Enhanced aircraft vision system, equipped with an inconsistency detection system and corresponding method

Abstract

Aircraft enhanced vision system, equipped with an inconsistency detection system and corresponding method The system includes a display (36), and an inconsistency detection system between a displayed position of a synthetic representation (41) and the actual position on the display (36) of a landing strip (13) and / or an approach ramp (15).The inconsistency detection system comprises: - a module for identifying a line of lights (17) extending transversely across the runway (13); - a system for characterizing the identified line of lights (17) to determine a specific position of the line of lights (17) relative to the runway (13) from among a plurality of possible positions extending transversely across the runway (13); - a calculation module configured to calculate an actual position on the display (36) of the runway (13) and / or the approach ramp (15) using the determined position of the line of lights (17). See Figure 11 for abbreviations.

Description

Title of the invention: Enhanced aircraft vision system, equipped with an inconsistency detection system and corresponding method

[0001] The present invention relates to an enhanced aircraft vision system, comprising:

[0002] - a display, intended to visualize the space located in front of the aircraft and a display generator on the display, configured to display on the display a synthetic representation of the positioning of a landing runway and / or an approach ramp to the landing runway at a displayed position of the landing runway and / or the approach ramp;

[0003] - a system for detecting inconsistencies between the displayed position of the synthetic representation and the actual viewing position on the display of the landing strip and / or approach ramp.

[0004] Such a system is intended to be installed in the cockpit of an aircraft and used in conjunction with a cockpit display. The display is, for example, at least partially transparent, such as a semi-transparent screen placed in front of a cockpit windshield, a system for projecting images onto the cockpit windshield, a semi-transparent sun visor, a helmet-mounted sight, or a semi-transparent lens close to the eye. Alternatively, the display is a head-down display integrated into the cockpit instrument panel.

[0005] The cockpit is for example present in the aircraft, as in the case of a business jet or an airliner, or is a control room located remotely from the aircraft, as in the case of a drone.

[0006] The display system is intended to facilitate piloting the aircraft during a landing in conditions of low or zero visibility.

[0007] Under such conditions, guidance systems allow the pilot to approach as closely as possible to the runway. However, landing is only possible when the pilot actually sees the runway.

[0008] In all cases, at the end of the approach, the pilot visually seeks to locate the position of the landing runway, in order to make the decision to land, or on the contrary to perform a go-around maneuver.

[0009] To facilitate the piloting of the aircraft, and to give the pilot an overall indication of the structure of the terrain located in front of the aircraft, it is known to generate synthetic images of the landscape located in front of the aircraft, in particular from topographic databases, according to the current position of the aircraft determined by the aircraft's navigation system.

[0010] The synthetic images are representative of the environment located in front of the aircraft, as it can be observed through the windshield by a pilot in the cockpit.

[0011] These synthetic images include in some cases a synthetic marking of the landing strip at the position where it is supposed to be located.

[0012] Such a vision system allows the pilot to visualize where the runway is located.

[0013] Such vision systems provide substantial assistance to the pilot, but sometimes prove inaccurate, given possible errors in aircraft positioning, and / or in the topographic data available in the databases.

[0014] It is therefore necessary to have in parallel a real view of the environment located outside the aircraft.

[0015] To facilitate the location of the runway threshold in low visibility conditions, most aerodromes are equipped with approach lights, located longitudinally in front of the runway threshold.

[0016] These ramps generally include at least one longitudinal line of lamps aligned along the track axis, and perpendicular to the longitudinal line, at least one transverse line of lamps crossing the longitudinal line.

[0017] To facilitate the location of the approach ramp, enhanced vision systems (“Enhanced Vision Systems” or “EVS” in English) have been developed.

[0018] These systems generally include a camera mounted in the nose of the aircraft. The camera, which includes, for example, sensors operating in several wavelength bands, improves visibility in front of the aircraft by detecting the terrain and all structures present on the ground, such as lights on or around the runway, in particular approach lighting.

[0019] Based on the images collected by the camera, a real image of the environment in front of the aircraft is obtained.

[0020] Such vision systems therefore make it possible to confirm the position of the runway in relation to the aircraft and / or in relation to the environment, and facilitate the decision-making by the pilot at the decision altitude, at which he must decide whether or not to continue the landing.

[0021] In certain cases where visibility is very low, and below the value required to carry out the approach without a vision system, an enhanced vision system can be used below the decision height, in order to make it possible to secure the trajectory towards the landing runway.

[0022] In this case, the pilot must ensure, before using the synthetic marking representing the runway on the enhanced vision system display, that the position of the The marking on the display is very reliable and corresponds to the actual position where the track will appear.

[0023] A consistency test must therefore be performed by the pilot. This consistency test ensures that the trajectory followed by the aircraft between the decision height and touchdown at ground level is correct.

[0024] In this regard, the pilot must, in particular, try to locate the actual position of the approach lights in the image displayed on the screen to ensure that their position is consistent with the synthetic runway markings. Alternatively, the pilot must compare the actual position of the runway threshold lights in the image displayed on the screen with the synthetic runway threshold markings indicated by the enhanced vision system. This task is an essential element of the landing decision-making process, which must occur very quickly, within a few seconds. It relies solely on the pilot's visual judgment.

[0025] In some cases, a malfunction may occur in an aircraft positioning system, leading to a discrepancy between the synthetic runway marking position on the screen, obtained from the positioning system, and the actual runway position. There is then a risk that the pilot will land the aircraft before the runway threshold if the readings given by the position sensor are inaccurate.

[0026] One object of the invention is therefore to improve the reliability of an enhanced vision system, in order to allow approaches in very low visibility, in particular visibility levels lower than those required to carry out the approach without an enhanced vision system, in particular between the decision height and the ground.

[0027] To this end, the invention relates to a system of the aforementioned type, characterized in that the inconsistency detection system comprises;

[0028] - a first identification module, in an optical image of the space located at the front of the aircraft, by at least one line of lamps extending transversely to an axis of the landing strip;

[0029] - a system for characterizing the line of lamps identified from the first identification module, the characterization system being configured to determine a specific position of the line of lamps relative to the runway from among a plurality of possible positions of lines of lamps extending transversely to an axis of the runway;

[0030] - a calculation module configured to calculate an actual position on the display of the landing strip and / or approach ramp using the determined position of the line of lamps.

