EP3866136B1 - 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
EP3866136B1
EP3866136B1 EP20210031.9A EP20210031A EP3866136B1 EP 3866136 B1 EP3866136 B1 EP 3866136B1 EP 20210031 A EP20210031 A EP 20210031A EP 3866136 B1 EP3866136 B1 EP 3866136B1
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Prior art keywords
aircraft
tracked
target point
movements
positions
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English (en)
French (fr)
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EP3866136A1 (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 aircraft.
  • the present invention relates to a method and a system for aiding navigation for an aircraft by detecting maritime objects for the purpose of an approach flight, hovering or landing as well as a aircraft equipped with such a system.
  • the present invention is particularly intended for rotary wing aircraft, also referred to as “rotorcraft”.
  • a rotary wing aircraft has the advantage of being able to perform stationary flights and land on landing areas of reduced dimensions 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 on a fixed or floating maritime platform such as an offshore oil platform.
  • a helipad can possibly 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 the waves and on the other hand following the movements of the ship or the platform. -oil form on which the helipad is located.
  • An aircraft can thus land on a static or mobile helipad, or hover above a ship or maritime platform.
  • a pilot of the aircraft can use visual information to make an approach and position itself in relation to 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 the maritime platform and likely to constitute an obstacle, such as a mast, a crane. , an upper part of drilling or even a wind turbine for example.
  • This visual information may also relate to the position and movements of other ships or other maritime platforms located near the target. This visual information allows the pilot to guide the aircraft to the helipad or to the hover 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 water movements can be amplified in the event of bad weather conditions generating, for example, violent wind and strong waves.
  • Visual information can be acquired and taken into account only by the pilot of the aircraft without assistance. The aircraft is then piloted visually. The specific movements of the moving elements due to water movements can be difficult to take into account and anticipate by the pilot of the aircraft and as such constitute potential dangers for the maneuvers of the aircraft.
  • Certain aircraft include a pilot assistance device equipped 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 obstacles.
  • 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 allows the display of 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 via detection devices, such as a camera, a radar type or LIDAR type device for designation in English “Light Detection And Ranging”, for example, or be retrieved via 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 towards an identified landing zone is determined. The approach flight can then be carried out automatically by the aircraft.
  • the document EP 2515285A1 describes a method of assisting the piloting of 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 LIDAR type device.
  • 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 radio navigation 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 may also include a satellite location receiver to determine the position and speed of the aircraft. A pilot of the aircraft may select an object of interest toward which a trajectory may 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 securing step 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 assistance system suggests, based on a representation of the area flown over, to continue the flight, interrupt it or modify the approach parameters of the aircraft, in particular the axis of flight. approach and/or approach distance.
  • the technological background of the invention includes 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 checking 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 above-ground obstacles 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 to avoid the collision.
  • a risk of collision between two aircraft can be proven for example when there is a risk of collision between two cylindrical safety envelopes defined respectively around each aircraft.
  • the present invention set out in the attached set of claims, then relates to a method and a navigation aid system for an aircraft by detection of 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 the achievement of a hovering flight above a ship or a maritime platform making it possible 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 may also be intended for any type of aircraft capable of performing substantially stationary flights and substantially vertical landings.
  • the term "object” is subsequently used to designate a construction or a maritime vehicle located at sea or on any surface of water, for example a lake or a 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 surface of water and can as such be replaced by any surface of water, in particular a lake or a river.
  • the present invention therefore aims, 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 in relation to such an object, for example an approach flight towards an objective point, a hovering flight above an object or a landing on a helipad at sea, taking into account these objects and their possible movements.
  • fixed and mobile maritime objects such as ships or maritime platforms as well as possibly a helipad
  • the location device includes for example a GNSS satellite location device for the English language designation “Global Navigation Satellite System”.
  • the inertial unit includes, for example, an AHRS type device for the English language designation “Attitude and Heading Reference System”.
  • the computer can for example be dedicated to carrying out this method according to the invention or shared with other functions of the aircraft and integrated as such into an avionics system of the aircraft.
  • the calculator may include for example at least one processor and at least one memory, at least one integrated circuit, at least one programmable system or 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 minus some of these objects after their selection.
  • These objects may include a ship at anchor or in progress, a platform, for example fixed or floating, or any object likely to be located at sea and may in particular constitute a danger to the flight of the aircraft.
  • the step of monitoring the surveillance zone at sea is carried out via at least one detection system. This step is carried out 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 via 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 after this monitoring step.
  • a detection system allows both the surveillance of the surveillance zone at sea, the detection of at least one fixed or mobile object and the estimation of the position of each detected object relative to the aircraft.
  • a detection system may include at least one electromagnetic, optical or even acoustic detector.
  • a detection system may for example comprise a radar type detection device, at least one ultrasonic type detection device, at least one LIDAR type detection device or at least one LEDDAR type detection device for the English language designation “LED Detection And Ranging” and/or at least one infrared detection device.
  • a radar or ultrasonic 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 a three-dimensional camera.
  • a detection system can also include several cameras and a computer in order to construct, via the computer and from the two-dimensional images provided by each camera, a three-dimensional image of the environment of the aircraft and the maritime objects.
  • the calculator makes it possible to analyze the images provided by the camera(s), by known processes of image analysis and shape recognition 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 detected object.
  • one or more cameras associated with a computer can be considered as a detection device in their own right.
  • This computer can be dedicated to the detection system or be shared for example for the implementation of the method according to the invention or even 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 instantly and precisely its position, or 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 area 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 located 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 have medium or short detection ranges, typically less than one kilometer.
