EP3866136A1 - Verfahren und system zur navigationshilfe für ein luftfahrzeug durch erkennung von maritimen objekten beim anflug, im stationären flugzustand oder bei der landung - Google Patents

Verfahren und system zur navigationshilfe für ein luftfahrzeug durch erkennung von maritimen objekten beim anflug, im stationären flugzustand oder bei der landung Download PDF

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Publication number
EP3866136A1
EP3866136A1 EP20210031.9A EP20210031A EP3866136A1 EP 3866136 A1 EP3866136 A1 EP 3866136A1 EP 20210031 A EP20210031 A EP 20210031A EP 3866136 A1 EP3866136 A1 EP 3866136A1
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EP
European Patent Office
Prior art keywords
aircraft
tracked
objective point
movements
flight
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EP20210031.9A
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English (en)
French (fr)
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EP3866136B1 (de
Inventor
François-Xavier Filias
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Airbus Helicopters SAS
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Airbus Helicopters SAS
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0073—Surveillance aids
    • G08G5/0078—Surveillance aids for monitoring traffic from the aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/02—Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data
    • G08G5/025—Navigation or guidance aids
    • 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 field of navigation aids for aircraft and in particular for aircraft.
  • the present invention relates to a method and a system for aiding navigation for an aircraft by detecting maritime objects with a view to an approach flight, a hovering or a landing as well as a. aircraft equipped with such a system.
  • the present invention is in particular intended for rotary wing aircraft, also referred to as “rotorcraft”.
  • a rotary wing aircraft has the advantage of being able to perform hovering flights and land on small-sized landing areas designated for example “heliport” when they are located on land and more generally “helipad”.
  • a helipad can in particular be a landing area located for example on a ship or else on a fixed or floating maritime platform such as an offshore oil platform.
  • a helipad can optionally also be used by other types of aircraft capable of performing substantially stationary flights and substantially vertical landings.
  • a helipad at sea, or more generally on a water surface can then be mobile on the one hand following the movements of the water surface and waves and on the other hand following the movements of the ship or the plate.
  • An aircraft can thus land on a static or mobile helipad, or else hover over a ship or a maritime platform.
  • a pilot of the aircraft can use visual information to achieve an approach and position vis-à-vis the vessel, maritime platform or helipad.
  • This visual information includes in particular the position and movements of the ship or the maritime platform as well as the potentially dangerous elements of this ship or of the maritime platform and likely to constitute an obstacle, such as a mast, a crane. , an upper drilling part or even a wind turbine for example.
  • This visual information may also relate to the position and movements of other vessels or other maritime platforms located near the target. This visual information enables the pilot to guide the aircraft to the helipad or to the hovering position while avoiding collisions with potentially dangerous elements.
  • ships and / or maritime platforms may be more or less visible depending on climatic conditions, the presence of clouds or smoke, for example, or even at night.
  • the movements of the ship or the maritime platform due to the movements of the water can be amplified in the event of bad climatic conditions generating for example a violent wind and strong waves.
  • the visual information can be acquired and taken into account only by the pilot of the aircraft without assistance. The piloting of the aircraft is then carried out visually. The specific movements of the moving elements due to the movements of the water can be difficult to take into account and to anticipate by the pilot of the aircraft and therefore constitute potential dangers for the maneuvers of the aircraft.
  • Certain aircraft include a piloting assistance device fitted with one or more obstacle detection devices and / or one or more image acquisition systems combined with an image processing system in order to detect fixed and / or mobile elements present in the environment of the aircraft, and in particular ships, maritime platforms and helipads.
  • the document EP 3125213 describes an on-board system for identifying moving helipads.
  • This system makes it possible to display the position of the helipads present in the environment of an aircraft as well as information relating in particular to its movements and its attitude, namely its roll and pitch angles. All of this information can be extracted from a field database, extracted from images captured by means of detection devices, such as a camera, a radar type device or LIDAR type for the designation. in English "Light Detection And Ranging", for example, or be recovered by means of a communication device.
  • the document EP 3270365 describes a device for assisting the piloting of an aircraft for carrying out an approach phase in view of a landing on a landing zone.
  • This device comprises at least one camera capturing images of the environment and a system for processing these images making it possible to identify at least one landing zone.
  • an approach flight instruction to an identified landing zone is determined. The approach flight can then be performed automatically by the aircraft.
  • the document EP 2515285A1 describes a method of assistance in piloting an aircraft for landing on a helipad, in particular located on a platform at sea.
  • This assistance method allows the display on a display screen of the platforms and helipads captured by an acquisition means, for example a digital camera or a device of the LIDAR type.
  • This assistance method suggests identifying, by a system for processing the captured images, the known platforms using a database and attributes specific to each platform, for example means of support of a supporting structure of the platform, elements extending in elevation from the supporting structure and / or the position of one or more flames directly above the supporting structure ...
  • the prior art still includes the document US 2016/0284222 describes a radionavigation receiver for an aircraft capable of establishing a trajectory of the aircraft towards a platform or a point of interest.
  • This receiver can use an instrument landing system and / or a VOR system for "VHR Omni-Ranging".
  • This receiver can also use an AIS type system possibly combined with a meteorological radar to detect obstacles, such as ships, platforms or lighthouses and determine their positions and possible speeds.
  • the navigation receiver can also include a satellite location receiver to determine the position and speed of the aircraft. A pilot of the aircraft can select an object of interest towards which a trajectory can be established.
  • this method comprises a step of consolidating the trajectory of the aircraft by determining in particular the current position of the platform and a step of securing determining the position and speed of the objects located in a surveillance zone. A representation of the trajectory and the detected objects is displayed on a screen.
  • the document FR 3061343 describes a system for assisting the landing of a rotary wing aircraft on a maritime platform.
  • the landing aid system proposes, as a function of a representation of the area overflown, to continue the flight, to interrupt it or to modify the approach parameters of the aircraft, in particular the axis of approach and / or approach distance.
  • the technological background of the invention comprises in particular the documents WO 2018/182814 , EP 2824529 and US 2018/0211549 .
  • the document WO 2018/182814 describes a system for protecting a flight envelope of an aircraft by verifying the conformity of the trajectories envisaged for the aircraft with respect to the flight envelope of the aircraft.