[0031] The system according to the invention may comprise one or more of the following features, taken individually or in any technically feasible combination:

[0032] - the display generation assembly on the display is connected to a system of aircraft parameter measurement sensors and aircraft spatial positioning sensors;

[0033] - the display generator is configured to display the synthetic representation positioning of the runway and / or approach ramp to the position displayed on the display, depending on the aircraft position determined by an aircraft position sensor, in particular by a GPS sensor and / or by an inertial measurement unit;

[0034] - the display generator is configured to display the image on the display optical space located in front of the aircraft, and to display in superposition, the synthetic representation of the positioning of the landing strip and / or the approach ramp to the runway;

[0035] - the lamp line characterization system includes a module of lamp counting, on the lamp line to define at least one signature of the lamp line; and a comparison module of the or each signature of the lamp line with known signatures of lamp lines in a database of known signatures of lamp lines, to identify at least one known signature corresponding to the or each signature defined by the lamp counting module, the lamp line characterization system being configured to determine the determined position of the lamp line using the or each known signature identified by the comparison module;

[0036] - the lamp counting module is configured to define at least one signature transverse line of lamps;

[0037] - the inconsistency detection system includes a second module identification, in the optical image, of an alignment of lamps extending along the axis of the landing strip, the lamp counting module being configured to count on the line of lamps, the number of lamps on either side of the alignment, and in the alignment to define at least one signature of the line of lamps;

[0038] - the transverse signature includes a number of lamps on the alignment at level of the line of lamps, and the number of lamps detected on either side of the alignment on the line of lamps;

[0039] - the lamp counting module is configured to define at least one signature axial of the line of lamps;

[0040] - the axial signature includes the number of lamps on the alignment at the level of the line of lamps and at least a number of lamps on at least one line of lamps axially adjacent to the line of lamps;

[0041] - the calculation module is configured to calculate the aircraft's roll angle, based on an axial orientation detected from the alignment detected by the module identification of a line of lamps extending along the axis of the runway;

[0042] - the first identification module is configured to identify a color or / and a periodic intermittent ignition of at least one lamp in the line of lamps, the signature of the line of lamps including at least the colour and / or an intermittent ignition characteristic of at least one lamp in the line of ramps;

[0043] - the line of lamps is a transverse line of the approach ramp to the runway landing, the database being a database of signatures of transverse lines of approach ramps to a landing runway;

[0044] - the lamp line is a track threshold bar, the database being a database of track threshold bar signature data;

[0045] - the comparison module is configured to determine, from the signature of the line of lamps if the line of lamps is a transverse line of approach ramp to the landing runway or if the line of lamps is a runway threshold bar, possibly offset;

[0046] - the system for characterizing the line of lamps identified from the first identification module includes an artificial intelligence engine configured to determine the determined position of the line of lamps relative to the runway from among the plurality of possible positions of lines of lamps extending transversely to an axis of the runway from an analysis of a region of the optical image including the line of lamps;

[0047] - the calculation module is configured to determine an actual distance between the line of lamps and at least one lamp adjacent to the line of lamps using the distance on the optical image between the line of lamps and the adjacent lamp, and a measured height of the aircraft relative to the ground;

[0048] - the calculation module is configured to assume a predetermined distance gap real between the lamp adjacent to the line of lamps and the line of lamps, then is configured to calculate an assumed height of the aircraft above ground using the assumed gap between the lamps, and to compare the assumed height of the aircraft above ground with the measured height of the aircraft above ground;

[0049] - the inconsistency detection system includes a warning module inconsistency, configured to generate a warning signal when the difference between the position displayed on the synthetic representation display and the actual vision position on the display of the landing runway and / or approach ramp calculated by the calculation module is greater than a given threshold.

[0050] The invention also relates to an enhanced vision method implemented in an aircraft equipped with an enhanced vision system as defined above, the method comprising the following steps:

[0051] - display on the display by the display generator of a representation synthetic positioning of a landing runway and / or an approach ramp towards the landing runway at a displayed position of the landing runway and / or the approach ramp;

[0052] - detection, by the inconsistency detection system, of an inconsistency between the displayed position of the synthetic representation and the actual viewing position on the display of the landing strip and / or approach ramp;

[0053] characterized in that the detection by the inconsistency detection system comprises the following steps:

[0054] - identification, by the first identification module, in an optical image of the space located in front of the aircraft, of at least one line of lamps extending transversely to an axis of the landing runway;

[0055] - characterization, by the characterization system, of the identified line of lamps from the first identification module, to determine a specific position of the line of lamps relative to the runway from among a plurality of possible positions of lines of lamps extending transversely to an axis of the runway;

[0056] - determination, by the calculation module, of an actual position on the display of the landing strip and / or approach ramp using the determined position of the line of lamps.

[0057] The method according to the invention may comprise one or more of the following features, taken individually or in any technically feasible combination:

[0058] - The characterization of the lamp line identified from the first identification module includes counting lamps on the lamp line, by a lamp counting module of the characterization system, to define at least one signature of the lamp line and comparing by the comparison module the or each signature of the lamp line with known signatures of lamp lines in a database of known signatures of lamp lines, to identify at least one known signature corresponding to the or each signature defined by the lamp counting module; the method includes determining, by the characterization system, a determined position of the lamp line using the or each known signature identified by the comparison module.

[0059] The invention will be better understood upon reading the following description, given solely by way of example, and made with reference to the accompanying drawings, in which:

[0060] - [Fig. 1] Fig. 1 is a synoptic diagram illustrating the vision system according to the invention;

[0061] - [Fig.2] [Fig.2] is a schematic view of the displays in a cockpit of a aircraft equipped with the vision system according to the invention;

[0062] - [Fig.3] [Fig.3] is a simplified view of the vision offered to the pilot through an improved vision system display according to the invention, in the case of consistent positioning of the synthetic runway positioning marking;

[0063] - [Fig.4] [Fig.4] is a top view of the lamp distribution patterns in an approach ramp of the "CAL VERT" type, suitable for being approached by a vision system according to the invention;

[0064] - [Fig. 5] [Fig. 5] is a view of an image obtained using the vision system improved according to the invention, in which a first detection of a longitudinal axis and a transverse line of an approach ramp is carried out;

[0065] - [Fig.6] [Fig.6] is a view analogous to [Fig.5], illustrating the operations of counting the lamps of a transverse line of the ramp, to determine a transverse signature of the ramp;

[0066] - [Fig.7] [Fig.7] is a view analogous to [Fig.6], for determining a signature axial of the transverse line of lamps;

[0067] - [Fig.8] Fig.8 illustrates the principle of the calculation performed to determine the distance separating two successive lines of lamps on the ramp, from the distance separating two successive lines of lamps on an image obtained by the vision sensor according to the invention;

[0068] - [Fig.9] [Fig.9] is a view analogous to [Fig.5], in which the distances to runway thresholds have been marked;

[0069] - [Fig. 10] [Fig. 10] is a view analogous to [Fig. 5], illustrating the determination of a transverse signature of a runway threshold bar;

[0070] - [Fig. 11] [Fig. 11] is a view analogous to [Fig. 3], in the case of a inconsistency between the actual position of the track and the track location marking on the display, detected by the vision system according to the invention; and

[0071] - [Fig.12] The [Fig.12] is a synoptic diagram summarizing the main steps of a improved vision method according to the invention.

