• 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 steering assistance method for avoiding an obstacle (35) with a rotorcraft (1) flying according to a current speed vector (Vect0). An alert is generated using a speed vector of the rotorcraft called "velocity calculation vector (Vect1)" to determine whether the rotorcraft (1) is likely to impact an obstacle (35). During a correction phase and at each calculation iteration, said calculation velocity vector (Vect1) is determined using a horizontal component and a vertical component, said vertical component being a function of a current vertical velocity of rotorcraft (1) relative to the corrected ground with a potential vertical velocity, said potential vertical velocity being a function of a product of a current trajectory of the rotorcraft and the derivative of the velocity on trajectory.
    公开号:FR3036816A1
    申请号:FR1501118
    申请日:2015-05-29
    公开日:2016-12-02
    发明作者:Richard Pire；Marianne Gillet；Nicolas Certain
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method and a flight control system for preventing an obstacle with a rotorcraft, and a rotorcraft implementing this method. A rotorcraft has a rotary wing equipped with a rotor. This rotor participates at least partially in the lift of the aircraft, or even the propulsion of this aircraft. The invention relates to the general technical field of the 10 rotorcraft flying aids and in particular to the fields of alerts for obstacle avoidance. The present invention more particularly relates to a method of issuing an alert for the avoidance of an obstacle by a rotary wing aircraft as well as a device implementing this method and an aircraft having such a device. The term "obstacle" is used in a broad sense. This term obstacle concerns both natural obstacles namely the terrain overflown, as non-natural obstacles such as a building or a cable for example. The term "obstacle" taken alone therefore refers to any object likely to be impacted by the aircraft. Such guidance systems for alerting for the avoidance of an obstacle are known under the acronym in English "TAWS" for "Terrain Avoidance Warning System". These TAWS piloting aid systems make it possible, as they are brought closer, to indicate the dangerous obstacles ahead of the flight path of the aircraft. These TAWS piloting aid systems include in particular an obstacle avoidance function designated by the English acronym "FLTA" for "Forward-Looking Terrain Avoidance". With the help of this FLTA avoidance function, these TAWS flight control systems aim, for example, to prevent an aircraft from crashing on the ground without the pilot flying having lost control of it, in particular as a result of a navigation error or by lack of knowledge of the height of the overflown relief or any unnatural obstacles. Another system known as "GPWS" in English for "Ground Proximity Warning Systems" is used to alert the pilot of the aircraft to approach the ground. All of these systems were designed primarily for aircraft and may not be suitable or satisfactory for rotorcraft. Indeed, a rotorcraft is capable of performing many different types of flights, in comparison with a fixed-wing aircraft such as an airplane. Only cruising flights of a rotorcraft are really comparable with aircraft flights. Indeed, a rotorcraft can also perform stationary flights and flights only vertical or lateral. In addition, a rotorcraft can fly for a long time very close to the ground and unnatural obstacles. During such flights, the parameters taken into consideration and the alerts provided by a terrain avoidance system provided for an aircraft are then inappropriate or even undesirable, and may constitute a nuisance for the pilot. In addition, the steering members of a rotary wing aircraft being different from those of an aircraft, the execution of an avoidance maneuver requires specific steering actions, other than those relating to aircraft. 3036816 In light of this, ground-based warning assistance systems have been adapted for rotorcraft and are known by the acronym "HTAWS" for "Helicopter Terrain Avoidance Warning System 5". For example, an HTAWS flight aid system may determine an aircraft avoidance trajectory using flight data. At each calculation iteration performed by the system, the avoidance trajectory conventionally comprises a segment derived from the aircraft and oriented according to the current speed vector of the aircraft. The expression "current speed vector" refers to the speed vector of the aircraft at the time of the calculation iteration performed.
    [0002] In addition, this HTAWS pilot aid system can evaluate whether such an avoidance trajectory may lead the aircraft towards an obstacle. If so, an alarm called "TERRAIN alarm" is triggered. A rotorcraft and in particular a helicopter is provided with a lift rotor. A lift rotor at least partially participates in the propulsion of the aircraft on a helicopter. Such a rotor is sometimes called "main rotor". A modification of the cyclic pitch of the main rotor blades tends to incline the speed vector of the rotorcraft.
    [0003] To control a rotorcraft, a pilot can therefore maneuver a cyclic stick to act on the cyclic pitch of the main rotor blades.
    [0004] 3036816 4 In addition, a pilot can maneuver a collective lever to act on the collective pitch of the main rotor blades. A modification of the collective pitch tends to lower or to mount the rotorcraft.