  • the document EP 2824529 describes a method and a device for issuing alerts for terrain avoidance for a rotary wing aircraft by generating an alert in the event of potential collisions between potential trajectories of an aircraft with the ground and / or obstacles outside ground.
  • the positions of the ground and of the obstacles above the ground are extracted from a database.
  • the document US 2018/0211549 describes an air traffic management method comprising determining the position of an aircraft and receiving the positions of other aircraft. Then, a risk of collision between this aircraft and one or more other aircraft can be detected and an avoidance action instruction for the aircraft can be generated in order to avoid the collision.
  • a risk of collision between two aircraft can be established, for example, when there is a risk of collision between two cylindrical safety envelopes defined respectively around each aircraft.
  • the present invention therefore relates to a method and a system for aiding navigation for an aircraft by detecting fixed and mobile maritime objects with a view to an approach flight in the direction of a maritime object, a landing on a helipad at sea or performing a hover over a ship or a maritime platform to overcome the limitations mentioned above.
  • the present invention also relates to an aircraft equipped with such a system.
  • the present invention is particularly intended for rotary wing aircraft.
  • the present invention can also be intended for any type of aircraft capable of performing substantially stationary flights and substantially vertical landings.
  • object is used hereafter to denote a construction or a maritime vehicle located at sea or else on any surface of water, for example a lake or a sea. river
  • a maritime vehicle can in particular be a ship
  • a maritime construction can be a maritime platform or even a wind turbine for example.
  • the term “sea” is used generally to designate a water surface and can as such be replaced by any water surface, in particular a lake or a river.
  • the object of the present invention is thus, on the one hand, to detect fixed and mobile maritime objects, such as ships or maritime platforms as well as possibly a helipad, in the environment of the aircraft and, on the other hand. on the other hand, to carry out a particular flight phase of the aircraft with respect to such an object, for example an approach flight towards an objective point, a hovering flight over an object or a landing on a helipad at sea, taking into account these objects and their possible movements.
  • the location device comprises, for example, a GNSS satellite location device for the designation in English “Global Navigation Satellite System”.
  • the inertial unit comprises for example an AHRS type device for the designation in English language “Attitude and Heading Reference System”.
  • the computer may for example be dedicated to carrying out this method according to the invention or else shared with other functions of the aircraft and integrated as such into an avionics system of the aircraft.
  • the computer may for example comprise at least one processor and at least one memory, at least one integrated circuit, at least one programmable system or else at least one logic circuit, these examples not limiting the scope given to the expression “computer”.
  • the memory can for example store one or more segments of codes or algorithms in order to carry out the method according to the invention as well as one or more databases.
  • the method according to the invention makes it possible to detect and identify, in a surveillance zone at sea towards which the aircraft is likely to be heading, any fixed or moving object and to follow the movements of at-sea. minus some of these objects after their selection.
  • These objects can include a ship at anchor or in progress, a platform, for example fixed or floating, or any object likely to be at sea and may in particular constitute a danger to the flight of the aircraft.
  • the surveillance step of the surveillance zone at sea is carried out by means of at least one detection system. This step is performed during the flight of the aircraft.
  • the step of detecting at least one object in the surveillance zone and estimating its position relative to the aircraft is carried out by means of said at least one detection system.
  • the step of detecting at least one object in the monitoring zone and estimating its position can be carried out simultaneously with the monitoring step or else after this monitoring step.
  • a detection system enables the surveillance of the surveillance zone at sea, the detection of at least one fixed or mobile object as well as the estimation of the position of each object detected relative to the aircraft.
  • a detection system can include at least one electromagnetic, optical or even acoustic detector.
  • a detection system may for example comprise a detection device of radar type, at least one detection device of ultrasound type, at least one detection device of LIDAR type or at least one.
  • LEDDAR type detection device for the English designation “LED Detection And Ranging” and / or at least one infrared detection device.
  • a radar or ultrasound type detection device uses, for example, waves while a LIDAR, LEEDAR or infrared type detection device uses a beam of light.
  • a detection system can also include a camera and a computer.
  • a camera may for example be a camera providing two-dimensional images or else a three-dimensional camera.
  • a detection system can also include several cameras and a computer in order to construct, by means of the computer and from the two-dimensional images supplied by each camera, a three-dimensional image of the environment of the aircraft and of the maritime objects.
  • the computer makes it possible to analyze the images supplied by the camera (s), by known image analysis and shape recognition processes for example, in order, on the one hand, to detect objects and, on the other hand , to determine the position, movements and speed of each object detected.
  • one or more cameras associated with a computer can be considered as a detection device in its own right.
  • This computer can be dedicated to the detection system or else be shared for example for the implementation of the method according to the invention or also with other functions of the aircraft.
  • a radar, ultrasound, LEDDAR or LIDAR type detection device generally integrates a calculation unit making it possible to directly and quickly process the information captured and can detect an object and provide almost instantaneously and precisely its position, even its movements and its speed.
  • the dimensions of the surveillance zone are defined by the installation of said at least one detection system on the aircraft as well as by and its range.
  • a surveillance zone can for example be formed for the entire zone located around the aircraft over a predetermined distance equal to the range of each detection system used, for example of the order of several hundred meters to several kilometers.
  • a surveillance zone can also be limited to a sector situated for example at the front of the aircraft, having a predetermined sector angle and length.
  • a detection device can have long detection ranges, typically greater than one kilometer.
  • a radar type detection device as well as certain optical cameras make it possible to cover such long ranges.
  • a detection device can be at medium or short detection ranges, typically less than one kilometer.
  • a computer integrated into the detection system can analyze the information supplied by one or more detection devices and / or by one or more cameras, for example using known methods for processing information and / or analyzing data. images in order to detect the presence of one or more objects and to estimate their respective positions relative to the aircraft, namely in a local frame of reference linked to the aircraft referred to below as “aircraft marker”.
  • the presence of an object is detected and its position relative to the aircraft is estimated by at least one monitoring device. detection possibly assisted by a computer, each detection device being arranged on the aircraft.
  • the position of an object can be estimated from the information supplied by a single detection device or by combining the information supplied by several detection devices of the same type or of different types.
