WO2013174559A1 - Procédé et dispositif permettant d'estimer un champ de vent - Google Patents

Procédé et dispositif permettant d'estimer un champ de vent Download PDF

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Publication number
WO2013174559A1
WO2013174559A1 PCT/EP2013/057026 EP2013057026W WO2013174559A1 WO 2013174559 A1 WO2013174559 A1 WO 2013174559A1 EP 2013057026 W EP2013057026 W EP 2013057026W WO 2013174559 A1 WO2013174559 A1 WO 2013174559A1
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WIPO (PCT)
Prior art keywords
aircraft
airspeed
wind
calculated
unfiltered
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PCT/EP2013/057026
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English (en)
Inventor
Alexander Philip HALL
Trygve Frederik Marton
Petter Muren
Original Assignee
Prox Dynamics As
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from NO20120626A external-priority patent/NO344081B1/no
Application filed by Prox Dynamics As filed Critical Prox Dynamics As
Publication of WO2013174559A1 publication Critical patent/WO2013174559A1/fr

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/0202—Control of position or course in two dimensions specially adapted to aircraft
    • G05D1/0204—Control of position or course in two dimensions specially adapted to aircraft to counteract a sudden perturbation, e.g. cross-wind, gust
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
    • G01C23/005—Flight directors

Definitions

  • the embodiments herein relate to navigating/controlling an aircraft by using an estimate of a wind field in the
  • UAV Unmanned Aerial Vehicles
  • Modern warfare and law enforcement are characterized by an increasing need for up-to-date situational awareness.
  • To track down, or to protect against, criminals, paramilitary forces or terrorists, law enforcement personnel and soldiers often have an immediate need for information about what is around the next corner or over the hill.
  • Hostile forces frequently hide themselves from view or exploit the local terrain to gain tactical advantage or escape from pursuers.
  • a simple brick wall, barbed wire fence, a body of water, buildings or even a large open area can be an insurmountable obstacle when time is of the essence and tactical resources are unavailable.
  • An active or undetected threat can make the situation dangerous.
  • An UAV is an aircraft with no pilot on board (Also referred to herein as NUAV, where N is an abbreviation for Nano) .
  • NUAVs can be remotely controlled (e.g. flown by a pilot/operator at a remote ground control station using a controller) or it can fly autonomously based on pre-programmed flight plans or more complex dynamic automation systems.
  • An UAV may also be referred to as a drone.
  • UAVs equipped with video cameras and positioning devices transmit live pictures and positioning information to the operator of the UAV and allows their operator to perform surveillance tasks and gather information from a safe position without exposing themselves.
  • An UAV may be operated and controlled using a remote control.
  • an UAV is operated by controlling such as e.g. a joystick.
  • the remote control configured to operate and control the UAV is usually also supplemented with a Graphical User Interface (GUI) .
  • GUI Graphical User Interface
  • a GUI may be a flight display providing e.g. different dynamic
  • Determination of the local wind field is most commonly achieved through the use of direct airspeed and ground speed measurements.
  • the aircraft obtains information about its ground speed by using a combination of its GPS and inertial sensors.
  • the aircraft obtains information about its direct airspeed by using a pilot (dynamic air pressure) probe.
  • GPS sensor modules have become, in recent years, small and accurate enough to be carried in almost all aircrafts - this, however, does not apply to airspeed sensors.
  • An objective of embodiments herein is therefore to obviate at least one of the above disadvantages and problems and to provide improved navigation of the aircraft.
  • the object is achieved by a method in a device for navigating an aircraft.
  • the device measures a ground speed associated with the aircraft.
  • the device estimates an airspeed of the aircraft based on an acceleration a B of the aircraft and controlled aerodynamic forces applied to the aircraft and estimates a wind field experienced by the aircraft based on the ground speed and the airspeed. Based on the estimated wind field, the device navigates the aircraft
  • the device comprises an accelerometer configured to measure the acceleration a B of the aircraft.
  • the aircraft may comprise a mass m.
  • the device may multiply the acceleration a B with the mass m resulting in a required aircraft force for experienced motion F .
  • the device may calculate a controlled aerodynamics F- by a model of the controlled aerodynamics F- having at least a rotation rate ⁇ and a control state 6 of the aircraft as input in addition to a current estimate for the airspeed V> .
  • the device may subtract the controlled aerodynamics F- from the required aircraft force for experienced motion F resulting in a calculated drag force F D .
  • the device may calculate an unfiltered airspeed V- from the calculated drag force F D by reverse calculation of a model of the drag force F D being dependent on the unfiltered airspeed V> .
  • the device subtracts the calculated unfiltered airspeed V* from the measured ground speed V G resulting in a calculated unfiltered wind speed V w .
  • the device filters the calculated unfiltered wind speed V w with a low pass filter resulting in a calculated filtered wind speed V w .
