EP2289060A1 - Adaptation d'alertes de terrain sélectives, en fonction de la manoeuvrabilité instantanée d'un giravion - Google Patents
Adaptation d'alertes de terrain sélectives, en fonction de la manoeuvrabilité instantanée d'un giravionInfo
- Publication number
- EP2289060A1 EP2289060A1 EP09784221A EP09784221A EP2289060A1 EP 2289060 A1 EP2289060 A1 EP 2289060A1 EP 09784221 A EP09784221 A EP 09784221A EP 09784221 A EP09784221 A EP 09784221A EP 2289060 A1 EP2289060 A1 EP 2289060A1
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- Prior art keywords
- aircraft
- avoidance
- flight
- curve
- terrain
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Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/04—Anti-collision systems
- G08G5/045—Navigation or guidance aids, e.g. determination of anti-collision manoeuvers
Definitions
- the present invention relates to the general technical field of flying aids for rotary wing aircraft, and in particular to automatic alerts for terrain avoidance.
- the invention relates to the so-called “onboard” piloting assistance, that is to say at least partly on board manned aircraft, such as helicopters or convertible rotary wing aircraft.
- the invention relates to the aid called "remote”.
- the aid is aimed at rotating wing drones, that is to say uninhabited rotorcraft. Then, this flight aid according to the invention can not address a pilot, since there is no one on board the aircraft. It is then addressed to a human operator who operates the remote control of said drone.
- the invention relates to the piloting aids for avoidance of terrain, known by the acronym in the English language "TAWS" (Terrain Avoidance Warning System).
- TAWS systems must make it possible, as and when they are approached, to indicate the dangerous obstacles situated in front of the trajectory of the aircraft planned at a given instant in a danger zone.
- a system makes it possible to automatically generate alerts, according to a map, if in a danger zone in front of the aircraft, an obstacle interferes with the planned trajectory of an aircraft at a given instant. given.
- an alert is issued in the event that an obstacle interferes with the planned avoidance trajectory. by risking making an avoidance impossible.
- the triggering of an alert is conventionally determined according to an avoidance trajectory considered as possible for the aircraft, its initially planned trajectory and its instantaneous speed.
- patent EP 0 750 238 which has been lost for lack of novelty, describes this type of ground collision avoidance system. This system is said to be adaptive.
- this system seems generally dedicated to aircraft of any type, it is only suitable for aircraft. In particular, this system is not intended for a rotary wing aircraft or a helicopter. In addition, this document does not describe a conical curve or a clean type curve such as a parabola, ellipse or hyperbola. This document evokes a logic of updating data integrating parameters specific to the device and a notion of "possible maneuver".
- EP 0 750 238 does not take into account the instantaneous maneuverability of a rotary wing aircraft. Such a calculation, based on up-to-date data (e.g. possible vertical acceleration and / or instantaneous mass) produced by flight equipment, is not described by this document. In a separate approach, this document predicts that terrain and input altitudes are derived from active terrain sensors, an inertial navigation system, and a radar altimeter.
- a rotorcraft is able to perform many different types of flights, in comparison with a fixed-wing aircraft. Apart from take-offs and landings, for rotorcraft, only point-to-point transport flights are comparable with flights of aircraft, especially civil ones.
- the same helicopter can perform close observation flights, tactical missions, rescues, disaster interventions, etc.
- HTAWS Radio Technical Commission Aeronautics
- said anticipation distance is a value expressed in units of length (meters or kilometers, for example).
- this distance to the aircraft is also called the danger zone.
- the distance of anticipation is most often evaluated by the multiplicative product between the instantaneous speed of the aircraft and a constant time which corresponds to a whole family of aircraft.
- This anticipation distance comprises a transfer time, that is to say the estimated duration of the pilot's reaction, which flows between the alert and the initiation by the pilot of an avoidance trajectory.
- the calculated avoidance trajectory also takes the form of a succession between a rectilinear section corresponding to the transfer time, to which is attached an arc of a circle oriented in the direction of a distance from the obstacle. This is called a "ski tip" trajectory.
- the "ski tip" avoidance trajectory is calculated so that the pilot can act on the aircraft so as to avoid the obstacle in a danger zone.
- a terrain alert system providing increased security for rotary wing aircraft would be desirable, so that an alert does not require the use of optimal or even maximum and instantaneous avoidance (ie maneuverability) capabilities of the aircraft. concerned, either inhibited or postponed at a later time.
- maneuverability parameters is complex, especially with respect to the aircraft ground warning systems that use in practice only the integration of a single and absolute value (without physical unit) of speed.
- maneuverability parameters More specifically, concerning the logical integration of maneuverability parameters, it is understood that the instantaneous maneuverability of an aircraft is correlated with a large number of parameters, which should therefore be sorted, qualified, and mutually compatible, as well as with their integration with the terrain alert system.