  • a step of selecting at least one object to be tracked and an objective point on an object to be tracked is performed.
  • This selection can in particular be carried out manually by an occupant of the aircraft, for example a pilot or a co-pilot, or else automatically.
  • This selection of at least one object to be tracked makes it possible, for example, to select the objects potentially dangerous for the flight of the aircraft and / or located near the objective point towards which the aircraft will be heading, or even a helipad on which is the objective point and on which the aircraft can consider landing.
  • the objective point is a specific point of an object towards which the aircraft will move according to a particular phase of flight by carrying out, for example, an approach flight in the direction of the objective point, a landing on this objective point or else a hover above this objective point.
  • the step of determining the position and the attitude of the aircraft is then carried out by means of the location device making it possible in particular to provide the position and / or the speed of the aircraft and by means of the inertial unit providing the attitude of the aircraft.
  • the location device can simultaneously provide the position and the speed of the aircraft in a terrestrial landmark.
  • the location device can also provide only the position of the aircraft in the terrestrial reference frame, its speed being able to be calculated from successive positions of the aircraft, for example over the sliding time or any other time.
  • the location device can only supply the speed of the aircraft 1 in the terrestrial reference frame, the position of the aircraft 1 then being calculated by integrating this speed.
  • the attitude of an aircraft comprises in particular a roll angle and a pitch angle of the aircraft.
  • An inertial unit can for example measure the accelerations of the aircraft in three dimensions and deduce therefrom by a double derivation the roll and pitch angles of the aircraft.
  • the position and attitude of the aircraft are determined in a land reference.
  • the successively determined positions and attitude of the aircraft are stored for example in a memory of the computer.
  • the terrestrial reference mark can be for example a local geographic reference mark or an absolute reference mark (L, G, Z).
  • the location device comprises, for example, a GNSS satellite location device for the designation in English “Global Navigation Satellite System”.
  • the inertial unit comprises for example an AHRS type device for the designation in English language “Attitude and Heading Reference System”.
  • the location device may further include a device for measuring a radio height Z of the aircraft with respect to the surface of the water overflown by the aircraft making it possible, on the one hand, to detect the surface of the water and on the other hand, to measure a generally vertical distance, namely a height, between the aircraft and said water surface.
  • a device for measuring a radio height Z is for example a radio altimeter or an altimetric radar.
  • the step of determining the positions and movements of each object and of the objective point relative to the aircraft is carried out only for the objects to be followed and the objective point by means of said at least one detection system.
  • These movements include in particular variations in the roll and pitch angles as well as a variation in the height of each object due in particular to the movements of the sea surface and to the waves.
  • this step is carried out over a generally predetermined sliding duration, for example a duration of 2 to 4 seconds.
  • the positions and movements of each object to be followed and of the objective point are determined during this sliding period in the terrestrial reference frame and are stored in a memory of the computer for example.
  • the variation in the height of an object is constituted by the variation, over the sliding period, of the position of a point of the object in a substantially vertical direction or in the elevation of a reference mark, for example the terrestrial reference mark or the aircraft mark.
  • This height variation can also be equal to an average value of several measurements of such a variation in the position of several points of the same object.
  • the variations in the roll and pitch angles of each object are formed by the angular variations, over the sliding duration, of a point of the object around the roll and pitch axes of the object respectively.
  • These variations of the roll and pitch angles can also be equal to the mean values of several measurements of angular variations of several points of the same object.
  • sliding duration means that the determination step is linked according to an execution frequency independently of this sliding duration and without waiting for the end of a sliding duration. For example, every 0.5 seconds, a determination step is carried out for a sliding duration of 2 to 4 seconds.
  • the step of determining the positions and movements of each object to be tracked and of the objective point can be carried out identically regardless of the particular phase of flight, using information provided by the detection system and applying the same algorithm. independently of the particular phase of flight in order to determine the positions and movements of each object relative to the aircraft.
  • the step of determining the positions and movements of each object to be tracked and of the objective point can apply a specific algorithm according to the particular phase of flight envisaged in order to in particular that the precision of these positions and these movements of each object to be followed and of the objective point be adapted to this particular phase of flight.
  • this determination step can use one or more Hough transforms making it possible to obtain precise positions and movements.
  • the estimation step can comprise a reconstruction of the high rectilinear points characteristic of each object identified using one or more Hough transforms with threshold logic in order to ensure the validity of the information. provided by said at least one detection device.
  • the step of determining the positions and movements of each object to be tracked and of the objective point can use one or more different detection devices that the detection system comprises as a function of the phase of detection. particular to achieve.
  • one or more cameras associated with an image analysis process and / or a radar-type detection device, constituting long-range detection devices can be used. when the particular phase of flight is an approach flight.
  • at least one LIDAR type detection device possibly combined with one or more cameras, constituting short or medium range detection devices, can be used when the particular flight phase is a landing phase or a hovering flight.
  • the step of transferring the positions and movements of each object to be tracked as well as the position and movements of the objective point determined previously during the sliding period relative to the aircraft, namely in an aircraft fix, is carried out from this aircraft fix to the local land fix.
  • This transfer uses the successive positions and attitude of the aircraft stored in the memory. Such a transfer is carried out in a known manner.
  • each security envelope attached to each object to be tracked is carried out on the basis of the positions and movements of each object to be tracked in the local terrestrial reference frame.
  • Each security envelope is thus estimated by taking into account the positions and movements of each object to be tracked previously determined during the sliding period and transferred to the local terrestrial reference frame.
  • Each safety enclosure includes all the characteristic elements of the maritime object, in particular the potentially dangerous elements likely to constitute an obstacle to the flight of the aircraft, such as a mast, a crane, an upper drilling part or a wind turbine for example.
  • the step of estimating a security envelope around each object to be tracked is carried out by constructing a three-dimensional security envelope.
  • the safety envelope is built around a profile of the object and therefore takes into account the variations in height and attitude of the object over the sliding period.
  • the profile of the object is constructed for average values of height and attitude of the object over the sliding period using the measured heights induced by the observed movements of the sea as well as by the displacement of the object. himself.
