Method and system for assisting piloting by automatically performing an avoidance maneuver

Abstract

The present invention relates to a piloting assistance method for detecting obstacles. The method comprises the following steps carried out iteratively: - for each cell of a corridor covering a space located along a current track or a current heading of the aircraft (1), the corridor being materialized by a two-dimensional grid forming cells, each cell representing a volume of space that is unlimited in altitude, determining, using an obstacle database (15), a selected point corresponding to the highest point in the obstacle database for the cell, - transmitting an altitude of each selected point and position information relating to a position of the associated cell.

Description

[0001] METHOD AND SYSTEM FOR PILOTING ASSISTANCE BY AUTOMATIC PERFORMANCE OF AN AVOIDANCE MANEUVER The present invention relates to a method and a system for piloting an aircraft by automatically performing an avoidance maneuver.

[0002] An aircraft may be equipped with one or more systems to avoid a collision with the terrain or an object distinct from the terrain, such as a building, pylon, cable, crane, or other structure. The term "obstacle" used hereafter refers to any element capable of colliding with an aircraft; the term "obstacle" covers not only the terrain but also any object distinct from the terrain that could come into contact with an aircraft.

[0003] A system designated by the acronym "GPWS" in English for "Ground Proximity Warning System", allows the aircraft pilot to be alerted to the proximity of the ground.

[0004] Driver assistance systems are known by the English acronym "TAWS" for "Terrain Avoidance Warning System" or the French expression "système d'avertissement et d'alarme d'impact".

[0005] These TAWS systems make it possible to indicate, as they approach, known obstacles located ahead of the aircraft's trajectory.

[0006] Due to the specific characteristics of rotary-wing aircraft, impact warning and alert systems have been adapted for these aircraft and are known by the acronym HTAWS, which stands for Helicopter Terrain Avoidance Warning System. HTAWS systems take into account obstacles located 360 degrees around the aircraft.

[0007] An HTAWS system can thus include a device for locating the aircraft in the airspace, an obstacle database listing known obstacles such as terrain features, and even known objects other than terrain features such as buildings, pylons, and power lines. It is possible to have a single database, or a "terrain" database, listing the terrain's features, and an object database listing man-made objects, such as buildings, pylons, and power lines.

[0008] Therefore, the HTAWS system can have a display that represents in two or three dimensions known obstacles, that is to say obstacles listed in the obstacle database, located around the aircraft.

[0009] The HTAWS system can also generate an alert under predetermined conditions. The HTAWS system can reduce a pilot's workload by issuing multiple levels of alerts, particularly visual and audible, when an obstacle approaches the aircraft.

[0010] Furthermore, US document 2024 / 0194083 describes a method for automatically adapting an aircraft's vertical profile based on positional uncertainty. This method uses a three-dimensional corridor that is compared to a terrain and obstacle database. This corridor can consist of cylinders positioned around the aircraft's flight path when a single safety distance is used, or parallelepipeds or even ellipses when two separate lateral and vertical safety distances are used. The corridor is then compared to the terrain and obstacle database by projecting it onto the database to identify potential conflicts. An avoidance path is then determined, if necessary, and transmitted to the aircraft's autopilot.

[0011] The present invention aims to provide an innovative method and system for piloting assistance, capable of interpreting complex environments containing various obstacles by reducing the amount of data exchanged with an automatic piloting system to allow these obstacles to be avoided.

[0012] The invention thus aims at a piloting assistance method for performing an avoidance maneuver with an autopilot system within an aircraft.

[0013] The process involves the following steps carried out iteratively:

[0014] - determination, at least with a controller, of a corridor covering a space located along a direction, the direction being along a current route or a current heading of the aircraft, with or without angular bias, the corridor being materialized by a two-dimensional grid forming squares, each square representing a volume of space unlimited in altitude;

[0015] - for each box, determination, by the controller and using at least one obstacle database which is carried in the aircraft, of a selected point corresponding to the highest point in the obstacle database for the box,

[0016] - transmission, to the autopilot system by the controller, of an altitude of each selected point and a position information relative to a position of the associated box. The expression "representing an unlimited volume of space in altitude" means that the box is used to provide information relating to fixed obstacles present in a slice of space delimited in latitude and longitude by the box concerned, namely the altitude of the highest point in this slice.