  • a calculator integrated into the detection system can analyze the information provided to one or more detection devices and/or by one or more cameras using, for example, known methods of information processing and/or data analysis. 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 landmark linked to the aircraft subsequently designated “aircraft landmark”.
  • the presence of an object is detected and its position relative to the aircraft is estimated by at least one detection device. detection possibly aided by a computer, each detection device being arranged on the aircraft.
  • the position of an object can be estimated from the information provided by a single detection device or by combining the information provided 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 carried out.
  • This selection can in particular be carried out manually by an occupant of the aircraft, for example a pilot or a co-pilot, or automatically.
  • This selection of at least one object to follow makes it possible, for example, to select objects potentially dangerous for the flight of the aircraft and/or located near the objective point towards which the aircraft is going to head, 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 head according to a particular flight phase by carrying out, for example, an approach flight towards the objective point, a landing on this objective point or else a hover above this objective point.
  • the step of determining the position and attitude of the aircraft is then carried out via the location device making it possible in particular to provide the position and/or speed of the aircraft and via the inertial unit providing the attitude of the aircraft.
  • the tracking device can simultaneously provide the position and speed of the aircraft in a terrestrial reference frame.
  • 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 duration or any other duration.
  • the location device can only provide the speed of the aircraft 1 in the terrestrial reference frame, the position of the aircraft 1 then being calculated by integration of this speed.
  • the attitude of an aircraft includes in particular a roll angle and a pitch angle of the aircraft.
  • An inertial unit can measure, for example, the accelerations of the aircraft in three dimensions and deduce from this by a double derivation the roll and pitch angles of the aircraft.
  • the position and attitude of the aircraft are determined in a terrestrial reference frame.
  • the positions and attitude of the aircraft determined successively are stored for example in a computer memory.
  • the terrestrial reference can for example be a local geographical reference or an absolute reference (L, G, Z).
  • the location device includes for example a GNSS satellite location device for the English language designation “Global Navigation Satellite System”.
  • the inertial unit includes, for example, an AHRS type device for the English language designation “Attitude and Heading Reference System”.
  • the location device may also include a device for measuring a radio height Z of the aircraft relative 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 surface of the water.
  • a device for measuring a radio height Z is for example a radio altimeter or an altimeter radar.
  • the step of determining the positions and movements of each object and the objective point relative to the aircraft is carried out only for the objects to be followed and the objective point via 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 movements of the sea surface and waves. In addition, 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 duration in the terrestrial reference frame and are stored in a computer memory for example.
  • the variation in height of an object is constituted by the variation, over the sliding duration, of the position of a point of the object in a substantially vertical direction or in elevation of a reference, for example the terrestrial reference or the aircraft marker.
  • This variation in height 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 constituted by the angular variations, over the sliding duration, of a point of the object around respectively the roll and pitch axes of the object.
  • These variations in roll and pitch angles are equal to average values of several measurements of angular variations of several points of the same object.
  • sliding duration means that the determination step is sequenced according to a frequency of execution 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 whatever the particular flight phase, using information provided by the detection system and applying the same algorithm. independently of the particular flight phase in order to determine positions and movements of each object relative to the aircraft.
  • the step of determining the positions and movements of each object to be followed and of the objective point can apply a specific algorithm depending on the particular flight phase 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 is adapted to this particular phase of flight.
  • this determination step can use one or more Hough transforms to obtain precise positions and movements.
  • the estimation step can include a reconstruction of the rectilinear high points characteristic of each identified object 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 includes depending on 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 flight phase 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 hover.
  • the step of transferring the positions and movements of each object to be followed as well as the position and movements of the objective point previously determined during the sliding duration relative to the aircraft, namely in an aircraft reference frame, is carried out this aircraft reference to the local land reference.
  • 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 is carried out from 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 followed previously determined during the sliding duration and transferred to the local terrestrial reference frame.
  • Each safety envelope includes all the characteristic elements of the maritime object, in particular 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 security envelope is built around a profile of the object and therefore takes into account variations in height and attitude of the object over the sliding period.
  • the object profile is constructed for average values of height and attitude of the object over the sliding time using the measured heights induced by the observed movements of the sea as well as by the movement 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 variations in heights and horizontal positions, and the rotations of the object, namely variations in roll angles. and pitching, detected during the sliding duration.
  • the step of carrying out a particular flight phase of the aircraft relative to the objective point is carried out while respecting a safety distance with respect to the safety envelopes of each object to be followed.
  • the particular flight phase of the aircraft can be carried out in safety with respect to maritime objects located on the trajectory of the aircraft, in particular with respect to objects likely to be dangerous for the aircraft during the particular flight phase.
  • 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 relative to the objective point may for example be an approach flight in the direction of the objective point making it possible to approach the objective point at a preestablished distance of less than one kilometer, for example between 100 and 200 meters.
  • the particular flight phase of the aircraft relative to the objective point can also be a landing phase on the objective point then formed by a helipad for example or a stationary flight phase above the objective point formed by a helipad or any point of an object in order to carry out, for example, a helicopter hoist, a rescue or resupply operation, etc.
  • the particular flight phase may also combine two distinct flight phases.
  • the particular flight phase may initially include an approach flight towards 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 hovering phase 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 follow. and the objective point.
  • the height of the hover above the objective point is variable depending on 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 include 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 visualization is for example a screen arranged on the dashboard of the aircraft and can display only the safety envelopes and the objective point.
  • Such a display device can also display an image of the objects to be tracked, captured for example by a camera of the detection system or a camera independent of the detection system.