- these parameters include the aircraft model in question, in the sense that a light, powerful and modern aircraft model has greater maneuverability than that of another model of apparatus, less light, powerful and modern.
- the invention proposes an avoidance trajectory with a substantially rectilinear section, and proximal to the device.
- This proximal section would translate the transfer time, without major recourse to the speed of the aircraft.
- the avoidance trajectory proposed by the invention comprises a section contiguous to the previous one, of conical curvilinear shape.
- the reference mark in which such an avoidance trajectory would be included would comprise an axis comparable to an abscissa, linked to the speed of the rotary wing aircraft at a given moment, which one wishes to slow down.
- the invention provides for choices contrary to the evidence as to the data resulting from this puncture, enabling them to be both significant and compatible with the approximations to be performed, which is advantageous.
- an embodiment of the invention provides in particular:
- a proposed avoidance trajectory that is optimized, comprising at least one conical (non-circular) section, calculated in particular in real time as a function of up-to-date data produced by flight equipment, such as the possible vertical acceleration from the collective pitch or propulsion rotors and levitation and / or the instantaneous mass of the rotary wing aircraft.
- Said data produced by flight equipment has been produced by one or more existing or conventional flight equipment, for example by a First Limitation Indicator or "IPL”, as explained above.
- IPL First Limitation Indicator
- many rotary wing aircraft already have flight equipment such as an IPL, which continuously calculates an available power margin, here in the form of the collective pitch value of its rotor or so-called rotors. "Principal”.
- This value of collective pitch is then available on board and without the need for additional equipment.
- This collective pitch value corresponds to the product of the vertical acceleration possible at a given moment, multiplied by a coefficient proportional to the mass (either at takeoff, or estimated at the chosen instant) of the apparatus.
- the avoidance trajectory is optimized.
- This avoidance trajectory is close to a tangent to the horizontal, in the case where little or no power margin is available.
- the parameters obtained can be logically considered as simple variables that need only be injected as data, in a single algorithm, that is to say compatible with a wide range of winged aircraft. rotating.
- Recommendation RTCA-309 on future HTAWS systems offers features to be provided for these systems dedicated to helicopters.
- the document FR1374954 proposes an autopilot for flights of aircraft at very low altitude, in which maneuvers are limited in their effects to a certain minimum.
- FR2813963 discloses a visual display of ground collision avoidance information in an aircraft and especially an aircraft.
- a command factor includes the distance to the obstacle, but also the variation of said distance, and the direction of the velocity vector, as it is ascending, horizontal or descending.
- the predicted axis can be curvilinear and the vertical plane is not necessarily flat.
- Document FR2749545 describes the foundations of a First Limitation Indication (IPL) system. This system determines the power margin available on one or more engines of an aircraft, according to its flight conditions. The goal is to allow a pilot to "pull out" information relevant to the piloting.
- IPL First Limitation Indication
- the indicator (IPL) in addition to the display of visualization, can serve as basic information for the development of a law of effort, making it possible to warn the pilot when approaching a limitation by physical means: hardening of a spring or jack, vibrations for example.
- the document FR2756256 describes a power margin indicator I PL for a rotary wing aircraft, in particular a helicopter, intended to provide available power margin information as a function of the flight conditions. From control parameters and values of engine utilization limitations, a power margin indicator, expressed as a collective pitch value, is developed.
- the document FR2712251 describes a low altitude piloting aid.
- the position of an optimal sway point is calculated, in particular, from the helicopter speed vector.
- a limiting load factor to pitch up depends on the mass of the helicopter in particular.
- An audible alarm is possible, in addition to the visual display.
- An angular sector search area is limited to a distance L of the helicopter.
- the document FR2886439 describes a low altitude flight aid for performing a contour or tactical flight.
- an optimal curve is determined according to the speed of the aircraft.
- the document US3245076 aims to optimally use the maneuvering capabilities of the aircraft in an autopilot.
- the warning envelope has a first segment between two points, and the prediction of ascent of the aircraft is calculated according to various parameters, such as predictable pitching, lift, drag, the estimated weight of the aircraft. aircraft.
- Document US 6380870 describes a determination of forward distance value for high speed flight, typically for an aircraft.
- the objective is to make the flight as constant as possible, by switching between a variable reaction value to a high-speed constant reaction value. Also, this limits the spurious alerts at low speed.
- US6583733 discloses a helicopter ground proximity alert system, with a first mode and a second mode of operation. These modes are selected by the driver. A display for the pilot is shown.
- This system is described as a TAWS or GPWS, which integrates the flight characteristics of a rotorcraft with respect to a fixed-wing aircraft.
- the goal is to adapt the system to the type of flight in progress, while taking into account the instant capabilities of the device and limiting nuisance alerts. For this purpose, information is collected from a GPS.
