• 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 a method and a secure system for controlling (1) an authorized flight envelope of an aircraft (50). Said aircraft (50) comprises a main digital measurement chain (10) of the flight characteristics of said aircraft (50), a flight control system (2) ensuring the automatic piloting of said aircraft (50) and said secure control system ( 1). Said secure control system (1) comprises an analogue standby measurement chain (20) supplying at least one analogue signal depending on said at least one flight characteristic and a toggle device (3) configured so that said control system flight (2) uses said at least one analog signal supplied by said back-up measurement chain (20) to automatically pilot said aircraft (50) as soon as at least one flight characteristic of said aircraft (50) exceeds a predetermined limit of said domain authorized flight. Short figure: figure 1
    公开号:FR3095524A1
    申请号:FR1904264
    申请日:2019-04-23
    公开日:2020-10-30
    发明作者:Lionel Thomassey
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the field of aircraft and more particularly to devices for controlling the attitude and flight height of an aircraft, in particular a drone.
    [0002] The present invention relates to a secure method for controlling a position of an aircraft with respect to the authorized flight envelope and a secure system for controlling a position of an aircraft with respect to the flight envelope. authorized. The present invention also relates to a secure assembly for controlling a position of an aircraft with respect to an authorized flight domain as well as an aircraft comprising such a system. The present invention is in particular applicable to drones.
    [0003] The use of drones, also designated by the acronym “ UAV ” for the English language designation “Unmanned Aerial Vehicle”, has developed considerably in recent years. As a result, drone traffic is likely to become significant, particularly in urban or peri-urban areas.
    [0004] In order to limit the risks of collision between a drone and another aircraft, an airspace management system dedicated to drones and designated by the acronym " UTM " for the designation in English language "Unmanned aircraft system Traffic Management" is being studied in the same way as the existing airspace management system dedicated to aircraft operating in a controlled area and designated by the acronym " ATM " for the designation in English "Aircraft Traffic Management". The airspace dedicated to drones is, for example, limited to flight heights with respect to a reference ground of less than 500 feet, one foot being equal to 0.3048 meters, whereas the airspace dedicated to aircraft is located at heights flight from the ground greater than or equal to 500 feet. In the context of this text, the term “flight height” of an aircraft means the distance measured vertically between the aircraft and a reference ground when the aircraft is flying over the ground. The term “flight height” of an aircraft also means its altitude when the aircraft flies over the sea.
    [0005] In order to stay in the airspace authorized by the UTM management system, a drone generally has a device to control its flight height. However, drones sometimes leave their dedicated airspace to find themselves in the airspace dedicated to aircraft following a failure of the flight height control device or a loss of a maximum flight height setpoint corresponding to the ceiling. flight of the drone, or because of a strong gust of wind for example.
    [0006] In addition, a drone is subject to a risk of being crushed on the ground when the drone assumes attitudes corresponding to significant attitude angles and then fails to regain a substantially horizontal attitude. Indeed, other functions, in particular the deployment of a parachute or an airbag, can be reliably triggered only with a substantially horizontal attitude of the drone.
    [0007] Drones in service to date are in fact piloted by a so-called “simplex” flight controller, ie non-redundant, and connected to a single inertial unit, or even to several inertial units.
    [0008] In order to limit the risk of accidents, the flight controller of a drone tends today to have a high level of security quantified by a level of criticality designated by the acronym " DAL ", for the designation in English language "Design Assurance Level", more or less high depending on the security devices it includes.
    [0009] However, non-certified inertial units can be connected to a flight controller regardless of its DAL criticality level. Such inertial units can limit the improvement in securing provided by a secure flight controller.
    [0010] In addition, the prior art includes numerous pieces of equipment making it possible to determine the orientations and/or movements of a vehicle, in particular an aircraft, as well as navigation aid devices for these vehicles.
    [0011] For example, document FR 1525230 describes a stabilization device and an apparent vertical detector making it possible to stabilize a mobile platform in rotation around an axis so that this platform remains perpendicular to the apparent vertical. The apparent vertical detector comprises an oscillating pendulum, an inertia wheel rotating around an axis integral with the pendulum and an angular sliding coupling means generating a braking torque and arranged between this axis and the inertia wheel. The stabilization device comprises a servo circuit, an electric motor and a gear train rotating the mobile platform in order to perform this stabilization.
    [0012] Document EP 3361344 describes a piloting system for an aircraft, in particular a drone, comprising several sets of sensors, redundant and independent, several calculation channels, redundant and independent, and a supervisor. The sets of sensors are intended to evaluate the position and the movements of the aircraft, each calculation channel being connected to the sensors of a set of sensors. The supervisor couples a single calculation channel to the flight components of the aircraft and decouples this calculation channel when a current behavior of the aircraft is different from a predetermined predictive behavior.
    [0013] Finally, the document US 1372184 describes a device for detecting and measuring the angular speed of a boat around an axis, by eliminating the disturbances of the movements around other axes. This device has two gyroscopes, a differential mechanism and a compensation device. The two gyroscopes rotate in opposite directions and combine their tilting movements by means of the differential mechanism. The compensation device neutralizes the disturbance forces not eliminated by the differential mechanism. This boat does not in fact belong to the technical field of the invention.
    [0014] The prior art also comprises devices making it possible to determine the atmospheric pressure, in particular to estimate the barometric altitude or else the flight height of an aircraft. For example, a mercury barometer has a U-shaped tube closed at one end and open at the other end. The tube contains mercury and a gas confined to the closed end of the tube. Mercury moves with changes in the atmospheric pressure of the surrounding atmosphere.
    [0015] There are also gas barometers that do not contain mercury. Atmospheric pressure is measured using an enclosed volume of gas that compresses or expands based on atmospheric pressure.
