircraft along the predefined trajectory of the return point ( A) to a predetermined capture point (B), from position and attitude data provided by the inertial unit (5) and altitude data provided by the altimeter (4), - a second step of guiding (E2) the aircraft along the predefined trajectory of the capture point (B) at the point of attachment (C) from attitude data provided by the inertial unit, of data of altitude provided by the altimeter (4) and corrected position data calculated using aircraft position data provided by the inertial unit (5) and azimuth measurements transmitted by the devometer (13) , said predefined trajectory imposing on the aircraft (1) between the capture point (B) and the point of attachment (C) a movement rotating around said reference point.
    [0003]
    3. Assist method according to claim 2 wherein the first step of guidance (E1) of the assistance phase navigation back (P1) comprises the guidance of the aircraft along the predefined path of the return point (A) 10 to the capture point (B) from attitude data provided by the inertial unit, altitude data provided by the altimeter (4) and corrected position data calculated using position data of the aircraft provided by the inertial unit (5) and azimuth measurements transmitted by the devometer (13). 15
    [0004]
    4. A method of assistance according to one of claims 2 or 3 wherein the predefined path between the return point (A) and the capture point (B) is rectilinear.
    [0005]
    5. Assist method according to claim 3 wherein the predefined path between the return point (A) and the capture point (B) is zigzag. 20
    [0006]
    6. A method of assistance according to any preceding claim, wherein, the data processing device (2) being configured to be further connected to a camera (14) embedded in the aircraft (1), the landing assistance phase (P2) comprises estimating (E3) an end point position (AP) in an image of the landing strip captured by the camera (14) and the estimating (E4) a position of the aircraft according to said estimated end point position (AP) in the image and altitude data provided by the altimeter (4).
    [0007]
    The assistance method according to any one of claims 1 to 5, wherein the data processing device (2) is further configured to be connected to a transceiver (15) on board said aircraft and intended to receive signals transmitted by at least three transceivers positioned on the ground, the landing assistance phase (P2) comprises the estimation (E7) of corrected position data of the aircraft from data of position provided by the inertial unit (5), azimuth measurements transmitted by the devometer (13), distance data between the onboard transceiver (15) and said at least three transceivers on the ground .
    [0008]
    A computer program product comprising code instructions for executing a method as claimed in any one of the preceding claims when the program is executed by a processor.
    [0009]
    Data processing device (2) configured for carrying out the assistance method according to one of claims 1 to 7.
    [0010]
    10. Automatic landing assistance system (3) of an aircraft (1) on an airstrip comprising: - an inertial unit (5) configured to estimate the position and the attitude of the aircraft an altimeter (4) configured to measure the altitude of the aircraft; a deviometer (13) configured to measure the azimuth of the aircraft relative to a reference direction relative to a reference direction; the data processing device (2) according to claim 9.
    [0011]
    11. Assist system (3) according to claim 10 further comprising a camera (14) configured to be connected to the data processing device (2).
    [0012]
    12. Assistance system (3) according to claim 10 further comprising: - at least three transceivers positioned on the ground; A transceiver (15) for receiving signals emitted by said at least three transceivers positioned on the ground, embarked on said aircraft and configured to be connected to the data processing device (2).
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    同族专利:
    公开号 | 公开日
    FR3033924B1|2017-03-03|
    RU2017135477A3|2019-09-23|
    BR112017019551A2|2018-05-02|
    IL254497A|2021-07-29|
    EP3271789B1|2020-09-02|
    IL254497D0|2017-11-30|
    RU2017135477A|2019-04-05|
    EP3271789A1|2018-01-24|
    CN107407937B|2020-08-04|
    US10410529B2|2019-09-10|
    CN107407937A|2017-11-28|
    US20180053428A1|2018-02-22|
    RU2703412C2|2019-10-16|
    WO2016146713A1|2016-09-22|
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    法律状态:
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    2016-09-23| PLSC| Publication of the preliminary search report|Effective date: 20160923 |
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    2018-03-02| CD| Change of name or company name|Owner name: SAFRAN ELECTRONICS & DEFENSE, FR Effective date: 20180126 |
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1500515A|FR3033924B1|2015-03-16|2015-03-16|AUTOMATIC ASSISTANCE METHOD FOR LANDING AN AIRCRAFT|FR1500515A| FR3033924B1|2015-03-16|2015-03-16|AUTOMATIC ASSISTANCE METHOD FOR LANDING AN AIRCRAFT|
    BR112017019551-8A| BR112017019551A2|2015-03-16|2016-03-16|automatic landing assistance process for an aircraft|
    CN201680016223.4A| CN107407937B|2015-03-16|2016-03-16|Automatic auxiliary method for aircraft landing|
    PCT/EP2016/055736| WO2016146713A1|2015-03-16|2016-03-16|Automatic assistance method for landing an aircraft|
    RU2017135477A| RU2703412C2|2015-03-16|2016-03-16|Automatic aircraft landing method|
    US15/558,992| US10410529B2|2015-03-16|2016-03-16|Automatic assistance method for landing an aircraft|
    EP16710200.3A| EP3271789B1|2015-03-16|2016-03-16|Automatic assistance method for landing an aircraft|
    IL254497A| IL254497A|2015-03-16|2017-09-14|Automatic assistance method for landing an aircraft|
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