- the document US7064680 describes a front-end obstacle avoidance (FLTA) for an airliner, which classically provides warning sounds in the form of a warning (eg "ground”) and warning (eg "Cabrer”). Moreover, once avoidance maneuver completed and according to a horizontal projection of the aircraft before said end, is issued an audible alert with both a warning (eg "ground”) and a warning of end of danger (eg "clear", that is "clear”).
- FLTA front-end obstacle avoidance
- the present invention aims to provide adaptive, safe and reliable steering assistance, by integrating data compatible with useful approximations, as well as significant of the instantaneous maneuverability of a rotary wing aircraft, such as a helicopter. , a convertible aircraft or a drone.
- such an aid proposes an HTAWS logically coupled to an IPL, which executes algorithms ensuring the integration of the instantaneous data of maneuverability, to emit selective alerts that are sufficiently reliable and reliable, in particular that are not overabundant.
- the alerts thus made selective may include a dedicated audible alarm, while remaining effective, comfortable that is to say little intrusive.
- Such an audible alarm takes the form of an explicit and contextual voice message, audible by the person in charge and lightening his attention to enable him to focus on the steering instruments to be operated.
- An object of the invention is an alert development method for the avoidance of terrain by a rotary car aircraft.
- This method provides for the development of an avoidance trajectory that includes a proximal section significant of a transfer time and an avoidance curve.
- Said proximal section is extended in the continuation of a planned trajectory, over a distance that reflects an applicable time minimized according to a waybill of the aircraft.
- Said avoidance curve comprises at least one distal section conical profile, attached to the proximal section and calculated according to the instantaneous maneuverability of the aircraft.
- the proximal section is substantially rectilinear.
- the applicable time minimized is based on a waybill and a parameter reflecting the model of the aircraft.
- the applicable duration is minimized according to a waybill, then by division by at least one limiting ratio reflecting a flight parameter of the aircraft.
- the conical curve is of the proper type, such as parabola, ellipse or hyperbola.
- the conical curve is calculated in real time, based on up-to-date data produced by flight equipment, a value of which possible vertical acceleration and / or an instantaneous mass value of the rotary wing aircraft.
- Another object of the invention is a field warning device.
- This device is logically coupled to an indicator system of maneuverability, for example an IPL.
- this device is at least partly embedded, and includes a flight equipment with a flight computer capable of executing a code that allows the implementation of the method above.
- Yet another object of the invention is a rotary wing aircraft, which is either a helicopter, a convertible aircraft or a rotary wing drone.
- this aircraft is capable of implementing the method mentioned above and / or comprises a terrain warning device as mentioned.
- This aircraft has, in one embodiment, an audible alarm intended to be triggered selectively by the terrain alert.
- FIG. 1 is a diagrammatic partial perspective view of longitudinal elevation, which illustrates an embodiment of a rotary wing aircraft, here a helicopter, equipped and able to implement the adaptation of terrain alerts according to the invention. , in particular depending on the maneuverability of this device; in this figure are shown for purposes of comparison, the transfer time (TT) and avoidance curves (CE) according to the techniques known in the upper part (dashed lines), as well as according to the invention in the lower part (discontinuous alternating lines);
- TT transfer time
- CE avoidance curves
- FIG. 2 is a diagrammatic partial perspective view of longitudinal elevation, which illustrates an embodiment of a rotary wing aircraft, here a convertible aircraft, equipped and able to implement the adaptation of terrain alerts in accordance with FIG. invention;
- FIG. 3 is a diagrammatic partial perspective view of longitudinal elevation, which illustrates an embodiment of a rotary wing aircraft, here a drone and its remote radio control station, equipped and able to implement the adaptation of alerts. field according to the invention;
- FIG. 4 is a schematic partial view illustrating an embodiment of a terrain warning device for a rotary wing aircraft according to the invention.
- FIG. 5 is a logic graph illustrating the main steps and phases in accordance with the invention of a terrain alert method implementation for a rotary wing aircraft, in particular as a function of the maneuverability of this aircraft.
- a so-called longitudinal direction X corresponds to the main lengths or dimensions of the structures described.
- the longitudinal direction X defines the main axis of advancement of the aircraft described, and the tangent to their instantaneous trajectory in their center of gravity.
- Another direction Y said transverse corresponds to the trajectories or lateral coordinates of the described structures; these longitudinal directions X and transverse Y are sometimes called horizontal, for simplification.
- a third direction Z is called elevation and corresponds to the height and altitude dimensions of the structures described: the terms up / down or up / down refer to it; for simplicity, this direction Z is sometimes called vertical.
- the term “pitch up” means an action on the path, which brings the tangent of said elevation direction upward, while the term “stitching” indicates a downward approach of the path to the longitudinal direction.
- the X and Y directions jointly define a plane X, Y, which is the main plane inside which the lift polygon of a described aircraft is inscribed.
- the reference 1 generally designates a rotary wing aircraft or rotorcraft, in the sense that it has at least one rotor 2 for propulsion and lift.