  • the safety envelope is for example constructed by a three-dimensional extrapolation taking into account the translations of the object, namely the variations of heights and horizontal positions, and the rotations of the object, namely the variations of the roll angles and pitch, detected during the sliding time.
  • the step of carrying out a particular flight phase of the aircraft with respect to the objective point is carried out while respecting a safety distance vis-à-vis the safety envelopes of each object to be monitored.
  • the particular flight phase of the aircraft can be carried out in safety vis-à-vis maritime objects situated on the trajectory of the aircraft, in particular vis-à-vis objects liable to be dangerous for the aircraft. the aircraft during the particular phase of flight.
  • This security is ensured through security envelopes which advantageously take into account the movements of each object to be tracked.
  • the particular flight phase of the aircraft with respect to the objective point can be, for example, an approach flight in the direction of the objective point making it possible to approach the objective point at a pre-established distance less than one kilometer, for example between 100 and 200 meters.
  • the particular flight phase of the aircraft with respect to the objective point can also be a landing phase on the objective point then formed by a helipad for example or else a hover phase above the objective point formed by a helipad or any point of an object in order to carry out, for example, a helicopter hoisting, a rescue or refueling operation ...
  • the particular flight phase can also combine two distinct flight phases.
  • the particular flight phase may firstly comprise an approach flight in the direction of the objective point up to a pre-established distance from the objective point, then secondly a landing phase on the objective point or else a phase of hovering above the objective point.
  • the choice of the particular flight phase can be defined via an input interface, for example before takeoff of the aircraft or in flight, for example during the step of selecting at least one object to be monitored. and the objective point.
  • the height of the hovering flight above the objective point is variable according to the type of operation to be carried out. This height can therefore be defined for example when choosing the particular flight phase.
  • the method of aiding navigation for an aircraft by detecting fixed and mobile maritime objects may further comprise one or more of the following characteristics, taken alone or in combination.
  • the display of the security envelopes attached respectively to the objects to be tracked and of the objective point is carried out on at least one display device of the aircraft.
  • a device of display is for example a screen arranged on the instrument panel of the aircraft and can display only the safety envelopes and the objective point.
  • Such a viewing device can also display an image of the objects to be tracked, captured for example by a camera of the detection system or else a camera independent of the detection system.
  • the security envelopes and the objective point are then displayed in superimposition of this image, in particular in superimposition relative to the objects to be tracked.
  • a display device can also be a head-up display, for example a visor of a helmet or even part of the windshield of the aircraft.
  • the pilot of the aircraft has a direct view of the objects to be followed.
  • the display of the safety envelopes and of the objective point are then displayed superimposed on this view of the pilot, in particular superimposed on the objects to be tracked.
  • the display step thus allows an occupant of the aircraft, and the pilot or co-pilot in particular, to advantageously visualize the objective point and each object to be tracked with the safety envelope attached to this object, taking into account the positions and possible displacements of the objects to be tracked as well as their movements due to the movements of the sea surface and to the waves.
  • the pilot can then manually pilot the aircraft relative to the objective point, taking into account these safety envelopes so as to achieve the particular flight phase of the aircraft in safety.
  • a speed vector corresponding to the possible movement of each object to be tracked can be displayed in order to indicate to the pilot of the aircraft the possible direction of movement of this object.
  • the display positions of the safety envelopes, of the objective point and possibly of the speed vector on a display device are determined by the computer as a function of the information supplied by at least one location device, at least one inertial unit and at least the detection system.
  • This flight trajectory is intended for the realization of the particular phase of flight with respect to the objective point and is determined for example by the computer using known algorithms for establishing a flight trajectory taking into account the envelope of. safety attached to each object to be tracked located near the aircraft and on the road leading to the objective point as well as a safety distance between this flight path and each safety envelope.
  • the automatic piloting device of the aircraft uses this flight trajectory as a setpoint in order to follow this flight trajectory so as to automatically carry out the particular phase of flight with respect to the objective point while remaining at least at a distance equal to the safety distance of each safety enclosure thus advantageously avoiding any collision with an object to be followed.
  • the safety distance can be predetermined and constant for each object to be tracked.
  • the safety distance can also be variable from one object to be tracked to another, depending on the dimensions of the safety envelope of this object, and in particular the variations in height and the angles of roll and pitch on the sliding duration.
  • the larger the dimensions of a safety envelope of an object to be tracked the more this object is subjected to significant variations in its roll angle, its pitch angle and / or its height. Consequently, in order to secure the particular flight phase of the aircraft, the safety distance can be increased when the dimensions of a safety envelope of an object to be tracked are important.
  • An exclusion envelope for each object to be tracked into which the aircraft must not enter in order to ensure the safety of the flight of the aircraft can thus be formed for each object by the safety envelope attached to this object increased by the safety distance in all directions.
  • the automatic piloting device of the aircraft will thus advantageously adapt the speed, the attitude and the altitude of the aircraft as a function of the dimensions of the safety envelopes and therefore of the positions and specific movements of each maritime object detected and selected as well as the position and movements of the objective point.
  • each safety envelope being determined over a sliding period, and therefore updated in a substantially continuous manner, at a sampling frequency, changes in heading, speed of objects as well as movements due to the sea and waves are taken into account in real time in order to guarantee maximum security of the determined flight path.
  • the flight path thus makes it possible to ensure fully controlled guidance during the particular flight phase with the movements and displacements of each object to be followed.
  • the pilot of the aircraft can at any time take over the controls of the aircraft in order to direct the flight of the aircraft himself with respect to the objective point or in the event of a change of objective point, for example.
  • a step of displaying the security envelopes of each object to be tracked and of the objective point on a display device can be carried out including when the particular flight phase is carried out automatically.
  • the pilot of the aircraft can view the safety envelopes and the objective point, in particular in the case where the pilot needs to take control of the aircraft in hand.
  • two particular flight phases can be linked automatically without the method according to the invention being stopped, namely by retaining in particular the selection previously made of at least one object to be followed and of an objective point on a object to follow.
  • an approach flight can firstly be carried out in the direction of the objective point up to the pre-established distance, then a phase of hover above the objective point or else a landing phase on the objective point is carried out.