    [0005] To avoid an obstacle such as a mountain for example, a pilot can perform a resource by operating the cyclic pitch stick. The resource that can be realized is physically limited by the load factor that can be supported by the aircraft.
    [0006] The resource therefore induces a tilting of the current speed vector of the aircraft, and consequently a tilting of the avoidance trajectory elaborated by the piloting aid system. Indeed, the avoidance trajectory is modified following the resource and tends classically to rise abruptly. This avoidance trajectory can then reach a point above the obstacle. In this case, some HTAWS flight control systems will consider that the aircraft is out of danger vis-à-vis the obstacle to avoid. Nevertheless, the aircraft remains in danger as long as this aircraft is not above the obstacle to be avoided regardless of its current speed vector. Under these conditions, the flight aid system may not generate an alert while the aircraft is not completely safe.
    [0007] The object of the invention is to deliver a "TERRAIN" alarm representative of the energy balance of the rotorcraft to avoid such a situation.
    [0008] Document FR 3008530 describes an HTAWS-type piloting aid system which calculates a sheet of avoidance trajectories. Each avoidance trajectory comprises a preliminary phase during which the pilot does not react yet, and therefore during which the avoidance trajectory is the pure extension of the current trajectory and therefore of the current speed vector. The document FR 2932919 describes a terrain warning system taking into account the instantaneous maneuverability of this aircraft, in particular its instantaneous vertical acceleration and mass. An avoidance trajectory is then developed and is constituted by a substantially straight proximal section, significant of a transfer time and at least one distal section of conical profile. The proximal section is in the continuity of the trajectory followed, namely in the direction of the current speed vector of the aircraft. US 2002/0030610 discloses a method describing an angle of the current velocity vector relative to the horizontal to calculate an alarm.
    [0009] Document US2002 / 0126040 proposes to use an extension of the current trajectory to present on a screen different levels of terrain with different colors. US8249799 proposes to use an extension of a current trajectory to determine if an obstacle is dangerous. US7941250 is far from the scope of the invention. This document is for informational purposes only and refers to the calculation of a predicted vertical velocity.
    [0010] The object of the present invention is therefore to propose a method of assisting alternative piloting adapted to a rotorcraft for securing the flight, in particular following a resource performed by modifying the cyclic pitch of the blades of a rotor.
    [0011] The invention thus relates to a method of assisting control to avoid an obstacle with a rotorcraft flying according to a current speed vector, an alert being generated if an obstacle is likely to be impacted by the rotorcraft. Such an alert may be a visual and / or audible and / or sensitive alert.
    [0012] This alert being generated by using a speed vector of the rotorcraft known as a "design speed vector" for convenience in determining whether the rotorcraft is likely to impact an obstacle, the method includes a correction phase applicable under predetermined conditions.
    [0013] The method may comprise only one correction phase. However, other phases are also possible, including an uncorrected phase described later. During this correction phase and at each calculation iteration, the calculation velocity vector is determined using a horizontal component of this calculation velocity vector in a horizontal plane orthogonal to gravity and a vertical component of calculation speed vector according to said gravity, the vertical component being a function of a current vertical speed of the rotorcraft with respect to the ground at said instant of calculation, the current vertical speed being corrected with a potential vertical speed, said potential vertical speed being a function of a product of a speed on the current trajectory of the rotorcraft and the derivative of the speed on trajectory. The horizontal component is therefore located on a horizontal axis passing through the orthogonal projection of the current velocity vector on the horizontal plane.
    [0014] 3036816 7 The term "current" refers to the calculation iteration during processing. The current vertical speed corresponds to a speed of rise or fall of the rotorcraft with respect to the ground.
