SYSTEM FOR CONTROLLING AVIATION CONDITIONS OVER A LANDING OR TAKING ZONE

Description

Technical field

[0001] This description relates to a system for controlling airflow conditions which are present above a landing or deck area. Prior art

[0002] The landing of aircraft such as helicopters or multicopter drones can be disrupted or made difficult by airflow conditions that generate recirculation and / or air vortices. Such conditions occur in particular when the landing area is located near a superstructure that constitutes an obstacle to the wind flow. When the superstructure is located on the windward side of the landing area, and when the wind speed is sufficient, an air recirculation bubble appears above the landing area. The direction and speed of airflow then vary over very short distances within such an air recirculation bubble, so that the terminal phase of the landing becomes difficult or dangerous.As is known, continuous or intermittent air vortices can also appear from higher angles of the superstructure, and cause additional disturbances to the landing.

[0003] These difficulties can be particularly critical for aircraft landing on a ship, for example a helicopter-carrying frigate. Indeed, the ship may have a superstructure that is close to the landing area, and the relative wind speed compared to the landing area can be significant, especially when the ship is moving in the open sea. In a usual frigate configuration, known as aft-deck, the helicopter landing area is located on the aft deck of the frigate, behind a hangar that constitutes a superstructure relative to the level of the landing area. However, many other arrangements that are intended to allow the arrival of an aircraft have similar configurations, with the same difficulties and dangers resulting from them for the terminal phase of the aircraft arrival.

[0004] Document DE 10 2015 004086 A1 relates to a device for moving a helicopter onto a landing surface, which is equipped with means for measuring wind speed and direction.

[0005] Document FR 2 912 159 A1 concerns a helicopter landing platform, which is foldable, on a ship.

[0006] Document RU 2 088 487 C1 discloses an anemometric measurement system for measuring the wind in front of a vessel after an aircraft has landed on a platform of that vessel. Technical problem

[0007] An aim of the present invention is then to facilitate and / or secure the landing or deck-landing of an aircraft for such an environmental configuration of the landing or deck-landing zone.

[0008] An additional aim of the invention is to provide such an improvement in landing or deck-landing conditions while minimizing the energy consumption used for this.

[0009] Another additional aim is to provide a system for securing the landing or decking of an aircraft, which is robust, simple to implement, and which can be easily installed on board a ship, particularly on board a helicopter-carrying frigate. Summary of the invention

[0010] To achieve at least one of these aims or another, a first aspect of the invention provides a system for controlling aeraulic conditions which are present above an aircraft landing or deck surface, called an air arrival zone. The system is suitable for use when the air arrival zone is located near a superstructure, along an alignment axis which is oriented from the air arrival zone towards the superstructure, the superstructure projecting vertically higher than the air arrival zone and being capable of altering a wind flow above the air arrival zone. This system comprises: anemometric means, adapted to provide speed and bearing values ​​which characterize a relative wind speed with respect to the air arrival zone and the superstructure; aeraulic means, which are arranged close to the air arrival zone, and capable of modifying air movements above this air arrival zone; and a controller, adapted to activate the aeraulic means when the speed value which is provided by the anemometric means is greater than a first non-zero threshold, and / or the bearing value which is also provided by the anemometric means is less than a second non-zero threshold in absolute value.

[0011] Thus, the system of the invention is capable of improving the landing or deck conditions of the aircraft in the air arrival zone when the relative wind speed with respect to this zone is high, or when its deposit is low or not too high. In other words, the aeraulic means are activated for a selection of landing or deck conditions which are unfavorable, and can be kept inactive when the aeraulic conditions which result from the wind and the position of the superstructure with respect to the wind and the air arrival zone do not belong to this selection. The energy consumption by the system of the invention is thus limited to wind conditions - wind strength and direction - for which it is useful and effective.

[0012] The first threshold, to which the wind speed value is compared to possibly activate the aeraulic means, can be between 5 m·s -1< (meter per second) and 20 m·s -1< , and the second threshold, which concerns the bearing value, can be between 0° (degree) and 90°.

