• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to an autopilot system (20) comprising an onboard assembly (25). The on-board assembly (25) comprises several sets of redundant and independent sensors (40) and several calculation channels (50), each calculation channel (50) being connected to the sensors of a said set of sensors ( 40) and receiving data from these sensors. A supervisor (60) is connected to the sensors of a said set of sensors (40), the supervisor (60) having the function of coupling at most one of said calculation channels (50) to control members (30), said supervisor (60) having the function of decoupling said engaged channel control members when a current behavior of the aircraft (1) is different from a predetermined predictive behavior.
    公开号:FR3062730A1
    申请号:FR1700133
    申请日:2017-02-08
    公开日:2018-08-10
    发明作者:Thierry VIEUX
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    © Publication no .: 3,062,730 (use only for reproduction orders) (© National registration no .: 17 00133 ® FRENCH REPUBLIC
    NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY
    COURBEVOIE © IntCI 8
    G 05 D 1/10 (2017.01), B 64 C 13/18
    A1 PATENT APPLICATION
    ©) Date of filing: 08.02.17.(30) Priority: © Applicant (s): AIRBUS HELICOPTERS — RR. @ Inventor (s): VIEUX THIERRY. @) Date of public availability of the request: 10.08.18 Bulletin 18/32. (© List of documents cited in the preliminary search report: See the end of this brochure (© References to other related national documents: @ Holder (s): AIRBUS HELICOPTERS. ©) Extension request (s): (© Agent (s): GPI & ASSOCIES.
    SYSTEM AND METHOD FOR AUTOMATIC PILOTAGE OF AN AIRCRAFT, AND AIRCRAFT.
    FR 3,062,730 - A1 yv) The present invention relates to an automatic piloting system (20) comprising an on-board assembly (25). The on-board assembly (25) comprises several sets of redundant and independent sensors (40) and several calculation channels (50), each calculation channel (50) being connected to the sensors of a said set of sensors ( 40) and receiving data from these sensors. A supervisor (60) is connected to the sensors of a said set of sensors (40), the supervisor (60) having the function of coupling at most one of said calculation channels (50) to control members (30), said supervisor (60) having the function of decoupling said engaged channel from the control members when a current behavior of the aircraft (1) is different from a predetermined predictive behavior.

    System and method for automatic piloting of an aircraft, and aircraft
    The present invention relates to a system and method for automatic piloting of an aircraft, and to an aircraft provided with this system. For example, such an aircraft may be a rotorcraft, and / or an unmanned aircraft known by the acronym UAV corresponding to the English expression "Unmanned Aerial Vehicle".
    Conventionally, an aircraft comprises piloting members. The piloting organs make it possible to control the movement of the aircraft in space. These piloting members can comprise at least one engine, blades of a rotor and possibly of a rotor participating at least partially in the propulsion and / or the lift of the aircraft, flaps and for example a flap disposed on a empennage or on a fin respectively called "elevator" and "rudder" ...
    The expression “piloting member” thus designates thereafter a member making it possible to modify the position of the aircraft in space, and possibly aerodynamic members.
    An aircraft and in particular an unmanned aircraft may include an autopilot system for guiding the aircraft along a programmed trajectory.
    Such an automatic piloting system can include control members which control the piloting members. Consequently, the automatic piloting system comprises a computer which controls the control members as a function of flight data measured by various sensors. The computer can for example control the power developed by an engine, possibly by driving a fuel injection system of this engine. The computer can also control actuators which control the position of aerodynamic surfaces in the aircraft reference system. For example, the actuators can adjust the pitch of the blades of at least one rotor which at least partially participates in the lift and / or propulsion of the aircraft. Actuators can also adjust the incidence of at least one flap arranged for example on a wing, on a tail, on a fin ...
    The computer can control the control members as a function of various constraints, such as roll / pitch / yaw movement instructions, to follow a memorized trajectory.
    On a large aircraft carrying a crew, the autopilot systems can be robust enough to comply with the design and construction standards in force in order to authorize flight, especially over a population. The equipment of such an autopilot system then has high reliability / safety levels, the reliability / safety levels being sometimes known by the acronym DAL and the English expression "Development Assurance Level". These autopilot systems can then have a large mass, but reasonable with regard to the total mass of the aircraft.