    [0015] The current trajectory speed is equal to the modulus of the speed vector of the rotorcraft relative to the current ground. Common flight control systems determine a possible impact to generate an alert according to the trajectory followed. Some common flight control systems do not take into account the specificity of a rotorcraft rotor, and in particular the possibility offered to a pilot of modifying the trajectory of the rotorcraft by modifying the collective pitch and / or the cyclic pitch of the blades. of such a rotor. Thus, after a resource performed by modifying the cyclic pitch of the rotor blades, some common flight control systems may not generate an alert while the rotorcraft is still in a potentially dangerous situation that may require a change in the collective pitch blades. By using the potential vertical velocity, the invention aims to deliver a most representative alert of the power balance of the rotorcraft independently of its point energy transfers (kinetic energy into potential energy) following a resource. At least in certain situations, the method according to the invention proposes to use not a current velocity vector 25 to determine if an alert must be issued, but a calculation velocity vector corresponding to the corrected current velocity vector. This calculation speed vector, and in particular its horizontal and vertical components, is used by a flight control system, and for example a known flight control system. In particular, the calculation velocity vector makes it possible to position a proximal section of an avoidance trajectory or a ground road angle. During the correction phase, the use of the calculation velocity vector in place of the current velocity vector better represents the upward avoidance maneuver of the rotorcraft when the resource is effected by modifying the cyclic pitch of the rotor blades. . This calculating velocity vector represents, as it were, a predictive velocity vector making it possible to optimize the generation of obstacle warning following a resource of the aircraft. The method may further include one or more of the following features. Thus, the horizontal component of the design velocity vector is for example equal to a current horizontal velocity of the rotorcraft with respect to the ground. The speed vector is representative of the ground speed, at least in a horizontal plane perpendicular to gravity. On the other hand, the vertical component of the calculation velocity vector can be determined using the following relation: V2 = Vv + Vvp with Vvp = B * vt * ddVtt Where "V2" represents said vertical component, "Vv" represents the current vertical velocity with respect to the ground, "Vvp" represents the potential vertical velocity, "B" represents a constant, "Vt" represents the current velocity, "-dVt" represents the derivative of the velocity on trajectory by dt In relation to time, "g" represents the acceleration of gravity, and "*" represents the sign of multiplication, "+", representing the sign of addition. The current horizontal velocity, the current vertical velocity, the current trajectory velocity, and the derivative of the velocity on trajectory can be measured using an inertial control unit, and in particular a hybridized inertia control unit with a control system. position known by the acronym "GPS" representing the expression "Global Positioning System".
    [0016] Optionally, an accelerometer may be used to determine the derivative of the path velocity. Filters can be applied to different speeds or accelerations to eliminate measurement noise. Optionally, the constant B is less than or equal to 1, and for example equal to 0.5. The constant B can be determined in pilot simulation or in flight tests in order to limit undue alerts. In addition, the method can be initiated when an airspeed of the rotorcraft is greater than a difference between a rate of the best rate of climb and a margin. Such a margin may be less than or equal to 20 knots. For the record, one knot corresponds to one nautical mile per hour, or 1.852 kilometers per hour or 0.514 meters per second. The speed of the best rate of climb is represented under the reference Vy by those skilled in the art. This speed is also known as the "optimum rate of climb". The air speed can be a speed known as "true air speed" or a speed known as the "indicated air speed". The true airspeed of an aircraft represents the speed of the aircraft relative to so-called true air speed TAS in English. This true airspeed can be measured with an anemobarometric unit. The indicated airspeed of an indicated airspeed IAS in English represents the airspeed indicated by the anemobarometric instrument of an aircraft corrected for the effects of compressibility under standard atmospheric conditions at the airspeed level. the sea, uncorrected errors of the anemobarometric circuit. Initiating the process according to the value of the air speed is intended to implement the method only outside the landing and takeoff phases. Optionally, when the air speed decreases and passes under said difference, the application of the process can be maintained or stopped.
    [0017] Furthermore, since the current speed vector of the rotorcraft relative to the ground has an angle with said horizontal plane, the correction phase is implemented if several criteria are verified, said several criteria comprising at least: a first criterion which is verified if a derivative with respect to the time of said angle is positive, and - a second criterion which is checked whether a derivative with respect to the time of the trajectory speed is negative.
    [0018] 3036816 11 This characteristic aims to identify the beginning of a resource phase. As a result, the constructor establishes a list of criteria, this list comprising at least the first criterion and the second criterion above. The correction phase then begins if each criterion is verified, namely respected. To more accurately detect a resource phase, said first criterion is checked if said time derivative of said angle is greater than a predetermined non-zero constant for a predetermined time.
    [0019] According to one variant, said several criteria comprise a third criterion, this third criterion being verified if the current vertical speed of the rotorcraft with respect to the ground is positive. As a result, three variants are possible for example. According to a first variant, the correction phase is implemented if the derivative with respect to the time of said angle is positive, and if the derivative with respect to the time of the trajectory speed is negative. According to a second variant, the correction phase is implemented if the derivative with respect to the time of said angle is greater than a predetermined non-zero constant for a predetermined time, and if the derivative with respect to the time of the trajectory speed is negative. According to a third variant, the correction phase is implemented if the derivative with respect to the time of said angle is greater than a predetermined non-zero constant for a predetermined time, and if the derivative with respect to the time of the trajectory speed is negative, and if the current vertical speed of the rotorcraft relative to the ground is positive.