[0013] The anemometric means may be adapted to measure the speed and bearing values ​​that characterize the relative speed of the wind with respect to the air arrival zone and the superstructure. In other words, they may be sensors that initially measure, in real time or at predefined times, the speed and bearing of the wind. In the context of the invention, the wind bearing designates the angle formed with the alignment axis in a horizontal plane by a direction that is parallel to the wind flow as this flow exists in the absence of the superstructure, and which is oriented upstream of this wind flow.

[0014] Alternatively, the anemometric means may be adapted to provide wind speed and bearing values ​​from meteorological data which are received elsewhere, and possibly combining this meteorological data with position, orientation and displacement data of the assembly which incorporates the superstructure and the air arrival area.

[0015] Generally for the invention, and in the absence of any indication to the contrary, the wind speed and bearing concern the wind as it appears in a reference frame which is linked to the superstructure and the air arrival zone. In cases where the assembly which groups together this superstructure and this air arrival zone is stationary on Earth, the wind speed and bearing used for the invention are relative to the terrestrial reference frame. In other cases where the assembly of the superstructure and the air arrival zone is mobile on Earth, the wind speed and bearing which are used for the invention are those which exist in the reference frame which is linked to this assembly, their values ​​then being different from those relative to the terrestrial reference frame.

[0016] The aeraulic means may comprise, in a non-limiting manner, continuous or intermittent blowing means, including shutters and means for directing air jets, continuous or intermittent suction means, air flow deflection means, etc. They are advantageously arranged at least at one location on a periphery of a face of the superstructure which is turned towards the air inlet zone. For embodiments of the invention which use blowing means, an air blowing speed value which is produced by them may be between 0.4 times and 3 times the wind speed as provided by the anemometric means. This air blowing speed value may in particular be adjusted by the system controller.

[0017] First embodiments of the invention may be more particularly intended to limit a vertical extension of an air recirculation bubble which is generated by the wind above the air arrival zone. For this, the aeraulic means may comprise blowing and / or suction means arranged along a substantially horizontal upper edge, and possibly also along substantially vertical lateral edges, of the face of the superstructure which is turned towards the air arrival zone.The controller is then adapted to activate the aeraulic means when the speed value provided by the anemometric means is greater than the first threshold, and when the absolute value of the bearing provided by the anemometric means is less than a third threshold, so as to lower an upper limit of the air recirculation bubble, or to increase a downward inclination of this upper limit from the upper edge of the face of the superstructure. Thus, a part of the air arrival zone which is furthest from the superstructure becomes clear of the air recirculation bubble. The landing or deck-landing conditions in this part of the air arrival zone are improved in this way. For such first embodiments of the invention, the third threshold may be between 0° and 10°.

[0018] Second embodiments of the invention may be more particularly intended to transversely push back the air recirculation bubble which is generated by the wind above the air arrival zone. For this, the aeraulic means may comprise blowing and / or suction means arranged along the substantially vertical lateral edges of the face of the superstructure which is turned towards the air arrival zone. The controller is then adapted to activate at least part of the aeraulic means when the speed value provided by the anemometric means is greater than a fourth non-zero threshold, and when the value of the bearing provided by the anemometric means is greater than a fifth non-zero threshold and less than 90°, in absolute value. In this way, an angle which exists between the face of the superstructure which is turned towards the air arrival zone and a limit of the air recirculation bubble, is reduced.The air recirculation bubble is then contained within this angle, which is measured at the level of that of the substantially vertical lateral edges which is on the same side as the direction of origin of the wind relative to the alignment axis. Thus, a lateral angular sector of the air arrival zone which is located on the same side of the alignment axis as the direction of origin of the wind, said to be located upwind, becomes clear of the air recirculation bubble. The landing or deck-landing conditions are then again improved, although in a way which is different from that of the first embodiments of the invention. For such second embodiments of the invention, the fourth threshold may be between 5 m·s -1< and 20 m·s -1< , and the fifth threshold may be between 10° and 90°.Optionally, the controller may be adapted to activate only a portion of the blowing and / or suction means which are arranged along the substantially vertical side edges, this portion of the blowing and / or suction means which is activated being able to be determined by the controller as a function of the wind direction value.