    [0016] Furthermore, a drone may include emergency functions, also called “back-up” in English, for stabilizing the angles of the drone in roll and pitch and for limiting its flight ceiling. These functions are often performed by software, with or without redundancy, but sensitive to many disturbances of all kinds.
    [0017] The limitations of the prior art in the field of drones are therefore of several orders. In particular, the level of security of a drone can be ensured by the use of several redundant, dissimilar flight controllers monitored by a supervisor in order to compensate for electrical or electronic failures. However, in the event of software problems or even electronic jamming in particular, the function guaranteeing compliance with the flight ceiling may no longer be functional and/or reliable, possibly leading the drone to enter the airspace of aircraft or any simply to leave its authorized flight zone.
    [0018] The subject of the present invention is therefore a secure method for controlling a position of an aircraft with respect to an authorized flight domain as well as a secure system for controlling a position of an aircraft with respect to vis-à-vis the authorized flight envelope making it possible to overcome the limitations mentioned above.
    [0019] The authorized flight range of an aircraft, and of a drone in particular, can be limited on the one hand by a flight ceiling, namely by a limitation of a flight height of the aircraft and, on the other hand by a set attitude established by a limitation of the angles of attitude of the drone around its roll and pitch axes, as well as possibly a limitation of the angular speeds of the drone, in particular around its yaw axis.
    [0020] According to the present invention, a secure method for controlling a position of an aircraft with respect to an authorized flight envelope comprises the following steps:
    [0021] measurement of a first value of at least one flight characteristic of the aircraft via a main measurement chain of the aircraft, said at least one flight characteristic being exploited by a flight control system of the aircraft to automatically pilot the aircraft, emission of at least one analog signal depending on said at least one flight characteristic of the aircraft via an analog backup measurement chain of the aircraft, application of a first mode of automatic piloting of the aircraft carried out by default by the flight control system by exploiting said first value of at least one flight characteristic of the aircraft to automatically pilot the aircraft, and application of a second mode of automatic piloting of the aircraft produced by the flight control system by exploiting said at least one analog signal to automatically pilot the aircraft as soon as at least one of said at least one flight characteristic of the aircraft exceeds a predetermined limit, or as soon as at least one difference between a first value of a flight characteristic and a second value of said flight characteristic determined from an analog signal is greater than or equal to a predetermined value.
    [0022] The aircraft is for example a drone comprising at least one lift rotor, and in particular a multirotor drone, namely comprising several lift rotors.
    [0023] The flight characteristics of the aircraft include in particular the attitude of the aircraft, namely the angles of attitude of the aircraft around its roll and pitch axes, and/or its position, in particular its height of flight and/or possibly the angular velocities of the aircraft around its roll, pitch and yaw axes. Flight characteristics may also include variations in attitude angles, angular velocities and/or flight height of the aircraft.
    [0024] By default, the flight system of the aircraft uses said first value of each flight characteristic measured by a main measurement chain to automatically pilot the aircraft, in particular during operation without failure and/or without malfunction of the 'aircraft.
    [0025] An aircraft may comprise several main measurement chains operating in a redundant manner in order to compensate for possible breakdowns and/or malfunctions. An aircraft can also comprise several main measurement chains operating in parallel. Median values of the flight characteristics are then determined from the measurements of these main measurement chains or else a voter determines these flight characteristics according to usual methods.
    [0026] A main measurement chain of the aircraft comprises for example one or more inertial units as well as one or more accelerometers. A main measurement chain can be a digital measurement chain.
    [0027] A digital system or process uses and processes physical quantities represented by means of digits or signals with discrete values of a physical quantity. A digital system or process may in particular use a computer program or else a microprocessor or equivalent to process the manipulated data. A digital system or process is to be contrasted with a so-called “analog” system or process.
    [0028] An analog system or process uses and processes physical quantities measured by a continuous function or represented by a signal whose variations are continuous, for example an electric voltage. Further, an analog system or process can process the manipulated data without using any programmable language, computer program or software as well as any microprocessor.
    [0029] As such, a digital system is much more sensitive than an analog system to various disturbances, such as an electrical or electronic breakdown or a computer error, consecutive for example to an electromagnetic disturbance or to electronic jamming, or even to a calculation error or a simple typing error.
    [0030] Therefore, the invention comprises a step of transmitting at least one analog signal carried out by an analog backup measurement chain to perform a backup measurement of at least one of the flight characteristics, or even of all of the characteristics flight systems used by the flight system. A backup measurement chain makes it possible to compensate for a failure or malfunction of the main measurement chain of the aircraft or of the main measurement chains if necessary.
    [0031] In the context of the invention, a backup measurement chain is an analog chain which is advantageously insensitive and more tolerant to electromagnetic disturbances, to electronic jamming, to a computer error or failure.
    [0032] Although being present in the aircraft mainly to compensate for a failure of the main measurement chain or chains, a backup measurement chain provides, continuously and in parallel to the main measurement chain or chains, at least one analog signal function of at least one flight characteristic also measured by the main measurement chain or chains.
    [0033] In addition, an aircraft may comprise several backup measurement chains operating redundantly in order to overcome any breakdowns and/or failures. An aircraft can also comprise several emergency measurement chains operating in parallel, median values of the flight characteristics being determined or else a poller determining at least one flight characteristic from the analog signals supplied by the emergency measurement chains.
    [0034] Furthermore, a flight control system of the aircraft can exploit the flight characteristics of the aircraft considered to be the most reliable among those provided via at least one main measurement chain and at least one emergency measurement chain in order to carry out the automatic piloting of the aircraft in a reliable and secure manner.
    [0035] Thus, the first autopilot mode of the aircraft is by default performed by the flight control system by exploiting a first value of at least one flight characteristic measured by a main measurement chain.