[0017] The expression "from a selected point corresponding to the highest point in the obstacle database for the cell" means that the selected point, for a cell, represents the highest point in the obstacle database in a slice of space delimited in latitude and longitude by the cell concerned.

[0018] The obstacle database may consist of a single database listing the terrain and objects distinct from the terrain. Alternatively, the obstacle database may consist of at least one terrain database listing the terrain and / or at least one object database listing objects distinct from the terrain.

[0019] Therefore, the airspace downstream of the aircraft, along its route or heading, is represented by a corridor. Each cell in the corridor grid is associated by the controller with the highest point in a slice of airspace, extracted from the obstacle database. This slice of airspace is located downstream of the aircraft, positioned according to the route or heading, restricted in latitude and longitude to the cell in question, and unlimited in altitude, containing all points in the obstacle database present at the latitudes and longitudes defined by the cell, regardless of their altitude.

[0020] For example, the autopilot system sends a request to the controller, who acts as the manager of the obstacle database, to receive stored information on obstacles located downstream of the aircraft in that direction, and, for example, according to the aircraft's direction and speed, and / or, in the case of flight control, according to the next segment. The controller consults the obstacle database to determine the highest point in each segment of the area delimited by latitude and longitude. The corridor can be defined by the controller, or even by the autopilot system. In one example, the autopilot system sends at least one request, which may contain at least one piece of data enabling the controller to define the corridor.In another example, the controller can be configured to establish the corridor on its own, possibly following a request from the autopilot system.

[0021] The controller then transmits a limited amount of data to the flight control system. This data, which can be provided, for example, via a low-bandwidth ARINC 429 connection, includes, for each grid cell, only the altitude of the highest point extracted from the obstacle database, and, in particular, position information relative to the associated cell. For example, the controller transmits a compressed database containing the coordinates of the cells, or even their shape, or a point within the cells, or the highest point for each cell. Alternatively, it may include data enabling the autopilot system to reconstruct the flight path used, either in a frame of reference linked to the aircraft's frame or in the Earth's frame of reference, and the altitude of the highest point of each cell.

[0022] The flight control system can then use this limited data to avoid potential obstacles in the usual way, for example, by considering the entire cell as an obstacle located at the altitude of the selected point, thus ensuring obstacle avoidance regardless of the obstacle's position within the cell. Furthermore, obstacle data is described in a unique way, harmonizing different obstacle sources into a single interface format, particularly useful when the obstacle database is composed of multiple different databases.

[0023] The controller can also transmit, if the link allows, for each cell and in addition to the highest point, the position of that point in the cell.

[0024] Unlike an HTAWS system that issues an alert based on all data extracted from an obstacle database, the invention allows for simple and / or rapid filtering of such obstacle database data, enabling an autopilot system to easily develop an avoidance trajectory if necessary and possible, taking into account the aircraft's performance and condition. Thus, the invention makes it possible to secure forward flight in an environment containing various obstacles.

[0025] This process is also iterative, thus ensuring accurate terrain perception through successive queries of the obstacle database as the aircraft progresses along the flight path, allowing the trajectory to be adjusted accordingly. It is also possible to send queries to obtain obstacle data in different locations, for example, along different flight segments.

[0026] The piloting assistance process may include one or more of the following characteristics, taken alone or in combination.

[0027] According to one possibility, following the aforementioned transmission of an altitude for each selected point to the autopilot system, the process may include:

[0028] - determination, with the autopilot system, that at least one selected point presents a danger, - following the determination that a selected point presents a danger, execution of the avoidance maneuver with the autopilot system.

[0029] The autopilot system can assess whether an obstacle is dangerous in the usual way. For example, an obstacle may be considered dangerous if it is in the aircraft's flight path and at a distance less than a specified distance threshold. In another embodiment, the controller can conventionally determine the time required to reach an obstacle without changing the flight path and speed, and consider the obstacle dangerous if this time is less than a specified limit.

[0030] If so, the autopilot system can, if possible in the current situation, act on one or more aircraft actuators in a conventional way to avoid the obstacle, for example by following a predetermined avoidance trajectory compatible with the aircraft's capabilities.

[0031] For example, performing said avoidance maneuver with the autopilot system involves at least one of the following steps:

[0032] - estimation of the aircraft's performance in altering its trajectory: either upwards to pass over the dangerous obstacle, laterally to bypass the dangerous obstacle, or even by slowing down.