    [0020] Moreover, if at least one criterion is not verified, it is possible to determine if at least one condition is satisfied, said at least one condition including a first condition which is checked if a derivative with respect to the time of the speed on trajectory is negative, and if each condition is fulfilled: if said correction phase was implemented at a calculation iteration preceding said current calculation iteration, said correction phase is implemented during the current calculation iteration. If said correction phase was not implemented at a calculation iteration preceding said current calculation iteration, an uncorrected phase is implemented, during which uncorrected phase and at each calculation iteration, said vector computation speed is determined using said horizontal component and a vertical component equal to the current vertical speed of the rotorcraft with respect to u soil. When the resource phase was initiated, the method suggests evaluating the position of the rotorcraft using predetermined conditions. If these conditions are met, the rotorcraft is still on an avoidance trajectory. The correction phase is then maintained. If not, an uncorrected phase can be implemented. On the other hand, said at least one condition may include a second condition which is verified if a current vertical speed of the rotorcraft relative to the ground is positive. In addition, if at least one condition is not met, the uncorrected phase can be implemented.
    [0021] In another aspect, the alert includes an alarm indicating a pilot to change the collective pitch of the rotor blades of the rotorcraft participating at least in the lift of the rotorcraft. If the resource was initiated by changing the cyclic pitch of the rotor blades, the alert is an audible and / or visual alarm to specify that the collective pitch of the rotor blades must be changed to secure the rotorcraft. Furthermore, to evaluate whether an alert is to be generated, an avoidance trajectory can be determined having at least one proximal segment, this proximal segment extending in a direction followed by the computation speed vector. For example, the teaching of document FR 3008530 or document FR 2932919 may be followed. The calculation velocity vector can also be exploited using the teaching of US 20020030610, which calculation velocity vector can be used to determine a ground slope or the FPA angle reported in this document. The calculation velocity vector can also be exploited by using the teaching of document US2002 / 0126040, the extension of the trajectory to colorize the terrain being able to be done from the vector calculation speed of the present invention in place of the current speed vector. In addition to a method, the invention proposes a steering assistance system.
    [0022] This flight control system comprises a processing unit connected to an alert unit as well as to a tracking system and to a speed measuring system, the positioning system being able to locate at least one obstacle, the speed measuring system being able to determine information relating to at least one current vertical speed of the rotorcraft and a current trajectory speed of the rotorcraft, said processing unit applying the method according to the invention.
    [0023] For example, the processing unit includes a processor or equivalent that executes instructions stored in a memory unit to apply this method. In addition, the location system may comprise at least one of the following equipment: an obstacle database 10 listing obstacles, an obstacle detection system. Furthermore, the speed measuring system may comprise at least one of the following equipment: an inertial unit, an anemobarometric central unit, an accelerometer. Finally, the invention is directed to a rotorcraft comprising such a steering assistance system. The invention and its advantages will appear in more detail in the following description with examples given by way of illustration with reference to the appended figures which represent: FIG. 1, a diagram illustrating an aircraft according to the invention; FIG. 2, a diagram illustrating the taking into account of a calculation speed vector different from the current speed vector during a correction phase; FIGS. 3 to 7, diagrams illustrating the difference between the invention and certain known devices, and FIG. 8, a diagram illustrating the method according to the invention through an algorithm. The elements present in several separate figures are assigned a single reference.
    [0024] Figure 1 shows a rotorcraft 1 according to the invention. The rotorcraft 1 has a cell 2. This cell 2 is provided with a front portion 3. The front portion carries at least one rotor called "main rotor 5". Each main rotor 5 at least participates in the lift or even the propulsion of the rotorcraft. The cell may comprise a rear portion 4 which carries a so-called rotor "secondary rotor 7" for convenience. This secondary rotor can participate in controlling the yaw movement of the rotorcraft. The main rotor 5 may comprise a plurality of blades 6.
    [0025] Therefore, the rotorcraft is provided for example with a member 8 for controlling the cyclic pitch of the blades 6 of the main rotor, such as a handle called "cyclic stick". In addition, the rotorcraft is provided for example with a member 9 for controlling the collective pitch of the blades 6 of the main rotor, such as a lever called "collective pitch lever". Furthermore, the rotorcraft 1 comprises a piloting aid system 10 for applying the method according to the invention. This piloting aid system 10 comprises a processing unit 15. For example, the processing unit 15 has a computer 16, such as a computer 16 comprising at least one processor or equivalent. In addition, the processing unit 15 is provided with a memory unit 17, such as a memory unit comprising one or more memories.