  • the sub-step of determining a specific movement is carried out on the basis of the information supplied by said at least one detection system over the sliding period, by an analysis and an exploitation of this information. For example, the application to this information of a differential method averaged with a Kalman filter on a “rolling” sequence corresponding to the sliding duration is carried out during this sub-step of determining a specific movement.
  • Other methods can be used such as methods using optical flows for example.
  • the sub-step of estimating the variations of the angles of roll ⁇ and of pitch ⁇ and of the variation in height ⁇ h of each object is carried out on the basis of the information supplied by said at least one detection system over the sliding time. , by analyzing and using this information.
  • a center of movement can correspond, for example, to the center of instantaneous rotation of an object. This center of movement can be determined for example from an average roll angle ⁇ moy and a hub pitch angle ⁇ moy over the sliding time.
  • each safety cover is positioned at the position of the object to be tracked at the end of the sliding period and around an average position of the object to be tracked, namely with an average roll angle ⁇ me, an angle of pitch hub ⁇ moy and an average height h avg.
  • Each safety envelope covers the amplitude of the variation in height ⁇ h and of the variations in the angles of roll ⁇ and of pitch ⁇ of the object to be tracked over the sliding time.
  • Each security envelope thus makes it possible to take into account the movements undergone by the object to be tracked during the sliding period.
  • the sub-step of estimating said safety envelope can also take into account a vertical variation of water ⁇ m of the water surface, corresponding in particular to the height of the swell or waves over the sliding duration in order to anticipate the effect of this vertical variation of water ⁇ m on each object to be tracked and in particular on the variation of height ⁇ h of each object to be tracked.
  • a vertical variation of water ⁇ m of the water surface corresponding in particular to the height of the swell or waves over the sliding duration in order to anticipate the effect of this vertical variation of water ⁇ m on each object to be tracked and in particular on the variation of height ⁇ h of each object to be tracked.
  • This vertical variation of water ⁇ m of the water surface can be measured over the sliding period by said at least one detection system.
  • This vertical variation of the water is preferably defined in a vertical direction or in elevation of a terrestrial landmark.
  • the method according to the invention can include at least one additional step relating to an anticipation of the positions of each object to be tracked over an anticipation period.
  • This anticipation time can be predetermined and is for example equal to 5 seconds.
  • the successive forecast positions of the security envelopes of each object to be tracked over the anticipation period can be calculated, for example by means of the computer, using the last known speed vector for each object to be tracked.
  • an additional step of displaying the successive forecast positions of the security envelope of each object on the display device for the anticipation period can also be carried out by exploiting the successive forecast positions of the security envelopes of each object at to follow.
  • the pilot can view these successive forecast positions and choose a trajectory taking into account these successive future forecast positions of the safety envelopes of each object to be followed and of the objective point.
  • Such anticipation can in particular be very useful in the event of visual loss of an object to be followed during manual piloting of the aircraft, for example in the presence of fog or smoke masking this object.
  • an occupant of the aircraft in particular the pilot or the co-pilot, can view on the display device the objects which have been detected in the surveillance zone.
  • An occupant of the aircraft can then select directly on the display device, for example by means of a touch screen or a pointer directed via a mouse or the like, the objects to be followed which may be on the flight path. and that he wishes to watch.
  • this occupant of the aircraft can also select in an identical manner on one of these maritime objects to follow the objective point vis-à-vis which the particular phase of flight is carried out.
  • the application by the computer of a shape recognition process to the information supplied by at least one detection device makes it possible in a known manner to associate a shape with each object detected.
  • This shape recognition process can be associated with an image processing process carried out on the images picked up by at least one detection device.
  • image processing and shape recognition processes can for example implement methods known to those skilled in the art, for example a method of mathematical morphology, a method of simultaneous localization and mapping known in the English language under the designation "Simultaneous Localization And Mapping" or any other comparable method ...
  • each of these shapes of each object detected with shapes contained in at least one database containing characteristics of known maritime objects by means of the computer makes it possible to identify certain objects detected corresponding to known objects. .
  • a type of ship or a type of maritime platform known and present in at least one database stored for example in a memory of the computer or else in a memory connected to the computer can for example be identified.
  • Each identified object is then automatically selected to be an object to be tracked.
  • the application by the computer of a pattern recognition process to the information supplied by at least one detection device also makes it possible to identify in a similar manner a helipad present on a detected object.
  • a helipad can for example be identified by the presence of a letter “H” or else of a circle represented on the helipad.
  • its center is automatically selected as the objective point by the computer.
  • an objective point is also automatically selected at the center of one of these helipads by the computer by virtue of additional information supplied for example by the pilot or the co-pilot of the aircraft. This additional information can be provided, via an input interface, for example before take-off of the aircraft when choosing the particular phase of flight envisaged or else when selecting this objective point.
  • the coordinates in latitude and longitude of a sought objective point are entered and the center of the helipad located closest to these coordinates is automatically selected as the objective point by the computer.
  • a characteristic of an AIS system for the designation in English language “Automatic Identification System”, of an object on which the sought objective point is located is entered and the center of the helipad located on this object, s' it is among the objects detected, is then automatically selected as objective point by the computer.
  • the aircraft comprises an AIS receiver connected to the computer in order to use such AIS characteristics.
  • the method according to the invention can be applied in order to manually select the objective point, for example when this objective point is not a helipad, but a point of an object with a view, for example, to hovering. above this objective point.
  • the computer preselects each known object after identification from among each detected object, then displays each known and preselected object on the display device. Then, an occupant of the aircraft manually selects, as previously mentioned, on the display device each object to be followed and the objective point on an object to be followed.
  • all the detected objects and one objective point among these detected objects can be selected automatically.
  • the present invention also relates to an aircraft comprising such a navigation aid system.
  • the aircraft 1 shown on the figure 1 comprises a fuselage 4, a main rotor 2 arranged above the fuselage 4 and a rear rotor 3 arranged on a tail boom 7 of the aircraft 1.
  • the aircraft 1 also comprises a landing gear 8 with skids and a power plant 6 rotating the two rotors 2, 3.
  • An aircraft coordinate system (X A , Y A , Z A ) is attached to the aircraft 1 and formed by three orthogonal axes.