- the aircraft 1 according to the invention are capable of vertical take-offs and lift flights.
- Some aircraft 1 according to the invention have several rotors 2 for propulsion and lift, for example two rotors 2 in which tandem or bunk.
- An engine 44 is of course provided on each aircraft 1.
- the aircraft 1 is a rotorcraft, and more particularly a helicopter 3 according to the invention, with a single rotor 2 for propulsion and lift, as well as an anti-torque rotor 4 on its tail.
- the aircraft 1 is a convertible device 5 according to the invention, provided with two rotors 2 propulsion and lift, which are adjustable.
- FIG. 3 shows an uninhabited aircraft 1 with rotary wing, here a drone 6 and its remote radio control station 7, according to the invention.
- This drone 6 has a single rotor 2 propulsion and levitation.
- Some drones 6 according to the invention have at least two rotors 2, sometimes superimposed and integrated into a fuselage 8, for example saucer-shaped.
- All aircraft 1, 3, 5 and 6 according to the invention have at least one electronic flight equipment, such as that which is schematized in dashed lines in FIG. 4.
- each flight equipment 9 has at least one flight aid such as the terrain warning devices 10 shown in FIGS. 1 to 5.
- These devices 10 are warning and impact alarm systems, and typically but not exclusively TAWS.
- Each warning and impact alarm device 10 makes it possible to produce and supply to the person (pilot or remote operator) who is driving the aircraft 1, an avoidance trajectory designated at TA in FIGS. .
- each aircraft 1 has an alarm 45, able to be triggered by the device 10.
- the alarm 45 is audible and / or display.
- the avoidance trajectory TA is here formed by two contiguous sections, one of which is proximal to the aircraft 1, which is substantially rectilinear and whose projection on a transverse and longitudinal plane (X, Y) reflects the transfer time
- the other section of the avoidance trajectory TA 1 at least partly and / or transiently draws a curve and is remote to the aircraft 1.
- this curvilinear section is extended continuously with respect to the proximal section and has a projection on said transverse and longitudinal plane (X, Y) which expresses the travel time by the aircraft 1 of its avoidance curve. (THIS).
- the distal section comprises, or even falls entirely within, a conical curve, whereas in ski-tip trajectories, the latter is in an arc.
- the conics form a family of curves resulting from the intersection of a plane with a cone of revolution.
- the conics are called clean, when the secant plane is not perpendicular to the axis of the cone, and does not pass through its summit. It will be seen that the curvilinear sections of the avoidance trajectory TA according to the invention are frequently of the own conical type. There are also three kinds of clean conics as a function of the angle of inclination of the secant plane with the axis of the cone
- the conic curve is a parabola.
- a mono-focal definition of conics involves a focus and a director.
- a conical curve is placed in the second-order algebraic equation, in affine analytic geometry, considering these conics as plane curves, that is, curves whose Cartesian coordinates x and y are points along X and Y respectively, are the solutions of a polynomial equation of the second degree, of the form:
- the reference used in the examples is the reference formed by the three orthogonal directions X, Y, Z, where x, y, z are the variables of the points of the curve respectively on one of said axes or directions X, Y, Z .
- the terrain warning device 10 is at least partially embarked, in the sense that it is essentially located on board the aircraft 1.
- components of such a device 10 according to the invention are embedded while others are at a distance from the aircraft 1.
- this warning device 10 is physically partly embarked on board the aircraft 1, and partly integrated with its radio control station 7, or even deported by a data transfer link 11 to a dedicated computing center 12.
- This link 11 is a telecommunication link in FIG.
- the flight equipment 9 includes various other features such as aids to navigation, an autopilot, a ground proximity warning, a front-scanning obstacle avoidance, a descent algorithm premature, an onboard collision avoidance system, a traffic warning and collision avoidance system, global positioning system, etc.
- the flight equipment 9 has what will be called here a maneuverability indicator system 13. It also operates iteratively and in real time.
- Such a maneuverability indicator system 13 is able to produce and / or provide various data or significant and contextual parameters, from which it is possible, thanks to the characteristics of the invention, to have aircraft maneuverability indicators. 1.
- the system 13 therefore takes into consideration all the rotors 2 of the aircraft 1, and therefore provides data reflecting the situation of the entire aircraft.
- the maneuverability indicator system 13 includes a first limit or IPL indicator.
- IPL indicator a first limit or IPL indicator.
- other systems 13 are compatible with the invention, from the moment they provide the necessary data, whose content will be seen lower.
- the maneuverability indicator system 13 repeats the teaching of the document FR2756256 so as to provide available power margin information as a function of the flight conditions. From control parameters and values of engine utilization limitations, a power margin indicator, expressed as a collective pitch value, is developed.