    In the case of a lightweight unmanned aircraft, the autopilot systems are therefore lighter. The autopilot systems then include equipment having lower reliability / safety levels. These autopilot systems may encounter difficulties in meeting design and construction standards. The constituent elements of certain autopilot systems make it possible to guide an unmanned aircraft on a programmed trajectory, but are not necessarily compatible in terms of reliability and safety with standards to be respected in order to fly under regulatory conditions provided by aviation. civil. A commercial flight of such an aircraft over a population is therefore likely to be unauthorized.
    Document FR 2 958 418 describes a flight management system for an unmanned aircraft. This document illustrates a system with a ground station and an unmanned aircraft.
    This system provides a flight plan construction function, a trajectory construction function and a guidance function for generating guidance instructions. Depending on the variants, certain functions are performed by the ground station or by an automatic piloting system of the aircraft. In addition, the autopilot system fulfills a control function by developing commands intended to control the aircraft from the guidance instructions.
    The object of the present invention is therefore to propose an innovative automatic piloting system which tends to have high levels of reliability and safety, for example to comply with standards established by civil aviation.
    The present invention therefore relates to an automatic piloting system intended for an aircraft, for example an aircraft without a human pilot, the piloting system comprising an on-board assembly intended to be embarked on said aircraft, the on-board assembly comprising at least one control member intended to pilot at least one piloting member of said aircraft which controls a movement of the aircraft.
    The on-board set includes:
    - several sets of redundant and independent sensors from each other, each set of sensors comprising sensors for evaluating an aircraft position and an aircraft movement,
    - several redundant and independent calculation paths from each other, each calculation path being connected to the sensors of a said set of sensors and receiving data from these sensors,
    a supervisor connected to the sensors of a said set of sensors, the supervisor having the function of coupling at most one of said calculation channels to said control members, the coupled calculation channel being called "engaged channel" and being intended to generate commands transmitted to the control members as a function of the data received, said supervisor having the function of decoupling said engaged channel from the control members when a current behavior of the aircraft is different from a predetermined predictive behavior.
    The expression "several sets of redundant and independent sensors" means that the autopilot system comprises at least two, or even at least three sets of sensors. These sensor sets are redundant in the sense that the sensor sets determine at least the same data. These sensor sets are moreover independent in the sense that one set of sensors does not need another set of sensors to operate.
    The expression "several redundant and independent calculation paths" means that the automatic pilot system comprises at least two calculation paths. These calculation channels are redundant in the sense that the calculation channels determine at least the same types of command. These calculation channels are moreover independent in the sense that a calculation channel does not need another calculation channel to function.
    For example, each calculation channel can include a computer.
    Alternatively, the calculation channels can represent separate channels of the same computer. Optionally, the calculation channels are respectively represented by different electronic cards of a computer, each electronic card representing a single calculation channel.
    Furthermore, the control members can comprise at least one of the following members: an actuator for example capable of acting on a power transmission chain connected to at least one control member, a fuel injection system, etc.
    In addition, the autopilot system is equipped with a supervisor. This supervisor can be an independent computer, or a subset of a computer comprising said calculation channels.
    At all times, this supervisor puts a maximum of one single calculation channel into communication with the control members. Only the so-called “engaged channel” calculation channel coupled to the control members controls these control members.
    In the event of a malfunction in one calculation channel, the supervisor connects another calculation channel to the control units. If all the calculation channels are in a malfunctioning state, the supervisor may in turn order the control members. Consequently, a failure of the first track engaged or of the associated set of sensors is not catastrophic for the aircraft, since at least one other calculation track can be engaged to replace it.
    A failure of the engaged track or of the associated set of sensors can be detected by the supervisor and / or a remote station by comparing the current behavior of the aircraft with a stored predictive behavior, for example before the flight. According to this variant, the trajectory of the aircraft is deterministic, this aircraft carrying out a programmed movement, piloted by the engaged track. A detected trajectory departure makes it possible to question the integrity of this engaged track, and to put it out of service for the benefit of another calculation track.