  • a longitudinal axis X A extends from the rear of the aircraft 1 towards the front of the aircraft 1, that is to say from the rear end of the tail boom 7 of the aircraft 1 to the forward point of the fuselage 4 of the aircraft 1.
  • An elevation axis Z A extends from top to bottom perpendicular to the longitudinal axis X A.
  • a transverse axis Y A extends from left to right perpendicular to the longitudinal axes X A and of elevation Z A.
  • the longitudinal axis X A is the roll axis of the aircraft 1, the transverse axis Y A is its pitch axis and the elevation axis Z A is its yaw axis.
  • the aircraft 1 also includes a system 10 for aiding navigation by detecting fixed and mobile maritime objects.
  • This system 10 is dedicated, when the aircraft 1 is located near the sea or above the sea, to the detection of maritime objects with a view to carrying out a particular maneuver, for example, a flight of approach or a phase of hovering relative to one of these objects or even a phase of landing on one of these objects.
  • a navigation aid system 10 can equip such a rotary wing aircraft as well as any type of aircraft.
  • the location device 15 can directly provide the position of the aircraft 1 in a local land frame or else the location device 15 can provide the speed of the aircraft 1 in the local land frame, the position of the aircraft 1 being then calculated by integrating this speed of the aircraft 1 by means for example of a computer.
  • the location device 15 may for example comprise a GNSS location device by satellites.
  • the inertial unit 16 can directly supply a roll angle ⁇ and a pitch angle ⁇ of the aircraft 1 in a local terrestrial reference frame.
  • the inertial unit 16 can also provide angular speeds or even angular accelerations of the aircraft 1 around the roll and pitch axes of the aircraft 1 in the local terrestrial frame, the roll angles ⁇ and pitch ⁇ of l the aircraft 1 in this local terrestrial frame then being calculated by a single or double integration respectively of these speeds or of these angular accelerations of the aircraft 1 by means for example of a computer.
  • the inertial unit 16 may for example comprise an AHRS type device.
  • the automatic piloting device 13 is configured to automatically pilot the aircraft 1, namely without the intervention of a pilot on board the aircraft 1, when an automatic pilot mode is engaged. This automatic piloting can follow, for example, in a known manner, a predetermined trajectory between two points or even until the aircraft 1 lands on a helipad.
  • the automatic piloting device 13 may for example comprise an automatic pilot computer and various actuators acting on the piloting members of the aircraft 1.
  • the display device 11 makes it possible to display information of any type, for example information superimposed on an image of the environment of the aircraft 1 captured by a camera for example.
  • the display device 11 may for example comprise a screen, and in particular a touch screen, arranged on an instrument panel 9 of the aircraft 1.
  • the computer 14 may for example be dedicated to the system 10 or else may also fulfill other functions of the aircraft 1.
  • the computer 14 may in particular perform the integrations that may be necessary for the calculations of the position and / or the roll angles ⁇ and pitch ⁇ of the aircraft 1 if necessary.
  • the detection system 20 intended for the detection of fixed and mobile maritime objects makes it possible to detect objects, fixed or mobile, in the surveillance field of this detection system 20 as well as to determine their positions relative to the aircraft 1, namely in the aircraft frame (X A , Y A , Z A ).
  • the detection system 20 can also estimate the movements of each object detected, for example in the form of a speed vector, in the aircraft frame (X A , Y A , Z A ).
  • the detection system 20 may include at least one electromagnetic detector, for example a detection device of the radar type 21, a detection device of the LIDAR type 22, a detection device of the LEDDAR type or even an infrared detection device.
  • the detection system 20 may include at least one acoustic detector, for example an ultrasound type detection device.
  • the detection system 20 may include at least one optical detector, for example a camera 25.
  • the detection system 20 of the aircraft 1 shown in figure 1 comprises three detection devices 21,22,25 intended for the detection of fixed and mobile maritime objects as well as an imaging computer 26.
  • a detection device of the radar type 21 is installed on a front zone of the fuselage 4 and allows to detect an object in a surveillance zone corresponding for example to a conical sector located at the front of the aircraft 1 and over a long range of the order of one to several kilometers.
  • a LIDAR 22 type detection device is installed under the fuselage 4 and makes it possible to detect an object in a surveillance zone located all around the aircraft 1, namely 360 degrees (360 °), with a short to medium range , less than a kilometer.
  • a detection device 25 is a camera located on a high front zone of the fuselage 4, below the main rotor 2, and makes it possible to capture two-dimensional or three-dimensional images and to detect an object in a corresponding surveillance zone. for example to a conical sector located at the front of the aircraft 1.
  • the surveillance zone of the camera 25 can cover a short, a medium and a long range, but with different levels of precision, the precision being optimal for short spans.
  • a detection device 21, 22 can directly supply the information relating to a detected object, namely its presence as well as its position and its speed vector in the aircraft frame (X A , Y A , Z A ). This is for example the case for the radar type detection device 21 and the LIDAR type detection device 22 which each comprise an integrated computer.
  • the camera 25 an analysis and a processing of the captured images are necessary, via the imaging computer 26 of the detection system 20, in order to detect the objects located in the zone of. monitoring and estimating their positions and speed vectors in the aircraft frame (X A , Y A , Z A ).
  • each detection device 21,22,25 can be used alone and independently of the other detection devices 21,22,25.
  • the information supplied by these detection devices 21,22,25 can be used in a combined manner in order to compare them so as to verify their reliability and / or to merge them so as to improve their precision.
  • the figure 2 represents a view of a part of the surveillance zone monitored by the detection system 20 and located on the surface of the sea 100 as well as the information relating to an object 50 supplied over a sliding period ⁇ t 1-2 by the monitoring system detection 20.
  • the object 50 represented on the figure 2 is a ship, but could also be any object 50 located on the surface of the sea 100 such as a maritime platform or a wind turbine for example.
  • This vessel comprises a hull 51 and two elongated elements 52, 53, arranged substantially vertically and raised, such as two masts or two cranes for example.
  • This ship also includes a helipad 59 intended for landing an aircraft.
  • the figure 2 comprises two representations of the object 50 at two distinct instants t 1 , t 2 , namely at the start and at the end of this sliding duration ⁇ t 1-2 .