[0019] Finally, third embodiments of the invention may be more particularly intended to disturb vortices which are generated by the wind from the upper lateral angles of the face of the superstructure. For this, the aeraulic means may comprise blowing and / or suction means arranged at upper lateral angles of the face of the superstructure which is turned towards the air arrival zone. In this case, the controller is adapted to activate the aeraulic means when the speed value provided by the anemometric means is greater than a sixth non-zero threshold, and the value of the bearing provided by the anemometric means is less than 5° in absolute value, so as to disturb the vortices. For such third embodiments of the invention, the sixth threshold may be between 5 m·s -1< and 20 m·s -1< .

[0020] Generally speaking for the invention, the controller can be adapted to adjust in real time the operation of the airflow means as a function of pressure values ​​measured repeatedly by barometric means which are located close to the air arrival zone.

[0021] Alternatively, the controller determines the operation of the air handling equipment based on values ​​initially provided by the anemometric equipment, and possibly also by the barometric equipment, then commands execution of this operation in open loop.

[0022] Additional parameters such as a characterization of the sea state can also be taken into account to determine or adjust the operation of the air handling means when the invention is used on board a ship.

[0023] Finally, a second aspect of the invention provides a fitted structure which comprises: an air arrival zone, adapted for an aircraft, in particular a helicopter or a drone with vertical rotor axes, to land on this air arrival zone; a superstructure which is located close to the air arrival zone, this superstructure projecting vertically higher than the air arrival zone and being capable of altering the flow of wind above the latter; and a system for controlling the aeraulic conditions which are present above the air arrival zone, this system being in accordance with the first aspect of the invention.

[0024] Such an adapted structure may constitute part of a ship, in particular part of a ship's afterdeck, part of an aircraft carrier's landing and take-off platform, part of a deep-sea platform, also called an offshore platform, part of a building, in particular when the structure is located on a tower or a hospital building, and part of an airport, aerodrome or heliport. Brief description of the figures

[0025] The characteristics and advantages of the present invention will appear more clearly in the detailed description below of non-limiting exemplary embodiments, with reference to the appended figures among which: [ Fig. 1a ] illustrates an application of the invention to a helicopter carrier ship; [ Fig. 1b ] is a plan view showing useful directions for the invention; [ Fig. 2] is a perspective diagram showing an air recirculation bubble and wind-generated vortices behind a superstructure, as well as positions of anemometric and barometric sensors useful for the invention; [ Fig. 3a ] is a side view diagram which illustrates the effectiveness of a system according to the invention for first possible operations; [ Fig. 3b ] is a plan view diagram illustrating an efficiency of a system according to the invention for second possible operations; [ Fig. 3c ] corresponds to [ Fig. 3b ] for third possible operations; and [ Fig. 4 ] is a block diagram of operating steps for a system according to the invention. Detailed description of the invention

[0026] For the sake of clarity, the dimensions of the elements shown in the figures do not correspond to actual dimensions or to actual dimensional ratios. In addition, some of these elements are represented only symbolically, and identical references indicated in different figures designate identical elements or those having identical functions.

[0027] The invention is now described in the case of an application to a helicopter-carrying frigate of the aft-deck type, by way of illustration. Such a ship is designated by the reference 10 in [ Fig. 1a] and [Fig. 1b]]. It comprises an air arrival zone Z on which a helicopter 20 can land. This air arrival zone Z is constituted by a horizontal deck surface, which is located in a rear part of the ship 10. The ship 10 further comprises a superstructure 1 in its central part, so that the air arrival zone Z is located just behind the superstructure 1 relative to the axis of the ship 10. DA designates the alignment axis of the superstructure 1 with the air arrival zone Z, oriented from the air arrival zone Z towards the superstructure 1. The superstructure 1 has a face F which is turned towards the air arrival zone Z, and which is substantially vertical. References 11, 12 and 13 designate respectively the upper edge of the face F, which is substantially horizontal, and the two lateral edges of the face F, which are substantially vertical.For ship 10, direction DA may correspond to its longitudinal direction, from stern to forward, side edge 12 is on the port side, and side edge 13 is on the starboard side. Superstructure 1 may be an onboard hangar.