  • the device subtracts the calculated filtered wind speed V w from the measured ground speed V G resulting in the current estimate for the airspeed V> .
  • the device calculates the drag force F D is by : wherein V is the airspeed, C D is a drag coefficient, p is a mass density and A is a reference area.
  • the device calculates a wind magnitude and/or wind direction from the calculated filtered wind speed
  • V w V w , and displays an indication of the wind magnitude and/or wind direction on a screen comprised in the aircraft.
  • the indication is represented by an arrow which direction corresponds to the wind direction.
  • the device colors the arrow so that one certain color indicates a wind magnitude within a certain wind magnitude interval.
  • the airspeed is a local airspeed and wherein the wind field is a local wind field located in the proximity of the aircraft.
  • the aerodynamics responsive to control state impacts are defined by the model of controlled
  • the aircraft is an Unmanned Aerial Vehicle, UAV.
  • the object is achieved by a device adjusted to navigate an aircraft.
  • the device adjusted to navigate an aircraft.
  • the device comprises means for measuring a ground speed associated with the aircraft and means for estimating an airspeed of the aircraft based on an acceleration a B of the aircraft and controlled aerodynamic forces applied to the aircraft.
  • the device comprises means for estimating a wind field
  • the device comprises means for navigating the aircraft based on the estimated wind field.
  • the aircraft comprises a mass m.
  • the device comprises an accelerator
  • the device may comprise a multiplier adjusted to multiply the acceleration a B with the mass m resulting in a required aircraft force for experienced motion F .
  • the device may comprise means for calculating a controlled aerodynamics F A by a model of the controlled aerodynamics F A having at least a rotation rate ⁇ and a control state ⁇ of the aircraft as input in addition to a current estimate for the airspeed V; .
  • the device may comprise a first subtractor adjusted to subtract the controlled aerodynamics F> from the required aircraft force for experienced motion F resulting in a calculated drag force F D .
  • the device may comprise means for calculating an unfiltered airspeed V A from the calculated drag force F D by reverse calculation of a model of the drag force
  • the device comprises a second subtractor adjusted to subtract the calculated unfiltered airspeed V* from the measured ground speed V G resulting in a calculated unfiltered wind speed V w .
  • the device comprises a low pass filter adjusted to filter the calculated unfiltered wind speed V w resulting in a calculated filtered wind speed V w .
  • the device comprises a third subtractor adjusted to subtract the calculated filtered wind speed V w from the measured ground speed V G resulting in the current estimate for the airspeed V ⁇ .
  • the device comprises means for
  • V is the airspeed, is a dra 9 coefficient, p is a mass density and A is a reference area.
  • the device comprises means for
  • the indication is represented by an arrow which direction corresponds to the wind direction.
  • the device comprises means for coloring the arrow so that one certain color indicates a wind
  • the airspeed is a local airspeed and wherein the wind field is a local wind field located in the proximity of the aircraft.
  • aerodynamics responsive to control state im acts are defined by the model of controlled aerodynamics
  • the aircraft is an Unmanned Aerial Vehicle, UAV.
  • the device may be comprised in the aircraft or in a remote control unit configured to control/navigate the aircraft .
  • the means for measuring the ground speed is at least one of an inertial navigation unit, a Global Positioning System, GPS, unit and an autopilot.
  • Local wind fields can be predicted if both the airspeed and the ground speed of the aircraft are known.
  • An aircraft that comprises an inertial navigation unit, an autopilot and an estimator allows a measure of the ground speed to be known with good or at least sufficient certainty.
  • the embodiments herein extend this system to allow an estimate of the wind field to be found without actively using an airspeed sensor.
  • Equation 3 shows this relation.
  • the filtered wind field is then used to produce a separate, filtered airspeed.
  • the filtered version of the airspeed is then continuously used within the airspeed calculations.
  • Local when using the term local it is to be interpreted as in proximity, close to next to or near of the aircraft. Local is the opposite of a faraway wind field, which is a wind field located in a large distance from the aircraft .
  • a feature of this process is that it can produce an estimate for the wind speed.
  • the estimate of the wind speed may be passively produced.
  • a requirement of this method is that a reasonably high fidelity model of the more complicated aerodynamic components is known. Less emphasis is placed on the prediction of the airspeed and more emphasis is placed on the filtering of the output. This will minimize any errors produced within the aerodynamic model and allows a smooth stable wind field and airspeed prediction to be produced.
  • the embodiments herein can be said to estimate the local wind field of an aircraft by subtracting estimated airspeed from the measured ground speed, wherein the airspeed is estimated based on measured acceleration of the aircraft, the applied controlled aerodynamic forces on the aircraft determined by a model of the aircraft's controlled
  • the estimated airspeed is further low pass filtered to remove the high frequency components coming from e.g. turbulence.