    The aircraft is thus piloted / guided by several calculation channels, only one of which is coupled to the control members, and for example to the engines of the aircraft, under the supervision of the supervisor.
    This automatic piloting system then segregates the "piloting" function carried out by the calculation channels under normal conditions, and the "supervision" function carried out by the supervisor. In the event of a supervisor failure, the engaged lane continues to guide the aircraft.
    This autopilot system thus presents a combination of multiple elements that may have a different level of regulatory requirement. Some parts of the autopilot system may have a relatively low reliability / safety level and others a relatively high reliability / safety level. This combination and the method applied make it possible to achieve a global architecture tending to obtain a high level of requirement, despite the presence of bodies having a medium level of security.
    In fact, the supervisor is designed to present a high level of security / reliability in order to ensure one or more of the following functions: monitoring of the sensors, creation of a consolidated sensor reference, selection of the calculation channel adequate, exclusion from the lane engaged in the event of a declared failure, monitoring of the flight envelope followed, monitoring of the predictive behavior of the aircraft, implementation of a backup mode in the event of failure of all calculation paths.
    Conversely, the calculation channels and the sets of sensors can be of a known type, and can individually present a lower level of reliability and security insofar as these organs are redundant and monitored by the supervisor. Calculation paths and relatively space-saving sets of sensors are thus possible.
    The overall level of requirement in terms of security is finally reached by the use of different components, by the use of a redundant architecture and the implementation of system monitoring by a supervisor. A light autopilot system but having a relatively high reliability / safety level is then possible, in particular for an unmanned aircraft of small dimensions.
    This autopilot system can have an economic advantage by using components with a low level of requirements compared to equipment with a high level of reliability / safety.
    In addition, this autopilot system can possibly use commercial components, which facilitates its realization.
    This autopilot system may include one or more of the following characteristics.
    For example, each set of sensors can be linked to a single calculation channel or only to the supervisor.
    A minimalist embodiment can comprise two calculation channels with their respective sets of sensors, and a supervisor with its own set of sensors.
    The supervisor can establish a consolidated repository of positioning and movement of the aircraft on the basis of a consistency analysis of the various sensors.
    For example, in the presence of three satellite positioning systems, the supervisor can estimate the position of the aircraft by a conventional voting method. The same applies to the movements of the aircraft.
    According to another aspect, each set of sensors can include a positioning system positioning said aircraft in the terrestrial frame of reference and an inertial unit.
    According to another aspect, the automatic piloting system can comprise a remote assembly which is not intended to be embarked on the aircraft, this remote assembly having a computer in communication with the supervisor by a non-wired link.
    The remote set can be used to monitor the position and movements of the aircraft to detect an anomaly, and / or can control the control elements via the supervisor.
    According to another aspect, the remote assembly can include a positioning device for determining the position and movement of the on-board assembly.
    For example, the remote unit may include a radar monitoring the progress of the aircraft.
    According to a variant, the monitoring of the current behavior of the aircraft is carried out at a remote unit, for example a ground station, having a high level of reliability / safety. If the remote set detects an exit from a trajectory or an erratic trajectory, this remote set can indicate to the supervisor via a wireless connection, for example by radio frequency, to exclude the engaged track then to switch to a healthy computing path. If necessary, the remote unit can take charge of piloting the aircraft.
    The invention also relates to an aircraft provided with at least one piloting member which controls a movement of the aircraft. This aircraft then comprises an automatic piloting system according to the invention, the on-board assembly being embarked on the aircraft.
    This aircraft may have one or more of the following characteristics.
    Thus, the aircraft can be an unmanned aircraft, no pilot being embarked on this aircraft.
    According to another aspect, the piloting members can comprise at least one of the following members: an engine, an aerodynamic surface movable relative to a reference frame of the aircraft.
    The invention also relates to an automatic piloting method for example implemented by an automatic piloting system according to the invention
    This method implementing the following steps during a current flight of the aircraft,
    - the evolution of the aircraft is controlled by one of said computer calculation channels called "engaged track", said engaged track being coupled with said piloting members to control these piloting members,
    - current behavior of the aircraft is monitored with regard to preprogrammed predictive behavior,
    - when said current behavior differs from said predictive behavior, said supervisor decouples said engaged track and said piloting members, and if at least one calculation track has not been engaged during said current flight then said supervisor couples a calculation track having not been engaged during said flight with said steering bodies, this calculation path newly coupled to the steering bodies in turn becoming said engaged track.