[0028] In accordance with [ Fig. 1b], W denotes the wind flow direction at the location where the ship 10 is located, such that this wind flow direction exists in the absence of the ship 10. In other words, W does not take into account air flow disturbances that the ship 10, in particular its superstructure 1, may generate. G denotes the wind bearing angle at the location of the ship 10: it identifies in a horizontal plane the direction of origin of the wind from the alignment axis DA, being counted positively on the starboard side and negatively on the port side for example. In addition to its bearing angle G, the wind is characterized by its speed value V such that it also exists without taking into account the disturbances that are generated by the ship 10 on the wind flow.Generally for the invention, the speed V and the bearing G of the wind are determined in a reference frame which is linked to the superstructure 1 and the air arrival zone Z, these having fixed relative positions with respect to each other. In other words, in the case of the application considered to the ship 10, the speed V and the bearing G of the wind are determined in the reference frame of the ship 10. Depending on a possible movement of the ship 10 with respect to the terrestrial reference frame, the values ​​to be considered for the invention for the speed V of the wind and its bearing G result from the vector subtraction of the speed of the ship 10 from that of the wind, such that these two speeds exist as vectors in the terrestrial reference frame.

[0029] [ Fig. 2] shows disturbances in the wind flow caused by superstructure 1 above the air arrival zone Z. These disturbances are shown in this figure for the case where the bearing G is zero. They appear when the wind speed V is sufficient.

[0030] A first disturbance consists of the appearance of an air recirculation bubble, as designated by RC in the figure. This air recirculation bubble RC appears in the re-entrant angle formed by the air arrival zone Z with the face F which is turned towards it. It generates locally above the air arrival zone Z a downward vertical air flow which can be particularly dangerous for the helicopter 20 during its landing. The air recirculation bubble RC is limited upwards by streamlines LC which come from the wind as existing above the superstructure 1 and which descend progressively above the air arrival zone Z towards the rear of the ship 10. This upper limit of the air recirculation bubble RC, which comes from the upper edge 11 of the face F, is designated by the reference L 11 in [ Fig. 3a]. Similarly, the air recirculation bubble RC has two lateral boundaries on the port and starboard sides which originate from the lateral edges 12 and 13, respectively, of the face F.

[0031] A second disturbance consists of the appearance of VX vortices from the upper corners of face F, at the junction of edges 11 and 12 on the port side and at the junction of edges 11 and 13 on the starboard side. These VX vortices have cores that extend downstream of the wind flow, and are called longitudinal vortices for this reason.

[0032] [ Fig. 2] further shows anemometric means with which the ship 10 is equipped to implement the invention, in order to measure the speed V and the bearing G of the wind. In a known manner, such anemometric means may comprise a wind vane and a cup-type windmill which are jointly designated by the reference 2. Other known types of anemometers may be used alternatively, including one or more laser source anemometer(s). These anemometric means may advantageously be located on the superstructure 1, in order to characterize the wind in the reference frame of the ship 10 without the results of this characterization being significantly altered by the presence of the ship 10 itself.

[0033] Barometric probes 3 can optionally be added on board the ship 10, in particular to measure the air pressure in the vicinity of the air arrival zone Z. Such barometric probes can be placed on the port and starboard lateral sides of the air arrival zone Z in order to characterize the positions of the limits of the air recirculation bubble RC, but also in addition on the superstructure 1.