  • resulting local wind field could be displayed as an arrow with an angle representing the local wind direction and a magnitude representing the wind speed projected in the horizontal plane.
  • An advantage of the embodiments herein is that they allow a higher overall system performance to be achieved as well as producing lower complexity when implementing the system.
  • Another advantage is that the embodiments herein reduces errors and allows a smooth stable wind field and airspeed prediction to be produced.
  • an advantage of the embodiments herein is that they allow positioning of the aircraft in a more advantageous orientation with respect to the wind.
  • the embodiments herein provides an advantage of reduced weight of the airspeed
  • Fig. la is a schematic drawing illustrating an
  • an aircraft comprising a main rotor and a tail rotor.
  • Fig. lb is a schematic drawing illustrating
  • Fig. lc is a schematic drawing illustrating
  • Fig. 2 is a flow chart illustrating a method in an aircraft for estimating a local wind field.
  • Fig. 3a is a schematic drawing illustrating
  • Fig. 3b is a schematic drawing illustrating
  • Fig. 3c is a schematic drawing illustrating
  • Fig. 4 is a flow chart illustrating embodiments of a method .
  • Fig. 5 is a schematic block diagram illustrating embodiments of a device.
  • the ground speed is the speed of the aircraft relative to the ground
  • the (local) wind speed is the speed of the air near the aircraft relative to the ground
  • the airspeed is the speed of the air near the aircraft relative to the aircraft.
  • the reason for breaking the applied forces into these two specific components, F A and F D is due to the two distinct methods for modeling the forces.
  • the applied controlled aerodynamic forces can be modeled with a variety of methods, but needs to have reasonable fidelity in the model.
  • the modeling of the applied controlled aerodynamic forces must take into account the aircraft states that include airspeed, rotation rate, and control settings. This model allows the forces to be calculated easily, but does not easily allow a reverse calculation to find the airspeed. Whilst the reverse calculation may be possible, it will require significant computational overhead which is not available on many small UAVs . Conversely, calculation of the drag applied to the body of the aircraft is significantly simpler. A reasonable model can be created which allows reverse calculation to find the airspeed to be performed with minimal computational overhead.
  • the estimate for the body drag that is produced by using equation 7 is the predicted force deficit that is required to produce the motion that has been observed. This includes calculating the predicted controlled aerodynamic forces. Calculation of the airspeed from the body drag estimate is covered later in the document.
  • Equation 7 can be rearranged to group the terms that are scaled by the aircraft mass, which produces equation 8.
  • F A the aircraft's controlled aerodynamics forces
  • This model will typically be a complex function that takes into account a wide variety of the aircraft states, including airspeed (V) , rotation rate
  • the parameter Fx M represents the force on the main rotor in the x-direction
  • Fy M represents the force on the main rotor in the y-direction
  • Fz M represents the force on the main rotor in the z-direction
  • the parameter Fx T represents the force on the tail rotor in the x-direction
  • Fy T represents the force on the tail rotor in the y-direction
  • Fz T represents the force on the tail rotor in the z-direction.
  • the main rotor provides the predominant forces which allow the aircraft to be held in the air and maneuvered; whilst the tail rotor provides directional stability and control.
  • An aerodynamic model of both of these aerodynamic components can be produced by using a standard analysis tool and knowledge of any platform specific characteristics. As an example, the Prox Dynamics PD-100 Black Hornet Nano Unmanned Aircraft is used to demonstrate this procedure for a helicopter' s main and tail rotors.
  • Aerodynamic performance of main and tail rotors will depend largely on the current flight state of the aircraft itself.
  • Prox Dynamics uses a Blade Element Momentum Theory model that has been benchmarked against the physical helicopter performance to produce these models.
  • Equations 13 to 15 show the form that force equations for the example of Prox Dynamics PD-100 Black Hornet Nano Unmanned Aircraft take (not including the constants) , wherein the parameters are based on the definitions in figure lb, which illustrates the main rotor .
  • the form that calculation of the controlled aerodynamic states takes may have any other suitable form. It should, however, be noted that the calculation of these forces will depend of the current aircraft states including the filtered airspeed. This airspeed is used as a feedback from the output of the wind field estimate and therefore will be susceptible to short term errors. These errors will be quickly eliminated due to the feedback within the filter.
  • this relation does not include the rotation rate of the control state.
  • this relation may take the form shown in
  • Equation 19 is derived from standard aerodynamics. It is a relationship that is commonly used to represent the drag on a given aircraft body.
  • C D denotes the vector of the
  • A denotes the vector of the reference areas for each of the three aircraft axes. It can be seen that the relation
  • the airspeed ⁇ V A ii c V A ii c ) of the aircraft is then calculated.