    The term "current flight" can refer to a phase from the ignition of the engines to the shutdown of the aircraft engines.
    According to this process, the supervisor disengages the lane engaged in the presence of unforeseen behavior of the aircraft, and if necessary engages another computation lane.
    The process may include one or more of the following features.
    For example, each set of sensors being able to determine data including a position of the aircraft and movement parameters illustrating a movement of the aircraft, said supervisor determines a consolidated position and consolidated movement parameters by analyzing the consistency of said positions and motion parameters provided by the sensors of the sensor sets.
    For example, each set of sensors includes a satellite positioning system providing the position of the aircraft. The position of the aircraft can then be expressed by a latitude as well as a longitude and a height for example.
    In addition, an inertial unit can provide aircraft movement parameters, such as aircraft roll / pitch and yaw angles, angular speeds / accelerations, as well as horizontal and vertical speeds / accelerations.
    By usual analyzes, the supervisor receives the various measured data, and deduces therefrom a consolidated position and consolidated movement parameters. A consolidated repository of sensors with a vote of at least three sets of sensors can make it possible to rule out one set of broken sensors.
    In another aspect, current behavior can be monitored by the supervisor using the consolidated position and the consolidated motion parameters.
    According to another aspect, the predictive behavior can define a trajectory to be followed and limits of movement parameters not to be exceeded, the current behavior being different from the predictive behavior when the aircraft no longer follows said trajectory and / or if at least one of said limits is not respected.
    Each calculation channel is for example programmed so that the aircraft operates in a flight envelope with limits in attitude and angular speeds / accelerations as well as in horizontal and vertical speeds / accelerations. If one of these limits is exceeded, the channel engaged is deselected. An optimal choice of the limits makes it possible to anticipate the fact that the aircraft is in a situation difficult to maintain in flight by the new track engaged.
    According to another aspect, the current behavior can be monitored by a remote unit located outside the aircraft, the remote station indicating to the supervisor if the track engaged must be decoupled from the control members.
    According to another aspect, the supervisor can include a list prioritizing the calculation channels, said supervisor choosing the calculation channel which must be the channel used using said list.
    For example, the supervisor first couples the first calculation channel of this list with the control members. If the supervisor disengages this first calculation channel, the supervisor then couples the second calculation channel from this list, and so on.
    According to another aspect, when the supervisor has decoupled all the calculation channels during the current flight, the supervisor can apply a backup mode by himself controlling said control members to hover the aircraft while waiting for piloting by a remote assembly not present in the aircraft, said remote station communicating with said supervisor to pilot the aircraft.
    An emergency mode can be activated in the event of failure of all the calculation channels, or of an exit from the flight envelope that cannot be recovered by a normal stabilization method.
    This emergency mode can make it possible to catch the vehicle in the event of an abnormal attitude, by resetting it in hovering flight while awaiting recovery by the deported unit.
    Optionally, when the supervisor has decoupled all the calculation channels, during the same flight, the supervisor can control said piloting members to follow a preprogrammed procedure.
    An emergency mode can be activated in the event of failure of all the calculation channels so that the supervisor applies an automatic procedure programmed in this supervisor. According to such an automatic procedure, the supervisor can pilot the aircraft to descend it at a controlled speed to an emergency landing zone.
    The invention and its advantages will appear in more detail in the context of the description which follows with examples given by way of illustration with reference to the appended figures which represent:
    FIG. 1, a diagram illustrating an aircraft having an automatic piloting system, and
    - Figure 2, a diagram illustrating an aircraft having an autopilot system provided with an on-board assembly and a remote assembly.
    The elements present in several separate figures are assigned a single reference.
    FIG. 1 shows an aircraft 1 provided with an automatic pilot system 20. This aircraft 1 may be an aircraft piloted by a human, or even an aircraft without a human UAV pilot.