[0034] For the invention, the ship 10 is further equipped with aeraulic means capable of modifying the air flow which is due to the wind above the air arrival zone Z. These aeraulic means may include in particular blowing and / or suction systems (not shown), as well as openings or slots through which air can be blown or sucked. In [ Fig. 2], reference 4 denotes a blowing and / or suction slot which is located along the upper edge 11 of the face F, references 5 denote two blowing and / or suction slots which are located along the lateral edges 12 and 13, respectively, of the face F, and references 6 denote two blowing nozzles which are located respectively at the upper corners of the face F, i.e. at the junction of the edges 11 and 12 and at that of the edges 11 and 13. Possibly, the aeraulic means may further be adapted to modify directions of the air flows which are blown or sucked through the slots 4 and 5, or ejected by the nozzles 6.

[0035] Generally speaking for the invention, the aeraulic means can be constituted by any type of fluidic actuators, such as pulsed jets, synthetic jets, sweeping jets, pumping systems or deflectors. Pulsed jets, which can use valve or flap mechanisms, and synthetic jets with electromagnetic membranes can be rather adapted to operate at frequencies which are between 5 Hz (hertz) and 500 Hz. Alternatively, synthetic jets with piezoelectric membranes and sweeping jets can be used with operating frequencies which are between 500 Hz and 3000 Hz. Possible pumping systems are those of the vacuum pump type, and possible deflectors are in particular with tilting flaps, louvers and / or adjustable honeycomb networks.For the application of the invention to the ship 10, the power supply to the air handling means can be controlled by the ship's electronic power controller, designated by EPC for "Electronic Power Control" in English, the latter being powered by a dedicated electrical network, for example at an electrical voltage of 12-14 V (volt), either from batteries or by being connected to the ship's internal electrical network.

[0036] A controller 7, denoted CTRL, is arranged to control the aeraulic means as a function of the values ​​which are provided by the anemometric means 2, and possibly also as a function of those which are provided by the barometric probes 3. Other additional data which can also be taken into account by the controller 7 to control the aeraulic means are meteorological data transmitted by a source external to the ship 10, movement data of the ship 10, data which characterize the state of the sea, in particular data which characterize the pitch, roll and yaw movements of the ship 10, data which concern the approach trajectory of the helicopter 20 and its instantaneous position, data which characterize the size and weight of the helicopter 20, etc. The controller 7 is designed and connected to control air flows which are blown or sucked through each of the slots 4 and 5, and through each of the nozzles 6.In the case of the ship 10, the controller 7 may be constituted by a module of the ship's on-board electronic control unit, or ECU for "Electronic Control Unit" in English.

[0037] Generally, the controller 7 only activates the aeraulic means to modify the air movements which are present above the aerial arrival zone Z when the wind speed V is greater than a first threshold, and / or the bearing G is less than a second threshold. The first threshold can be between 5 m·s -1< and 20 m·s -1< , for example equal to 10 m·s -1< . The values ​​of the speed V which are lower than the first threshold are considered insufficient for the wind to significantly disturb the landing of the helicopter 20. Possibly, the controller 7 inhibits the aeraulic means also when the value of the speed V is too high, if the system is considered insufficiently effective for such a high value. For example, the aeraulic means can be inhibited when the wind speed V is greater than 20 m·s -1< . The second threshold, which concerns deposit G, is between 0° and 90°, for example equal to 45°.In other words, the air handling equipment is only activated when the direction of wind origin is located towards the front of the ship 10. The two conditions for activating the air handling equipment, on the wind speed and on its bearing, can be alternative or cumulative.

[0038] In general, the controller 7 may be designed to activate the air handling means only when an aircraft is approaching to land in the air arrival zone Z, until the end of the landing. Possibly, the controller 7 may be designed to activate these air handling means also when an aircraft which is initially landed in the air arrival zone Z is ready to take off imminently, and maintain their operation until this aircraft has exceeded one or more threshold values ​​of distance from the ship 10 and / or altitude.

[0039] Each of the three operations that are now described can be activated only if the wind speed V is greater than the first threshold as indicated above, or, for at least some of these operations, greater than an additional threshold that is dedicated to this operation. In the latter case, the additional speed threshold V that is dedicated to this operation is greater than or equal to the first threshold.