[0072] A first enhanced vision system 10 according to the invention is schematically illustrated by [Fig.1].

[0073] This vision system 10 is intended to be installed in an aircraft 12, schematically visible in [Fig.2], to allow the display of information on a display present in the cockpit 14 of the aircraft 12.

[0074] The vision system 10 is intended to assist the pilot of the aircraft 12 during an approach phase, in the vicinity of a landing runway 13, schematically represented in [Fig.4].

[0075] In particular, the vision system 10 is intended to assist the pilot in visually locating the landing runway 13 from the cockpit 14 in order to make the decision of whether or not to land the aircraft 12 on the landing runway 13, by detecting the position of lamps of an approach light bar 15 towards the runway 13.

[0076] Generally speaking, with reference to [Fig.4], the approach light bar 15 extends forward of the landing runway 13, along its axis AA'.

[0077] It comprises at least one axial alignment 16 of lamps materializing the track axis A-A', and at least one transverse line 17A to 17E of lamps, perpendicular to the axial alignment 16, crossing the axial alignment 16 and extending on either side of the axial alignment 16.

[0078] Generally, the axial alignment 16 extends from the runway threshold 18, over an axial distance, taken from the runway threshold 18, greater than 420 m (1400 feet), and generally between 420 m and 900 m (3500 feet).

[0079] The transverse lines 17A to 17E are spaced longitudinally apart from each other. Preferably, at least one transverse line 17B extends transversely at a distance of between 274 m (900 ft) and 335 m (1100 ft) from the threshold of runway 18, preferably at 300 m (1000 ft) from the threshold of runway 18.

[0080] In the example shown in [Fig.4], the width of the axial alignment 16, resulting from the number of lamps that compose it, decreases as it approaches the threshold of track 18.

[0081] The transverse lines 17A to 17E are spaced longitudinally from each other typically at least 150 m (500 ft). In the example in [Fig. 4], the width of the transverse lines 17A to 17E decreases as it approaches the runway threshold 18. The width of line 17B, for example, is between 10 m (33 ft) and 60 m (197 ft), for example 30 m or 60 m.

[0082] In a variant of approach light ramp 15, not shown, the ramp 15 includes a transverse line located at the level of the runway threshold 18, and two longitudinal lines parallel to the axial alignment, connecting the free ends of the transverse lines together, to the left and right of the axial alignment.

[0083] In another variant, not shown, the ramp 15 has an axial alignment which widens as it approaches the threshold of runway 18. It has a transverse line located at the level of the threshold of runway 18, and a single transverse line which extends transversely at a distance between 274 m (900 ft) and 335 m (1100 ft) from the threshold of runway 18, preferably at 300 m (1000 ft) from the threshold of runway 18. It does not include any other transverse lines.

[0084] More generally, the approach light 15 is of a standardized type, for example CAL GREEN CAT I or CAT II, ​​T-Bar, ALSF CAT I or CAT II, ​​MALSR, MALSF, SSALF, or SSALR. Each of these types of approach light 15 includes lamp configurations characteristic of the approach light 15 type, regardless of the terrain on which the approach light 15 is installed.

[0085] With reference to [Fig.2], the cockpit 14 is equipped with a main display system 22 connected to a central avionics unit 20.

[0086] The main system 22 enables the crew to pilot the aircraft 12, manage its navigation, and monitor and control the various functional systems present in the aircraft 12. The system 22 includes an instrument panel equipped with one or a plurality of basic screens 24A to 24D forming head-down displays.

[0087] In this example, the cockpit 14 is also advantageously equipped with at least one semi-transparent head-up display 26, placed opposite the windshield, or even with two semi-transparent head-up displays 26.

[0088] The cockpit 14 is also equipped with a control device 28 for piloting the aircraft, such as a lever or a joystick.

[0089] As is known, the basic screen(s) 24A and 24C are, for example, primary display screens intended for displaying aircraft flight parameters. The basic screen(s) 24B and 24D are, for example, multifunctional screens for navigation and / or tracking and controlling avionics systems.

[0090] The main display system 22 is equipped with a display generation assembly (not shown) configured to display the various windows present on these screens 24A to 24D.

[0091] The avionics central unit 20 is connected to a system 30 of aircraft parameter measurement sensors and aircraft spatial positioning 12.

[0092] The measurement sensor system 30 includes, for example, sensors for measuring parameters external to the aircraft such as temperature, pressure or speed, sensors for measuring parameters internal to the aircraft and its various functional systems, and positioning sensors, such as geographic position sensors, including a GPS sensor, sensors for determining the slope of the aircraft, including at least one inertial measurement unit, and a sensor for determining height relative to the ground, including a radio altimeter.

[0093] The sensors of the measurement sensor system 30 are suitable for providing information on the geographical position of the aircraft 12, on its speed, heading and attitude (longitudinal attitude, roll angle).

[0094] In addition, the sensor system 30 includes at least one electro-optical / infrared sensor 32, for example, disposed in the nose of the aircraft 12, as described in European patent EP 2 716 548.

[0095] The electro-optical / infrared sensor 32 advantageously comprises a plurality of optical detectors, arranged for example side by side, the wavelength bands for which each detector is sensitive being able to vary from one detector to another.

[0096] By "optical detector" we mean here a detector capable of operating at wavelengths generally between 0.3 pm and 15.0 pm to form images which will be designated as "optical images".

[0097] Thus, the electro-optical / infrared sensor 32 is configured to generate an optical image of the space located in front of and below the aircraft, from the data received from the detector(s) of the electro-optical / infrared sensor 32, preferably by merging the data obtained from each detector of the sensor 32 within the same image.

[0098] The detector or detectors of the electro-optical / infrared sensor 32 are passive detectors. Unlike a radar, the electro-optical / infrared sensor 32 is incapable of generating a signal intended to be sent into the space in front of and below the aircraft 12.

[0099] With reference to [Fig.1], the enhanced vision system 10 according to the invention is connected to the measurement and positioning system 30.

[0100] The vision system 10 includes at least one display 36, and a display generator 38 on the display 36, connected to the display 36 and to the measuring sensor system 30. The vision system 10 further includes a human / machine interface 40.

[0101] With reference to [Fig.3], the display generator 38 is configured to display on the display 36 a synthetic representation 41 of the position of a landing runway 13 and / or of the approach ramp 15 to the landing runway 13, at a position displayed on the display 36. This displayed position of the synthetic representation 41 corresponds, in the absence of malfunction, to the actual viewing position of the landing runway 13 and / or the approach ramp 15 on the display 36.