    [0036] However, as soon as a potentially dangerous situation or as soon as a risk of disturbance of the measurement operated by a main measurement chain is identified, the flight control system implements the second mode of automatic piloting of the aircraft by advantageously exploiting the at least one analog signal emitted by an emergency measurement chain in order to carry out the automatic piloting of the aircraft in a safe manner, possibly until an emergency landing if necessary. The method according to the invention thus advantageously constitutes a method for reinforced and secure control of an authorized flight envelope of an aircraft advantageously exploiting flight characteristics considered to be reliable and undisturbed to carry out the second mode of automatic piloting of the aircraft.
    [0037] The second mode of automatic piloting can in particular be carried out when the aircraft approaches a limit of its authorized flight domain, or even leaves this authorized flight domain. This condition is identified when at least one flight characteristic of the aircraft exceeds a predetermined limit of this cleared flight envelope. Thus, as soon as a flight characteristic of the aircraft exceeds a predetermined limit of the authorized flight envelope of the aircraft, the method according to the invention switches from the first mode of automatic piloting to the second mode of automatic piloting.
    [0038] The predetermined limits of this authorized flight envelope can take into account a safety margin with respect to the actual limits of the authorized flight envelope of the aircraft in order in particular to anticipate the departure of the aircraft from the authorized flight envelope . A real limit of the authorized flight envelope is for example a flight ceiling and/or a set attitude defined for example by aeronautical regulations or else the structural limitations of the aircraft.
    [0039] The flight characteristics compared with the predetermined limits of an authorized flight envelope can be provided by a main measurement chain or by a backup measurement chain.
    [0040] The flight characteristics provided by a main measurement chain and by a backup measurement chain can also be compared simultaneously with the predetermined limits of the authorized flight envelope. In this case, as soon as at least one flight characteristic measured by a main measurement chain or else by a backup measurement chain exceeds at least a predetermined limit of the authorized flight envelope, the main measurement chain or chains are ignored. and one or more emergency measurement chains are taken into account for the automatic piloting of the aircraft.
    [0041] The method according to the invention can also, during the second mode of automatic piloting, advantageously pilot a restoration of the attitude of the aircraft below the predetermined limit and/or can ensure compliance with the flight ceiling of the aircraft in the event of exceeding the authorized domain.
    [0042] For example, the aircraft comprising at least one lift rotor driven in rotation by an electric motor, the second mode of automatic piloting can comprise a sub-step of controlling a control unit controlling each electric motor via at least one analog signal to electrically power each electric motor driving a lift rotor. This analog signal is for example an electrical voltage.
    [0043] The control unit designated by the acronym “ ESC ” for the designation in English “Electronic Speed Control” is connected to at least one electric motor. The analog signal is thus used directly during the second mode of automatic piloting by the ESC control unit in order to electrically supply each electric motor. In this way, the aircraft descends at controlled speed thanks to the variation of this electrical voltage representing in particular the flight height until it reaches a flight height substantially equal to the predetermined limit, then the aircraft stabilizes automatically thanks to this electrical voltage at the flight height substantially equal to this predetermined limit.
    [0044] In addition, the switch between the first autopilot mode and the second autopilot mode is advantageously carried out in the event of proximity to the limits of the authorized flight envelope and not on an analysis of the operating state of the main chain of measure.
    [0045] The second mode of automatic piloting can also be carried out following a comparison of one or more flight characteristics measured by a main measurement chain with this or these same flight characteristics provided by at least one backup measurement chain when a a significant difference between them is detected, in particular a difference greater than or equal to the predetermined value.
    [0046] Indeed, such a significant difference greater than or equal to the predetermined value makes it possible to identify the possible presence of a defect or a failure on the main measurement chain. In this way, the method according to the invention advantageously limits the risk that the flight control system exploits flight characteristics whose reliability and precision are not guaranteed for the automatic piloting of the aircraft. The use of an analog signal by the method according to the invention for a “back-up” solution provides an additional layer of security and availability of the aircraft systems.
    [0047] The method according to the invention thus advantageously makes it possible to detect and mitigate on the one hand a risk of leaving the authorized flight envelope and on the other hand a potential failure of the main measurement chain of the aircraft.
    [0048] The comparison of at least one flight characteristic with a predetermined limit of the flight envelope or with another value of this flight characteristic can be done digitally. The analog signal emitted by a backup measurement chain is then transformed into a second digital value in the usual way, for example by an analog/digital converter.
    [0049] The comparison of at least one flight characteristic with a predetermined limit of the flight envelope or else with another value of this flight characteristic can also be done analogically. A first value of at least one flight characteristic measured by a main digital measurement chain is then transformed in the usual way into an analog signal, for example by a digital/analog converter. The analog signal can thus be used directly as emitted by the backup measurement chain.
    [0050] The flight height of the aircraft can be a flight characteristic of the aircraft. The flight height is for example measured by comparing a current atmospheric pressure with a reference pressure in an analog backup measurement chain. The reference pressure corresponds for example to the atmospheric pressure of the air at the take-off area of the aircraft.
    [0051] The transmission step can then include the following steps:
    [0052] variation of an electrical resistance as a function of a difference between the atmospheric pressure outside the aircraft and the reference pressure, and generation of an analog signal proportional to the electrical resistance and, in fact, a function of the flight height of the aircraft with respect to the reference ground.
    [0053] The attitude of the aircraft can also be taken into account by means of a flight characteristic of the attitude angles type. The variations in the angles of attitude of the aircraft can for example be determined respectively by the integration of angular velocities measured around the pitch and roll axes. This integration is for example performed analogically, typically by an operational amplifier. This integration can also be performed digitally.
    [0054] A backup analogue measurement chain of the aircraft comprises for example several gyroscope gyroscopes each provided with a first measurement device supplying an analogue signal making it possible to determine an angular speed and to deduce an attitude therefrom.