[0040] The first operation of the system is suitable for conditions for which the value of the bearing G is low, for example less than 8°, this bearing threshold value corresponding to the third threshold which was introduced in the general part of the present description. In other words, this first operation is appropriate when the direction W of the wind is superimposed or almost superimposed with the alignment axis DA, being in the opposite direction to the latter. In this case, the aeraulic means described above can be controlled by the controller 7 to blow air through the slot 4. Such blowing through the slot 4 has the effect of reducing the size of the air recirculation bubble RC, so that the upper limit L 11 thereof is lowered by increasing its inclination from the upper edge 11 of the face F. [ Fig. 3a] shows such an increase in the inclination of the upper limit L 11 of the air recirculation bubble RC. The inclination of the upper limit L 11 is denoted α 11 , and measured relative to a plane which is parallel to that of the air arrival zone Z. In this figure, the reference S designates the air blowing. As a result, the streamlines LC of the wind flow are substantially horizontal in a larger rear part of the air arrival zone Z. Preferably, for this first operation, air can also be blown through the two slots 5, at the same time as through the slot 4, to further reduce the size of the air recirculation bubble RC.

[0041] The second operation of the system is suitable for conditions for which the value of the bearing G is greater than those concerned by the first operation. For example, this second operation is appropriate when the bearing G is greater than 20°, this other threshold value corresponding to the fifth threshold which was introduced in the general part of the present description. In this case, the aeraulic means described above can be controlled by the controller 7 to blow air through that of the slots 5 which is on the same side of the face F as the direction of origin of the wind. Such blowing also has the effect of reducing the size of the air recirculation bubble RC, but by rotating a lateral limit thereof around the vertical edge of the face F along which the blowing is carried out, in the direction of the face F.Optionally, the air recirculation bubble RC can be further reduced by simultaneous air suction which is carried out through the other slot 5, on the side opposite to that from which the wind comes. [. Fig. 3b ] illustrates such a second operation, by showing the rotation of the lateral limit L 12 of the air recirculation bubble RC. α 12 denotes the angle between the lateral limit L 12 and the face F. The reference S again denotes an air blowing, and the reference A denotes an air suction. Possibly, each of the lateral slots 5 can be divided into several successive segments, and the number of segments which are used for the air blowing S for this second operation, and possibly also for the air suction A, can be selected by the controller 7 according to the value of the deposit G.

[0042] For these first two operations, the barometric probes 3 can be used to characterize the size of the air recirculation bubble RC, and adjust the blowing flow rates S or suction flow rates A in order to reduce this size below a predetermined dimension. It is thus possible, thanks to the system of the invention, to ensure that a sufficient part of the air arrival zone Z is not under the recirculation bubble RC, so that the helicopter 20 can land safely.

[0043] The third operation of the system is suitable for conditions for which the value of the bearing G is very low, for example less than 5°. Possibly, this third operation can be activated at the same time as the first operation. It consists of blowing air through the nozzles 6, in order to disturb the vortices VX which are formed by the wind from the upper corners of the face F, at the junctions of the edges 11 and 12 and of the edges 11 and 13. Such blowing is effective in disturbing the air vortices VX. It can be continuous, but preferably intermittent, for example at a frequency which can be adjusted according to the Von Karman value for the wake of a rounded obstacle. Fig. 3c ] illustrates such a third operation. It is thus possible, again thanks to the system of the invention, to ensure that air vortices are not likely to disturb the landing of the helicopter 20.

[0044] For all these operations, several modes are possible for the controller 7: predetermined control modes or adaptive control modes.