  • the center of gravity G of this object 50 is also shown.
  • an additional characteristic of the object 50 detected is an angle ⁇ 1, ⁇ 2 around the roll axis of the aircraft 1, namely the longitudinal axis X A of the aircraft frame (X A , Y A , Z A ), between the axis in elevation Z T of the local terrestrial coordinate system (X T , Y T , Z T ) and an elongated element 53 of the object 50, this angle not being visible on the figure 2 .
  • These characteristics of distances and angles of the object 50 detected are obtained from information supplied by the detection system 20 in the aircraft fix (X A , Y A , Z A ) and from information on the location of the aircraft. aircraft 1 supplied by the localization device 15 respectively for these two instants t 1 , t 2 so as to obtain these characteristics in the local terrestrial coordinate system (X T , Y T , Z T ).
  • a vertical radio height Z between the aircraft 1 and the sea surface 100 overflown by the aircraft 1 is also measured. This information is supplied by a device 18 for measuring a radio height Z that the aircraft 1 comprises.
  • the height m 3 , m 4 of the surface of the sea 100 is measured by means of at least one of the detection devices 21,22,25 in the reference aircraft (X A , Y A , Z A ), parallel to the axis in elevation Z A. Then, the heights m 3 , m 4 of the sea surface 100 respectively for these two complementary instants t 3 , t 4 can be estimated in the local terrestrial coordinate system (X T , Y T , Z T ) parallel to the axis in elevation Z T as represented on the figure 2 .
  • a variation ⁇ m of this height of the sea surface 100 can then be determined parallel to the axis in elevation Z T of the local terrestrial coordinate system (X T , Y T , Z T ), this variation being equal to the difference of the heights m 3 , m 4 of the sea surface 100 respectively for these two complementary instants t 3 , t 4 .
  • the two complementary times t 3 , t 4 are later than the two times t 1 , t 2 .
  • the system 10 is configured to implement a method of aiding navigation for an aircraft 1, two block diagrams of which are shown in the diagrams. figures 3 and 5 .
  • a memory integrated into the computer 14 or linked to the computer 14 can store instructions relating to these block diagrams and in particular making it possible to execute such a method.
  • the method of aiding navigation for an aircraft 1 by detecting fixed and mobile maritime objects 50 comprises the following steps.
  • a monitoring step 110 of a monitoring zone on the water surface 100 is carried out by means of the detection system 20.
  • a step 120 of detecting at least one object 50 in the zone for monitoring and estimating its position relative to the aircraft 1 is carried out by means of the detection system 20. .
  • steps of monitoring 110 and of detecting 120 of at least one object 50 and of estimating its position can be implemented by using all the detection devices 21,22,25 of the detection system 20 or only a part of it. these devices detection 21,22,25 depending on the detection range and / or the required precision.
  • This selection step 130 can be carried out manually, automatically or semi-automatically. As such, this selection step 130 may include the following sub-steps.
  • This manual selection can be carried out directly on the display device 11 in the case of a touch screen or else by means of a selection device 17, such as a mouse for example.
  • the manual selection can be performed directly on the display device 11 when it is a touch screen or else by means of a selection device 17, such as a mouse for example.
  • a step 140 of determining a position and an attitude of the aircraft 1 is carried out by means of the location device 15 and of the inertial unit 16 of the aircraft. 1.
  • a step 150 of determining the positions and movements of each object 50 to be tracked as well as the position and movements of the objective point 55 relative to the aircraft 1 over the sliding duration ⁇ t 1-2 is also carried out by means of the detection system 20.
  • the sliding duration ⁇ t 1-2 is preferably predetermined.
  • this sliding duration ⁇ t 1-2 can be fixed or variable.
  • the sliding duration ⁇ t 1-2 can be variable as a function of the speed of the aircraft 1 and / or of the distance separating the aircraft 1 from the objective point 55.
  • the step 140 of determining the position and the attitude of the aircraft 1 and the step 150 of determining the positions and movements of each object 50 and of the objective point 55 relative to the aircraft 1 can be carried out by parallel, i.e. simultaneously, as shown in the figure 3 . However, these two steps 140,150 can be performed sequentially.
  • the positions and movements of each object 50 to be tracked and of the objective point 55 are determined in the aircraft frame (X A , Y A , Z A ). For example, distances are estimated parallel to the axes of the aircraft frame (X A , Y A , Z A ) between the aircraft 1, for example its center of gravity, and several points of each object 50 to follow. Angles are also estimated around the roll and pitch axis of the aircraft 1, namely the longitudinal X A and transverse Y A axes, between the elevation axis Z A of the aircraft fix (X A , Y A , Z A ) and an elongated element 53 of the object 50.
  • positions of each object 50 to be tracked and of the objective point 55 are determined over a sliding duration ⁇ t 1-2 , for example of the order of 2 to 4 seconds, and are stored in a memory of the computer 14 or in a connected memory. to the computer 14. In this way, variations of the positions relative to the axes of the aircraft frame (X A , Y A , Z A ) and variations of the angles around these axes of each object 50 to be tracked and of the objective point 55 can be calculated over the sliding duration ⁇ t 1-2 .
  • the positions and movements of each object 50 to be tracked and of the objective point 55 are determined by using the information supplied by the detection system 20. Various known algorithms can be used to determine the positions and movements from this information. of each object 50 to follow and of the objective point 55.
  • the determination step 150 can perform a reconstruction of high rectilinear points characteristic of each object 50 to be tracked, and of the elongated elements 52, 53 in particular, using one or more Hough transforms.
  • This transfer step 160 is performed by the computer 14 and uses on the one hand the positions and movements of each object 50 and of the objective point 55 determined in the aircraft frame (X A , Y A , Z A ) by the system of detection 20 as well as the position and attitude of the aircraft 1 in the local land reference (X T , Y T , Z T ) determined by the monitoring device location 15 and the inertial unit 16.
  • the positions and movements of each object 50 to be tracked are known in the local terrestrial frame (X T , Y T , Z T ) as shown in the figure. figure 2 .
  • At least one height variation ⁇ h parallel to the elevation axis Z T of the local terrestrial reference frame (X T , Y T , Z T ) for each object 50 to be tracked can then be calculated over the sliding duration ⁇ t 1-2 .