    [0055] The transmission step can then include the following steps:
    [0056] generation of at least two analog signals by at least two gyroscope gyroscopes arranged respectively along the pitch and roll axes, determination of angular velocities of the aircraft around the pitch and roll axes from at least two analog signals, and determination of attitude angles by integration of angular velocities.
    [0057] In addition, an analog backup measurement chain of the aircraft may comprise two pendulums oscillating freely respectively around the pitch and roll axes and on either side of an apparent vertical of the aircraft. The apparent vertical of the aircraft is a direction of the apparent weight of the aircraft and is usually defined by a combination of the acceleration of the aircraft and the acceleration of earth gravity.
    [0058] Consequently, a measurement of the oscillations of each pendulum by a second measuring device makes it possible to determine an analog signal proportional to an angle of inclination of the pendulum with respect to an apparent vertical of the aircraft around the axis oscillation of this pendulum, namely the pitch axis or the roll axis. This angle of inclination of the pendulum is equal to an angle of attitude of the aircraft which is thus advantageously determined without calculation, in particular without an integration operation.
    [0059] In addition, the transmission step can then include the following steps:
    [0060] generation of at least two analog signals depending respectively on the angles of inclination of at least two pendulums with respect to an apparent vertical of the aircraft respectively around the pitch and roll axes, determination of the angles of inclination of the pendulums from the at least two analog signals, and determination of the angles of attitude of the aircraft respectively around the axes of pitch and roll equal to the angles of inclination of the pendulums.
    [0061] The aircraft attitude angles around the pitch and roll axes respectively can also be determined respectively by hybridizing the values of the integrals of the angular velocities measured by gyroscope gyroscopes and the values of the pendulum oscillations.
    [0062] The transmission step can include the following steps:
    [0063] generation of at least two analog signals by at least two gyroscope gyroscopes arranged respectively along the pitch and roll axes, determination of angular speeds of the aircraft around the pitch and roll axes from at least two analog signals, generation of at least two analog signals depending respectively on the angles of inclination of at least two pendulums with respect to an apparent vertical of the aircraft respectively around the pitch and roll axes, and determination of the angles of inclination of the pendulums from the at least two analog signals, and determination of attitude angles by hybridization on the one hand of the integrals of the angular velocities of the aircraft around the pitch and roll axes and on the other hand of the angles of inclination of the pendulums.
    [0064] Furthermore, during the transmission step, said at least one analog signal supplied via a backup measurement chain may include at least one analog control signal and at least one analog flip-flop signal. An analog piloting signal is thus dedicated to the second mode of automatic piloting of the aircraft and an analog flip-flop signal is dedicated to the comparison of a flight characteristic of the aircraft with respect to a predetermined limit of the domain of authorized flight or else with respect to a first value of this flight characteristic.
    [0065] The two pendulums previously mentioned can for example respectively provide an analog rocker signal and the gyroscope gyroscopes provide the analog control signals. The second mode of automatic piloting is carried out as soon as an angle of inclination of one of the pendulums, carried by an analog rocker signal, is greater than a first threshold corresponding to a predetermined limit of the authorized flight envelope.
    [0066] A predetermined limit can also take into account a concept of flight height and comprise for example a second threshold and a critical flight height, the second threshold being lower than the first threshold. For example, the second autopilot mode is performed when, on the one hand, the angle of inclination of one of the pendulums is greater than the second threshold and, on the other hand, the flight height of the aircraft is less than a height critical flight.
    [0067] A predetermined limit can also take into account a time value and comprise for example a threshold and a critical duration. For example, the second autopilot mode is carried out when on the one hand a flight characteristic is greater than this threshold and on the other hand if a time required for this flight characteristic of the aircraft to return to a value less than or equal to at the threshold is greater than a critical time.
    [0068] For example, this flight characteristic being the flight height, the second autopilot mode is carried out when on the one hand the flight height is greater than this threshold and on the other hand if a time necessary for the aircraft to regain a flight height less than or equal to the threshold is greater than a critical duration. In this way, the method according to the invention tolerates a momentary overrun in time of the authorized flight ceiling, the critical duration possibly depending on the performance of the aircraft.
    [0069] The present invention also relates to a secure system for controlling the position of an aircraft with respect to an authorized flight envelope, the aircraft comprising:
    [0070] at least one main measurement chain measuring a first value of at least one flight characteristic of the aircraft, and a flight control system ensuring the automatic piloting of the aircraft by exploiting the flight characteristics of the aircraft.
    [0071] The secure control system applies the secure process for controlling an aircraft position with respect to an authorized flight envelope previously described and comprises:
    [0072] at least one analogue backup measurement chain supplying at least one analogue signal depending on said at least one flight characteristic of the aircraft, and a latch device configured to transmit to the flight control system, by default, at least the first value of at least one flight characteristic and a second value of this at least one flight characteristic determined from an analog signal provided by at least one analogue backup measurement chain as soon as at least one flight characteristic exceeds a predetermined limit or as soon as at least one difference between the first value and the second value of a flight characteristic is greater than or equal to a predetermined value.
    [0073] The flip-flop device comprises for example at least one operational amplifier. The flip-flop device can for example be a logic circuit constituting a hysteresis comparator also referred to as a “Schmitt trigger”.
    [0074] In this way, the switch device allows the flight control system to switch from the first autopilot mode to the second autopilot mode as a function of the flight characteristics measured by at least one main measurement chain and by at least one emergency measuring chain.
    [0075] A main measurement chain is preferably digital while a backup measurement chain is analog.