[0045] For a predetermined control mode, the controller 7 initially transmits an operating instruction to the airflow means, and the latter produce a constant operation which is in accordance with this initial instruction. This instruction may comprise a selection of the airflow means to be activated, air blowing speed and frequency values, one or more air suction speed values, and / or one or more jet and deflector orientation values. The instruction may be either fixed and independent of the values ​​received by the controller 7, or variable and determined as a function of several of these received values.For example, the setpoint, which may concern several operating parameters of the air handling means, can be determined by reading a table or a map whose entries are made up of the received values, these being able to relate to all the data which have been listed above or only part of them. The use of the results of the measurements of the barometric probes 3 can be particularly relevant, in particular to characterize the initial size of the air recirculation bubble RC. [. Fig. 4] shows a possible example of a predetermined control mode. The process of controlling the aeraulic conditions that are present above the air arrival zone Z can be started when an aircraft is declared on approach to land. In the initial state, corresponding to the reference S0, the aeraulic means are cut off. Step S1 can consist of a verification of the progress of the landing of the helicopter 20, and the process is continued only if this landing has not yet taken place. Step S2 consists of the collection of the speed V and bearing G values ​​that characterize the wind, as transmitted by the anemometric means. Possibly, additional values ​​can also be collected at this step S2, in particular the pressure values ​​delivered by the barometric probes 3, as well as other data such as those already listed.Step S3 is the test for verifying the conditions necessary to activate the aeraulic means, which relates to the values ​​of the speed V and the wind direction G. The process is then continued only if the value of speed V is greater than the first threshold, noted VS 1 in the figure, and / or if the value of the direction G is less than the second threshold, noted VS 2 . The operating instructions for the aeraulic means are determined in step S4, then the aeraulic means are activated in accordance with these instructions in step S5. For example, when the aeraulic means comprise blowing means, step S4 may comprise setting an operating force thereof for which the air blowing speed is between 0.4 times and 3 times the wind speed as measured by the anemometric means 2.A suction means operating force can be set in the same way, for example with an air suction speed that is also between 0.4 times and 3 times the wind speed. The process can then be repeated from step S1.

[0046] For an adaptive control mode, the control of the operation of the aeraulic means is carried out in a closed loop. For this, the controller 7 is an adaptive controller, for example of the Armarkov type. The pressure values ​​measured in real time by the barometric probes 3 can constitute the input data of the Armarkov algorithm, and the output data of the algorithm can be the identification of those aeraulic means which are to be activated, the values ​​of speed and blowing frequency for these, or possibly the values ​​of suction speed and / or the orientations of jets and / or air deflectors. A measurement of the difference between the aeraulic conditions which are thus created above the air arrival zone Z and a reference state which is used as a target, is reinjected at the input of the algorithm until a stopping criterion is reached.Such a stopping criterion may relate, for example, to a reduction in fluctuations in the pressure values ​​as detected by the barometric probes 3, or to an increase in the static pressure values ​​which exist around the perimeter of the air arrival zone Z.

[0047] A predetermined control mode may be preferred in calm weather for the application of the invention to the vessel 10, while an adaptive control mode may be preferred in rough seas, strong weather or in the presence of gusts of wind.

[0048] It is understood that the invention may be reproduced by modifying secondary aspects of the embodiments that have been described in detail above, while retaining at least some of the advantages cited. In particular, the system of the invention may be used for applications other than landing on a ship. Such other applications may be terrestrial, regardless of the nature of the superstructure that is contiguous to the aerial arrival zone. Furthermore, all the numerical values ​​that have been cited have been cited for illustration purposes only, and may be changed depending on the application considered.

Claims

1. System for controlling aeraulic conditions that are present above an aircraft landing or deck-landing surface, referred to as the aerial arrival zone (Z), the system being suitable for use when the aerial arrival zone is located close to a superstructure (1), along an alignment axis (DA) which is oriented from the aerial arrival zone towards the superstructure, the superstructure extending vertically higher than the aerial arrival zone and being capable of altering a wind flow above the aerial arrival zone, said system comprising: - anemometric means, adapted to provide speed (V) and bearing angle (G) values, which characterise a relative wind speed with respect to the aerial arrival zone (Z) and the superstructure (1), the system being characterised in that it further comprises: - aeraulic means, which are arranged close to the aerial arrival zone (Z), and are capable of modifying air movements above said aerial arrival zone; and - a controller (7), adapted to activate the aeraulic means when at least one of the following two conditions is met: the speed value (V) which is provided by the anemometric means is greater than a first non-zero threshold, and absolute value of the bearing angle (G) which is provided by said anemometric means is less than a second non-zero threshold.