  • the security envelopes and the objective point are then displayed superimposed on this image, in particular superimposed in relation to the objects to be followed.
  • a display device can also be a head-up display, for example a visor of a helmet or even a part of the windshield of the aircraft.
  • the pilot of the aircraft has direct vision of the objects to be followed.
  • the display of the security envelopes and the objective point are then displayed superimposed on this view of the pilot, in particular superimposed in relation to the objects to be followed.
  • 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 followed with the safety envelope attached to this object, taking into account the positions and possible movements of the objects to be tracked as well as their movements due to movements of the sea surface and waves.
  • the pilot can then manually pilot the aircraft relative to the objective point while 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 followed can be displayed in order to indicate to the pilot of the aircraft the direction of possible movement of this object.
  • the display positions of the safety envelopes, the objective point and possibly the speed vector on a display device are determined by the computer based on the information provided by at least one location device, at least one inertial unit and at least the detection system.
  • This flight trajectory is intended for the achievement of the particular flight phase relative 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 security attached to each object to be followed located near the aircraft and on the route 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 instructions in order to follow this flight trajectory so as to automatically carry out the particular flight phase relative to the objective point while remaining at least at a distance equal to the safety distance from each safety envelope 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 vary from one object to be followed to another, depending on the dimensions of the safety envelope of this object, and in particular variations in height and roll and pitch angles on the sliding duration. Indeed, the greater the dimensions of a safety envelope of an object to be tracked, the more this object is subject 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 followed are large.
  • An exclusion envelope for each object to be followed into which the aircraft must not penetrate 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, attitude and altitude of the aircraft according to the dimensions of the safety envelopes and therefore the positions and of the specific movements of each maritime object detected and selected as well as the position and movements of the objective point.
  • each security envelope being determined over a sliding period, and therefore updated in a substantially continuous manner, at a sampling frequency, changes in course, speed of objects as well as movements due to the sea and to waves are taken into account in real time in order to guarantee maximum security of the determined flight path.
  • the flight trajectory thus makes it possible to ensure fully controlled guidance during the particular flight phase with the movements and movements of each object to be followed.
  • the use of these safety envelopes makes it possible to control the relative position of the aircraft with respect to the objective point as much as possible in order to to maintain a substantially constant height between the aircraft and the objective point.
  • 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 relative 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 followed and the objective point on a display device can be carried out even when the particular flight phase is carried out automatically. In this way, the pilot of the aircraft can visualize the safety envelopes and the objective point, particularly in the case where the pilot needs to regain control of the controls of the aircraft.
  • two particular flight phases can be linked together 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 initially be carried out in the direction of the objective point up to the pre-established distance, then a phase of hovering above the objective point or a landing phase on the objective point is carried out.
  • the sub-step of determining a proper movement is carried out from the information provided by said at least one detection system over the sliding duration, by analysis and use 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 proper movement.
  • Other methods can be used such as methods using optical flows for example.
  • the sub-step of estimating the variations of the roll angles ⁇ and pitch angles ⁇ and the height variation ⁇ h of each object is carried out from the information provided by said at least one detection system over the sliding duration , 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 ⁇ avg and a hub pitch angle ⁇ avg over the sliding duration.
  • each safety envelope is positioned at the position of the object to be followed at the end of the sliding duration and around an average position of the object to be followed, namely with an average roll angle ⁇ avg , an angle of hub pitch ⁇ avg and an average height h avg .
  • Each safety envelope covers the amplitude of the height variation ⁇ h and the variations in the roll angles ⁇ and pitch angles ⁇ of the object to be followed over the sliding duration.
  • Each security envelope thus makes it possible to take into account the movements undergone by the object to be tracked during the sliding duration.
  • 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 followed and in particular on the variation of height ⁇ h of each object to follow.
  • 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 followed and in particular on the variation of height ⁇ h of each object to follow.
  • This vertical variation of water ⁇ m of the water surface can be measured over the sliding duration 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 may comprise at least one additional step relating to an anticipation of the positions of each object to be followed over an anticipation period.
  • This anticipation duration 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 via the calculator, 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 duration can also be carried out by exploiting the successive forecast positions of the security envelopes of each object to be follow.
  • the pilot can visualize these successive forecast positions and choose a trajectory taking into account these successive forecast positions to come from the safety envelopes of each object to be followed and 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 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 via a touch screen or a pointer directed via a mouse or others, the objects to follow likely to be on the flight path. and he wishes to watch.
  • this occupant of the aircraft can also select identically on one of these maritime objects to follow the objective point with respect to which the particular flight phase is carried out.
  • the application by the computer of a shape recognition process to the information provided by at least one detection device makes it possible in a known manner to associate a shape with each detected object.
  • This shape recognition process can be associated with an image processing process carried out on the images captured 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 English under the name designation “Simultaneous Localization And Mapping” or any other comparable method...
  • each of these shapes of each detected object with shapes contained in at least one database containing characteristics of known maritime objects via the calculator makes it possible to identify certain detected objects corresponding to known objects .
  • a type of ship or a type of maritime platforms known and present in at least one database stored for example in a memory of the computer or in a memory connected to the computer can for example be identified.
  • Each identified object is then automatically selected to be an object to track.
  • the application by the computer of a shape recognition process to the information provided 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 is, for example, identifiable by the presence of a letter “H” or a circle represented on the helipad.
  • the center of it is automatically selected as the objective point by the calculator.