    [0026] This processing unit 15 is connected to an alert unit 20. The processing unit transmits information to the alert unit 20 to generate an alert if necessary. The warning unit 20 may comprise at least one display 21 capable of displaying at least one alert and / or at least one sound broadcasting means 22 of an audible alarm. The warning unit 20 and the processing unit 15 may be part of the same avionics equipment. Furthermore, the processing unit 15 is connected to a usual location system 25 for locating natural and / or unnatural obstacles. Therefore, the location system 25 may comprise at least one obstacle database 26. For example, the location system 25 is provided with either a database of non-natural obstacles containing information representing obstacles. located above the field and / or a terrain database containing information representing the terrain overflown, or a database containing information representing the terrain overflown and obstacles situated above the terrain. Furthermore, the location system 25 may include an obstacle detection system 27, such as a radar system, for example. In addition, the processing unit is connected to a speed measuring system 30 which determines information relating to at least one current vertical speed Vv of the rotorcraft 1 with respect to the ground and a current trajectory speed Vt of the rotorcraft 1.
    [0027] The speed measuring system 30 may comprise at least one of the following equipment: an inertia control unit 31, an anemobarometric control unit 32, and an accelerometer 33. For example, the measurement system 30 may determine with the inertial control unit the current horizontal velocity Vh with respect to the ground, the current vertical velocity Vv with respect to the ground, the current velocity Vt, and the derivative of the velocity of velocity Vt, an angle q extending between the velocity vector current and a horizontal plane perpendicular to gravity 10 exerted on the center of gravity of the aircraft. The current trajectory speed Vt represents the modulus of the speed vector of the rotorcraft with respect to the ground. In addition, the measurement system 30 can determine the airspeed (true or indicated) of the rotorcraft 1 using the anemobarometer unit 32. Finally, the measurement system 30 can determine with the accelerometer the derivative -dVt with respect to time speed on trajectory. This piloting aid system 10 makes it possible to apply the method according to the invention. With reference to FIG. 1, a flight aid system is used in flight to avoid an obstacle, such as an unnatural obstacle 37 resting on a terrain 36. For example, a usual flight control system determines an avoidance path 400 provided with a proximal segment 401, a resource segment 402 and a distal segment 403. The proximal segment 401 represents a warning time required for a pilot to perform a maneuver. This proximal segment is then in the extension of the current speed vector VectO of the rotorcraft 1 relative to the ground. This current velocity vector VectO has an angulation called "angle q" with a horizontal plane P1. This horizontal plane for example passes through the center of gravity of the aircraft and is orthogonal to the gravity AX at this center of gravity. If the avoidance trajectory impacts an obstacle, the flight aid system emits a visual and / or audible warning. According to the method of the invention, the alert is generated by the flight control system 10 as a function of a calculation speed vector Vect1. During a possible uncorrected phase, the calculation velocity vector Vect1 coincides with the current velocity vector VectO.
    [0028] On the other hand, during a correction phase illustrated in FIG. 2, the calculation speed vector Vect1 is distinct from the current speed vector VectO. During such a correction phase and at each calculation iteration, the calculation speed vector Vect1 is determined by the processing unit 20. This vector calculation speed Vect1 has a horizontal component V1 along the horizontal plane P1, and a vertical component V2 according to the gravity AX. More specifically, the horizontal component V1 extends along a horizontal axis, a projection of the current velocity vector on the horizontal plane 25 being located on said horizontal axis. The horizontal component V1 of the calculation velocity vector Vect1 is for example equal to the current horizontal velocity Vh of the rotorcraft with respect to the ground. This current horizontal velocity Vh is determined by the measuring system 30 or by the processing unit using the information transmitted by the measuring system 30. In addition, the vertical component V2 of the computation speed vector Vect1 is a function of the current vertical speed Vv of the rotorcraft 1 with respect to the ground at each instant of calculation and a potential vertical speed Vvp. This potential vertical velocity Vvp is then a function of the product of the current trajectory velocity Vt of the rotorcraft and the derivative of the velocity on the trajectory.
    [0029] In particular, the vertical component V2 is determined using the following relation: V2 = Vv + Vvp with Vvp = B * Vt * ddV tt where "Vv" represents the current vertical speed with respect to the ground, "Vvp" represents the potential vertical velocity, "B" represents a constant, "Vt" represents the current trajectory velocity, "advt t" represents the derivative of the velocity on trajectory, "g" represents the acceleration of gravity, and " * "Represents the sign of the multiplication," + ", representing the sign of the addition.