[0033] - generation of an avoidance trajectory, not passing through an obstacle and for example through a volume delimited in latitude / longitude by a box and going up to the altitude of the selected point of this box, using a memorized avoidance law compatible with the performance attainable by the aircraft, - if such an avoidance trajectory is generated, control of the aircraft to follow the avoidance trajectory.

[0034] The term "law" here and thereafter refers to at least one mathematical relationship, an artificial intelligence system such as, for example, a neural network trained for this purpose, etc.

[0035] Reference will be made to the literature to determine how to carry out such a maneuver, and for example to document FR 3110999 A1 and document FR 3070527 A1 or even to document US 20240201390 A1.

[0036] According to a possibility consistent with the preceding ones, following the determination that a selected point presents a danger, the procedure may include the issuance of an alert. This alert may take the form of a visual representation on at least one piloting screen and / or an audible alert possibly emitted by a headset worn by a pilot or other personnel.

[0037] In parallel with the generation and monitoring of an avoidance trajectory, an alert can be issued to warn the crew. Depending on a possibility compatible with the previous ones, this corridor determination may include:

[0038] - transmission to the controller by the autopilot system of at least one orientation information to orient a reference axis of the corridor with respect to said direction and at least one location information to position a reference of the corridor according to said direction, - determination of the corridor by the controller based on at least one orientation information and at least one location information. This variant may allow the autopilot system to generate a query to determine upcoming obstacles, for example at the origin of the next segment to be followed.

[0039] The autopilot system can also transmit different requests, even simultaneously, to the controller to determine potential obstacles in different locations.

[0040] Optionally, the controller can send back to the autopilot system the necessary information used to construct the corridor, so that the autopilot system can in turn construct the corridor. This process minimizes the amount of information transmitted between the controller and the autopilot system.

[0041] According to a possibility compatible with the previous ones, the boxes may have a length which increases as they move away from the aircraft, said length being considered along a measurement axis parallel to a predetermined reference axis of the corridor, a first box included between the aircraft and a second adjacent box along said measurement axis having a length less than the length of this second box.

[0042] The reference axis can, for example, be oriented, with or without angular bias in azimuth, according to the current route, namely according to the velocity vector of the aircraft determined with a speed sensor, or according to the current heading followed by the aircraft where applicable.

[0043] The cells furthest from the aircraft can be longer, since the obstacles they represent potentially pose a lower level of danger, thus allowing for a lower resolution. Using large cells effectively reduces the amount of data the flight control system has to process. Conversely, the corridor grid can be more compact closer to the aircraft to improve the accuracy of obstacle identification.

[0044] This feature makes it possible to combine precision and processing time.

[0045] The controller can be configured to determine the shape of the corridor at any given time.

[0046] For example, with squares having a length along a measurement axis parallel to a predetermined reference axis of the corridor, the determination of a corridor may involve calculating the length of each square as a function of a distance separating the square from a reference of the corridor.

[0047] For example, boxes having a length along a measurement axis parallel to a predetermined reference axis of the corridor which varies according to an aircraft speed, the determination of a corridor may involve a measurement of said speed and a calculation of the length of each box as a function of said speed and a predetermined dimensioning law.

[0048] The corridor can be determined by the controller at any given moment based on the aircraft's forward speed, for example by tightening the grid mesh when the forward speed decreases.

[0049] According to another alternative, the corridor can have a memorized, and therefore invariable, shape. In this case, determining the corridor may include a step of positioning the memorized corridor, for example by positioning the previously mentioned reference axis according to the current route or heading, with or without angular bias. According to a possibility compatible with the previous ones, each cell can be contained between two guide lines originating from a corridor reference and two transverse lines, each cell having a length along a measurement axis parallel to a predetermined reference axis, said length being the greatest distance connecting said two transverse lines parallel to the reference axis.

[0050] According to a possibility compatible with the previous ones, each box can be contained between two guide lines starting from a reference of the corridor and two transverse lines, the two transverse lines being parallel, the two transverse lines being straight or in arc of a circle and centered on a reference of the aircraft.

[0051] According to a possibility compatible with the previous ones, said corridor may include a flared transition zone starting from a reference point in the corridor followed by a distal zone of constant width.