  • the model used to make this calculation depends on the aircraft being analysed. For example if a helicopter is being analysed, only the fuselage drag needs to be considered. If, however, another configuration is analysed this model will become more complex and may need to consider more aircraft states. It should be noted that the calculated airspeed is unfiltered and is not used as the airspeed within the aerodynamics calculations .
  • the unfiltered wind speed ⁇ V W r i c ) is then calculated by combing the ground speed ( V G ) with the airspeed.
  • a digital filter is configured to produce a smooth estimate of the local wind field ( V w ) .
  • the filter that is chosen will heavily depend on the dynamic performance of the aircraft that is under examination as well as the desired characteristics of the wind field estimate that is to be produced.
  • a Type II Chebyshev filter is used with appropriate characteristics for the Prox Dynamics PD-100 Black Hornet Nano Unmanned Aircraft.
  • the filtered wind speed is then recombined with the ground speed estimate to produce a filtered estimate for the
  • V A airspeed
  • a low pass filter e.g. a Type II Chebyshev filter
  • This low pass filter will eliminate higher frequency components of the wind (turbulence) and give a more realistic, smooth estimate of the wind field. It should be noted that more of the wind frequency domain is able to be captured if a higher fidelity estimator and aerodynamic model is used.
  • the above procedure should be processed at the aircraft's native autopilot frequency or as quickly as is feasible. This allows a higher overall system performance to be achieved as well as producing lower complexity when implementing the system.
  • the local predicted local wind field can be displayed in a user interface allowing the user to position the aircraft in a more advantageous orientation with respect to the wind. This can be done by displaying the calculated wind direction and wind magnitude indication on a user screen.
  • a traffic light wind magnitude indication need to be used by e.g. coloring the arrow in a predefined way so that one certain color indicates a local wind magnitude within a certain wind magnitude interval.
  • the traffic light indication can be used to display either safe (green) , warning (yellow) , or unsafe (red) wind conditions are being experienced. Other suitable colors, patterns or means for indicating the wind conditions may be used instead of green, yellow and red.
  • FIG. 3 Three examples of this indicating system are illustrated in figure 3 to demonstrate the function of the system.
  • the aircraft configuration is shown to the left and an example of the user interface is shown to the right .
  • the aircraft configuration shown to the left in the figure illustrates that the aircraft is
  • the warning may be illustrated by using a yellow arrow.
  • the unsafe wind condition may be illustrated by using a red arrow.
  • the method implemented in a device 500 for navigating/controlling the aircraft, according to some embodiments will now be described with reference to the flowchart depicted in Figure 4.
  • the device having the reference number 500 refers to figure 5, which will be described in more detail later.
  • the device 500 may be comprised in the aircraft or in e.g. a remote control unit configured to control/navigate the aircraft.
  • the device 500 comprises an accelerometer configured to measure the
  • the aircraft may comprise a mass m.
  • the aircraft may be a UAV.
  • the method comprises the following steps, which steps may as well be carried out in another suitable order than described below.
  • the device 500 measures a ground speed associated with the aircraft .
  • the device 500 estimates the airspeed of the aircraft based on an acceleration a B of the aircraft and controlled
  • the airspeed may be a local airspeed.
  • Step 401a
  • the device 500 multiplies the
  • the device 500 calculates a controlled aerodynamics F- by a model of the controlled aerodynamics F- having at least a rotation rate ⁇ and a control state ⁇ of the aircraft as input in addition to a current estimate for the airspeed V A .
  • the aerodynamics responsive to control state impacts are defined by the model of controlled
  • the device 500 subtracts the controlled aerodynamics F- from the required aircraft force for
  • the device 500 calculates an unfiltered airspeed V* from the calculated drag force F D by reverse calculation of a model of the drag force F D being dependent on the unfiltered airspeed V> .
  • the device 500 subtracts the calculated filtered wind speed V w from the measured ground speed V G resulting in the current estimate for the airspeed V> .
  • the device 500 estimates a wind field experienced by the aircraft based on the ground speed and the airspeed.
  • the wind field may be a local wind field located in the proximity of the aircraft.
  • the device 500 subtracts the calculated unfiltered airspeed V* from the measured ground speed V G resulting in a calculated unfiltered wind speed V w .
  • the device 500 filters the calculated unfiltered wind speed V w with a low pass filter resulting in a calculated filtered wind speed V w .
  • the device 500 calculates a wind
  • the device 500 displays an indication of the wind magnitude and/or wind direction on a screen
  • the indication may be represented by an arrow which direction corresponds to the wind direction.
  • the device 500 colors the arrow so that one certain color indicates a wind magnitude within a certain wind magnitude interval.
  • the device 500 navigates/controls the aircraft based on the estimated wind field.
  • the device 500 comprises an arrangement as shown in Figure 5.