  • an objective point is also automatically selected at the center of one of these helipads by the computer using additional information provided for example by the pilot or co-pilot of the aircraft. This additional information can be provided, via an input interface, for example before takeoff of the aircraft when choosing the particular flight phase envisaged or when selecting this objective point.
  • the latitude and longitude coordinates of a desired objective point are entered and the center of the helipad located closest to these coordinates is automatically selected as the objective point by the calculator.
  • a characteristic of an AIS system for the English language designation “Automatic Identification System”, of an object on which the desired objective point is located is entered and the center of the helipad located on this object, is it is among the objects detected, is then automatically selected as an objective point by the computer.
  • the aircraft includes an AIS receiver connected to the computer in order to exploit 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 achieving a hovering flight. above this objective point.
  • the calculator preselects each known object after identification among each detected object, then displays each known and preselected object on the display device. Then, an occupant of the aircraft selects manually, as previously mentioned, on the display device each object to be tracked and the objective point on an object to be tracked.
  • all the detected objects and an 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 marker (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 front tip 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 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 hovering flight phase in relation to one of these objects or even a landing phase 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 locating device 15 can directly provide the position of the aircraft 1 in a local terrestrial reference or else the locating device 15 can provide the speed of the aircraft 1 in the local terrestrial reference, the position of the aircraft 1 being then calculated by integration of this speed of the aircraft 1 via for example a calculator.
  • the location device 15 may include, for example, a GNSS satellite location device.
  • the inertial unit 16 can directly provide 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 velocities or angular accelerations of the aircraft 1 around the roll and pitch axes of the aircraft 1 in the local terrestrial reference frame, the roll angles ⁇ and pitch angles ⁇ of the aircraft 1 in this local terrestrial reference then being calculated by a single or double integration respectively of these speeds or these angular accelerations of the aircraft 1 via for example a calculator.
  • the inertial unit 16 may include, for example, an AHRS type device.
  • the automatic pilot device 13 is configured to automatically pilot the aircraft 1, namely without intervention from 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 pre-established trajectory between two points or until the aircraft 1 lands on a helipad.
  • the automatic pilot device 13 may include, for example, an automatic pilot computer and various actuators acting on the control elements 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 include for example a screen, and in particular a touch screen, arranged on a dashboard 9 of the aircraft 1.
  • the computer 14 can for example be dedicated to the system 10 or can also fulfill other functions of the aircraft 1.
  • the computer 14 can in particular carry out the integrations possibly 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 reference (X A , Y A , Z A ).
  • the detection system 20 can also estimate the movements of each detected object, for example in the form of a speed vector, in the aircraft reference frame (X A , Y A , Z A ).
  • the detection system 20 may comprise at least one electromagnetic detector, for example a radar type detection device 21, a LIDAR type detection device 22, an LEDDAR type detection device or even an infrared detection device.
  • a radar type detection device 21 for example a radar type detection device 21, a LIDAR type detection device 22, an LEDDAR type detection device 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 on the 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 radar type detection device 21 is installed on a front area 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 type detection device 22 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 at 360 degrees (360°), with a short to medium range. , less than one kilometer.
  • a detection device 25 is a camera installed on an upper front zone of the fuselage 4, below the main rotor 2, and makes it possible to capture images in two dimensions or in three dimensions 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, medium and long range, but with different levels of precision, the precision being optimal for short ranges.
  • a detection device 21,22 can directly provide information concerning a detected object, namely its presence as well as its position and its speed vector in the aircraft reference 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 include an integrated computer.
  • the camera 25 analysis and processing of the captured images are necessary, via the imaging calculator 26 of the detection system 20, in order to detect objects located in the detection zone. surveillance and estimate their positions and their speed vectors in the aircraft reference 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 provided 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.
  • FIG 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 provided over a sliding duration ⁇ 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 ship comprises a hull 51 and two elongated elements 52,53, arranged substantially vertically and elevated, such as two masts or two cranes for example.
  • This ship also includes a helipad 59 intended for landing an aircraft.
  • FIG. 2 comprises two representations of the object 50 at two distinct instants t 1 , t 2 , namely at the beginning and at the end of this sliding duration ⁇ t 1-2 .
  • the center of gravity G of this object 50 is also represented.
  • 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 mark (X A , Y A , Z A ), between the elevation axis Z T of the local terrestrial reference (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 distance and angle characteristics of the detected object 50 are obtained from information provided by the detection system 20 in the aircraft reference frame (X A , Y A , Z A ) and location information of the aircraft 1 provided by the localization device 15 respectively for these two instants t 1 , t 2 so as to obtain these characteristics in the local terrestrial reference frame (X T , Y T , Z T ).
  • a vertical radio height Z between the aircraft 1 and the surface of the sea 100 flown over by the aircraft 1 is also measured. This information is provided by a device 18 for measuring a radio height Z included in the aircraft 1.
  • the height m 3 , m 4 of the surface of the sea 100 is measured via at least one of the detection devices 21,22,25 in the reference frame aircraft (X A , Y A , Z A ), parallel to the elevation axis 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 reference frame (X T , Y T , Z T ) parallel to the elevation axis Z T as shown on the figure 2 .
  • a variation ⁇ m of this height of the sea surface 100 can then be determined parallel to the elevation axis Z T of the local terrestrial reference (X T , Y T , Z T ), this variation being equal to the difference in heights m 3 , m 4 of the surface of the sea 100 respectively for these two complementary moments t 3 , t 4 .
  • the two complementary moments t 3 , t 4 are posterior to the two moments t 1 , t 2 .