[0102] Thus, in the case where the landing runway 13 and / or the approach ramp 15 would be masked, for example by a cloud layer, and therefore invisible on the display 36, the synthetic representation 41 is positioned at the position on the display 36 where the landing runway 13 and / or the approach ramp 15 would be visible in the space located in front of the aircraft 12, in the absence of a cloud layer.

[0103] According to the invention, the vision system 10 further comprises a system 43 for detecting inconsistency between the displayed position of the synthetic representation 41 and the actual vision position of the landing runway 13 and / or the approach ramp 15 on the display 36.

[0104] The display 36 is, for example, one of the screens 24A to 24B and / or is the semi-transparent head-up display 26 of the cockpit 14. In other variants, the display 36 is by Examples include a system for projecting images onto the cockpit windshield, a semi-transparent sun visor, a helmet-mounted sight, or a semi-transparent lens close to the eye.

[0105] The display 36 allows the pilot to observe the space located in front of the aircraft 12, for example by transparency or by displaying an optical image of this space and simultaneously, a display generated by the display generation assembly 38.

[0106] In a first embodiment, which will be described later, the display 36 of the vision system 10 according to the invention is the semi-transparent head-up display 26 of the cockpit 14.

[0107] The display generation assembly 38 includes at least one processor 42 and at least one memory 44 containing a plurality of software modules suitable for execution by the processor 42. It includes a database 46 of runway characteristics, for example stored in the memory 44. Alternatively, it includes programmable logic components (Field Programmable Gate Array or FPGA) or dedicated integrated circuits intended to perform the functions of the modules that will be described below.

[0108] The display generation assembly 38 includes a module 48 for retrieving data from the measurement sensors of the system 30, in particular, the geographical position of the aircraft 12 relative to the ground.

[0109] With reference to Figures 1 and 3, the display generation assembly 38 comprises a module 47 for generating a model aircraft symbol 49, a module 50 for generating an artificial horizon line 52, and an associated module 54 for generating a slope scale 56.

[0110] The display generation assembly 38 also includes a module 58 for generating a velocity vector symbol 60 and modules (not shown) for generating other symbols representing flight parameters, for example an altitude indicator, airspeed indicators, vertical speed, ground speed, engine information, and aircraft lift conformation.

[0111] The display generation assembly 38 further includes a module 62 for generating a marking 64 for locating runway 13, and a module 66 for generating a runway centerline symbol 68, the marking 64 and the symbol 68 being suitable for displaying on approach to runway 13, advantageously once runway 13 has been selected by the pilot.

[0112] The generation module 47 is configured to generate the display of a model aircraft symbol 49 which materializes a projection to infinity of the longitudinal axis of the aircraft 12, from the data received from the sensors of the positioning system 30.

[0113] The generation module 50 is configured to determine, from the data received from the sensors of the positioning system 30, the position of an artificial horizon line 52 relative to the aircraft's current attitude. This horizon line 52 is right when aircraft 12 is moving with wings flat, and tilts according to the angle of heel of aircraft 12.

[0114] The module 58 is configured to generate the display of a velocity vector symbol 60 indicating the direction of the velocity vector of the aircraft 12, based on the data received from the sensors of the measuring system 30. The vertical gap between the artificial horizon line 52 and the velocity vector symbol 60 represents the ground slope of the aircraft 12.

[0115] The generation module 54 is configured to display a slope scale 56 located on either side of the velocity vector symbol 60 and materialized by graduations illustrating successive degrees of slope.

[0116] The generation module 62 is configured to generate at least one runway location marking 64 materializing the geographical position of the landing runway 13, during a landing approach phase, when the landing runway 13 is likely to be visible in front of the aircraft 12.

[0117] This display can occur when the pilot has selected the intended landing runway. For example, it is displayed when aircraft 12 is at a height of less than 365 m (1200 ft) and is within 9.3 km (5 nautical miles) of the threshold 18 of landing runway 13.

[0118] The runway locating marking 64 includes at least two left and right lateral locating symbols 76A, 76B of the position of the landing runway 13, the position of which is determined from the geographical coordinates of the runway 13 contained in the database 46 and the geographical position of the aircraft 12 relative to the ground obtained from the measuring sensors of the system 30.

[0119] These symbols 76A, 76B are for example two converging lines positioned locally on the display 36, to correspond to geographical lines 78A, 78B parallel to the axis of the landing runway 13 on the ground (see [Fig.4]), located along the edges of the landing runway 13 or at a predefined distance from them, as obtained from the database 46.

[0120] The length of the geographical lines 78A, 78B, and consequently the length on the display 36 of the symbols 76A, 76B corresponds to the geographical length of the landing runway 13, as obtained from the database 46.

[0121] Optionally, the runway locating marking 64 further includes a runway threshold locating symbol 80 and a runway end locating symbol 82, formed respectively by lines connecting the longitudinal ends of symbols 76A, 76B.

[0122] The generation module 66 is configured to display a symbol 68 illustrating the direction on the display 36 of the track axis A-A', for example a dotted line, below and away from the position corresponding to the track threshold 18 on the display 36.

[0123] With reference to [Fig. 1], the inconsistency detection system 43 comprises a processor 90 and a memory 92 containing software modules intended to be executed by the processor. Alternatively, it comprises programmable logic components or dedicated integrated circuits intended to perform the functions of the modules that will be described below.

[0124] The inconsistency detection system 43 includes an identification module 94, in an optical image 96 of the space located in front of the aircraft 12 (visible in particular on [Fig.5]), obtained by the electro-optical / infrared sensor 32, of at least one line of lamps 17 extending transversely to an axis A-A' of the landing strip 13.

[0125] It also includes an identification module 98, in the optical image 96, of an axial alignment 16 of lamps extending along the axis A-A' of the landing strip 13.

[0126] The inconsistency detection system 43 includes a system for characterizing the line of lamps 17 identified from the first identification module 94 and / or the axial alignment 16, configured to determine a specific position of the line of lamps 17 relative to the runway 13 from among a plurality of possible positions of lines of lamps extending transversely to an axis A-A' of the runway 13. This position is advantageously determined without having to identify all the lines of lamps at all positions among the plurality of possible positions, nor without necessarily having a complete image of the approach ramp 15.

[0127] In this example, the characterization system includes a lamp counting module 100 113, on the transverse line of lamps 17, on either side of the alignment 16, and in the alignment 16 to define at least one ST, SA signature of the transverse line of lamps 17.

[0128] The characterization system further includes a base 104 of known reference signatures STR, SAR and a comparison module 106 of the signature ST, SA of the lamp line 17 defined by the counting module 100 with known signatures from the signature base 104, to identify a known signature STR, SAR corresponding to the or to each signature ST, SA.

[0129] As will be seen below, the reference signatures STR, SAR are advantageously characteristic of a local lamp configuration on a type of approach ramp, and are totally independent of the type of airport on which the approach ramp is installed.