[0052] This feature makes it possible to limit the number of boxes, and therefore the amount of data to be processed subsequently by the autopilot system, without impacting safety.

[0053] Alternatively, the corridor can simply have a flared shape, for example, with a constant or variable opening in steps depending on the distance separating a square from the corridor reference.

[0054] In addition to a method, the invention relates to a piloting assistance system comprising an autopilot system as well as at least one obstacle database and a controller.

[0055] The flight assistance system is configured to apply the method of the invention, the controller being configured: i) to determine a corridor covering a space located along a direction, the direction being along a current route or a current heading of the aircraft, the corridor being materialized by a two-dimensional grid forming squares, each square representing a volume of space unlimited in altitude, ii) for each square, to determine, using the obstacle database, a selected point corresponding to the highest point in the obstacle database for the square, iii) to transmit an altitude of each selected point and a position information relative to the position of the associated square corresponding to the autopilot system.

[0056] For example, the flight assistance system may include a speed sensor, with the controller or even the autopilot system configured to determine the corridor based on a speed measured by the speed sensor.

[0057] For example, the flight assistance system may include a heading sensor, with the controller configured to determine said corridor based on a heading measured by said heading sensor.

[0058] Furthermore, the invention also relates to an aircraft incorporating such a pilot assistance system.

[0059] The invention and its advantages will become apparent in more detail in the following description, with illustrative examples given by reference to the attached figures, which represent: Figure 1, a diagram illustrating an aircraft according to the invention; Figure 2, a diagram illustrating a corridor determined by a controller.

[0060] Figure 3, a diagram illustrating a corridor determined by a controller, and Figure 4, a diagram illustrating the calculation of the highest point associated with a box in the corridor.

[0061] Elements present in several separate figures are assigned a single reference.

[0062] Figure 1 shows an aircraft 1 according to the invention. For example, this aircraft 1 may be a rotorcraft comprising at least one rotating wing. In particular, aircraft 1 may be a helicopter, or an aircraft comprising at least one rotating wing and at least one propeller.

[0063] This aircraft 1 includes a flight assistance system 5.

[0064] The piloting assistance system 5 is equipped with a controller 10. The controller 10 may include at least one processing unit dedicated or not to the process of the invention.

[0065] A processing unit can include, for example, at least one processor and at least one memory, at least one integrated circuit, at least one programmable system, at least one logic circuit; these examples do not limit the scope of the term "processing unit." The term "processor" can refer to a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processor (DSP), a microcontroller, etc.

[0066] Furthermore, the flight assistance system 5 is equipped with at least one obstacle database 15, for example stored in memory connected by a wired or wireless link to the controller 10. The obstacle database 15 may comprise a single database listing the terrain and objects distinct from the terrain, or a terrain database listing the terrain and / or an object database listing objects distinct from the terrain. In addition, the flight assistance system 5 may include a speed sensor 45 possibly connected by a wired or wireless link to the controller 10, either directly or indirectly via an avionics system.

[0067] The term "sensor" here refers to both a physical sensor capable of directly measuring the parameter in question and a system that may include one or more physical sensors, as well as signal processing capabilities that provide an estimate of the parameter based on the measurements from these physical sensors. Similarly, the term "measurement" of this parameter will refer to both a raw measurement from a physical sensor and a measurement obtained through more or less complex signal processing from raw measurements.

[0068] For example, the speed sensor 45 may include an anemobarometric system, and / or a satellite or other positioning system.

[0069] Optionally, the flight assistance system 5 may include a heading sensor 46 that can be connected by a wired or wireless link to the controller 10, either directly or indirectly via an avionics system. Such a heading sensor 46 may include a compass, for example.

[0070] Furthermore, the piloting assistance system 5 includes an autopilot system 20. The autopilot system 20 can conventionally include an autopilot computer 25 equipped with at least one processing unit, whether dedicated to this application or not. Optionally, the controller 10 and the autopilot computer 25 can be shared or connected by a wired or wireless link, or even an ARINC 429 type link. The piloting assistance system 5, and for example the autopilot computer 25, can be connected, directly or indirectly by a wired or wireless link, to the speed sensor 45 and / or the heading sensor 46.

