Classifications

• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
  • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
  • G01S19/01—Satellite radio beacon positioning systems transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
  • G01S19/13—Receivers
  • G01S19/33—Multimode operation in different systems which transmit time stamped messages, e.g. GPS/GLONASS
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
  • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
  • G01C21/10—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration
  • G01C21/12—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning
  • G01C21/16—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation
  • G01C21/165—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation combined with non-inertial navigation instruments
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
  • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
  • G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
  • G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
  • G01S19/42—Determining position
  • G01S19/45—Determining position by combining measurements of signals from the satellite radio beacon positioning system with a supplementary measurement
  • G01S19/47—Determining position by combining measurements of signals from the satellite radio beacon positioning system with a supplementary measurement the supplementary measurement being an inertial measurement, e.g. tightly coupled inertial

Definitions

• the present invention relates to an air navigation device with inertial sensors and radionavigation receivers, as well as to an air navigation method using such elements.
• European patent 1 326 153 discloses an air navigation device essentially comprising a primary navigation system, the inertial sensors of which are based on micro-machined sensors (commonly called
• MEMS Mobility Management Entity
• whose positioning device is a GPS receiver
• an emergency navigation system with laser gyro is a GPS receiver
• the present invention relates to an air navigation device of the type with inertial sensors and radionavigation receivers which is as inexpensive as possible, while making it possible to obtain the required precision on the heading and of which the inertial sensors have a higher MTBF than that of conventional sensors and can be placed in the locations most favorable to their operation in the mobile that they equip.
• the present invention also relates to an air navigation method making it possible to implement a device which is as inexpensive as possible. _
• the air navigation device with inertial sensors and radionavigation receivers in accordance with the invention is characterized in that in two of the three channels, the inertial measurement units are MEMS of the “low performance” type with gyrometers of class l ° / h at 10 ° 'h. approximately, the third channel comprising an inertial measurement unit having performances in accordance with the ARINC 738 standard.
• its radionavigation receivers are multi-constellation receivers and their outputs are connected to hybridization devices which are also connected to inertial sensors.
• the method of the invention is characterized in that it consists in receiving the radionavigation signals from at least two different constellations of positioning satellites and in hybridizing them with the data coming from inertial sensors with “low performances” (with gyrometers of class l ° / h to 10 ° / h approximately).
• FIGS. 1 and 2 are respectively simplified block diagrams of a first embodiment of a navigation device according to the invention and of a variant of this first embodiment
• - Figures 3 and 4 are simplified block diagrams of a second embodiment of 'a navigation device according to the invention and a variant of this second embodiment, respectively
• Figure 5 is a block diagram of an example of layout of part of the elements of the device of the invention in an avionics rack
• FIG. 6 is a block diagram of a bi-antenna variant of the embodiment of FIG. 1.
• the device of the present invention is described below for use in an aircraft, but it is understood that it is not limited to this single use, and it can be used on other mobile.
• current inertial sensor systems although sufficiently efficient for pure inertial navigation and the preservation of the aircraft heading for long flights (for example longer than a few hours), are heavy, bulky and very expensive.
• MEMS type sensors do not have these drawbacks, but their temporal drift does not allow them to be used to carry out pure inertia navigation and maintain a course with sufficient precision beyond a period of time greater than one or two hours (at best).
• the present invention provides for combining data from MEMS with information from at least two radio navigation systems.
• This combination essentially consists in hybridizing these two kinds of data. Indeed, although there are currently only two constellations of satellites used for navigation (GPS and GLONASS, the latter not being currently accessible for this purpose), it will soon appear the constellation GALILEO, and perhaps even, later, one or more other constellations.
• the combination of means of the invention essentially consists in “hybridizing”, according to a technique known per se, the data coming from at least two radionavigation receivers relating to constellations of different satellites with the data supplied by an inertial measurement unit (IMU in English) with three accelerometers and three gyrometers based on MEMS components.
• IMU inertial measurement unit
• the embodiment of the air navigation device represented in FIG. 1 comprises three bi-constellation antennas 1 to 3 respectively connected each to a receiver also bi-constellation (also called in English DMR, that is to say Dual Mode Receiver) , these receivers being respectively referenced 4 to 6.
• a redundant "triplex" architecture (with three channels) is obtained.
• these constellations of positioning satellites are the GPS constellations and the future GALILEO, but it is understood that the invention is not limited ⁇
• each of the DMR receivers is connected to an antenna capable of receiving both GPS and GALILEO signals.