[0130] The characterization system also includes a calculation module 108 configured to calculate the geographical position of the line of lamps 17 relative to the landing strip 13 using the known signature identified STR, SAR.

[0131] The inconsistency detection system 43 includes a calculation module (which may advantageously be the calculation module 108) configured to calculate the actual position of the landing runway 13 and / or the approach ramp 15 on the display 36 using the position of the line of lamps 17 calculated using the known signature identified STR, SAR.

[0132] The inconsistency detection system 43 finally includes a detected inconsistency warning module 112, configured to generate a warning signal when the difference in position on the display 36 between the displayed position of the synthetic representation 41 and the actual position on the display 36 of the landing runway 13 and / or the approach ramp 15 calculated by the calculation module 108 is greater than a given threshold.

[0133] The identification module 94 is suitable, with reference to [Fig.5], for receiving, at any given time, an optical image 96 of the space located in front of the aircraft obtained by the electro-optical / infrared sensor 32, and then for processing this optical image 96 to obtain, in the optical image 96, a detection of the approach lights 113 observed at the level of the approach ramp 15, or at the level of a threshold bar of the landing runway 13.

[0134] The detection of approach lamps 113 is carried out for example by a local estimation of noise and contrast, and by a comparison of contrast with respect to noise and / or by thresholding of an absolute level.

[0135] The approach lamps 113 are identified as in the image in the form of substantially circular symbols.

[0136] The identification module 94 is then configured to determine, among the approach lamps 113 detected in the optical image 96, those which constitute transverse lines 17 of lamps of an approach ramp 15.

[0137] Similarly, the identification module 98 is configured to determine, among the approach lights 113 detected in the optical image 96, axial alignments 16 extending along the axis AA' of the runway 13, or parallel to it.

[0138] This identification is made, regardless of the number of lamps 113 present on each line 17 or on each alignment 16, and even if some lamps 113 are off or are not detected.

[0139] The detection of the lines 17 and alignments 16 may take into account the roll of the aircraft 12, even if this is not determined, by searching, on the optical image 96, for horizontal or substantially horizontal lines with a given angular difference from the horizontal, or vertical or substantially vertical lines with a given angular difference from the vertical. The given angular difference generally corresponds to the maximum roll of the aircraft, for example 10° for horizontal lines and advantageously up to 60° for vertical lines, especially for angled approaches to the runway.

[0140] With reference to [Fig.6], once the axial alignment 16 and the transverse lines 17 have been determined by the identification modules 94, 98, the counting module 100 is configured to count the numbers NI, N2 of lamps 113 on each transverse line 17 detected by the identification module 94, on either side of the axial alignment 16 determined by the identification module 98, as well as the number N3 of lamps on the line 17 which are part of the axial alignment 16.

[0141] Thus, on each transverse line 17, the number NI of lamps 113 in a first lateral pack of lamps 120A is counted on one side of the axial alignment 16, and the number N2 of lamps 113 in a second lateral pack 120B of lamps is counted on the other side of the axial alignment 16.

[0142] Furthermore, still on each transverse line 17, the number N3 of lamps 113 in an axial pack of lamps 122 is counted in the axial alignment 16.

[0143] From the number NI of lamps in the first lateral pack 120A, the number N3 of lamps in the axial pack 122, and the number N2 of lamps in the second lateral pack 120B, the counting module 100 is configured to define a transverse signature ST of the transverse line of lamps 17 consisting for example of these three numbers [NI, N3, N2].

[0144] Similarly, as illustrated by [Fig.7], the counting module 100 is configured to determine the numbers N4, N5 of lamps 113 on transverse lines of lamps 17 located in front and behind the line of lamps 17 respectively in an upstream pack 124A, and in a downstream pack 124B.

[0145] From the number N4 of lamps 113 in the upstream pack 124A, the number N3 of lamps 113 in the axial pack 122, and the number N5 of lamps in the downstream pack 124B, the counting module 100 is configured to define an axial signature SA of the transverse line of lamps 17 consisting of these three numbers [N4, N3, N5].

[0146] The signature base 104 contains known reference signatures STR, SAR corresponding to transverse lines 17 of lamps found on various types of known approach ramps, and not necessarily to the landing runway 13 on which the aircraft 12 is intended to land.

[0147] Thus, in the example of [Fig.3], for a CAL VERT type ramp described in this figure, the signature base 104 includes a reference transverse signature STR, and a reference axial signature SAR corresponding to each transverse line 17A to 17E of the ramp line.

[0148] Advantageously, several STR, SAR reference signatures are associated with each cross line 17A to 17E of the ramp line to take account including possible lamp failures or more generally the inactivation of at least one lamp, or even several lamps on the transverse line 17A to 17E.

[0149] Thus, in the example of [Fig.6], the line of lamps 17 is associated with the normal signature [NI, N3, N2] when all the lamps are working, but also with the signatures [Nl-1, N3, N2], [NI, N3-1, N2], [NI, N3, N2-1], [Nl-1, N3-1, N2] etc., which are representative of the non-activation of one or more lamps in the line of lamps 17.

[0150] Thus, a catalogue of simple STR, SAR reference signatures is defined in the signature base 104, these STR, SAR reference signatures representing distinct and unambiguously identifiable lamp line configurations, each corresponding to a type of approach ramp 15. These signatures are advantageously catalogued in the signature base 104 without having to identify the precise landing runway in front of which the approach ramp 15 is positioned.

[0151] This signature catalogue can be easily enriched by simple rules that consume little memory space and computing resources, making the implementation and use of the signature base 104 compatible and robust with computers embedded on board an aircraft 12.

[0152] For a given type of approach ramp 15, the position of the cross lines 17A to 17E being known and possibly normalized with respect to a runway threshold, each pair of STR, SAR signatures in the signature database 104 is therefore associated with a distance from the runway threshold or with a limited number (generally at most two) of possible distances from the runway threshold. In the latter case, each distance from the cross line 17A to 17E to the runway threshold corresponds to a given interline distance between two adjacent cross lines 17A to 17E.

[0153] Advantageously, as specified above, the signature base 104 does not necessarily establish a direct link between a pair of STR, SAR signatures and a distance to the runway threshold on each known landing runway 13, but simply a link between a pair of STR, SAR signatures and a distance to the runway threshold of a transverse line of one or more types of generic approach ramps 15.

[0154] Alternatively, when the color of the lamps can also be determined for example by a "red green blue" detector ("Red Green Blue" or RGB in English) or by weighing the radiometries of the different detectors of the sensor 32, an SCR colorimetric signature is advantageously associated with one or more lamps of the line of lamps allowing to refine and / or eliminate ambiguities between transverse lines 17 of the same ramp 15 or of ramps 15 of different types.