  • the system 10 is configured to implement a navigation aid method for an aircraft 1, two synoptic diagrams of which are represented on the figures 3 And 5 .
  • a memory integrated into the computer 14 or connected to the computer 14 can store instructions relating to these synoptic diagrams and allowing in particular to execute such a process.
  • the navigation assistance method for an aircraft 1 by detection of 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 via the detection system 20.
  • a step 120 of detecting at least one object 50 in the surveillance zone and estimating its position relative to the aircraft 1 is carried out via the detection system 20 .
  • steps of monitoring 110 and detection 120 of at least one object 50 and estimation of its position can be implemented using all the detection devices 21,22,25 of the detection system 20 or only part of these devices detection 21,22,25 depending on the detection range and/or the precision sought.
  • 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 when it is a touch screen or via a selection device 17, such as a mouse for example.
  • the manual selection can be carried out directly on the display device 11 when it is a touch screen or via 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 via the locating device 15 and the inertial unit 16 of the aircraft 1.
  • a step 150 of determining the positions and movements of each object 50 to be followed 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 via 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 the distance separating the aircraft 1 from the objective point 55.
  • the step of determining 140 of the position and the attitude of the aircraft 1 and the step of determining 150 of the positions and movements of each object 50 and of the objective point 55 relative to the aircraft 1 can be carried out in parallel, i.e. simultaneously, as shown in the Figure 3 . However, these two steps 140,150 can be carried out sequentially.
  • the positions and movements of each object 50 to be followed and of the objective point 55 are determined in the aircraft reference frame (X A , Y A , Z A ). For example, distances are estimated parallel to the axes of the aircraft reference 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 axes X A and transverse axes Y A , between the elevation axis Z A of the aircraft reference frame (X A , Y A ,Z A ) and an elongated element 53 of the object 50.
  • positions of each object 50 to be followed 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 calculator 14 or in a connected memory to the computer 14. In this way, variations in the positions relative to the axes of the aircraft reference point (X A , Y A , Z A ) and variations in the angles around these axes of each object 50 to be followed 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 followed and of the objective point 55 are determined by using the information provided by the detection system 20. Different 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 rectilinear high points characteristic of each object 50 to be followed, and of the elongated elements 52,53 in particular, using one or more Hough transforms.
  • This transfer step 160 is carried out 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 reference 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 terrestrial reference frame (X T , Y T , Z T ) determined by the detection device location 15 and the inertial unit 16.
  • the positions and movements of each object 50 to be followed are known in the local terrestrial reference frame (X T , Y T , Z T ) as represented on the figure 2 .
  • At least one variation in height ⁇ 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 followed can then be calculated over the sliding duration ⁇ t 1-2 .
  • several variations in height ⁇ h can thus be determined by subtraction of the two distances measured for the different points of an object 50 at the two distinct instants t 1 , t 2 , as represented on the 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.
  • a step 170 of estimating a security envelope 60 attached to each object 50 to be followed is then carried out from the positions and movements of each object 50 to be followed 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 on the Figure 4 .
  • the security envelope 60 represents at a time 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 represented at the position where this object 50 is located at time t 2 .
  • a center of movement C of this object 50 around which the variations in roll and pitch angles ⁇ , ⁇ are carried out over the sliding duration ⁇ t 1-2 is estimated.
  • the shape of the object 50 is constructed by applying an average height variation value and average variation values of the average roll and pitch angles over the sliding duration ⁇ t 1-2 .
  • the safety envelope 60 is constructed 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 estimation sub-step 174 of a safety 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 elevation axis Z T of the local terrestrial reference (X T , Y T , Z T ) of the object 50 when it comes into contact with the object 50.
  • X T , Y T , Z T the local terrestrial reference
  • a particular flight phase relative to the objective point 55 may be an approach flight towards the objective point 55, namely 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 flight phase relative to the objective point 55 can also be a landing phase on the objective point 55 or a hovering flight phase above the objective point 55.
  • This step of carrying out 180 a particular flight phase can be carried out manually or automatically.
  • this step 180 of carrying out a particular flight phase may include sub-steps.
  • the safety distance can be constant or variable.
  • the safety distance can be variable for each object 50 to be followed depending on the dimensions of the safety envelope 60 attached to the object 50 and possibly depending on variations in the height ⁇ h and the roll angles and pitching ⁇ , ⁇ over the sliding duration ⁇ t 1-2 .
  • the safety distance can be 75 meters.
  • the safety distance can be 20 meters. In the two previous cases, if the effect of the sea is halved, namely that the sea induces angle variations of 10 degrees, the safety distance is also halved.
  • the safety distance can also be variable depending on 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 “Decision Height”. 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 chained together while retaining in particular the selection of at least one object 50 to follow and of an objective point 55.
  • the method comprises the steps 110-180 previously described, 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 preestablished distance from the objective point 55.
  • a step of determining 240 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 in an identical manner to the determination steps 140,150 previously described.
  • a step 280 of carrying out a particular flight phase is carried out, manually or automatically, the particular flight phase being a hovering flight above the objective point 55 or a landing phase on the objective point 55.
  • the steps of estimating 170,270 of a security envelope 60 attached to each object 50 to be followed and of producing 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 followed and the successive forecast positions of each object 50 to be followed over this anticipation duration.