• each of the DMR receivers is connected to a different antenna, and the antennas are separated from each other by a sufficient distance along the roll axis of the aircraft to allow the extraction of the heading of this aircraft using a bi-antenna treatment known per se.
• the DMR receivers are synchronized with each other (using a common time base which makes it possible to provide measurements synchronously) in order to allow the dual antenna processing to be carried out outside the DMR receiver, and preferably in the processor performing the hybridization calculations between the IMU to MEMS measurements and the GPS or GALILEO measurements.
• each receiver is only connected to one antenna, but each hybridization device is connected to at least two synchronized receivers and thus receives information from at least two antennas.
• the GPS measurement outputs of each of the three receivers 4 to 6 are connected to a first hybridization circuit 7, and their GALILEO measurement outputs are connected to a second hybridization circuit 8.
• the circuit 7 also receives the data from of a baro-altimeter 9 and the inertial data and a dating signal coming from an IMU 10 of which the three air accelerometers and the three gyrometers (not shown) are of the MEMS type.
• the circuit 8 also receives the data from a baro-altimeter 11 and the inertial data and a dating signal from an IMU 12 whose three air accelerometers and three gyrometers (not shown) are of the MEMS type.
• MEMS can be of the “low performance” type with gyros of class 1 ° / h at 10 o / h.
• the GPS and GALILEO measurement outputs of two of the three receivers 4 to 6, for example the receivers 4 and 5 are connected to a third hybridization circuit 13.
• the circuit 13 also receives data from a third baro-altimeter 14 and inertial data and an IMU 15 timing signal.
• the data provided by each of the baro-altimeters 9, 11 and 14 are independent of the data equivalent of other channels.
• TIMU 15 does not have MEMS, but accelerometers and gyrometers of the class of those equipping measurement units known as current civilian ADIRUs (ADIRUs are "Air Data Inertial Reference Unit” comprising an UMI, a computing platform and an “Air Data” unit) and enabling performance to be achieved in accordance with that described in the ARINC 738 standard thanks to a classic baro-inertial mechanization known as Sch ⁇ ler mechanization.
• ADIRUs are "Air Data Inertial Reference Unit” comprising an UMI, a computing platform and an “Air Data” unit
• Sch ⁇ ler mechanization a classic baro-inertial mechanization
• the order of magnitude of the gyrometric drifts is 0.01 ° / h and that of the accelerometric biases is lOO ⁇ g, but it is understood that these performances can be better.
• the failure rate affecting FUMI 15 is not low enough to reach the required availability rate, it may be necessary to add a second UMI of the same type
• the measurements provided by the three hybridization circuits are then consolidated by a consolidation device 16, implementing a consolidation algorithm known per se.
• the device described above is capable of functioning with UMIs with MEMS called “low performance” (equipped with gyrometers of class l ° / h to 10 ° / h) as with UMIs with MEMS called “high performance” performances ”(class better than 0.1 ° / h), thanks to the hybridization of inertial data with radionavigation data from at least two different satellite constellations.
• the UMI 15 of the ARINC 738 type is replaced by an ADIRU or two ADIRUs (if the failure rate affecting an ADIRU is too high)
• FIG. 2 which is a variant of that of FIG. 1, differs from the latter in that the first two hybridization circuits 17, 18 (respectively replacing circuits 7 and 8) are identical and receive both radio navigation data for two or more constellations, GPS and GALILEO in the example shown, coming from the three reception channels, and in that the third hybridization device 13 receives radionavigation data relating to at least two constellations, GPS and GzALILEO in the example shown, coming from two of the three reception channels.
• Hybridizing inertial data from MEMS with radionavigation data from at least two constellations facilitates the implementation of the “Fault Detection and Exclusion” algorithm, that is to say detection and exclusion of the faulty constellation) which protects the navigation device from undetected breakdowns of constellations.
• each of the DMR receivers is connected to two antennas capable of receiving both GPS and GALILEO signals . These two antennas are spaced along the roll axis of the aircraft by a distance sufficient to allow the extraction of the heading information of the aircraft from the GPS and / or GALILEO signals.
• This extraction can be carried out in each DMR receiver or outside these receivers, using a dedicated computer.
• this solution requires two HF inputs for each DMR receiver.
• the three additional antennas are referenced IA at 3 A.
• the elements 4A to 8 A, 13 A and 16A correspond respectively to elements 4 to 8, 13 and 16, their functions being slightly modified compared to those of the elements correspondents of Figure 1 due to the measurement of the heading using the two antennas of each channel.
• the three hybridization circuits 19 to 21 are each connected to a single radio navigation reception channel (comprising respectively the antennas and receivers 1 and 4, 2 and 5, 3 and 6), to a MEMS IMU (respectively 10, 22 and 21), these three IMUs being identical and to a baro-altimeter (respectively 9, 14 and 1 1).
• a MEMS IMU demodulates the signals from the three circuits 19 to 21
• the three circuits 19 to 21 hybridizes inertial data with radio navigation measurements originating from at least two satellite constellations at the same time.
• the measurements produced by the three circuits 19 to 21 are consolidated in the same way as in the case of FIG. 1 by a device 16.
• the data provided by each of the baro-altimeters 9, 11 and 14 are independent of the equivalent data from the other channels.
• the embodiment of FIG. 3 is intended to operate with so-called “high performance” MEMS UMIs, that is to say whose gyros are of class better than 0.1 ° / h.