[0155] The comparison module 106 is designed, on the basis of the ST, SA signatures identified from the transverse line of lamps 17, to compare these ST, SA signatures with known signatures STR, SAR in signature database 104, to identify a pair of known signatures STR, SAR corresponding to the detected signatures ST, SA in signature database 104.

[0156] Advantageously, to positively associate the observed signatures ST, SA with the known signatures STR, SAR, the comparison module 106 is configured to verify at different successive times that the observed signatures ST, SA at the different successive times correspond to the same known signatures STR, SAR at several times among the different successive times. Temporal consistency in the detection of the reference signature STR, STA is thus obtained, which increases robustness.

[0157] If in the database, the signature pair ST, SA is associated with a unique distance from the threshold of runway 13, the calculation module 108 of the geographic position of the line of lamps relative to runway 13 uses the distance associated with the known signature STR, SAR identified (for example 300 meters) to determine the actual geographic distance between the line of lamps 17 which has just been detected and identified and the threshold of runway 13.

[0158] In one variant, at least two possible distances are associated with the known signature pair STR, STA in the signature base 104, for example because the transverse lines of adjacent lamps 17 are potentially separated by either a first distance or a second distance (for example 30 meters or 60 meters).

[0159] In this case, the geographic position calculation module 108 is configured to consider an assumed deviation of actual distance along the axis A-A' between the considered transverse line 17, and at least one lamp of a line adjacent to the considered transverse line 17, among at least two predetermined assumed deviations, and then to calculate an assumed height of the aircraft relative to the ground using the assumed deviation, using a needle-head optical model as illustrated by [Fig.8].

[0160] In this model, the electro-optical / infrared sensor 32 is positioned at point 130, at an altitude XI which the computing module 108 calculates.

[0161] To implement the calculation, the gap E = X3 - X3' between the lamps of the transverse line 17, and a lamp of the adjacent line 17' is assumed to be equal to one of the assumed gaps.

[0162] Furthermore, the measured distance D = -Y1 + Y2 between the transverse line 17 and a lamp on the adjacent line 17' on the optical image 102 is also known, and the focal length f between the lens located at point 130 and the formation plane of the optical image 102 is also known. The calculation module 108 then uses a pinhole-type projective geometry model to calculate the height XI of the aircraft 12 by ground ratio for each assumed possible deviation. Height XI is compared to the height measured by sensor system 30.

[0163] The assumed deviation giving the calculated altitude closest to the actual altitude of aircraft 12 is then used to establish the actual position of the transverse line 17 relative to the threshold 18 of runway 13.

[0164] Once the distance to the runway threshold of the transverse line 17 has been calculated by the calculation module 108, it can optionally be displayed on the display 36, as illustrated by [Fig.9].

[0165] Next, the calculation module 108 is configured to calculate the actual position on the display 36 at which the landing strip 13 should be located, for example the actual position on the display 36 at which the threshold bar 18 should be located, depending on the actual position of the detected line of lamps 17.

[0166] Then, the inconsistency warning module 112 is configured to generate a warning signal when the difference between the position displayed on the display 36 of the synthetic representation 41 of the runway 13 and the actual position on the display 36 of the runway 13 and / or the approach ramp 15 calculated by the calculation module 108 is greater than a given threshold, for example a threshold defined in distance on the display, or in number of pixels.

[0167] The warning signal is, for example, transmitted to the display generator 38, to display a visual alert 130 on the display 36, as illustrated by [Fig. 11]. Alternatively or in addition, the alert is an audible, and / or tactile alert.

[0168] Furthermore, upon receipt of the warning signal, the display generator 36 is also configured to suppress the display of the synthetic representation 41, or at least of the marking 64 of the landing runway 13.

[0169] The operation of the vision system 10 according to the invention, during the approach to a landing runway 13, will now be described, with reference to Figures 2 to 10.

[0170] Initially, the aircraft 12 descends towards the landing runway 13. As illustrated by [Fig.2], the generation module 50 generates the display of the horizon line 52. The generation module 54 generates the display of a slope scale 56 and the generation module 58 generates the display of a velocity vector symbol 60 whose vertical distance to the horizon line 52 translates the aircraft slope, on the slope scale 56.

[0171] At a given distance from runway 13, the pilot selects the desired runway 13. When the distance is less than a given display distance, for example 19.2 km (10 nautical miles) and / or a given display height, for example 600 m (2000 feet), the generation module 62 activates the display of the runway location marking 64. It queries the database 46 to determine the geographic location of lines 78A, 78B and transcribes this position. geographical in a corresponding position on display 36 to display the side lines 76A, 76B.

[0172] The inconsistency detection system 43 is also activated according to the steps illustrated by [Fig. 12].

[0173] At step 200, the identification module 94, with reference to [Fig.5], receives at every instant an optical image 96 of the space located in front of the aircraft obtained by the electro-optical / infrared sensor 32, and processes this optical image 96 to obtain, in the optical image 96, a detection of the approach lights 113 observed at the level of the approach ramp 15, or at the level of a threshold bar of the landing runway 13.

[0174] At step 202, the identification module 94 determines, among the approach lamps 113 detected in the optical image 96, those which constitute transverse lines 17 of lamps of an approach ramp 15.

[0175] Similarly, the identification module 98 determines, among the approach lights 113 detected in the optical image 96, axial alignments 16 extending along the axis AA' of the landing strip 13, or parallel to it.

[0176] At step 204, with reference to [Fig.6], once the axial alignment 16 and the transverse lines 17 have been determined by the identification modules 94, 98, the counting module 100 counts the numbers NI, N2 of lamps 113 on each transverse line 17 detected by the identification module 94, on either side of the axial alignment 16 determined by the identification module 98, as well as the number N3 of lamps on the line 17 which are part of the axial alignment 16.

[0177] From the number NI of lamps in the first lateral pack 120A, the number N3 of lamps in the axial pack 122, and the number N2 of lamps in the second lateral pack 120B, the counting module 100 defines a transverse signature ST of the transverse line of lamps 17 consisting for example of these three numbers [NI, N3, N2],

[0178] Similarly, as illustrated by [Fig.7], the counting module 100 determines the numbers N4, N5 of lamps 113 on transverse lines of lamps 17 located in front and behind the line of lamps 17 respectively in an upstream pack 124A, and in a downstream pack 124B.

[0179] From the number N4 of lamps 113 in the upstream pack 124A, the number N3 of lamps 113 in the axial pack 122, and the number N5 of lamps in the downstream pack 124B, the counting module 100 defines an axial signature SA of the transverse line of lamps 17 consisting of these three numbers [N4, N3, N5].

[0180] At step 206, based on the identified ST, SA signatures, the comparison module 106 compares these ST, SA signatures with known STR signatures, SAR in the signature base 104, and identifies a pair of known signatures STR, SAR corresponding to the detected signatures ST, SA in the signature base 104.