    This aircraft 1 may be provided with lift surfaces, of the rotor blade 5 type, wing, tail, fin, flap 7, etc. In addition, the aircraft may be provided with engine members 2, of the combustion engine type. , electric motor .... For example, the aircraft 1 comprises at least one rotor 4 provided with blades 5, the rotor being rotated by an installation comprising at least one motor.
    Consequently, the aircraft 1 is provided with piloting members 10 making it possible to pilot the developments of this aircraft 1 in space. Such control members 10 can include at least one motor
    2. In a complementary or alternative manner, the control members 10 can include at least one aerodynamic surface 5, 7 which is movable relative to a reference frame of the aircraft, such as for example a rotor blade 5 of variable pitch rotor or a movable flap 7.
    Consequently, the automatic pilot system 20 makes it possible to act on the piloting bodies without the intervention of a pilot on board the aircraft.
    Thus, this automatic pilot system 20 is provided with an on-board assembly 25 present in the aircraft 1. This on-board assembly 25 comprises at least one control member controlling at least one pilot member 10. Usually, a control member control 30 may take the form of at least one actuator capable of moving an aerodynamic surface, and for example an actuator 31 of the jack type acting on the angle of incidence of a flap. In a complementary or alternative manner, a control member 30 may comprise at least one actuator acting on the pitch of a blade, and for example a servo control 32 moving a blade possibly via a set of swashplates and a connecting rod. In a complementary or alternative manner, a control member 30 may comprise at least one fuel injection system 33 supplying fuel to an engine 2, or any other system making it possible to control an engine 2.
    In general, the aircraft can comprise conventional control members and control members without departing from the scope of the invention.
    In addition, the automatic pilot system 20 comprises several calculation channels 50 independent of each other, and in particular at least two calculation channels 50. FIG. 1 illustrates an automatic pilot system having three calculation channels 50, FIG. 2 illustrating an automatic pilot system having two calculation channels 50.
    The expression “calculation channel” designates a calculation unit, or a computer, generating control orders intended for the control members 30. Thus, each calculation channel can apply a stored algorithm to pilot the aircraft in order to follow a preprogrammed trajectory.
    A calculation channel can for example comprise at least one processor 51 associated with at least one memory 52, at least one integrated circuit, at least one programmable system, at least one logic circuit, these examples not limiting the scope given to the expression "calculation channel".
    The calculation channels can be of a known type and can have a moderate level of security / reliability, such as for example a level known by the acronym DAL.
    The calculation channels 50 can respectively be independent computers, or can jointly be parts of a computer. For example, each calculation channel is an electronic card of the same computer.
    In addition and with reference to FIG. 1, the automatic piloting system 20 comprises several sets of redundant and independent sensors 40 from each other. Each set of sensors 40 has sensors for evaluating a position of the aircraft 1 and a movement of the aircraft 1. For example, each set of sensors 40 includes a positioning system 41 positioning the aircraft 1 in the terrestrial reference system and an inertial unit 42.
    For example, each calculation channel 50 is connected to the sensors of a single set of sensors 40 which is dedicated to it. Thus, each calculation channel can use the information transmitted by the associated set of sensors to comply with a preprogrammed flight plan.
    The automatic piloting system also includes a supervisor 60. This supervisor 60 is functionally independent of the calculation channels. The expression “supervisor” designates a computing unit, or a calculator, which can in particular apply a stored algorithm making it possible to ensure that the aircraft follows the preprogrammed trajectory in the computing channels 50
    A supervisor 60 can for example comprise at least one processor 61 associated with at least one memory 62, at least one integrated circuit, at least one programmable system, at least one logic circuit, these examples not limiting the scope given to the expression "Supervisor". The supervisor can have a high DAL security / reliability level, i.e. higher than the reliability / security level of the calculation channels 50.
    The supervisor 60 can belong to a computer having the calculation channels 50. For example, each calculation channel and the supervisor are electronic cards of the same computer.
    Supervisor 60 can also constitute fully-fledged equipment separate from the calculation channels.
    The supervisor 60 can be connected to its own set of sensors 40. This set of sensors can also have a positioning system 41 by satellites positioning the aircraft 1 in the terrestrial frame of reference and an inertial unit 42. Consequently, each sensor of a set of sensors 40 can be connected to a single calculation channel 50 or only to the supervisor 60.