    [0076] A backup measurement chain of the aircraft can comprise a first system for measuring a barometric altitude of the aircraft. This first measurement system comprises for example a first closed chamber containing a fluid at a reference pressure, a second chamber in contact with an atmosphere outside the aircraft and a piston arranged between the two chambers and moving during a variation the current atmospheric pressure of the atmosphere outside the aircraft.
    [0077] The flight height of the aircraft can thus be determined by this first measurement system by comparing the current atmospheric pressure with the reference pressure corresponding, for example, to the atmospheric pressure of the air at the level of the take-off area of the aircraft, this reference pressure possibly being adjustable.
    [0078] The first measurement system can also include a rheostat having a movable terminal connected to this piston. A displacement of the piston thus causes a variation of at least one electrical resistance of the rheostat. The electrical resistance of the rheostat then varies in the presence of a variation in the current atmospheric pressure, and consequently as a function of the flight height of the aircraft.
    [0079] The rheostat is for example connected to the rocker device in order to allow the rocking of the first mode of automatic piloting to the second mode of automatic piloting according to the variation of the electric resistance of the rheostat. The value of the electrical resistance of the rheostat is for example compared with a setpoint value corresponding to a maximum flight height setpoint. An electrical voltage at the terminals of this electrical resistance can also be compared with a reference electrical voltage corresponding to this maximum flight height setpoint.
    [0080] The first measurement system in this case constitutes an analog emergency measurement chain, the flight height of the aircraft being provided by means of a value of an electrical resistance or an electrical voltage varying continuously . In addition, the scale device may be devoid of any computer and software. The comparison can for example be made by means of one or more operational amplifier comparators, flip-flop transistors and/or relays which switch depending on the value of the electrical resistance or else on the electrical voltage at the terminals of this electrical resistance.
    [0081] The aircraft comprising at least one lift rotor driven in rotation by an electric motor, the first measurement system can for example supply as an analog signal an electric voltage to a control box ESC connected to at least one electric motor. This ESC control box is for example integrated into the flight control system of the aircraft. The analog signal is thus used directly by the ESC control box to electrically power each electric motor and allows the aircraft first of all to descend at controlled speed thanks to the variation of this electric voltage until reaching a height of flight substantially equal to the predetermined limit, then to automatically stabilize at the flight height substantially equal to this predetermined limit.
    [0082] According to one aspect, a backup measurement chain of the aircraft can also comprise a second system for measuring the angular speeds, the angles of attitude of the aircraft and the angles of inclination of the aircraft with respect to a vertical apparent from the aircraft. This second measurement system comprises for example at least two gyroscope gyroscopes and two pendulums.
    [0083] This second measurement system optionally comprises three gyroscope gyroscopes in order to provide, as flight characteristics, values of the angular speeds of the aircraft respectively around the pitch axis, the roll axis and the yaw axis. An integration of these angular velocities makes it possible to respectively determine the attitude and yaw angles of the aircraft or else their respective variations.
    [0084] Each pendulum is arranged to oscillate freely around the pitch axis or the roll axis of the aircraft. Each pendulum oscillates, during the movements of the aircraft, on either side of an apparent vertical of the aircraft. The angles of inclination of the pendulums then represent the angles of attitude of the aircraft respectively around the roll and pitch axes.
    [0085] The angles of inclination of the pendulums can be carried by analogue tilt signals used only by the secure control system, and the tilt device in particular, and dedicated to comparing the flight characteristics of the aircraft. The flight control system then uses the attitude angles determined by integrating the angular velocities provided by the gyroscope gyroscopes for piloting the aircraft.
    [0086] The angles of inclination of the pendulums can also be used on the one hand by the secure control system for the comparison of the flight characteristics of the aircraft and on the other hand by the flight control system. The flight control system thus uses the angular velocities provided by the gyroscope gyroscopes as well as the angles of inclination of the pendulums for piloting the aircraft. The pendulums are advantageously used both for piloting the aircraft and for detecting an exit from the authorized flight envelope in an analog manner.
    [0087] Furthermore, the flight control system may comprise a first digital flight control device and a second analog flight control device. The first digital flight control device is used when the flight control system uses a first value of at least one flight characteristic of the aircraft measured by a main measurement chain and the second analog flight control device is used when the flight control system uses at least one analog signal depending on at least one flight characteristic of the aircraft supplied by a backup measurement chain.
    [0088] In addition, a standby measurement chain of the aircraft may comprise several measurement systems for the same flight characteristic of the aircraft. At least two measurement systems can then be used simultaneously for the comparison of the flight characteristics and for the automatic piloting of the aircraft. At least two measurement systems can also be used in different ways, one measurement system supplying at least one analog flip-flop signal dedicated to a comparison of at least one flight characteristic and the other measurement system supplying at least one signal pilot analog dedicated to autopilot.
    [0089] For example, a second measurement system may have three gyroscope gyroscopes and two sets of two pendulums. Thus, a first set of two pendulums provides analog rocker signals and a second set of two pendulums provides analog control signals.
    [0090] According to one aspect, a standby measurement chain of the aircraft is electrically powered autonomously and independently, in particular vis-à-vis a main measurement chain, for example by at least one dedicated electric battery. In this way, a backup measurement chain of the aircraft is powered, including in the event of failure of the power supply device of the main measurement chain. In addition, an emergency measurement chain can include several electric batteries dedicated respectively and independently to the supply of each measurement system that it includes.
    [0091] The present invention also relates to a secure assembly for controlling the position of an aircraft with respect to an authorized flight domain. This secure set includes:
    [0092] at least one main measurement chain measuring a first value of at least one flight characteristic of the aircraft, a secure system for controlling the position of an aircraft with respect to an authorized flight envelope as previously described, and a flight control system connected in particular to the rocker device of the secure control system and ensuring the automatic piloting of the aircraft.
    [0093] The present invention finally relates to an aircraft comprising:
    [0094] at least one lift rotor, and a secure set of control of a position of an aircraft with respect to the authorized flight envelope as previously described.