[0181] In step 208, if in the database, the signature pair ST, SA is associated with a unique distance from the threshold of runway 13, the calculation module 108 of the geographic position of the line of lamps relative to runway 13 uses the distance associated with the identified known signature STR, SAR to determine the actual geographic distance between the line of lamps 17 which has just been detected and identified and the threshold of runway 13.

[0182] In one embodiment, if at least two possible distances are associated with the pair of known signatures STR, STA in the signature base 104, the geographic position calculation module 108 considers an assumed deviation of actual distance along the axis A-A' between the transverse line considered, and at least one lamp of a line adjacent to the transverse line considered 17, among at least two assumed predetermined deviations, and then calculates an assumed height of the aircraft 12 relative to the ground using the assumed deviation, using a needle-head optical model as described above.

[0183] The assumed deviation giving the calculated altitude closest to the actual altitude of aircraft 12 is then used to establish the actual position of the transverse line 17 relative to the threshold 18 of runway 13.

[0184] Then, in step 210, the calculation module 108 calculates the actual position on the display 36 at which the landing strip 13 should be located, for example the actual position on the display 36 at which the threshold bar 18 should be located, depending on the actual position of the detected line of lamps 17.

[0185] Then, in step 212, the inconsistency warning module 112 generates a warning signal when the difference between the position displayed on the display 36 of the synthetic representation 41 of the runway 13 and the actual position on the display 36 of the runway 13 and / or the approach ramp 15 calculated by the calculation module 108 is greater than a given threshold, for example a threshold defined in distance on the display 36, or in number of pixels.

[0186] In a variant illustrated in [Fig. 10], the inconsistency detection system 43 also includes a threshold bar signature database 160, the counting module 100 being configured to determine the number of lamps on the threshold bar 160, and in the axial alignment 16, at least on one side of the threshold bar 160.

[0187] Thus, the comparison module 106 is configured to detect the position of the threshold bar 160, and the calculation module 108 is configured to compare the actual position of the threshold bar on the display 36 using the calculated position of the threshold bar 160.

[0188] Advantageously, the comparison module 106 is configured to determine whether the threshold bar 160 is a track threshold bar or a threshold bar offset in front of the track threshold, for example based on the number of lamps present in the threshold bar 160, the transverse signature of the threshold bar or the color of the lamps detected on the threshold bar.

[0189] For example, if the number of lamps detected on a cross line of lamps 17 is greater than a given value, for example greater than 20, the comparison module 106 is configured to determine that it is indeed a threshold bar 160 and not a cross line 17 of lamps from the ramp 15.

[0190] In addition, if the signature includes lamps of a specific color, for example red lamps, the comparison module 106 is configured to discriminate between a track threshold bar and an offset threshold bar.

[0191] For example, if the comparison module 106 detects a cross line and a red light, it identifies a runway end or an offset threshold. Conversely, if it detects a cross line and a green light, it identifies a runway threshold. If it detects a cross line and a white light, it identifies an approach ramp.

[0192] The inconsistency warning module 112 is then configured to detect an inconsistency between the displayed position of the synthetic representation 41 and the actual position on the display 36 of the threshold bar 160.

[0193] In another variant, the calculation module 108 is configured to calculate a roll angle of the aircraft 12, based on an axial orientation detected from the alignment 16 detected by the identification module 98.

[0194] In one variant, the display 36 does not necessarily display the image 102 on the display 36. Nevertheless, the image 102 is processed by the inconsistency detection system 43 to detect an inconsistency in the positioning of the synthetic representation 41, as described previously.

[0195] In one variant, the lamp counting module 100 includes an artificial intelligence engine configured to determine, from a region of the optical image 96 including the transverse line of lamps 17 without including all the lamp lines of the approach ramp 15, a corrected SA, ST signature of the lamp lines to take into account in particular possible lamp failures or more generally the inactivation of at least one lamp, or even several lamps of the transverse line of lamps 17.

[0196] The artificial intelligence engine receives as input data at least the numbers NI, N2 of lamps 113 on each transverse line 17 detected by the identification module 94, on either side of the axial alignment 16 determined by the identification module 98, as well as the number N3 of lamps on the line 17 which are part of the axial alignment 16, as well as the optical image region. The artificial intelligence engine produces as output data the corrected signature(s) SA, ST.

[0197] It includes, for example, a neural network advantageously comprising:

[0198] - convolutional layers with different stages of convolution- sampling (in English, "pooling") and encoding,

[0199] - at least one projection stage with data concatenation to data provided as inputs; and / or

[0200] - advantageously fully connected perceptron-type layers for to produce the expected outputs.

[0201] The artificial intelligence engine is trained by providing it, as training data, with a plurality of representative images of regions located around transverse lines of lamps 17 of various approach ramp structures 15, with possible lamp failures or more generally inactivations of at least one lamp, and by providing it, corresponding to each image, with the configuration of the number of lamps detected, and the corrected signature(s) corresponding to the transverse line of lamps 17 on each image.

[0202] In another variant, the system for characterizing the transverse line of lamps 17 identified from the first identification module 94 is devoid of a counting module 100. It includes, in place of the counting module 100, an artificial intelligence engine configured to determine the determined position of the line of lamps relative to the runway 13 among the plurality of possible positions of lines of lamps extending transversely to an axis A-A' of the runway 13.

[0203] The artificial intelligence engine is configured to determine the position of the line of lamps and possibly the type of approach ramp 15 to which the line of lamps 17 belongs, from an analysis of a region of the optical image 96 including the transverse line of lamps 17, without including all the transverse lines of lamps at all positions among the plurality of possible positions.

[0204] The artificial intelligence engine receives as input data the region of the optical image 96 containing the transverse line of lamps 17, without necessarily containing all the transverse lines of lamps of the approach ramp 15. It produces as output data the position of the transverse line of lamps 17 relative to the landing runway 13 and / or the type of approach ramp 15 to which the transverse line of lamps 17 belongs.

[0205] It includes, for example, a convolutional neural network, as described above.

[0206] The artificial intelligence engine is trained by providing it with training data, a plurality of representative images of regions located around transverse lines of lamps of various approach ramp structures 15, with possible lamp failures or more generally with the inactivation of at least one lamp, and providing it correspondingly for each image, the position of the transverse line of ramps, and possibly, the type of approach ramp 15 to which the transverse line of lamps belongs.