    [0030] The constant B is less than or equal to 1, for example equal to 0.5. The calculation speed vector Vect1 is then exploited according to the methods known by the flight control system. For example, the flight aid system 10 determines an avoidance path 40 provided with a proximal segment 41, a resource segment 42, and a distal segment 43 by applying a known instruction. However, according to the invention, the proximal segment 41 is in the extension of the vector calculation speed Vect1.
    [0031] As a function of the direction of the calculation speed vector Vect1, an alert is generated by the flight aid system. For example, an alarm instructs a pilot to change the collective pitch of the blades of each main rotor 5 if the avoidance trajectory 40 prolonging the computation speed vector Vect1 impacts an obstacle 35. FIGS. 3-7 illustrate the advantage of the invention with regard to a known system. FIG. 3 notably presents a rotorcraft 1 positioned at a plurality of points Pt1, Pt2, Pt3, Pt4 with regard to an obstacle 35. At the first point PT1 and with reference to FIG. according to the invention can display the calculation velocity vector Vect 1 by means of a first symbol 24. This calculation velocity vector Vect 1 is located in the same place as a second symbol 24 'illustrating the velocity vector VectO current used by the prior art. In addition, the processing unit may display a third symbol 23 having the top of the obstacle 35 to avoid. In this case, the processing unit may also require the emission of an audible alarm by means of the sound diffusion means 22. The obstacle is above the speed of calculation vector suggesting an avoidance maneuver to the top. The pilot then controls the aircraft to perform a resource.
    [0032] At the second point PT2 and with reference to FIG. 5, a resource is applied in the emergency by modifying the cyclic pitch of the blades of each main rotor 5. The second symbol 24 'illustrating the current speed vector 5 rises rapidly and passes over the third symbol. Yet the rotorcraft is not yet completely safe. On the other hand, the first symbol representing the calculation speed vector 24 rises with respect to the potential energy gain and remains below the third symbol 23.
    [0033] At the third point PT3 and with reference to FIG. 6, the first symbol representing the computation speed vector 24 continues its progression and passes above the third symbol. It can be seen in FIG. 3 that the rotorcraft is then in a plane situated above the obstacle 35.
    [0034] Finally, at the fourth point PT4 and with reference to Figure 7, the resource is complete. The obstacle 35 is crossed with a sufficient guard height. FIG. 8 illustrates the method for determining the Vect1 computation speed vector used to generate an alert, if necessary. This method may include an optional preliminary step STP1. During an STP11 initiation step of the preliminary step STP1, the processing unit determines whether the method according to the invention is to be initiated. Therefore, the processing unit 15 compares the air speed (true TAS or indicated IAS) to a difference DIFF. This difference DIFF 3036816 22 is equal to the speed of the best rate of climb Vy minus a margin Vm of the rotorcraft 1 is: DIFF = Vy-Vm. For example, the margin is 20 knots. If the air speed (TAS, IAS) is greater than the difference DIFF, the process is initiated by the processing unit. During an initialization step, the processing unit can initialize a counter COMPT to a zero value. At the end of the preliminary step STP1, the processing unit can begin a selection step STP2.
    [0035] Therefore, the processing unit 15 determines whether each of the criteria 50 stored in its memory unit is checked. In particular, at least a first criterion 51 and a second criterion 52 must be verified. Thus, the processing unit determines whether a first criterion 51 is checked. This first criterion is checked if a derivative III by dt compared to the time of said angle q is positive if this> 0. Optionally, the first criterion 51 is checked if the derivative with respect to the time of said angle q is greater than a non-zero positive K constant for a predetermined time D 20 is: -dri> K> 0 during the predetermined time D. dt L ' processing unit also determines whether a second criterion dVt 52 is checked. This second criterion 52 is checked if a derivative -dt with respect to the time of the trajectory speed Vt is negative dVt is: -dt <0. Optionally, the processing unit also determines whether a third criterion 53 is checked. The third criterion is checked if the current vertical velocity Vv is positive: Vv> 0. If each criterion is verified, the branch Y1 is implemented by the processing unit. Therefore, the processing unit determines the calculation speed vector by applying the correction phase explained above. The calculation velocity vector is then not equal to the current velocity vector. The rotorcraft is for example in this case at the level of the second point pt2 mentioned above. In addition, the counter COUNT takes the value one for example to indicate that the correction phase was implemented at this iteration. If at least one criterion is not verified, the branch N1 is implemented by the processing unit. Therefore, the processing unit determines whether each of the conditions 60 stored in its memory unit is verified. A first condition 61 is verified if a derivative 67citt with respect to the time of the trajectory speed Vt is negative is: dVt 20 - <v. dt A second optional condition 62 is verified if a current vertical velocity Vv with respect to the ground is positive, ie: Vv> 0. If each condition 60 is fulfilled, branch Y2 is implemented by the processing unit.