- the system 13 at IPL continuously calculates an available power margin, in the form of the collective pitch value of the so-called "main" rotor 2 of the aircraft
- This value of the collective pitch is therefore available for the flight equipment 9 and in particular for the device 10 for piloting assistance.
- This value of the collective pitch available corresponds to the product of the vertical acceleration noted here "Gz”, possible at a given instant, multiplied by a coefficient K proportional to the mass of the aircraft 1.
- the coefficient K is initialized at takeoff, and estimated in real time at the chosen moment.
- equipment 9 as the device 10 and the system 13 comprise at least one computer 14, programmed according to computer codes ( Figures 4 and 5).
- the programming code or complete algorithm 15 has been designed and written to be compatible without substantial modification, to a number The widest possible range of aircraft models 1. Only the data or parameters injected into this code 15 therefore allow the adaptation of the invention to each type and / or configuration of rotary wing aircraft 1.
- FIGS. 1, 4 and 5 An example of a terrain alert function that takes into account, in particular, the margin of maneuver of the aircraft 1, is now set out with reference to FIGS. 1, 4 and 5.
- FIG 1 there is a terrain 16 above which the aircraft 1 proceeds to a flight.
- a map 17 is recorded which reflects this overflight terrain 16.
- the aircraft follows a flight plan 19 recorded in the equipment 9, which defines a trajectory 20 provided for the flight, which is shown schematically in FIG. by a line, for the sake of simplification.
- the invention proposes to emit at the most opportune moment, an alert expressing this risk, while allowing the aircraft 1 to fly as close as possible to the terrain 16.
- FIG. 1 also shows an anticipation distance 22, that is to say the distance between the obstacle 18 and the position of the aircraft 1 at the time TO when the alert is issued. It will be recalled that, in the meantime, this distance 22 is calculated as a function of the flight speed of the aircraft 1.
- the alert occurs only if the obstacle 18 is on the expected trajectory of the aircraft 1, and within the distance 22 also called the danger zone.
- the classic avoidance trajectory TA in dashes which corresponds to the transfer time TT connected to the arc of the circle CE, clearly shows the disadvantages of the technologies based on the speed of flight (often flight speed multiplied by one given transfer time, usually constant).
- the anticipation distance is excessive compared to the actual resources of the aircraft 1, which furthermore avoids the obstacle 18 by flying over it at a height much higher than that which it really imposes on the respect of the flight instructions, real context and security.
- the margin of maneuverability of the aircraft 1 is notably taken into account. in account according to the invention.
- the value of the flight speed is not preponderant in the determination of the avoidance trajectory TA, since it is taken to form this trajectory TA:
- a TT transfer time limited to the reaction time 23 in Figure 1, for example of the order of 0.5 to 2 seconds, this corresponding to a substantially straight proximal section 25, behind which is attached ;
- the avoidance trajectory TA section 25 + section 24, is short, that is to say, written in an anticipation distance 22 minus extended in the longitudinal direction X, that the distance 22 calculated for a less maneuverable aircraft 1 and / or in a less demanding flight context.
- the field alert is emitted by the device 10 at a smaller distance from the obstacle 18, in the first case than in the second.
- reaction time 23 to which a proximal section 25 corresponds is evaluated in particular according to the waybill 41 of the flight performed by the aircraft 1.
- this reaction time 23 will be for example of the order of 0.5 to 1 second. If the flight is a simple transport operated by a basic aircraft 1 of large tonnage, this reaction time 23 will be for example of the order of 1 to 2 seconds.
- this reaction time 23 may first be evaluated as a function, in particular, of the flight sheet 41, then adjusted according to contextual values, such as variable parameters that are significant for the state of the flight. aircraft 1 at the edge of the avoidance, for example obtained in real time.
- the TT / 23 transfer time that defines the proximal section is calculated by the device 10 as follows.
- an initially applicable time or duration value of between approximately 0.5 seconds and 2 seconds is determined according to the aircraft model 1.
- This weighting is for example a first limitation, such as a division by a first limiting ratio.
- this first ratio is of the order of
- TT / 23 transfer time doubly reduced an adjustment is again made to result in a TT / 23 transfer time doubly reduced.
- the TT time provided by division of the duration initially applicable by the first ratio is still limited by division, this time according to a parameter reflecting an increase of the acceptable risk, here the experience of the person in charge of the aircraft 1.
- the second limitation parameter reflects the degree of pilotage expertise. If the pilot or the ground operator is experienced, this second limitation parameter is of the order of 1, 1 to 1, 3, for example 1, 25. If the pilot or the ground operator is normally qualified, this second limitation parameter is of the order of 1.
- the second limitation parameter reflects the mission priority factor. Yes the mission is a high priority, and includes an intrinsic risk as in wartime, the parameter of second limitation is of the order of 1, 1 to 1, 2, for example 1, 15. If the mission is of importance more common, this second limitation parameter is of the order of 1.