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Claims (16)

  1. Verfahren zur Navigationsunterstützung für ein Luftfahrzeug (1) mit rotierenden Flügeln durch Erfassung von ortsfesten und beweglichen maritimen Objekten (50), wobei das Luftfahrzeug (1) umfasst:
    - mindestens eine Ortungsvorrichtung (15), die eine Position und/ oder eine absolute Geschwindigkeit des Luftfahrzeugs (1) liefert,
    - mindestens eine Inertialeinheit (16), die eine Lage des Luftfahrzeugs (1) liefert,
    - eine automatische Steuervorrichtung (13) des Luftfahrzeugs (1),
    - mindestens eine Anzeigevorrichtung (11),
    - mindestens ein Erfassungssystem (20) zum Erfassen von ortsfesten und beweglichen maritimen Objekten (50), und
    - mindestens einen Rechner (14),
    wobei das Verfahren die folgenden Schritte umfasst:
    - Überwachen (110) eines Überwachungsbereichs auf einer Wasseroberfläche (100) mithilfe des mindestens einen Erfassungssystems (20),
    - Erfassen (120) mindestens eines Objekts (50) in dem Überwachungsbereich und Schätzen seiner Position relativ zu dem Luftfahrzeug (1) über das mindestens eine Erfassungssystem (20),
    - Auswählen (130) mindestens eines zu verfolgenden Objekts (50) und eines Zielpunkts (55) auf einem zu verfolgenden Objekt (50),
    - Bestimmen (140) einer Position und einer Lage des Luftfahrzeugs (1) in einem terrestrischen Koordinatensystem,
    - Bestimmen (150) der Positionen und Bewegungen des mindestens einen zu verfolgenden Objekts (50) sowie der Positionen und Bewegungen des Zielpunkts (55) relativ zu dem Luftfahrzeug (1) über eine gleitende Zeitspanne (Δt1-2 ),
    - Übertragen (160) der Positionen und Bewegungen des mindestens einen zu verfolgenden Objekts (50) sowie der Positionen und Bewegungen des Zielpunkts (55) von einem mit dem Luftfahrzeug (1) verbundenen Koordinatensystem in das terrestrische Koordinatensystem,
    - Durchführen (180) einer besonderen Flugphase des Luftfahrzeugs in Bezug auf den Zielpunkt (55) unter Einhaltung eines Sicherheitsabstands um jedes Objekt (50),
    dadurch gekennzeichnet, dass das Verfahren die folgenden Schritte umfasst:
    - Schätzen (170) einer mit jedem zu verfolgenden Objekt (50) verbundenen Sicherheitshülle (60) ausgehend von den Positionen und Bewegungen der zu verfolgenden Objekte (50) in dem terrestrischen Koordinatensystem, wobei die Sicherheitshülle (60) jedes Objekt (50) umgibt und die Bewegungen des zu verfolgenden Objekts (50) über die gleitende Zeitspanne (Δt1-2 ) berücksichtigt,
    wobei der Schritt des Schätzens (170) der Sicherheitshülle (60) die folgenden Teilschritte umfasst:
    - Bestimmen (171) einer durch einen Geschwindigkeitsvektor gekennzeichneten Eigenbewegung für jedes zu verfolgende Objekt (50) über die gleitende Zeitspanne (Δt1-2 ),
    - Schätzen (172) von Roll- und Nickwinkeländerungen (δϕ, δθ) und einer Höhenänderung (δh) jedes über die gleitende Zeitspanne (Δt1-2 ) zu verfolgenden Objekts (50) durch Analyse der Positionen und der Bewegungen des mindestens einen zu verfolgenden Objekts (50) über die gleitende Zeitspanne (Δt1-2 ), wobei diese Roll- und Nickwinkeländerungen gleich Mittelwerten mehrerer Messungen von Winkeländerungen mehrerer Punkte eines einzigen Objekts (50) sind,
    - Bestimmen (173) eines Bewegungsmittelpunkts jedes zu verfolgenden Objekts (50) in Bezug auf die Roll- und Nickwinkeländerungen (δϕ, δθ) über die gleitende Zeitspanne (Δt1-2 ), wobei der Bewegungsmittelpunkt ein momentaner Drehungsmittelpunkt des Objekts (50) über die gleitende Zeitspanne (Δt1-2 ) ist, und
    - Schätzen (174) einer mit jedem zu verfolgenden Objekt (50) verbundenen Sicherheitshülle (60), die jedes zu verfolgende Objekt (50) umgibt, unter Berücksichtigung der Eigenbewegung und des Bewegungsmittelpunkts für jedes zu verfolgende Objekt (50) in Abhängigkeit von der Höhenänderung (δh) und den Roll- und Nickwinkeländerungen (δϕ, δθ) jedes zu verfolgenden Objekts (50) über die gleitende Zeitspanne (Δt1-2 ),
    wobei der Schritt des Durchführens (180) einer besonderen Flugphase des Luftfahrzeugs in Bezug auf den Zielpunkt (55) unter Einhaltung eines Sicherheitsabstands gegenüber der Sicherheitshülle (60) um jedes Objekt (50) durchgeführt wird.
  2. Verfahren nach Anspruch 1,
    dadurch gekennzeichnet, dass der Schritt des Auswählens (130) mindestens eines zu verfolgenden Objekts (50) und eines Zielpunkts (55) die folgenden Teilschritte umfasst:
    - Anzeigen (131) mindestens eines erfassten Objekts (50) auf der Anzeigevorrichtung (11) des Luftfahrzeugs (1), und
    - manuelles Auswählen (132) mindestens eines zu verfolgenden Objekts (50) und eines Zielpunkts (55) auf einem zu verfolgenden Objekt (50) auf der Anzeigevorrichtung (11).