[0071] Furthermore, the autopilot system 20 includes at least one actuator 30 controlled by the autopilot computer 25. This actuator 30 can be extended, retracted, or may include a rotating shaft to move a mechanical chain that actuates an aerodynamic control surface 35 of the aircraft 1. Such an aerodynamic control surface 35 may take the form, for example, of a rotor blade 41 or a propeller blade 42 or tail rotor blade 42. In addition, the flight assistance system 5 may include a flight management system (FMS) configured to determine the route defining a trajectory to be followed. The FMS may be connected, via a wired or wireless link, to the controller 10 and / or the autopilot system 20, or even to the autopilot computer 25.

[0072] In addition, the piloting assistance system 5 may include an alerter 50 connected by a wired or wireless link to the controller 10 and / or the autopilot computer 25. The alerter 50 is capable of generating an alert. This alert may take the form of a visual alarm, for example by means of the emission of light with a light-emitting diode or equivalent or the display on a screen of one or more characters, an audible alarm, by means of a loudspeaker, and / or a haptic alarm, for example by means of a vibrating unit causing a part held or worn by an individual to vibrate.

[0073] Therefore, the piloting assistance system 5 is configured to apply the process of the invention. This process comprises the following steps carried out iteratively.

[0074] Thus, controller 10 is configured to determine the corridor during an STP1 step, for example by executing stored instructions. For example, the autopilot computer 25 iteratively transmits a request to controller 10 to obtain obstacle information within a corridor positioned to best anticipate obstacles on the most probable future trajectory.

[0075] As illustrated in Figure 2, corridor 60 covers an area located along a reference direction, more simply called the DIR direction, the DIR direction being the route or heading followed by aircraft 1. The corridor extends from a reference reference (REF) positioned relative to aircraft 1. According to the example in Figure 2, this reference reference (REF) represents a point on aircraft 1 such as the nose of aircraft 1 or its center of gravity, but can also take the form of a point located downstream of the aircraft along said DIR direction as illustrated in Figure 3.

[0076] Corridor 60 takes the form of a two-dimensional grid 70, forming cells 75. The grid 70 can be located in a horizontal plane passing through reference REF, for example. Reference 75 designates any cell, while references 76 and 77 designate specific cells if needed.

[0077] Corridor 60 extends lengthwise along a reference axis AXREF, and widthwise perpendicular to this reference axis AXREF. Optionally, this reference axis AXREF may be an axis of symmetry of the grid 70. Depending on the embodiment, this reference axis AXREF may, for example, be directed in the aforementioned direction, with or without angular bias, and may pass through the reference REF. This reference axis AXREF may, for example, pass through a point projected onto the direction DIR, or even, in particular, the route followed by aircraft 1, this route being transmitted by the autopilot system 20 to the controller 10 or by the flight management system FMS.

[0078] Corridor 60 may include a flared transition zone 91 extending from aircraft 1. For example, the transition zone 91 has an angular opening of + / -30 0around the AXREF reference axis. This angular opening can vary to take into account the potential for the aircraft to change direction from the reference point.

[0079] This transition zone 91 can be followed by another zone called "distal zone 92" for convenience since the distal zone 92 is distant from aircraft 1.

[0080] The distal zone 92 can be flared with possibly the same angular opening as the transition zone 91, or a smaller opening for example.

[0081] According to the example illustrated in Figure 2, the distal zone 92 can have a constant width I. In one example, the width I is equal to 200 meters.

[0082] Furthermore, the transition zone 91 and the distal zone 92 can jointly extend over a length of between 1500 and 3000 meters. Such a corridor 60 may prove sufficient to secure the flight of aircraft 1.

[0083] In another respect, each cell 75 is contained between two guide lines 80 originating from the reference REF and two transverse lines 85. The reference 80 designates any guide line, while references 81 and 82 designate specific guide lines if necessary. Similarly, the reference 85 designates any transverse line, while references 86 and 87 designate specific transverse lines if necessary.

[0084] The two transverse lines 85 framing a square 75 may be parallel. For example, the two transverse lines 85 may be straight segments as illustrated by dashed lines in Figure 3, or arcs of circles centered on the aircraft reference REF 1. Alternatively, the squares 75 may have a length L that increases with distance from the aircraft 1. The length L of a square 75 is to be measured along a measurement axis AXMES parallel to the reference axis AXREF. Specifically, the length L of a square 75 is the greatest distance between the two transverse lines 85 bounding the square 75 parallel to the reference axis AXREF.