    [0095] The aircraft is for example a drone comprising at least one lift rotor, and in particular a multirotor drone, namely comprising at least two lift rotors.
    [0096] The invention and its advantages will appear in more detail in the context of the following description with examples given by way of illustration with reference to the appended figures which represent:
    [0097] Figure 1, an aircraft comprising a secure system for controlling its position vis-à-vis an authorized flight envelope, figure 2, a first measurement system of a back-up measurement chain, Figures 3 to 5, a second measurement system of a backup measurement chain, and FIG. 6, a block diagram of a secure process for checking the position of an aircraft with respect to an authorized flight envelope.
    [0098] The elements present in several distinct figures are assigned a single reference.
    [0099] An aircraft 50, represented in FIG. 1, comprises a central body 52, four link arms 53 connected to the central body 52 and four lift rotors 55 respectively supported by a link arm 53. The lift rotors 55 are driven in rotation by four independent motors 54 and allow the propulsion and lift of the aircraft 50. The aircraft 50 is for example a drone. The four motors 54 can be heat engines or even electric motors for example. The aircraft 50 may be of another type and include a different number of rotors and motors without departing from the scope of the invention.
    [0100] A marker (X,Y,Z) is represented in FIG. 1. A longitudinal direction X extends from the rear of the aircraft 50 towards the front of the aircraft 50. A direction of elevation Z is extends from top to bottom perpendicular to the longitudinal direction X. A transverse direction Y extends from left to right perpendicular to the longitudinal X and elevation directions Z. The longitudinal direction X is parallel to the roll axis of the aircraft 50, the Y transverse direction is parallel to its pitch axis and the Z elevation direction is parallel to its yaw axis.
    [0101] The central body 52 comprises a flight control system 2, a main measurement chain 10 measuring the flight characteristics of the aircraft 50 and a secure system 1 for controlling a position of the aircraft 50 vis-à-vis of an authorized flight domain. The main measurement chain 10 is preferably digital and comprises for example one or more inertial units and one or more accelerometers.
    [0102] The central body 52 also comprises a source of energy 56 supplying the four motors 54, for example a fuel tank or else a source of electrical energy depending on the type of motors 54. The central body 52 also comprises a source of energy electrical main 57 electrically supplying the flight control system 2 and the main measurement chain 10 as well as a secondary electrical energy source 58 dedicated to the secure control system 1.
    [0103] The secure control system 1 comprises an analog backup measurement chain 20 and a scale device 3.
    [0104] The secure control system 1 is connected to the main measurement chain 10 and to the flight control system 2. The flight control system 2 is itself connected to the motors 54 driving the lift rotors 55 in order to control these motors 54 as a function of the flight characteristics obtained by the main measurement chain 10 or else by the emergency measurement chain 20 for the automatic piloting of the aircraft 50. The flight control system 2 may comprise a control unit 21 connected to the motors 54 and intended to manage their operation.
    [0105] The flight characteristics of the aircraft 50 measured by the main measurement chain 10 and the backup measurement chain 20 comprise one or more of the following characteristics: the angles of attitude of the aircraft 50 around its roll axes and pitch or their variations, the height of flight of the aircraft 50 or the angular speeds of the aircraft 50 around the axes of roll, pitch and yaw. The main measurement chain 10 and the backup measurement chain 20 can comprise several measurement systems in order to measure these flight characteristics.
    [0106] A secure assembly 40 for controlling a position of an aircraft 50 with respect to its authorized flight envelope then comprises the main measurement chain 10, the flight control system 2 and the secure system 1 for controlling the position of the aircraft 50 with respect to the authorized flight envelope.
    [0107] The emergency measurement chain 20 may comprise a first system 6 for measuring the flight height of the aircraft 50 represented in FIG. 2. The first measurement system 6 comprises a first chamber 61, a second chamber 62, a piston 63 movable arranged between the two chambers 61,62, a rod 64 secured to the piston 63 and a rheostat 60 provided with an electrical resistance 66. The first chamber 61 is closed by a plug 65 and contains a fluid at a reference pressure corresponding at a reference altitude. The second chamber 62 is in contact with an atmosphere external to the aircraft 50 having a current atmospheric pressure.
    [0108] The piston 63 and the rod 64 move jointly during a variation of the current atmospheric pressure. The rod 64 is connected to a movable electrical terminal 69 of the rheostat 60 and induces, during its movement, a variation of the electrical resistance values between respectively the electrical terminals 67,68 of the electrical resistance 66 and the electrical terminal 69, forming the sort an electrical voltage dividing bridge.
    [0109] The reference altitude is for example the altitude of the take-off area of the aircraft 50, the reference pressure being the atmospheric pressure of the air at this take-off area. The flight height of the aircraft 50 relative to the level of the ground from which the aircraft 50 took off is thus measured by this first measurement system 6 in the form of a barometric altitude, by comparing the atmospheric pressure current with the reference pressure.
    [0110] The first measurement system 6 then emits an analog signal, in the form for example of an electrical voltage, depending on this flight height.
    [0111] Alternatively, the emergency measurement chain 20 may comprise a second system 7 for measuring the angular speeds of the aircraft 50 around the roll, pitch and/or yaw axes as well as the attitude angles of the aircraft 50 around the roll axis and the pitch axis, as shown in Figures 3 to 5.
    [0112] The second measurement system 7 can comprise three gyroscope gyroscopes 72-74 and two pendulums 90,91, as represented in FIG. 3. A first gyroscope gyroscope 72 is dedicated to a measurement of an angular speed around the axis of roll. A second gyroscope gyroscope 73 is dedicated to a measurement of an angular velocity around the pitch axis. A third gyroscope gyroscope 74 is dedicated to a measurement of an angular velocity around the yaw axis.