2. System according to claim 1, wherein the first threshold (VS1 ) is between 5 m .s -1 and 20 m .s -1, and the second threshold (VS2 ) is between 0° and 90°.

3. System according to claim 1 or 2, wherein the anemometric means are adapted to measure the speed (V) and bearing angle (G) values, which characterise the relative wind speed in relation to the aerial arrival zone (Z) and the superstructure (1).

4. System according to any one of the preceding claims, wherein the aeraulic means comprise at least some of the following: continuous or intermittent blowing means, continuous or intermittent suction means, and airflow deflection means, and are arranged in at least one location around a circumference of a face (F) of the superstructure (1) which is oriented towards the aerial arrival zone (Z).

5. System according to claim 4, wherein the aeraulic means comprise blowing and / or suction means disposed along a substantially horizontal upper edge (11) of the face (F) of the superstructure (1), which is oriented towards the aerial arrival zone (Z), and the controller (7) is adapted to activate the aeraulic means when the speed value (V) supplied by the anemometric means is greater than the first threshold (VS1 ), and when the absolute value of the bearing angle (G) supplied by said anemometric means is less than a third threshold, so as to lower an upper limit (L11 ) of an air recirculation bubble (RC) which is generated by the wind above the aerial arrival zone, or to increase a downward inclination (α11) of said upper limit of the air recirculation bubble which starts from the upper edge of the face of the superstructure.

6. System according to claim 5, wherein the third threshold is between 0° and 10°.

7. System according to claim 4, wherein the aeraulic means comprise blowing and / or suction means disposed along substantially vertical lateral edges (12, 13) of the face (F) of the superstructure (1) which is oriented towards the aerial arrival zone (Z), and the controller (7) is adapted to activate at least a portion of the aeraulic means when the speed value (V) supplied by the anemometric means is greater than a fourth non-zero threshold, and when the absolute value of the bearing angle (G) supplied by said anemometric means is greater than a fifth non-zero threshold and less than 90°, so as to reduce an angle (α12 ) between the face of the superstructure which is oriented towards the aerial arrival zone and a limit of an air recirculation bubble which is generated by the wind above a portion of the aerial arrival zone, said air recirculation bubble being contained within said angle, and said angle being measured at one of the substantially vertical lateral edges which is on the same side as the direction from which the wind is coming with respect to the alignment axis (DA).

8. System according to claim 7, wherein the fourth threshold is between 5 m .s -1 and 20 m .s -1, and the fifth threshold is between 10° and 90°.

9. System according to claim 4, wherein the aeraulic means comprise blowing and / or suction means disposed at upper lateral angles of the face (F) of the superstructure (1) which is oriented towards the aerial arrival zone (Z), and the controller (7) is adapted to activate the aeraulic means when the speed value (V) supplied by the anemometric means is greater than a sixth non-zero threshold, and the absolute value of the bearing angle (G) supplied by said anemometric means is less than 5°, so as to disrupt vortices (VX) generated by the wind from the upper side angles of the face of the superstructure.

10. System according to any one of the preceding claims, wherein the controller (7) is adapted to adjust an operation of the aeraulic means in real time according to pressure values repeatedly measured by barometric means located close to the aerial arrival zone (Z).

11. Landscaped structure comprising: - an aerial arrival zone (Z), suitable for an aircraft, in particular a helicopter (20) or a drone with vertical rotor axes, to land on said aerial arrival zone; - a superstructure (1) that is located close to the aerial arrival zone (Z), the superstructure extending vertically higher than the aerial arrival zone and being capable of altering a wind flow above said aerial arrival zone; and - a system for controlling aeraulic conditions that are present above the aerial arrival zone (Z), said system complying with any one of the preceding claims.

12. Structure according to claim 11, constituting one of the following: - a part of a ship (10), in particular a part of a ship's rear deck; - a part of an aircraft carrier's flight deck for take-off and landing; - part of an offshore platform; - a part of a building, the structure being located in particular on a tower or a hospital building; and - a part of an airport, airfield or heliport.