[0085] Thus, a first box 76 located between aircraft 1 and a second box 77 adjacent along said measurement axis AXMES has a first length L1 less than the second length L2 of the second box 77.

[0086] According to one variant, corridor 60 has a fixed shape and dimensions stored in controller 10. The controller can then position corridor 60 according to the appropriate reference axis.

[0087] According to another variant, controller 10 is then configured to calculate the shape and / or dimensions of the 75 boxes.

[0088] In this case, the STP1 determination of a corridor 60 may involve a calculation, with the controller 10 executing stored instructions, of the length of each cell 75 as a function of a distance D separating the cell 75 in question from a reference reference (REF) of aircraft 1 and / or the speed measured by the airspeed sensor 45 during an STP0 step and a predetermined sizing law. Figure 2 illustrates a first example. According to this first example, the reference reference (REF) is positioned in a predetermined manner relative to aircraft 1. For example, the autopilot system 20 transmits a request to the controller 10 to obtain data concerning the obstacles present along the corridor 60 shown.The corridor 60 can have a fixed shape or be determined using data transmitted by a sensor and / or the autopilot system 20, such as information indicating whether the DIR direction should be set according to the route or heading followed, the width I, and the current speed. In this case, the controller 10 and the autopilot system 20 can each determine the corridor 60 and exchange this data.

[0089] According to a second example illustrated in Figure 3, the autopilot system 20 can transmit a request containing a bias angle ANG, information indicating whether the DIR direction should be the track or the heading, and a distance DIS to position the reference REF of corridor 60 at a certain distance from aircraft 1 along the DIR direction. The controller 10 then positions the reference axis AXREF by offsetting it from the DIR direction in azimuth by the value of the bias angle ANG and by passing it through the reference REF. Corridor 60 is then determined based on the reference axis AXREF and the reference REF.

[0090] Optionally, the query may include the width value I, a minimum distance DMIN, and a maximum distance DMAX. According to the second example, grid 70 may include a central cell in the shape of a disk centered on the reference REF and with a radius equal to the minimum distance DMIN, and fifty cells arranged in a predetermined manner in five rows of ten cells up to the maximum distance DMAX.

[0091] Regardless of how corridor 60 is determined and with reference to Figure 1, the process involves, for each box 75, the determination, during an STP2 step, of a selected point corresponding to the highest point in the obstacle database 15 for box 75.

[0092] Figure 4 illustrates this step. Each cell 75 represents a volume of space unlimited in altitude, bounded in latitude and longitude by the sides of the cell 75. The obstacle database 15 can contain obstacle points within this volume. The controller 10 is then configured to extract from the obstacle database 15 the highest point contained within the volume delimited by the cell 75 under study. Thus, for the cell illustrated in Figure 3, the controller 10 stores the altitude of point 3, which corresponds to the summit of mountain 200 contained within the associated volume.

[0093] Therefore, and with reference to Figure 1, the process includes a transmission, during an STP3 step, of the altitude of each selected point and at least one position information relating to a position of the box associated with the automatic piloting system 20 or in particular with the automatic piloting computer 25. This position information allows the automatic piloting system 20 to consider the presence of an obstacle positioned in latitude-longitude at the level of each box and up to the altitude of the corresponding selected point.

[0094] Such position information can take the form of geographic coordinates in the Earth's frame of reference for a point on grid square 75, such as its center of gravity, for example, or other geographic coordinates of the highest point, or even of the corners of the grid square. This position information can also take the form of coordinates that identify the entire area covered by the grid square, in which case the flight control system can consider the entire grid square as an obstacle located at the altitude of its highest point. As another example, and for instance, in the case of a grid 70 with a predetermined shape, such position information can take the form of a number identifying grid square 75, as shown in Figure 3 for certain grid squares with numbers in brackets. The autopilot system 20 is configured to derive coordinates from this number according to a stored formula.

[0095] For example, controller 10 builds a database giving the position of each square and the altitude of its highest point. As an illustration, for each square 75, controller 10 transmits to the autopilot system 20 a latitude, longitude and altitude of the point selected to indicate an obstacle to be avoided.

[0096] Optionally, controller 10 transmits one or more data enabling the automatic piloting system 20 to reconstruct corridor 60.