    The supervisor 60 makes it possible in particular to couple at most one of said calculation channels 50 at each time to said control members 30. For example, the supervisor is connected to each calculation channel and to the control members, the supervisor transmitting only to the control members 30 orders prepared by a calculation channel. The commands developed by the other calculation channels are ignored.
    By way of illustration, each calculation channel 50 can be connected to the control members 30 by a switch or the like. Supervisor 60 then opens all the switches except one to couple a particular calculation channel to the control members
    30.
    The coupled calculation channel 50 is called “engaged channel”. This engaged path therefore generates commands transmitted to the control members 30, these commands being a function of the data transmitted by the associated set of sensors.
    In addition, the supervisor 60 also has the function of decoupling the engaged track from the control members 30 when the current behavior of the aircraft 1 is different from a predetermined predictive behavior and / or when the set of sensors of a track has failed.
    According to FIG. 1, the supervisor 60 can be programmed to determine whether the current behavior of the aircraft 1 is different from a predetermined predictive behavior.
    According to Figure 2, this function can be performed by a remote unit 70 which is not on board the aircraft. This remote set 70 may include a computer 71 in communication with said supervisor 60 by a non-wired link, such as a radio frequency link for example. The computer may for example comprise at least one processor associated with at least one memory, at least one integrated circuit, at least one programmable system, at least one logic circuit, these examples not limiting the scope given to the expression "computer 71 "
    The remote unit 70 may also include a positioning device 72 for determining the position and movement of the on-board unit. For example, this positioning device can include a radar.
    In a complementary or alternative manner, the remote unit 70 can transmit commands to the supervisor 60, these commands being transmitted to the steering bodies by the supervisor. Piloting of the aircraft can then be done remotely from the remote unit.
    Regardless of the variant and with reference to FIG. 1, this automatic pilot system 20 can apply the method according to the invention.
    According to this method, each calculation channel 50 is programmed so that the aircraft 1 follows a particular flight plan. Likewise, the supervisor 60 and / or if necessary the remote set 70 stores this flight plan. The aircraft must then behave in space called "predictive behavior".
    The expression "predictive behavior" can include a trajectory to follow and limits of movement parameters not to be exceeded. These limits may include attitude limits, and / or angular speed / acceleration limits and / or horizontal and vertical speed / acceleration limits.
    Thus, the calculation channels memorize the trajectory to follow, as well as the limits of movement to respect. The same applies to the supervisor and / or if necessary the deported unit.
    During a flight called "current flight", and for example after programming and activation of the automatic piloting mode, the supervisor 60 couples a particular calculation channel 50 and the control members 30.
    For example, the supervisor 60 stores a list prioritizing the calculation channels 50. The supervisor 60 then couples the first calculation channel of this list with the control members 30.
    The calculation path coupled to a given instant is called the "engaged path". The movement of the aircraft is then controlled by this engaged track.
    Therefore, the current behavior of aircraft 1 is monitored, and compared to the preprogrammed predictive behavior.
    According to a first embodiment, the current behavior is monitored by the supervisor 60.
    For example, the supervisor 60 uses the data transmitted by the sensors 41, 42 of the set of sensors in communication with this supervisor. Using the raised position, the supervisor 60 determines whether the aircraft is following the programmed trajectory, except for a position margin. In addition and using its inertial unit 42, the supervisor 60 verifies that the aircraft complies with the limits imposed. For example, the supervisor checks that low and high limits in angular speeds / accelerations as well as low and high limits in horizontal and vertical speeds / accelerations are respected. If so, the supervisor believes that the current behavior is consistent with the expected predictive behavior.
    Alternatively, the supervisor 60 can receive the data collected by the sensors from all the sets of sensors. By a usual statistical method, the supervisor 60 determines a consolidated position and consolidated movement parameters by analyzing the consistency of the positions and movement parameters supplied by the sensors of the sets of sensors 40. The current behavior is then monitored by the supervisor 60 using the consolidated position and the consolidated movement parameters.
    According to a second embodiment, the current behavior is monitored by a remote assembly 70 located outside the aircraft
    1. If applicable, the remote set 70 indicates to the supervisor 60 if the current behavior is not in accordance with the predictive behavior or if the current behavior is in accordance with the predictive behavior.