• the advantage of this embodiment is to decrease the number or complexity of navigation receivers compared with those of the preceding embodiments. This is made possible thanks to the use of autonomous gyro to prevent the use of measurement of the cap by two antennas connected to each radio navigation receiver is shown in Figure 4 a variant of the device of Figure 3. The difference lies in that the device of FIG. 4 only comprises two radio navigation reception channels (antennas and receivers 1, 4 and 2, 5) each connected to the three hybridization devices 19, 20 and 21. However, this variant is less advantageous than the embodiment of FIG. 3 when it is sought to maintain high integrity rates (with a view to taking account of an undetected hardware failure).
• the measurements provided by the satellite navigation systems are either the position and speed information resolved in geographic axes, or the raw pseudo-measurements (pseudo-distances and pseudo-speeds) developed along axes relating to the satellites, that is to say the results of the correlations of the signal received by each antenna of the aircraft with codes developed locally in the radionavigation receivers. These correlation results are generally called I and Q.
• the corresponding hybridization techniques implemented by the invention are known in the literature under the names of loose hybridization of tight hybridization or hybridization ultra tight. They are commonly performed using extended Kalman filters, but it is also possible in the context of the invention to use non-linear techniques such as those using so-called “Unseented Kalman Filters”, particulate filters or, more generally, to Bayesian filters.
• the hybridization algorithms used by the invention make it possible to manage the integrity of the measurements with respect to undetected failures of the constellation used (GPS and / or GALlLEO) if the intrinsic integrity of this constellation is not sufficient by relation to the global integrity sought for the measured output variable, and in particular if it is one of the primary variables.
• each output variable is accompanied by a protection radius from undetected satellite failures.
• the hybridization algorithm is accompanied (if the level of integrity required makes it necessary) by an FDE algorithm.
• the device of the invention uses a method known per se, and includes means making it possible to extract a heading from GPS information or GALILEO.
• the processor performing the hybridization between the inertial information and the radionavigation information receives the GPS or GALILEO carrier measurement information from two antennas spaced apart by a sufficient distance, these measurements being synchronized with one another.
• each measurement channel produces the following information: information on angular velocities in three orthogonal directions, preferably merged with the main axes of the aircraft, - information on linear accelerations in three orthogonal directions identical to those of the angular speed information, preferably confused with the main axes of the aircraft, attitude information (roll, pitch and yaw) and heading, - ground speed information with respect to a geographical reference, information position (latitude, longitude and altitude).
• This information is referred to here as output information.
• the FDE algorithm calculates a protection radius (associated with the desired integrity rate) protecting the calculated value against a constellation breakdown (also called satellite failure) not detected by the constellation management device.
• the output information presents comparable details on the three channels.
• all the channels thus play the same role.
• the primary parameters consist of "pure inertia” outputs (or more exactly the values resulting from a baro-inertial hybridization with scaffold mechanization, in accordance with the state of the art) produced by the processing chain comprising a class 2Nm / h inertia (95%) as defined in the ARINC 738 standard.
• This chain can if necessary be doubled.
• the hybrid data of the first channel (MEMS and GPS) and of the second path (MEMS / GALILEO) and the pure inertia path are statistically independent and allow the desired precision, continuity and level of integrity to be achieved by consolidation.
• the integrity with respect to satellite faults is managed if necessary by the FDE algorithm associated with the hybridization algorithm.
• the purpose of the consolidation algorithm in question is to protect the consolidated values from hardware failures. From this point of view, the device of the invention must comprise three material paths independent of each other. It is also necessary that a detected fault affects only one channel at a time.
• FIG. 5 shows an example of material distribution of the various elements of the device of FIG. 3, the distributions of the devices of the other figures being deduced therefrom in an obvious manner.
• an avionics rack 23 is shown, comprising in particular the elements 4 to 6, 19 to 21. 16 and a set 24 of elements ensuring various avionic functions such as flight management (FMS) for example.
• antennas 1 to 3 are connected to raek 23 by HF links, while elements 9 to 12, 14 and 22 are connected to it by an avionics bus, the IMU dating signals 10, 12 and 22, which are electrical signals , generally via a differential serial link.

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• Engineering & Computer Science (AREA)
• Radar, Positioning & Navigation (AREA)
• Remote Sensing (AREA)
• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Computer Networks & Wireless Communication (AREA)
• Automation & Control Theory (AREA)
• Position Fixing By Use Of Radio Waves (AREA)
• Navigation (AREA)

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• 2006
  • 2006-05-19 FR FR0604508A patent/FR2901363B1/fr not_active Expired - Fee Related
• 2007
  • 2007-05-21 WO PCT/EP2007/054858 patent/WO2007135115A1/fr active Application Filing
  • 2007-05-21 US US12/301,342 patent/US20120004846A1/en not_active Abandoned
  • 2007-05-21 EP EP07729302A patent/EP2021822A1/de not_active Withdrawn
  • 2007-05-21 RU RU2008150349/09A patent/RU2434248C2/ru not_active IP Right Cessation
  • 2007-05-21 CA CA002653123A patent/CA2653123A1/en not_active Abandoned

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