- the proximal section is not always rectilinear. In fact, it is obtained in certain embodiments, by continuation of the trajectory 20 provided, that it is straight or curvilinear, during the time TT obtained and noted in 23.
- the conical section 24 defines, according to the invention, on the abscissa along the longitudinal direction X, at least a part of the avoidance curve CE as a function of a value of achievable celerity (by permissible slowdown) by the aircraft 1 at the end of the transfer time 23, and in ordinate according to the vertical acceleration capacity Gz of this aircraft 1, at the end of the transfer time 23.
- the conical curve 24 is relatively close to the expected path 25 and therefore the longitudinal direction X (called "horizontal"), if the maneuverability of the aircraft 1 is low. This necessarily results in an extension of the distance 22 of anticipation.
- the conical curve 24 is momentarily capable of diverging strongly from the planned trajectory 25 and therefore of approaching the direction of elevation Z (called “vertical") while going upwards, if the maneuverability of the aircraft 1 is high. This necessarily results in a shortening of the distance 22 of anticipation.
- Such maneuverability parameters namely the collective pitch 26 and the collective pitch margin 27, are judiciously obtained thanks to a preferred embodiment of the invention.
- the driver assistance device 10 for example a TAWS
- the avoidance warning system 13 for example an IPL
- the additional processing means to be provided in this case are most often limited to programming code of the computer 14.
- this available vertical acceleration margin Gz is denoted by ⁇ Gz (delta of Gz). It turns out that from the collective pitch 26, ⁇ Gz defines an increase 27 of this pitch angle, on the blades of the rotor 2.
- the instantaneous value of Gz is introduced into a conical function 24 and provides a draft avoidance curve CE, which is then adjusted according to additional maneuverability parameters or contextual data.
- the conical function 24 of the avoidance curve CE is thus a function of the power margin, or at least the vertical acceleration Gz, of the aircraft 1, at time TO.
- the proximal transfer section and the conical function 24 of the avoidance curve CE can be deduced according to the invention.
- the sum of the projections 23 of the section 25, and a projection 29 of the conical avoidance curve 24 on the longitudinal direction X is visibly less than the distances TT and 21 obtained with conventional technologies.
- various parameters designated at 30 in FIG. 4 are taken into account and integrated into the evaluation of the avoidance trajectory TA of the invention, since they affect the maneuverability of the aircraft 1, whose :
- instantaneous parameters such as the temperature 32 to the engine 44 of the aircraft 1, the pressure 33 to this engine 44 as well as the effective torque 34 to the rotor 2 are logically injected into the maneuverability indicator system 13. , for example an IPL.
- This method is iterative if necessary, and the injection of the parameters 32 to 34 is the start step of a logic loop, at time TO.
- the maneuverability indicator system 13 calculates an instantaneous value of the available power margin, designated at 35. It has been seen above how this is done according to the invention.
- a step 36 (illustrated by an integrating arrangement also designated 36), so-called static parameters 37 are integrated, and in particular parameters 37 significantly reflecting the model of the aircraft 1 (stored within the equipment 9 for example via the computer 14 or a link 1 1).
- This trajectory TA is developed so as to correspond to the following equation:
- the results of this equation are estimated assuming a transient avoidance curve (not applied otherwise than as a transient calculation value) which is circular, to derive a value R which defines a radius. of this transitory curve of avoidance.
- W1 (Omega) is the acceleration of the aircraft 1, and V1 its speed.
- the distance that defines the danger zone be as short as possible, while maintaining maximum safety .
- the mechanical power P (Vz), necessary for the aircraft 1 to produce the climbing force Fz, is equal to the sum of the forward power (in the X direction) with the climbing capacity, noted:
- NRO is the rotational speed of the rotor 2 at time TO and N R at obtaining the target force Fz;
- Col. PO is the collective pitch of rotor 2 at time TO;
- A, B and C are constants depending on the speed of advance Vx of the aircraft 1.
- the current collective pitch (Col. PO) applied corresponds to developing the necessary power P (Vx) to the advancing flight, and therefore that the power margin will result in a speed of ascent. equal to: (Fn, Vz) / 2.
- the power margin is related to the collective margin [(CoI.P) - (Col. PO)] in the form of a proportionality to the square of the margin of not collective.
- this collective pitch margin is provided according to the invention, by the system 13 maneuverability indicator.
- W K (NR). (MO), where (MO) is the momentary torque (TO).
- the system 13 comprises a logic link with an automatic controller with full redundant authority of the engine 44 (such as a "FuII Authority Digital Engine Control” or FADEC) of the aircraft 1, the latter delivering a torque margin value available, after transforming the available margins (temperature 32 or 33 pressure for example) into instantaneous torque value via the mathematical model of said engine 44.