    Whatever the embodiment and when the current behavior differs from the predictive behavior, the supervisor 60 decouples the engaged track and the steering bodies 10.
    Eventually any calculation path that was started during the current flight can no longer be started again thereafter.
    If at least one calculation channel 50 has not been engaged during the current flight, said supervisor 60 couples such a calculation channel 50 with the piloting members 10. If necessary, the supervisor can couple the calculation channel which is located after the channel engaged in the memorized list of calculation channels.
    The calculation path 50 newly coupled to the control bodies 10 becomes the new path engaged.
    On the other hand, when the supervisor 60 has decoupled all the calculation channels 50 during said current flight, the supervisor 60 can apply a backup mode.
    According to a first alternative, the supervisor 60 is programmed to control the control members 30 itself. For example, the supervisor generates orders to hover the aircraft 1, while awaiting piloting by an assembly remote 70 not present in the aircraft 1. Therefore, a pilot can for example use the remote set 70 to remotely pilot the aircraft.
    According to a second alternative, the supervisor 60 can control the steering members 10 to follow a preprogrammed procedure, for example a landing procedure on a stored base.
    Naturally, the present invention is subject to numerous variations as to its implementation. Although several embodiments have been described, it is understood that it is not conceivable to identify exhaustively all the possible modes. It is of course conceivable to replace a means described by an equivalent means without departing from the scope of the present invention.
    权利要求:
    Claims (16)
    [1" id="c-fr-0001]
    1. Autopilot system (20) for an aircraft (1), said autopilot system (20) comprising an on-board assembly (25) intended to be on-board in said aircraft (1), said on-board assembly (25) comprising at least one control member (30) intended to pilot at least one piloting member (10) of said aircraft (1) which controls a movement of the aircraft (1), characterized in that said on-board assembly (25) comprises:
    - several sets of sensors (40) redundant and independent of each other, each set of sensors (40) comprising sensors (41, 42) for evaluating a position of the aircraft (1) and a movement of the aircraft ( 1),
    - several redundant and independent calculation channels (50), each calculation channel (50) being connected to the sensors of a said set of sensors (40) and receiving data from these sensors,
    - a supervisor (60) connected to the sensors of a said set of sensors (40), the supervisor (60) having the function of coupling at most one of said calculation channels (50) to said control members (30), the channel coupled calculation computer (50) being called “engaged channel” and being intended to generate commands transmitted to the control members (30) according to said received data, said supervisor (60) having the function of decoupling said engaged track from the control members when a current behavior of the aircraft (1) is different from a predetermined predictive behavior.
    [2" id="c-fr-0002]
    2. Autopilot system according to claim 1, characterized in that each set of sensors (40) is connected to a single calculation channel (50) or only to the supervisor (60).
    [3" id="c-fr-0003]
    3. Autopilot system according to any one of claims 1 to 2, characterized in that each set of sensors (40) comprises a positioning system (41) positioning said aircraft (1) in the terrestrial frame of reference and an inertial unit (42).
    [4" id="c-fr-0004]
    4. Autopilot system according to any one of claims 1 to 3, characterized in that said autopilot system (20) comprises a remote assembly (70) which is not intended to be taken on board the aircraft ( 1), said remote assembly (70) having a computer (71) in communication with said supervisor (60) by a non-wired link.
    [5" id="c-fr-0005]
    5. Autopilot system according to claim 4, characterized in that said remote assembly (70) comprises a positioning device (72) for determining the position and movement of the on-board assembly.
    [6" id="c-fr-0006]
    6. Aircraft (1) provided with at least one piloting member (10) which controls a movement of the aircraft (1), characterized in that said aircraft (1) comprises an automatic piloting system (20) according to the 'any one of claims 1 to 5, said on-board assembly (25) being on-board the aircraft (1).
    [7" id="c-fr-0007]
    7. Aircraft according to claim 6 characterized in that said aircraft (1) is an unmanned aircraft, no pilot being on board this aircraft (1).
    [8" id="c-fr-0008]
    8. Aircraft according to any one of claims 6 to 7, characterized in that said piloting members (10) comprise at least one of the following members: an engine (2), an aerodynamic surface (5, 7) movable relative to to an aircraft repository.