    [0113] The 72-74 gyroscope gyroscopes each comprise an 81-83 base, an 75-77 electric motor driving two coaxial and counter-rotating flywheels 78-80 and a first measuring device 87-89. The axis of rotation of an electric motor 75-77 of a gyroscope 72-74 is perpendicular to the axis corresponding to the angular speed measured by the gyroscope 72-74. Each electric motor 75-77 is rotatable relative to its base 81-83 along an axis of rotation also perpendicular to the axis of the measured angular velocity and perpendicular to the axis of rotation of the electric motor 75-77.
    [0114] Each gyroscope 72-74 comprises a first measuring device 87-89 arranged between the base 81-83 and the electric motor 75-77 of each gyroscope gyroscope 72-74 to measure, for example, an angular speed, an angular position or else a moment in rotation of the electric motor 75-77 with respect to the base 81-83 associated.
    [0115] A first measuring device 87 may comprise a variable angular resistance type encoder arranged at the level of a pivot type connection 101 between the base 81 and the electric motor 75 of the gyrometer 72 as represented in FIG. 4.
    [0116] A first measuring device 87 may comprise a Hall effect sensor or else a piezoelectric sensor, springs 105 being arranged between the base 81 and the electric motor 75 of the gyrometer 72 as shown in FIG. 5.
    [0117] These 72-74 gyroscope gyroscopes can be miniaturized by using electric motors and electric connectors with reduced volumes and masses.
    [0118] During a movement of the aircraft 50 around an axis, the two counter-rotating flywheels 78-80 of a gyrometer 72-74 generate a gyroscopic torque along an axis perpendicular to this axis of movement of the aircraft 50. This gyroscopic torque varies the angular position of the electric motor 75-77 and of the flywheels 78-80 with respect to their base 81-83, when such a movement is possible, and consequently varies the analog signal provided by the first measuring device 87-89 of the gyroscope 72-74. The three signals provided respectively by the first measuring devices 87-89 of the three gyrometers 72-74 thus make it possible to characterize the movement of the aircraft 50 around the roll, pitch and yaw axes. Each first measuring device 87-89 delivers, for example, an electric voltage proportional to the angular speed of the aircraft 50 around one of these axes.
    [0119] The pendulums 90,91 are arranged to oscillate freely on either side of an apparent vertical of the aircraft 50 and around a pivot type connection 95,96 according respectively to the roll axis and the pitch axis . Each pendulum 90.91 is connected to a base 81.82 of a gyrometer 72-73 measuring the angular speed around the roll or pitch axis. A second measuring device 92.93 is arranged between each pendulum 90.91 and the base 81-82. These two second measuring devices 92,93 are for example encoders of the variable angular resistance type delivering electrical voltages proportional to the angular inclinations of the pendulums 90,91 and, in fact, to the angles of attitude of the aircraft 50 around the axes roll and pitch.
    [0120] Each pendulum 90 comprises a body 95 positioned at the end of an arm 97 as shown in Figures 4 and 5. The period of oscillations of a pendulum 90 is a function of the mass of the body 95 and the length of the arm 97 Preferably, a low response time of each pendulum 90,91 is to be preferred while minimizing its dimensions. The choice of a dense material for the body 95 of a pendulum 90 is therefore interesting.
    [0121] The first measurement system 6 and the second measurement system 7 are connected, for example electrically, to the rocker device 3. The first measurement system 6 is in particular connected to the rocker device 3 via electrical terminals 67,68 electrical resistor 66 and electrical terminal 69 connected to rod 64. Second measurement system 7 can be connected to rocker device 3 via first measurement devices 87-89 and/or second measurement devices measures 92.93.
    [0122] The rocker device 3 uses the flight characteristics provided by the first measurement system 6 or the second measurement system 7, namely the flight height, the angular speeds and/or the attitude angles of the aircraft 50, in the form of analog signals, for example electrical resistances or electrical voltages. The rocker device 3 is connected to the flight control system 2 in order to transmit these flight characteristics of the aircraft 50, in the form of an analog signal for example, to automatically pilot the aircraft 50 via the motors 54 of the lift rotors 55.
    [0123] The flip-flop device 3 may comprise one or more operational amplifier comparators, flip-flop transistors and/or relays which switch, for example, according to an electric voltage supplied by the first and/or the second measurement system 6.7. The backup measurement chain 20 thus constitutes an analog measurement chain, the flight characteristics of the aircraft 50 being processed in the form of electrical resistances or electrical voltages varying continuously and without using software or especially microprocessors.
    [0124] The secure control system 1 makes it possible to implement the secure method for controlling a position of an aircraft 50 with respect to an authorized flight envelope, a synoptic diagram of which is shown in FIG. 6. This method involves several steps.
    [0125] During a measurement step 110, a first value of at least one flight characteristic of the aircraft 50 is measured by the main measurement chain 10.
    [0126] During a transmission step 120, at least one analog signal depending on said at least one flight characteristic of the aircraft 50 is transmitted by the emergency measurement chain 20, for example by the first and/or the second measurement system 6.7.
    [0127] Consequently, the secure control system 1, and in particular the rocker device 3, determines whether a first mode or else a second mode of automatic piloting of the aircraft 50 must be undertaken.
    [0128] During a first mode 140 of automatic piloting, the flight control system 2 uses by default the first value of each flight characteristic of the aircraft 50 measured by the main measurement chain 10 in order to pilot the aircraft automatically. 50. This first mode is thus achieved during operation without failure and/or without malfunction detected on the aircraft 50.