- an automatic controller with full redundant authority of the engine 44 such as a "FuII Authority Digital Engine Control" or FADEC) of the aircraft 1, the latter delivering a torque margin value available, after transforming the available margins (temperature 32 or 33 pressure for example) into instantaneous torque value via the mathematical model of said engine 44.
- the actuators 44 are controlled and regulated by this control and regulation device provided with an electronic control computer, called FADEC, which determines in particular the position of the fuel dispenser according to a hand of a loop of regulation comprising a primary loop based on maintaining the rotation speed of the rotor 2 of the rotorcraft 1, and secondly a secondary loop based on a set value of the driving parameter.
- FADEC electronice control computer
- a FADEC further receives signals relating firstly to the monitoring parameters of the engine 44 it controls, and secondly to important rotorcraft monitoring parameters such as the rotational speed of the rotorcraft.
- main rotor 2 for advancement and levitation for example.
- maneuverability indicator to participate in providing the device 10 parameters and data that are necessary.
- the FADEC is integrated with the computer 14 and, in fact, with the equipment 9 on board.
- the system 13 then transmits the values of the monitoring parameters to a control and regulation display, arranged in the cockpit of the rotorcraft 2, via a digital link.
- this display may comprise a first limitation instrument which identifies and displays a limiting parameter, namely the monitoring parameter closest to its limit.
- the FADEC can possibly determine this limiting parameter, the first limitation instrument then being content with the display.
- the FADEC is able to trigger a plurality of alarms if incidents occur, a minor failure or total of the fuel control of the engine 44 for example.
- the FADEC sends to the display system information via a digital link when a monitoring parameter of the turbine engine exceeds a predetermined limit by the engine.
- the aircraft 1 has a large amount of margin, this avoids a field alert, for example in a tactical flight.
- the aircraft 1 is already at the power limit at the instant TO, the terrain analysis will be automatically carried out over a further distance 22 towards the front of the aircraft 1.
- this step of anticipation distance switching 22 is operated according to the map 17 in which the obstacle interactions 18 are sought in two computing sectors within the range. a maximum value of anticipation distance, with a high margin of application of a calculation.
- the movement is put in equation: in the X direction, the movement Mx is: (Vx) times the duration (Dx) expected to be elapsed between TO and the time at the joint between the proximal section 25 and the conical curve 24, namely:
- the movement (Mz) is: 1/2 (Gz) times the square of the time expected to elapse between TO and the time at the joint between the proximal section 25 and the conical curve 24, that is:
- Such an equation defines a sector of conical curve, here a parabola, the characteristic of which is related to the margin expressed in collective pitch.
- a protection zone can be used in the form of a linear torso zone.
- a linear torso zone rests on a parallel to the longitudinal direction and the predicted trajectory 20, but draws a broken line in place of the curvilinear pattern obtained with the previous calculations.
- intersection P is sought between said parallel to the longitudinal direction and the predicted trajectory 20 and a tangent 43 to said curvilinear path. This is illustrated schematically in FIG.
- This point P has a position (xP; zP) such that:
- the distance from the origin to xP is the margin along the X direction.
- T1 TO - [(K ', ⁇ S, TO)] 2 / [(K "), ⁇ MT] involving the ratio between the output margin of the system 13 and the torque margin of the engine 44, the choice of the linear torso zone instead of the curvilinear curve initially calculated, remains perfectly related to the instantaneous maneuvering margins of the aircraft 1. In fact, such a straight torso zone forms a significant and coherent calculation relief.
- the invention assigns a duration of pilot reaction time, for example determined according to the type of flight in progress (eg military or civilian / cruise or flight phase). attentive). This results in a delimitation segment proximal to the rotorcraft 1, the danger zone, which is not exclusively proportional to the speed.
- the direction (pitching / pitching) of the speed vector of the rotorcraft 1, as well as the resources of the rotorcraft available at a given instant, are integrated in the calculations of delimitation of the danger zone by the invention.
- a proposed solution consists of coupling from a logical point of view the TAWS to I 1 I PL of the rotorcraft 1.
- the I PL translates the resources of the rotorcraft 1, available at a given moment, especially in terms of power, in the form of collective pitch. In fact, it is possible to deduce at the given moment, the vertical acceleration, the mass and the direction of the speed vector of the rotorcraft 1.
- the IPL used may correspond to the teaching of document FR2756256 which describes a power margin indicator where, based on control parameters and values of the limitations of use of the engine 44, is developed a power margin indicator expressed as a collective pitch value in particular.
- the adaptive TAWS calculates a shortened danger zone, delimited by a conical shape curve, while maintaining maximum safety.
- reaction time of the short pilot of the order for example of less than one second for an attentive flight, to less than two seconds for a flight of cruise, characterized by a segment substantially proportional to the speed of the homogeneous transfer device to a duration, that is to say a time, which would be as limited as possible (for example depending on the type of flight, the flight phase, historical data and personal abilities of the pilot in such a context);
- pseudo-conical curve that is to say whose projection in a plane substantially parallel to a longitudinal direction of the aircraft and secant to its trajectory at its origin, draws at least one sector of conical curve, such as parabola) avoidance, which would be related, in particular to the maneuverability of the aircraft 1 rotary wing, real time.