  3. Verfahren nach Anspruch 1,
    dadurch gekennzeichnet, dass der Schritt des Auswählens (130) mindestens eines zu verfolgenden Objekts (50) und eines Zielpunkts (55) die folgenden Teilschritte umfasst:
    - Anwenden (133) eines Prozesses zur Erkennung der Form mindestens eines erfassten Objekts (50) auf die von dem mindestens einen Erfassungssystem (20) gelieferten Informationen,
    - Identifizieren (134) mindestens eines erfassten Objekts (50) durch Vergleichen der jedem erfassten Objekt (50) zugewiesenen Form mit mindestens einer Datenbank, die Formen von bekannten maritimen Objekten enthält, und
    - automatisches Auswählen (138) mindestens eines zu verfolgenden Objekts (50), dessen Form in der mindestens einen Datenbank identifiziert ist, und eines Zielpunkts (55) auf einem zu verfolgenden Objekt (50).
  4. Verfahren nach Anspruch 1,
    dadurch gekennzeichnet, dass der Schritt des Auswählens (130) mindestens eines zu verfolgenden Objekts (50) und eines Zielpunkts (55) die folgenden Teilschritte umfasst:
    - Anwenden (133) eines Prozesses zur Erkennung der Form mindestens eines erfassten Objekts (50) auf die von dem mindestens einen Erfassungssystem (20) gelieferten Informationen,
    - Identifizieren (134) mindestens eines erfassten Objekts (50) durch Vergleichen der jedem erfassten Objekt (50) zugewiesenen Form mit mindestens einer Datenbank, die bekannte maritime Objekte enthält,
    - automatisches Vorauswählen (135) mindestens eines Objekts (50), dessen Form in der mindestens einen Datenbank identifiziert ist,
    - Anzeigen (136) mindestens eines vorausgewählten Objekts (50) auf der Anzeigevorrichtung (11) des Luftfahrzeugs (1), und
    - manuelles Auswählen (137) mindestens eines zu verfolgenden Objekts (50) und/oder eines Zielpunkts (55) auf einem zu verfolgenden Objekt (50) auf der Anzeigevorrichtung (11).
  5. Verfahren nach einem der Ansprüche 1 bis 4,
    dadurch gekennzeichnet, dass der Schritt des Durchführens (180) einer besonderen Flugphase des Luftfahrzeugs (1) in Bezug auf den Zielpunkt (55) die folgenden Teilschritte umfasst:
    - Bestimmen (181) einer Flugbahn in Bezug auf den Zielpunkt (55) unter Einhaltung des Sicherheitsabstands zu der mit jedem zu verfolgenden Objekt (50) verbundenen Sicherheitshülle (60); und
    - Automatisches Verfolgen (182) der Flugbahn durch die automatische Steuervorrichtung des Luftfahrzeugs (1), um die besondere Flugphase gemäß der Flugbahn durchzuführen.
  6. Verfahren nach einem der Ansprüche 1 bis 4,
    dadurch gekennzeichnet, dass der Schritt des Durchführens (180) einer besonderen Flugphase des Luftfahrzeugs (1) in Bezug auf den Zielpunkt (55) die folgenden Teilschritte umfasst:
    - Anzeigen (183) der mit jedem zu verfolgenden Objekt (50) verbundenen Sicherheitshülle (60) und des Zielpunkts (55) auf der Anzeigevorrichtung (11), und
    - Manuelles Steuern (184) des Luftfahrzeugs (1) durch einen Piloten des Luftfahrzeugs (1), um die besondere Flugphase durchzuführen.
  7. Verfahren nach einem der Ansprüche 1 bis 6,
    dadurch gekennzeichnet, dass die besondere Flugphase in Bezug auf den Zielpunkt (55) einen Annäherungsflug in Richtung des Zielpunkts (55), eine Landephase auf dem Zielpunkt (55) und/oder eine Schwebeflugphase über dem Zielpunkt (55) umfasst.
  8. Verfahren nach einem der Ansprüche 1 bis 7,
    dadurch gekennzeichnet, dass der Sicherheitsabstand für jedes zu verfolgende Objekt (50) in Abhängigkeit von den Abmessungen der mit jedem zu verfolgenden Objekt (50) verbundenen Sicherheitshülle (60) variabel ist.
  9. Verfahren nach einem der Ansprüche 1 bis 8,
    dadurch gekennzeichnet, dass das mindestens eine Erfassungssystem (20) zum Erfassen von festen und beweglichen maritimen Objekten (50) mindestens einen elektromagnetischen, optischen und/oder akustischen Detektor umfasst.
  10. Verfahren nach einem der Ansprüche 1 bis 9,
    dadurch gekennzeichnet, dass der Schritt des Schätzens (170) einer Sicherheitshülle (60) durch Konstruieren der Sicherheitshülle (60) in drei Dimensionen um jedes zu verfolgende Objekt (50) herum durchgeführt wird.
  11. Verfahren nach einem der Ansprüche 1 bis 10,
    dadurch gekennzeichnet, dass der Teilschritt des Schätzens (174) einer Sicherheitshülle (60) eine vertikale Wasseränderung (δm) der Wasseroberfläche (100) berücksichtigt, um die Wirkung der vertikalen Wasseränderung (δm) auf jedes zu verfolgende Objekt (50) zu antizipieren.