    [0036] Thus, during an analysis phase STP5, the processing unit determines whether the correction phase was implemented at the previous calculation iteration. For this purpose, the processing unit determines the value of the counter COMPT.
    [0037] If the correction phase was implemented at the previous calculation iteration, the counter COMPT must be equal to one. If so, the processing unit then implements the correction phase STP3 to determine the calculation speed vector Vect1. On the other hand, if the correction phase was not implemented at the previous calculation iteration, the counter COMPT must be equal to zero. The processing unit then implements the uncorrected phase STP6 to determine the computation speed vector Vect1. According to this uncorrected phase, the processing unit assigns the horizontal component V1 of the calculation speed vector the value of the current horizontal speed Vh. On the other hand, the processing unit attributes to the vertical component V2 the value of the current vertical speed of the rotorcraft 1. Moreover, if at least one condition is not fulfilled, the branch N2 is implemented by the processing unit. The processing unit then applies the uncorrected phase STP6, and resets the counter COMPT to zero. Naturally, the present invention is subject to many variations as to its implementation. Although several embodiments have been described, it is well understood that it is not conceivable to exhaustively identify all possible modes. It is of course possible to replace a
    权利要求:
    Claims (18)
    [0001]
    REVENDICATIONS1. A method of assisting control to avoid an obstacle (35) with a rotorcraft (1) flying according to a current speed vector (Vect0), an alert (23) being generated if an obstacle (35) is likely to be impacted by the rotorcraft (1), characterized in that said alert (23) is generated using a speed vector of the rotorcraft called "calculation speed vector (Vect1)" to determine if the rotorcraft (1) may impact an obstacle (35). ), during a correction phase (STP3) and at each calculation iteration, said calculation velocity vector (Vect1) is determined using a horizontal component (V1) of the calculation velocity vector in a horizontal plane (P1) ) orthogonal to the gravity (AX) and a vertical component (V2) according to said gravity (AX), said vertical component (V2) being a function of a current vertical speed (Vv) of the rotorcraft (1) relative to the ground corrected calculation time with a potential vertical speed (Vvp), said speed is a potential vertical (Vvp) being a function of a product of a speed on current trajectory (Vt) of the rotorcraft and the derivative of the speed on trajectory.
    [0002]
    2. Method of assisting driving according to claim 1, characterized in that said horizontal component (V1) is equal to a current horizontal velocity (Vh) of the rotorcraft (1) relative to the ground.
    [0003]
    3. Piloting aid method according to claim 1, wherein said vertical component is determined using the following relationship: B * - * -. where "V2" represents said vertical component, "Vv" represents the current vertical speed with respect to the ground, "Vvp" represents the potential vertical speed, "B" represents a constant, "Vt" represents the current trajectory speed. , dVt "-" represents the derivative of the velocity on trajectory, "g" dt represents the acceleration of gravity, and "*" represents the sign of the multiplication, "+", representing the sign of the addition.
    [0004]
    4. The method of assisting driving according to claim 3, characterized in that said constant (B) is less than or equal to 1.
    [0005]
    5. Piloting aid method according to any one of claims 1 to 4, characterized in that said method is initiated when an air speed (TAS, IAS) of the rotorcraft (1) is greater than a difference between a speed the best rate of climb (Vy) and a margin (Vm).
    [0006]
    6. Piloting aid method according to claim 5, characterized in that said margin (Vm) is less than or equal to 20 knots. 20
    [0007]
    7. Method of assisting driving according to any one of claims 1 to 6, characterized in that said current velocity vector (Vect0) having an angle (ri) with said horizontal plane (P1), said correction phase is put if several criteria (50) are satisfied, said plurality of criteria comprising at least: a first criterion (51) which is checked whether a derivative with respect to the time of said angle (q) is positive, and - a second criterion (52) which is checked whether a derivative with respect to time of the trajectory velocity (Vt) is negative.