[0097] The autopilot system can then process this data, transmitted for example via a compressed database.

[0098] For example, following the said transmission of each selected point to the automatic piloting system 20, the process may include a step of reconstructing the corridor 60 with the automatic piloting system 20, or even in particular with the automatic piloting computer 25.

[0099] According to the example in Figure 2, the autopilot system 20 transmits a request during step STP1, including the maximum distance DMAX, the angular opening ANG1, the beam width I, and possibly information indicating the position of the reference axis AXREF according to the route or heading followed. The number of squares and the shape of the grid 70 can be predetermined or calculated based on the speed, for example. The controller 10 then receives this data, establishes the corridor 60, and determines, during step STP2, the highest point for each square. During step STP3, the controller 10 transmits, for example, to the autopilot computer 25, the maximum distance DMAX, the distance DIS, the angular opening ANG1, the beam width I, and possibly the direction being used, the latitude and longitude of the reference REF, and for each square, the square number and the height of the corresponding highest point.The autopilot computer 25 then reconstructs the corridor 60, taking into account for each box the height of the highest point.

[0100] As illustrated in Figure 3, the autopilot system 20 transmits a request during step STP1, including the minimum distance DMIN, the maximum distance DMAX, the distance DIS, the angular opening ANG1, the bias angle ANG, the width I, and possibly information indicating the position of the reference axis AXREF according to the route or heading. The number of squares and the shape of the grid 70 can be predetermined or calculated. The controller 10 then receives this data, establishes the corridor 60, and determines, during step STP2, the highest point for each square. During the STP3 step, the controller 10 transmits, for example, to the autopilot system 20 the minimum distance DMIN, the maximum distance DMAX, the distance DIS, the angular opening ANG1, the bias angle ANG, the width I, and even the direction used, the latitude and longitude of the reference REF, and for each square the square number and the height of the corresponding highest point.The autopilot computer 25 then reconstructs the corridor, taking into account for each cell the height of the highest point. Furthermore, the process includes the determination, during an STP4 step and with the autopilot system 20, that a selected point presents a danger.

[0101] Consequently, the autopilot computer 25 determines whether aircraft 1 is likely to impact one of the selected points in the usual manner. For example, if a selected point lies along the extension of the velocity vector, the autopilot computer 25 determines its distance or the time required to reach it, this time being a function of the current speed of aircraft 1 and the distance between this selected point and aircraft 1. Therefore, a selected point is considered dangerous if the distance is less than a distance threshold or if the time is less than a time threshold.

[0102] If necessary, following the determination that a selected point presents a danger, the process involves carrying out, during an STP5 step, an avoidance maneuver with the autopilot system 20.

[0103] Optionally, the autopilot computer 30 develops an avoidance trajectory using a stored law to avoid the obstacle, and controls one or more actuators 30 in a conventional manner to follow this avoidance trajectory.

[0104] If necessary, following the determination that a selected point presents a hazard, the method may include the emission of an alert during a step STP6. For example, the autopilot computer 30 transmits a digital or analog signal to the alerter 50, either directly or via the controller 15, for example, and the alerter 50 generates the required alert accordingly. Naturally, the present invention is subject to numerous variations in its implementation. Although several embodiments have been described, it is understood that it is not feasible to exhaustively identify all possible embodiments. It is, of course, conceivable to replace a described means with an equivalent means without departing from the scope of the present invention as defined by the claims.

Claims

DEMANDS 1. A method for piloting assistance to perform an avoidance maneuver with an autopilot system (20) within an aircraft (1), characterized in that the process comprises the following steps carried out iteratively: - determination (STP1), at least with a controller (10), of a corridor (60) covering a space located along a direction, the direction being along a current route or a current heading of the aircraft (1), the corridor (60) being materialized by a two-dimensional grid (70) forming squares (75), each square representing a volume of space unlimited in altitude, - for each box, determination (STP2), by the controller (10) and using at least one obstacle database (15) which is carried on board the aircraft, of a selected point corresponding to the highest point in the obstacle database for the box, - transmission (STP3) to the autopilot system (20) by the controller (10) of an altitude of each selected point and of position information relative to a position of the associated box.