    [9" id="c-fr-0009]
    9. Method of automatic piloting with an automatic piloting system (20) according to any one of claims 1 to 5, this method implementing the following steps during a current flight of the aircraft (1):
    - control of the evolution of the aircraft (1) by one of said calculation channels (50) called “engaged track”, said engaged track being coupled with said piloting members (10) to control these piloting members (10) ,
    - monitoring of current behavior of the aircraft (1) with regard to preprogrammed predictive behavior,
    - when said current behavior differs from said predictive behavior, said supervisor (60) decouples said engaged track and said steering members (10), and if at least one calculation track (50) has not been engaged during said current flight then said supervisor (60) couples a calculation channel (50) which was not engaged during said flight with said piloting members (10), this calculation channel (50) newly coupled to the piloting members (10) becoming at its turn said lane engaged.
    [10" id="c-fr-0010]
    10. Method according to claim 9, characterized in that, each set of sensors (40) determining data including a position of the aircraft (1) and movement parameters illustrating a movement of the aircraft (1), said supervisor (60) determines a consolidated position and consolidated movement parameters by analyzing the consistency of said positions and movement parameters supplied by the sensors of the sets of sensors (40).
    [11" id="c-fr-0011]
    11. Method according to claim 10, characterized in that said current behavior is monitored by the supervisor (60) using the consolidated position and the consolidated movement parameters.
    [12" id="c-fr-0012]
    12. Method according to any one of claims 9 to
    11, characterized in that said predictive behavior defines a trajectory to be followed and limits of movement parameters not to be exceeded, said current behavior being different from predictive behavior when the aircraft (1) no longer follows said trajectory or if at least one of the said limits is not respected.
    [13" id="c-fr-0013]
    13. Method according to any one of claims 9 to
    12, characterized in that when said supervisor (60) has decoupled all the calculation channels (50) during said current flight, said supervisor (60) applies a backup mode by controlling said control members (30) to put in flight stationary the aircraft (1) awaiting piloting by a remote assembly (70) not present in the aircraft (1), said remote assembly (70) communicating with said supervisor (60) to pilot the aircraft (1).
    [14" id="c-fr-0014]
    14. Method according to any one of claims 9 to
    12, characterized in that when said supervisor (60) has decoupled all the calculation channels (50), said supervisor (60) checks
    5 said steering bodies (10) to follow a preprogrammed procedure.
    [15" id="c-fr-0015]
    15. Method according to any one of claims 9 to
    14, characterized in that said current behavior is monitored by
    10 a remote assembly (70) located outside the aircraft (1), said remote assembly (70) indicating to the supervisor (60) whether the engaged track must be decoupled from the control members (30).
    [16" id="c-fr-0016]
    16. Method according to any one of claims 9 to
    15,
    15 characterized in that said supervisor (60) comprises a list prioritizing the calculation channels (50), said supervisor (60) choosing the calculation channel which must be the channel engaged using said list.
    1/1
    51 52
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    法律状态:
    2018-02-23| PLFP| Fee payment|Year of fee payment: 2 |
    2018-08-10| PLSC| Publication of the preliminary search report|Effective date: 20180810 |
    2020-02-19| PLFP| Fee payment|Year of fee payment: 4 |
    2021-02-24| PLFP| Fee payment|Year of fee payment: 5 |
    2022-02-16| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
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    FR1700133A|FR3062730B1|2017-02-08|2017-02-08|SYSTEM AND METHOD FOR AUTOMATICALLY CONTROLLED AIRCRAFT AND AIRCRAFT|
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    EP18151571.9A| EP3361344B1|2017-02-08|2018-01-15|An aircraft autopilot system and method, and an aircraft|
    SG10201800504WA| SG10201800504WA|2017-02-08|2018-01-19|An aircraft autopilot system and method, and an aircraft|
    CN201810122395.0A| CN108398957A|2017-02-08|2018-02-07|Aircraft automated driving system and method and aircraft|
    US15/891,498| US10528046B2|2017-02-08|2018-02-08|Aircraft autopilot system and method, and an aircraft|
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