  • the aircraft may comprise a mass m.
  • the aircraft is a UAV.
  • figure 5 does not illustrate any connections between the different units, the skilled person will understand that there are any type of suitable connection means between the units
  • the device 500 comprises means 530 for measuring a ground speed associated with the aircraft.
  • the means for measuring the ground speed is at least one of an inertial navigation unit, a Global Positioning System, GPS, unit and an autopilot.
  • the device 500 comprises means 533 for estimating the ground speed
  • the airspeed of the aircraft based on an acceleration a B of the aircraft and controlled aerodynamic forces applied to the aircraft.
  • the airspeed is a local airspeed .
  • the device 500 comprises means 535 for estimating a wind field experienced by the aircraft based on the ground speed and the airspeed.
  • the wind field is a local wind field located in the proximity of the aircraft.
  • the device 500 comprises means for navigating 537 the
  • the device 500 further comprises an accelerator 501 configured to measure the acceleration a B of the aircraft.
  • the device 500 comprises a multiplier 503 adjusted to multiply the acceleration a B with the mass m resulting in a required aircraft force for experienced motion
  • the device 500 comprises means 505 for calculating a controlled aerodynamics F - by a model of the controlled aerodynamics F - having at least a rotation rate ⁇ and a control state 6 of the aircraft as input in addition to a current estimate for the airspeed V> .
  • the device 500 comprises a first
  • the device 500 comprises means 510 for calculating an unfiltered airspeed V; from the calculated drag force F D by reverse calculation of a model of the drag force F D being dependent on the unfiltered airspeed V A .
  • the device 500 comprises a second subtractor 512 adjusted to subtract the calculated unfiltered airspeed V A from the measured ground speed V G resulting in a calculated unfiltered wind speed V w .
  • the device 500 comprises a low pass filter 513 adjusted to filter the calculated unfiltered wind speed V w resulting in a calculated filtered wind speed V w .
  • the device 500 comprises a third
  • subtractor 515 adjusted to subtract the calculated filtered wind speed V w from the measured ground speed V G resulting in the current estimate for the airspeed V; .
  • the device 500 comprises means 517 for calculating the drag force F D by:
  • V is the airspeed
  • c o is a drag coefficient
  • p is a mass density
  • a i s a reference area
  • the device 500 comprises means 519 for calculating a wind magnitude and/or wind direction from the calculated filtered wind speed V w , and means 521 for
  • the indication is represented by an arrow which direction corresponds to the wind direction.
  • the device 500 comprises means 523 for coloring the arrow so that one certain color indicates a wind magnitude within a certain wind magnitude interval.
  • aerodynamics responsive to control state im acts are defined by the model of controlled aerodynamics
  • the device 500 may comprise a memory 525 comprising one or more memory unit.
  • the memory 525 is arranged to be used to store data, the measured ground speed, the estimated
  • the present mechanism for setting navigating the aircraft may be implemented through one or more processors, such as a processor 527 in device arrangement depicted in Figure 5 together with computer program code for performing the functions of the embodiments herein.
  • the processor may be for example a Digital Signal Processor (DSP) , Application
  • ASIC Specific Integrated Circuit
  • FPGA Field- programmable gate array
  • the program code mentioned above may also be provided as a computer program product, for instance in the form of a data carrier carrying computer program code for performing the embodiments herein when being loaded into the device 500.
  • a data carrier carrying computer program code for performing the embodiments herein when being loaded into the device 500.
  • One such carrier may be in the form of a CD ROM disc. It is however feasible with other data carriers such as a memory stick.
  • the computer program code can furthermore be provided as pure program code on a server and downloaded to the device 500.
  • airspeed means for estimating a wind field
  • means for navigating the aircraft accelerator, multiplier, means for calculating a controlled aerodynamics F- , first subtractor, means for calculating an unfiltered airspeed V* , a second subtractor, a low pass filter, a third subtractor, means for calculating the drag force F D , means for calculating a wind magnitude and/or wind direction, means for displaying an indication of the wind magnitude and/or wind direction and means for coloring the arrow described above
  • first subtractor means for calculating an unfiltered airspeed V* , a second subtractor, a low pass filter, a third subtractor, means for calculating the drag force F D , means for calculating a wind magnitude and/or wind direction, means for displaying an indication of the wind magnitude and/or wind direction and means for coloring the arrow described above
  • processors configured with software and/or firmware, e.g. stored in the memory 525, that when executed by the one or more processors such as the processor 527 perform as described above.
  • processors may be included in a single application-specific integrated circuit (ASIC) , or several processors and various digital hardware may be distributed among several separate components, whether individually packaged or assembled into a system-on-a-chip (SoC) .
  • ASIC application-specific integrated circuit
  • SoC system-on-a-chip