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Abstract
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Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0803537A FR2932919B1 (fr) | 2008-06-24 | 2008-06-24 | Adaptation d'alertes de terrain selectives, en fonction la manoeuvrabilite instantanee d'un giravion |
PCT/FR2009/000759 WO2010007235A1 (fr) | 2008-06-24 | 2009-06-22 | Adaptation d'alertes de terrain sélectives, en fonction de la manoeuvrabilité instantanée d'un giravion |
Publications (2)
Publication Number | Publication Date |
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EP2289060A1 true EP2289060A1 (fr) | 2011-03-02 |
EP2289060B1 EP2289060B1 (fr) | 2020-08-05 |
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EP09784221.5A Active EP2289060B1 (fr) | 2008-06-24 | 2009-06-22 | Adaptation d'alertes de terrain sélectives, en fonction de la manoeuvrabilité instantanée d'un giravion |
Country Status (5)
Country | Link |
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US (1) | US8547252B2 (fr) |
EP (1) | EP2289060B1 (fr) |
FR (1) | FR2932919B1 (fr) |
IL (1) | IL209665A0 (fr) |
WO (1) | WO2010007235A1 (fr) |
Families Citing this family (11)
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FR2932919B1 (fr) * | 2008-06-24 | 2010-08-20 | Eurocopter France | Adaptation d'alertes de terrain selectives, en fonction la manoeuvrabilite instantanee d'un giravion |
FR3008530B1 (fr) * | 2013-07-10 | 2015-07-17 | Eurocopter France | Procede et dispositif d'emission d'alertes pour l'evitement de terrain par un aeronef a voilure tournante |
EP3286086A4 (fr) * | 2015-04-22 | 2018-10-24 | Astronautics Corporation Of America | Affichage électronique d'informations de boussole/d'informations cartographiques pour un giravion, fournissant une représentation améliorée d'obstacles environnants |
FR3036816B1 (fr) | 2015-05-29 | 2017-05-05 | Airbus Helicopters | Procede et systeme d'aide au pilotage pour eviter un obstacle avec un giravion |
EP3631367A4 (fr) * | 2017-05-31 | 2021-05-26 | Geomni, Inc. | Système et procédé de planification de mission et d'automatisation de vol pour aéronef sans pilote |
FR3072816B1 (fr) * | 2017-10-20 | 2023-11-03 | Thales Sa | Procede de determination de point(s) limite (s) de decision relative au declenchement d'une manoeuvre d'evitement par un aeronef, dispositif et programme d'ordinateur associes |
CN110989652A (zh) * | 2019-11-05 | 2020-04-10 | 北京金景科技有限公司 | 一种利用激光雷达进行无人机仿地飞行的方法 |
US11514798B2 (en) * | 2020-04-30 | 2022-11-29 | The Boeing Company | UAV risk-based route planning system |
US20220187819A1 (en) * | 2020-12-10 | 2022-06-16 | Hitachi, Ltd. | Method for event-based failure prediction and remaining useful life estimation |
CN113822913B (zh) * | 2021-11-25 | 2022-02-11 | 江西科技学院 | 一种基于计算机视觉的高空抛物检测方法和系统 |
US11827376B2 (en) * | 2022-04-19 | 2023-11-28 | Honeywell International Inc. | Enhanced ground proximity warning system that selectively operates in both a helicopter mode and a fixed-wing mode |
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FR2756256B1 (fr) * | 1996-11-26 | 1999-01-22 | Eurocopter France | Indicateur de marge de puissance pour un aeronef a voilure tournante, notamment un helicoptere |
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-
2008
- 2008-06-24 FR FR0803537A patent/FR2932919B1/fr active Active
-
2009
- 2009-06-22 WO PCT/FR2009/000759 patent/WO2010007235A1/fr active Application Filing
- 2009-06-22 EP EP09784221.5A patent/EP2289060B1/fr active Active
- 2009-06-22 US US12/529,105 patent/US8547252B2/en active Active
-
2010
- 2010-11-30 IL IL209665A patent/IL209665A0/en active IP Right Grant
Non-Patent Citations (1)
Title |
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See references of WO2010007235A1 * |
Also Published As
Publication number | Publication date |
---|---|
US20110234425A1 (en) | 2011-09-29 |
EP2289060B1 (fr) | 2020-08-05 |
FR2932919B1 (fr) | 2010-08-20 |
WO2010007235A1 (fr) | 2010-01-21 |
FR2932919A1 (fr) | 2009-12-25 |
US8547252B2 (en) | 2013-10-01 |
IL209665A0 (en) | 2011-02-28 |
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