  • several variations in height ⁇ h can thus be determined by subtracting the two distances measured for the different points of an object 50 at the two distinct instants t 1 , t 2 , as shown in figure 2 .
  • a single variation in height ⁇ h can also be determined by calculating an average value of the results of these subtractions for these different points of an object 50.
  • angles ⁇ and ⁇ around the longitudinal X T and transverse Y T axes of each object 50 to be tracked and of the objective point 55 can be calculated over the sliding duration ⁇ t 1-2 .
  • a step 170 of estimating a security envelope 60 attached to each object 50 to be tracked is then carried out on the basis of the positions and movements of each object 50 to be tracked in the local terrestrial reference frame (X T , Y T , Z T ).
  • the security envelope 60 attached to an object to be tracked is located around this object 50 to be tracked and takes into account the movements of this object to be tracked.
  • Such a security envelope 60 attached to an object 50 is shown in the figure. figure 4 .
  • the security envelope 60 represents at an instant t 2 an object 50 detected and selected by taking into account these movements over the sliding duration ⁇ t 1-2 .
  • This security envelope 60 is shown in the position where this object 50 is located at the instant t 2 .
  • a center of movement C of this object 50 around which the variations in roll and pitch angles ⁇ , ⁇ over the sliding duration ⁇ t 1-2 are produced is estimated.
  • the shape of the object 50 is constructed by applying an average height variation value and average values of variation of the average roll and pitch angles over the sliding duration ⁇ t 1-2 .
  • the safety envelope 60 is built in three dimensions around this shape of the object 50, by applying the variations ⁇ h and the roll and pitch angles ⁇ , ⁇ over the sliding duration ⁇ t 1-2 .
  • the sub-step 174 of estimating a security envelope 60 can also take into account a vertical variation of water ⁇ m of the surface 100 of the water in front of each object 50 to be followed.
  • a vertical variation of water ⁇ m of the surface 100 of the water generally represents a wave of a height equal to this vertical variation of water ⁇ m and located in front of the object 50 to be followed. This wave will then probably generate a movement at least parallel to the axis in elevation Z T of the local terrestrial reference frame (X T , Y T , Z T ) of the object 50 when it comes into contact with the object 50.
  • a step 180 of performing a particular flight phase of the aircraft with respect to the objective point 55, while respecting a distance of security vis-à-vis the security envelopes 60 is achieved.
  • a particular phase of flight with respect to the objective point 55 may be an approach flight in the direction of the objective point 55, namely by remaining at a pre-established distance from the objective point 55, generally less than one kilometer, and for example between 100 and 200 meters.
  • a particular phase of flight with respect to the objective point 55 can also be a phase of landing on the objective point 55 or else a phase of hovering above the objective point 55.
  • This step 180 of performing a particular flight phase can be performed manually or automatically. As such, this step 180 of performing a particular flight phase may include sub-steps.
  • the safety distance can be constant or else variable.
  • the safety distance can be variable for each object 50 to be followed as a function of the dimensions of the safety envelope 60 attached to the object 50 and possibly as a function of the variations of the height ⁇ h and of the angles of roll and of pitch ⁇ , ⁇ over the sliding duration ⁇ t 1-2 .
  • the safety distance can be 75 meters.
  • the safety distance may be 20 meters. In the two previous cases, if the effect of the sea is halved, ie the sea induces angle variations of 10 degrees, the safety distance is also halved.
  • the safety distance can also be variable as a function of the distance between the aircraft 1 and the objective point 55.
  • the method according to the invention is carried out until reaching a particular point designated “height decision” also designated by the acronym DH for the English designation “Height decision”. Indeed, when the aircraft 1 reaches this particular point designated “height decision”, the final part of the landing phase is engaged and the method according to the invention is inhibited to allow the aircraft 1 to land on the helipad 59 corresponding to the objective point 55.
  • two particular flight phases can advantageously be linked together while retaining in particular the selection of at least one object 50 to be followed and of an objective point 55.
  • the method comprises the steps 110-180 described above, the phase of particular flight carried out during the realization step 180 being an approach flight in the direction of the objective point 55 up to the pre-established distance from the objective point 55.
  • a step 240 of determining the position and attitude of the aircraft 1 as well as a step of determining 250 of the positions and movements of each object 50 and the objective point 55 relative to the aircraft 1 are carried out identically to the determination steps 140,150 described above.
  • a step 280 of carrying out a particular flight phase is carried out, manually or automatically, the particular flight phase being a hover above the objective point 55 or else a landing phase on the objective point 55.
  • step of determining 150,250 the positions and movements of each object 50 to be tracked and of the objective point 55 can be carried out between the step of determining 150,250 the positions and movements of each object 50 to be tracked and of the objective point 55 and the step of transferring 160,260 the positions and movements of each object 50 to be followed and of the point objective 55 in the local terrestrial frame (X T , Y T , Z T ).
  • the steps of estimating 170,270 of a security envelope 60 attached to each object 50 to be followed and of carrying out 180,280 of a particular flight phase of the aircraft 1 can thus take into account these movements determined by anticipation of each object 50 to be tracked and the successive forecast positions of each object 50 to be tracked over this anticipation period.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)
  • Position Fixing By Use Of Radio Waves (AREA)
EP20210031.9A 2020-02-14 2020-11-26 Verfahren und system zur navigationshilfe für ein luftfahrzeug durch erkennung von maritimen objekten beim anflug, im stationären flugzustand oder bei der landung Active EP3866136B1 (de)

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FR2001468A FR3107388B1 (fr) 2020-02-14 2020-02-14 Procédé et système d’aide à la navigation pour un aéronef par détection d’objets maritimes en vue d’un vol d’approche, d’une mise en vol stationnaire ou d’un atterrissage

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US20140365044A1 (en) 2013-06-05 2014-12-11 Airbus Helicopters Method of approaching a platform
EP2824529A2 (de) 2013-07-10 2015-01-14 Airbus Helicopters Verfahren und Vorrichtung zur Ausgabe von Warnmeldungen zum Vermeiden eines Terrains durch ein Luftfahrzeug mit Drehfahrwerk
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