2. A method for piloting assistance according to claim 1, characterized in that, following said transmission of an altitude of each selected point to the autopilot system (20), the method comprises: - determination (STP4), with the autopilot system (20), that at least one selected point presents a danger, - following the determination (STP4) that at least one selected point presents a danger, execution (STP5) of said avoidance maneuver with the autopilot system (20).

3. A method for piloting assistance according to claim 2, characterized in that following the determination (STP4) that at least one selected point presents a hazard, the process includes the emission (STP6) of an alert.

4. A method for piloting assistance according to any one of claims 1 to 3, characterized in that the boxes (75) have a length (L) which increases as they move away from the aircraft (1), said length being considered along a measurement axis (AXMES) parallel to a predetermined reference axis (AXREF) of the corridor (60), a first box (76) included between the aircraft (1) and a second box (77) adjacent along said measurement axis (AXMES) having a length (L1) less than the length (L2) of this second box (77).

5. A method for piloting assistance according to any one of claims 1 to 4, characterized in that the boxes (75) having a length (L) along a measurement axis (AXMES) parallel to a predetermined reference axis (AXREF) of the corridor (60), the determination (STP1) of the corridor includes a calculation of the length of each box as a function of a distance (D) separating the box from a reference (REF) of the corridor (60).

6. A method for piloting assistance according to any one of claims 1 to 5, characterized in that the boxes having a length along a measurement axis (AXMES) parallel to a predetermined reference axis (AXREF) of the corridor (60), said length varying as a function of a speed of the aircraft (1), the determination (STP1) of the corridor comprises a measurement (STPO) of said speed and a calculation of the length of each box as a function of said speed and a predetermined dimensioning law.

7. A method for piloting assistance according to any one of claims 1 to 4, characterized in that the corridor has a memorized shape.

8. A method for piloting assistance according to any one of claims 1 to 7, characterized in that each box (75) is contained between two guide lines (80) originating from a reference (REF) of the corridor (60) and two transverse lines (85), each box having a length along a measurement axis (AXMES) parallel to a predetermined reference axis (AXREF), said length being the greatest distance connecting said two transverse lines parallel to the reference axis (AXREF).

9. A method for piloting assistance according to any one of claims 1 to 8, characterized in that each box (75) is contained between two guide lines (80) originating from a reference (REF) of the corridor (60) and two transverse lines (85), the two transverse lines (85) being parallel, the two transverse lines (85) being straight or in arcs of a circle and centered on a reference of the aircraft.

10. A method for piloting assistance according to any one of claims 1 to 9, characterized in that said corridor (60) comprises a flared transition zone (91) originating from a reference point (REF) of the corridor (60) followed by a distal zone (92) of constant width (I).

11. A method for piloting assistance according to any one of claims 1 to 10, characterized in that said determination (STP1) of corridor (60) comprises: - transmission to the controller (10) by the autopilot system (20) of at least one orientation information to orient a reference axis (AXREF) of the corridor (60) with respect to said direction and of at least one location information to position a reference (REF) of the corridor (60) according to said direction, - determination of the corridor (60) by the controller (10) based on at least one of said orientation information and at least one of said location information.

12. Pilot assistance system (5) comprising an autopilot system (20) as well as at least one obstacle database (15) and a controller (10), characterized in that the flight assistance system (5) is configured to apply the method according to any one of claims 1 to 11, the controller (10) being configured to: i) determine said corridor (60) covering a space located along a direction, the direction being along a current route or a current heading of the aircraft (1), the corridor (60) being materialized by a two-dimensional grid (70) forming squares (75), each square representing a volume of the space unlimited in altitude, ii) for each square, determine using the obstacle database (15), a selected point corresponding to the highest point in the obstacle database for the square, iii) transmit an altitude of each selected point and a position information relative to a position of the square associated with the autopilot system (20).13Pilot assistance system according to claim 12, characterized in that the pilot assistance system (5) comprises a speed sensor (45), the controller (10) being configured to determine said corridor (60) as a function of a speed measured by said speed sensor (45).

14. Pilot assistance system according to any one of claims 12 to 13, characterized in that the piloting aid system (5) includes a heading sensor (46), the controller (10) being configured to determine said corridor (60) as a function of a heading measured by said heading sensor (46).

15. Aircraft (1), characterized in that said aircraft (1) comprises a flight assistance system (5) according to any one of claims 12 to

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