    [0008]
    8. A method of assisting driving according to claim 7, characterized in that said first criterion (51) is checked if said derivative with respect to the time of said angle (q) is greater than a constant (K) non-zero. 10
    [0009]
    9. A method of assisting driving according to any one of claims 7 to 8, characterized in that said several criteria comprise a third criterion, said third criterion being checked if the current vertical speed (Vv) is positive. 15
    [0010]
    Piloting aid method according to one of Claims 7 to 9, characterized in that if at least one criterion is not checked, it is determined whether at least one condition (60) is satisfied, said minus a condition comprising a first condition (61) which is satisfied if a time derivative of the path velocity (Vt) is negative, and if each condition (60) is satisfied: - if said correction phase (STP3 ) was implemented at a calculation iteration preceding said current calculation iteration, said correction phase (STP3) is implemented during the current calculation iteration, if said correction phase (STP3) n was not implemented at a calculation iteration preceding said current calculation iteration, an uncorrected phase (STP6) is implemented, during which uncorrected phase and at each calculation iteration, said computation speed vector (Vect1 ) is determined mined using said horizontal component (V1) and a vertical component (V2) equal to the current vertical speed of the rotorcraft (1).
    [0011]
    11. A method of assisting driving according to claim 10, characterized in that said at least one condition (60) comprises a second condition (62) which is verified if a current vertical velocity (Vv) is positive.
    [0012]
    12. Method of assisting driving according to any one of claims 10 to 11, characterized in that if at least one condition is not met, said uncorrected phase (STP6) is implemented.
    [0013]
    13. A method of assisting driving according to any one of claims 10 to 11, characterized in that said alert comprises an alarm indicating 20 to a pilot to modify a collective pitch of blades of a rotor (5) of the rotorcraft ( 1) participating at least in the lift of this rotorcraft (1).
    [0014]
    14. A method of assisting driving according to any one of claims 10 to 11, characterized in that one determines an avoidance trajectory (40) comprising at least one proximal segment (41), said proximal segment (41). ) extending in a direction followed by said calculating speed vector (Vect1). 3036816
    [0015]
    15. A flight control system (10), characterized in that said flight control system (10) comprises a processing unit (15) connected to an alert unit (20) and to a system locating device (25) and a speed measuring system (30), the locating system (25) being able to locate at least one obstacle (35), the speed measuring system (30) being adapted to determining information relating to at least one current vertical speed (Vv) of the rotorcraft (1) and a current path speed (Vt) of the rotorcraft (1), said processing unit (15) applying the method according to any one of Claims 1 to 14
    [0016]
    16. Flight control system according to claim 15, characterized in that said locating system (25) comprises at least one of the following equipment: an obstacle database (26) listing obstacles (35), an obstacle detection system (27).
    [0017]
    17. A flight control system according to any one of claims 15 to 16, characterized in that said speed measuring system (30) comprises at least one of the following equipment: an inertia center (31), a central anemobarometric (32), an accelerometer (33).
    [0018]
    18. Giravion (1), characterized in that said rotorcraft (1) comprises a flight control system (10) according to any one of claims 15 to 17.
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    US9984581B2|2018-05-29|
    US20160351060A1|2016-12-01|
    FR3036816B1|2017-05-05|
    引用文献:
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    FR3036816B1|2015-05-29|2017-05-05|Airbus Helicopters|METHOD AND SYSTEM FOR STEERING AID TO AVOID AN OBSTACLE WITH A GIRAVION|FR3036816B1|2015-05-29|2017-05-05|Airbus Helicopters|METHOD AND SYSTEM FOR STEERING AID TO AVOID AN OBSTACLE WITH A GIRAVION|
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    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|
    CN108961844B|2018-08-03|2021-06-18|中国航空工业集团公司雷华电子技术研究所|Helicopter predicted avoidance trajectory generation method after warning of HTAWS system|
    CN112424635A|2019-11-05|2021-02-26|深圳市大疆创新科技有限公司|Obstacle detection method and system, ground end equipment and autonomous mobile platform|
    法律状态:
    2016-05-20| PLFP| Fee payment|Year of fee payment: 2 |
    2016-12-02| PLSC| Search report ready|Effective date: 20161202 |
    2017-05-23| PLFP| Fee payment|Year of fee payment: 3 |
    2018-05-22| PLFP| Fee payment|Year of fee payment: 4 |
    2019-05-22| PLFP| Fee payment|Year of fee payment: 5 |
    2020-05-22| PLFP| Fee payment|Year of fee payment: 6 |
    2021-05-20| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1501118A|FR3036816B1|2015-05-29|2015-05-29|METHOD AND SYSTEM FOR STEERING AID TO AVOID AN OBSTACLE WITH A GIRAVION|FR1501118A| FR3036816B1|2015-05-29|2015-05-29|METHOD AND SYSTEM FOR STEERING AID TO AVOID AN OBSTACLE WITH A GIRAVION|
    US15/162,752| US9984581B2|2015-05-29|2016-05-24|Method and a system for assisting piloting to avoid an obstacle with a rotorcraft|
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