Claims

Demands

1. An enhanced aircraft vision system (10), comprising: - a display (36), for viewing the space located in front of the aircraft (12) and a display generator (38) on the display (36), configured to display on the display (36) a synthetic representation (41) of the positioning of a runway (13) and / or an approach ramp (15) towards the runway (13) at a displayed position of the runway (13) and / or the approach ramp (15), - an inconsistency detection system (43) between the displayed position of the synthetic representation (41) and the actual vision position on the display (36) of the runway (13) and / or the approach ramp (15), characterized in that the inconsistency detection system (43) comprises: - a first identification module (94), in an optical image (96) of the space located in front of the aircraft (12),- at least one line of lamps extending transversely to an axis (A-A') of the runway (13); - a system for characterizing the line of lamps identified from the first identification module (94), the characterization system being configured to determine a specific position of the line of lamps relative to the runway (13) from among a plurality of possible positions of lines of lamps extending transversely to an axis (A-A') of the runway (13), - a calculation module (108) configured to calculate an actual position on the display (36) of the runway (13) and / or the approach ramp (15) using the determined position of the line of lamps.

2. System (10) according to claim 1, wherein the lamp line characterization system comprises a lamp counting module (100) on the lamp line to define at least one signature (ST, SA) of the lamp line; and a comparison module (106) of the or each signature (ST, SA) of the lamp line with known lamp line signatures in a database (104) of known lamp line signatures. lamps, to identify at least one known signature (STR, STA) corresponding to the one or each signature defined by the lamp counting module (100), the lamp line characterization system being configured to determine the determined position of the lamp line using the one or each known signature (STR, STA) identified by the comparison module (106).

3. System (10) according to claim 2, wherein the lamp counting module (100) is configured to define at least one transverse signature (ST) of the lamp line.

4. System (10) according to claim 3, wherein the inconsistency detection system (43) comprises a second identification module (98), in the optical image (96), of an alignment (16) of lamps extending along the axis (A-A') of the landing strip (13), the lamp counting module (100) being configured to count on the line of lamps, the number of lamps on either side of the alignment (16), and in the alignment (16) to define at least one signature (ST, SA) of the line of lamps;

5. System (10) according to claim 4, wherein the transverse signature (ST) comprises a number (N3) of lamps on the alignment (16) at the level of the lamp line, and numbers (NI, N2) of lamps detected on either side of the alignment (16) on the lamp line.

6. System (10) according to any one of claims 4 to 6, wherein the lamp counting module (100) is configured to define at least one axial signature (AS) of the lamp line.

7. System (10) according to claim 6, wherein the axial signature comprises the number (N3) of lamps on the alignment (16) at the level of the lamp line and at least one number of lamps (N4, N5) on at least one lamp line axially adjacent to the lamp line.

8. System (10) according to any one of claims 4 to 7, wherein the calculation module (108) is configured to calculate a roll angle of the aircraft (12), based on an axial orientation detected from the alignment (16) detected by the identification module (98) of an alignment (16) of lamps extending along the runway (A-A') of the landing strip (13).

9. System (10) according to any one of claims 2 to 8, wherein the first identification module (94) is configured for identify a colour and / or periodic intermittent ignition of at least one lamp in the line of lamps, the signature of the line of lamps including at least the colour and / or an intermittent ignition characteristic of at least one lamp in the line of rails.

10. System (10) according to any one of claims 2 to 9, wherein the line of lamps is a transverse line (17) from approach ramp (15) to landing runway (13), the database (104) being a database of signatures of transverse lines (17) from approach ramps (15) to a landing runway (13).

11. System (10) according to any one of claims 2 to 10, wherein the lamp line is a track threshold bar (160), the database (104) being a track threshold bar signature database.

12. System (10) according to any one of claims 10 and 11, taken together, wherein the comparison module (106) is configured to determine, from the signature (SA, ST) of the lamp line, whether the lamp line is a transverse line (17) of approach ramp to the landing runway (13) or whether the lamp line is a runway threshold bar, possibly offset.

13. System (10) according to claim 1, wherein the system for characterizing the line of lamps identified from the first identification module (94) comprises an artificial intelligence engine configured to determine the determined position of the line of lamps relative to the runway (13) from among the plurality of possible positions of lines of lamps extending transversely to an axis (A-A') of the runway (13) from an analysis of a region of the optical image comprising the line of lamps.

14. System (10) according to any one of the preceding claims, wherein the calculation module (108) is configured to determine an actual distance between the line of lamps and at least one lamp adjacent to the line of lamps using the distance on the optical image (96) between the line of lamps and the adjacent lamp, and a measured height of the aircraft (12) relative to the ground.

15. System (10) according to claim 14, wherein the calculation module (108) is configured to assume a predetermined actual distance gap between the lamp adjacent to the line of lamps and the line of lamps, then is configured to calculate an assumed height of the aircraft (12) from the ground using the assumed gap between the lamps, and to compare the assumed height of the aircraft (12) from the ground with the measured height of the aircraft (12) from the ground.

16. System (10) according to any one of the preceding claims, wherein the inconsistency detection system (43) includes an inconsistency warning module (112), configured to generate a warning signal when the difference between the position displayed on the display (36) of the synthetic representation (41) and the actual vision position on the display (36) of the landing strip and / or approach ramp (15) calculated by the calculation module (108) is greater than a given threshold.

17. An enhanced vision method implemented in an aircraft (12) equipped with an enhanced vision system (10) according to any one of the preceding claims, the method comprising the following steps: - displaying on the display (36) by the display generator (38) a synthetic representation (41) of the positioning of a landing strip (13) and / or an approach ramp (15) towards the landing strip (13) at a displayed position of the landing strip (13) and / or the approach ramp (15); - detecting, by the inconsistency detection system (43) an inconsistency between the displayed position of the synthetic representation (41) and the actual vision position on the display (36) of the landing strip (13) and / or the approach ramp (15);characterized in that the detection by the inconsistency detection system (43) comprises the following steps: - identification, by the first identification module (94), in an optical image (96) of the space located in front of the aircraft (12), of at least one line of lamps extending transversely to an axis (A-A') of the landing strip (13); - characterization, by the characterization system, of the line of lamps identified from the first identification module (94), to determine a determined position of the line of lamps relative to the landing strip (13) among a plurality of possible positions of lines of lamps extending transversely to an axis (A-A') of the landing strip (13);

18. - determination, by the calculation module (108), of an actual position on the display (36) of the landing runway (13) and / or the approach ramp (15) using the determined position of the line of lamps. A method according to claim 17, wherein the characterization of the lamp line identified from the first identification module (94) comprises counting lamps on the lamp line, by a lamp counting module (100) of the characterization system, to define at least one signature (ST, SA) of the lamp line and comparing by the comparison module (106) the or each signature (ST, SA) of the lamp line with known signatures of lamp lines in a database (104) of known signatures of lamp lines, to identify at least one known signature (STR, STA) corresponding to the or each signature defined by the lamp counting module (100); the method comprising determining, by the characterization system, a determined position of the lamp line using the or each known signature (STR, STA) identified by the comparison module (106).

Images