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)

Abstract

L'invention permet de prédire les champs de vent locaux si l'on connaît aussi bien la vitesse anémométrique que la vitesse au sol de l'hélicoptère. Un aéronef qui utilise une unité de navigation inertielle, un pilote automatique et un estimateur permet de connaître une mesure de vitesse au sol avec une bonne certitude. Les présents modes de réalisation étendent ce système pour permettre de trouver une estimation du champ de vent local sans utiliser activement de capteur de vitesse anémométrique, mais en combinant à la place les mesures d'un accéléromètre et un modèle de traînée et un modèle d'aérodynamique contrôlée de l'aéronef pour estimer la vitesse anémométrique, laquelle peut à son tour être utilisée pour estimer la vitesse du vent locale.
PCT/EP2013/057026 2012-05-25 2013-04-03 Procédé et dispositif permettant d'estimer un champ de vent WO2013174559A1 (fr)

Applications Claiming Priority (2)

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NO20120626 2012-05-25
NO20120626A NO344081B1 (no) 2012-04-02 2012-05-25 Fremgangsmåte og anordning for å navigere et luftfartøy

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EP2955106A1 (fr) * 2014-06-10 2015-12-16 Sikorsky Aircraft Corporation Estimation de paramètres de vol d'un giravion
CN112163259A (zh) * 2020-09-27 2021-01-01 西南交通大学 一种确定典型铁路基础结构风剖面等效风速比的方法
CN112762960A (zh) * 2020-12-29 2021-05-07 中国航空工业集团公司西安飞机设计研究所 一种飞行器所处风场的在线计算方法
CN113504786A (zh) * 2021-07-08 2021-10-15 中国南方电网有限责任公司超高压输电公司大理局 一种基于风向的无人机飞行调整方法及装置
CN114636842A (zh) * 2022-05-17 2022-06-17 成都信息工程大学 一种高超声速飞行器的大气数据估计方法及装置
CN117421825A (zh) * 2023-10-09 2024-01-19 成都流体动力创新中心 一种近地层风环境影响下的大型飞机cfd模拟方法及系统

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US9506945B2 (en) 2014-06-10 2016-11-29 Sikorsky Aircraft Corporation Rotorcraft flight parameter estimation
CN112163259A (zh) * 2020-09-27 2021-01-01 西南交通大学 一种确定典型铁路基础结构风剖面等效风速比的方法
CN112762960A (zh) * 2020-12-29 2021-05-07 中国航空工业集团公司西安飞机设计研究所 一种飞行器所处风场的在线计算方法
CN113504786A (zh) * 2021-07-08 2021-10-15 中国南方电网有限责任公司超高压输电公司大理局 一种基于风向的无人机飞行调整方法及装置
CN114636842A (zh) * 2022-05-17 2022-06-17 成都信息工程大学 一种高超声速飞行器的大气数据估计方法及装置
CN117421825A (zh) * 2023-10-09 2024-01-19 成都流体动力创新中心 一种近地层风环境影响下的大型飞机cfd模拟方法及系统
CN117421825B (zh) * 2023-10-09 2024-03-29 成都流体动力创新中心 一种近地层风环境影响下的大型飞机cfd模拟方法及系统

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