  12. Verfahren nach einem der Ansprüche 1 bis 11,
    dadurch gekennzeichnet, dass die besondere Flugphase in Bezug auf den Zielpunkt (55), die in dem Schritt des Durchführens (180) durchgeführt wird, ein Annäherungsflug in Richtung des Zielpunkts (55) ist, wobei das Verfahren die folgenden zusätzlichen Schritte umfasst:
    - Bestimmen (240) einer Position und einer Lage des Luftfahrzeugs (1) in dem terrestrischen Koordinatensystem,
    - Bestimmen (250) der Positionen und Bewegungen des mindestens einen zu verfolgenden Objekts (50) sowie der Positionen und Bewegungen des Zielpunkts (55) relativ zu dem Luftfahrzeug (1) über die gleitende Zeitspanne (Δt1-2 ),
    - Übertragen (260) der Positionen und Bewegungen des mindestens einen zu verfolgenden Objekts (50) sowie der Positionen und Bewegungen des Zielpunkts (55) aus dem mit dem Luftfahrzeug (1) verbundenen Koordinatensystem in das terrestrische Koordinatensystem,
    - Schätzen (270) einer mit jedem zu verfolgenden Objekt (50) verbundenen Sicherheitshülle (60) ausgehend von den Positionen und Bewegungen der zu verfolgenden Objekte (50) in dem terrestrischen Koordinatensystem, wobei sich die Sicherheitshülle (60) jedes zu verfolgende Objekt (50) umgibt und die Bewegungen des zu verfolgenden Objekts (50) über die gleitende Zeitspanne (Δt1-2 ) berücksichtigt, und
    - Durchführen (280) einer Landephase auf dem Zielpunkt (55) oder einer Schwebeflugphase über dem Zielpunkt (55), wobei ein Sicherheitsabstand zu der mit jedem Objekt (50) verbundenen Sicherheitshülle (60) eingehalten wird.
  13. Verfahren nach einem der Ansprüche 1 bis 12,
    dadurch gekennzeichnet, dass das Verfahren zwei weitere Schritte umfasst:
    - Vorausschauendes Bestimmen (190) der Bewegungen jedes zu verfolgenden Objekts (50) über eine Vorausschauzeitspanne, und
    - Anzeigen (200) von aufeinanderfolgenden voraussichtlichen Positionen der mit jedem zu verfolgenden Objekt (50) verbundenen Sicherheitshülle (60) auf der Anzeigevorrichtung (11) für die Vorausschauzeitspanne.
  14. Verfahren nach einem der Ansprüche 1 bis 13,
    dadurch gekennzeichnet, dass der Schritt des Bestimmens (150) der Positionen und Bewegungen jedes zu verfolgenden Objekts (50) und des Zielpunkts (55) eine Rekonstruktion von charakteristischen geradlinigen Hochpunkten jedes zu verfolgenden Objekts (50) und des Zielpunkts (55) unter Verwendung von einer oder mehreren Hough-Transformationen umfasst.
  15. System (10) zur Unterstützung der Navigation eines Drehflügelflugzeugs (1) durch Erkennung von festen und beweglichen maritimen Objekten (50), wobei das System (10) umfasst:
    - mindestens eine Lokalisierungsvorrichtung (15), die eine Position und/oder eine absolute Geschwindigkeit des Luftfahrzeugs (1) liefert,
    - mindestens eine Trägheitseinheit (16), die eine Lage des Luftfahrzeugs (1) liefert,
    - eine automatische Steuervorrichtung (13) des Luftfahrzeugs (1),
    - mindestens eine Anzeigevorrichtung (11),
    - mindestens ein Erfassungssystem (20) zum Erfassen von festen und beweglichen maritimen Objekten (50), und
    - mindestens einen Rechner (14),
    dadurch gekennzeichnet, dass das System (10) konfiguriert ist, um das Verfahren nach einem der Ansprüche 1 bis 14 durchzuführen.
  16. Luftfahrzeug (1) mit einem System (10) zur Unterstützung der Navigation für ein Luftfahrzeug (1),
    dadurch gekennzeichnet, dass das System (10) nach Anspruch 15 ist.
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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FR3128298B1 (fr) * 2021-10-20 2024-05-03 Thales Sa Système d'aide à l'atterrissage sur une zone d'atterrissage pour un aéronef à voilure tournante

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US9734727B2 (en) 2015-04-16 2017-08-15 Honeywell International Inc. Aircraft systems and methods to display moving landing platforms
FR2974436B1 (fr) 2011-04-20 2013-04-12 Eurocopter France Procede d'assistance au pilotage d'un aeronef pour un atterrissage sur une plateforme hors sol, et dispositif embarque associe
FR3006800B1 (fr) * 2013-06-05 2015-06-12 Eurocopter France Procede d'approche d'une plateforme
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
US9830828B2 (en) * 2015-03-24 2017-11-28 Honeywell International Inc. Systems and method for AIS transponder integration with ILS/VOR receivers
IL240073B (en) * 2015-07-21 2020-06-30 Ciconia Ltd Method and system for autonomous dynamic air traffic management
US9752893B2 (en) 2015-07-30 2017-09-05 Honeywell International Inc. Onboard aircraft systems and methods to identify moving landing platforms
FR3053821B1 (fr) 2016-07-11 2021-02-19 Airbus Helicopters Dispositif d'aide au pilotage d'un giravion, giravion associe et procede d'aide au pilotage correspondant
FR3061343B1 (fr) * 2016-12-22 2020-06-19 Thales Systeme d'aide a l'atterrissage d'un aeronef a voilure tournante sur une plateforme offshore
US10228692B2 (en) 2017-03-27 2019-03-12 Gulfstream Aerospace Corporation Aircraft flight envelope protection and recovery autopilot

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FR3107388B1 (fr) 2022-03-04
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