    [0129] During a second mode 150 of automatic piloting, the flight control system 2 uses each analog signal supplied by the emergency measurement chain 20 in order to pilot the aircraft 50 automatically as soon as at least one of the flight characteristics of the aircraft 50 exceeds a predetermined limit or else as soon as at least one difference between a first value of a flight characteristic and a second value of said flight characteristic determined from an analog signal is greater than or equal to a predetermined value. The first autopilot mode 140 is then stopped and replaced by the second autopilot mode 150.
    [0130] Thus, the latch device 3 makes it possible, following a comparison of the flight characteristics of the aircraft 50 measured by the main measurement chain 10 and/or the backup measurement chain 20 with each other or else vis-à-vis limits of an authorized flight envelope of the aircraft 50, to switch, when necessary, between the first mode 140 of automatic piloting and the second mode 150 of automatic piloting.
    [0131] During this comparison, the flight characteristics compared with the predetermined limits of the authorized flight envelope can be measured by a single measurement chain from among the main measurement chain 10 and the backup measurement chain 20. The comparison can also use simultaneously the flight characteristics measured by the main measurement chain 10 and by the backup measurement chain 20.
    [0132] The predetermined limits can incorporate a safety margin with respect to the actual limits of the authorized flight envelope.
    [0133] The method thus makes it possible to check whether the aircraft 50 is close to the real limits of this authorized flight envelope, or even whether the aircraft 50 has left this authorized flight envelope. If such is the case, the second mode 150 of automatic piloting is carried out in replacement of the first mode 140 of automatic piloting, the flight control system 2 then exploiting the flight characteristics of the aircraft 50 supplied by the measurement chain of emergency 20. Indeed, these flight characteristics provided in the form of analog signals by the analog emergency measurement chain 20 are less sensitive to disturbances and in fact limit the risk of using unreliable and potentially defective flight characteristics provided by the main measuring chain 10.
    [0134] During this comparison, first values of flight characteristics measured by the main measurement chain 10 can be compared with second values of these same flight characteristics obtained via the backup measurement chain 20.
    [0135] In this way, as soon as at least one difference between the flight characteristics obtained by the main measurement chain 10 and by the backup measurement chain 20 is greater than or equal to a predetermined value, the method switches from the first mode 140 of automatic pilot to the second mode 150 of automatic pilot.
    [0136] Moreover, if it is found that the aircraft 50 is close to the limits of the authorized flight domain, or even has left this authorized flight domain, the flight control system 2 can automatically maintain the aircraft 50 in the domain of authorized flight after having, if necessary, brought the aircraft 50 back into this authorized flight envelope, by using the flight characteristics provided in the form of analog signals by the emergency measurement chain 20.
    [0137] For example, when the flight height of the aircraft 50 is greater than a maximum flight height setpoint, the risk of exceeding the flight ceiling of the authorized flight envelope is detected.
    [0138] For example, when the aircraft 50 is a drone with a remote pilot outside the aircraft 50, the maximum flight height setpoint can be equal to 150 meters for a visually flying drone, that is to say that the drone pilot is located at a short distance from the drone, typically 100 meters, and constantly sees the drone. The maximum flight height setpoint can also be equal to 50 meters for a drone flying in immersion, namely that the pilot of the drone does not necessarily see the drone, but has a vision of the environment of the drone, typically by the intermediary of at least one camera carried by the drone.
    [0139] Preferably, a safety margin of the order of a few meters, typically less than 15 meters, is removed from the maximum flight height setpoint value.
    [0140] In this case, the rocker device 3 uses the flight height measured by the first measurement system 6 and communicates it to the flight control system 2 so that the flight control system 2 uses this flight height to pilot the aircraft 50.
    [0141] In addition, the second mode 150 of automatic piloting can include a control sub-step of the control unit 21 controlling each motor 54 via an analog signal.
    [0142] For example, each lift rotor 55 being driven in rotation by an electric motor 54, the control box 21 receives an electric voltage supplied by the emergency measurement chain 20, and typically the first measurement system 6, this electric voltage being then representative of the flight height of the aircraft 50. The control unit 21 then uses this electric voltage in order to electrically supply each motor 54. Thus, as soon as the flight height of the aircraft 50 exceeds the height setpoint maximum flight height, the aircraft 50 descends at controlled speed thanks to the variation of this electrical voltage up to a flight height substantially equal to the maximum flight height setpoint, then the aircraft 50 automatically stabilizes at a height of flight substantially equal to this maximum flight height setpoint.
    [0143] According to another example, when at least one of the trim angles of the aircraft 50 around the roll and pitch axes is less than a minimum trim angle setpoint or indeed greater than a setpoint angle d 'maximum attitude, the risk of exceeding a setpoint corresponding to a predetermined limit of the authorized flight envelope is detected. The minimum or maximum attitude angle setpoints can be identical, and therefore common, for the pitch and roll axes, or they can be specific and dedicated to each of these axes. A common maximum attitude angle setpoint is for example equal to ±15°. In the particular case of performing an obstacle avoidance maneuver, this common maximum attitude angle setpoint may be equal to ±30°.
    [0144] In this case, the rocker device 3 uses the attitude angles measured by the second measurement system 7 and communicates them to the flight control system 2 so that the flight control system 2 uses these attitude angles to pilot the aircraft 50 so as to bring the aircraft 50 back to attitude angles comprised between the minimum and maximum attitude angle setpoints, then to maintain it at attitude angles comprised between these setpoints.
    [0145] For example, the rocker device 3 can use trim angle values around the roll and pitch axes equal to the angles of inclination of the pendulums 90.91 supplied by the second measuring devices 92.93.
    [0146] The emergency measurement chain 20 can also comprise an integration device 4 determining the values of the attitude angles or of variations in these attitude angles by integrating the angular speed measurements provided by the first measuring devices 87- 89. This integration is done for example analogically, typically by one or more operational amplifiers of the integration device 4.
    [0147] The emergency measuring chain 20 or else the tilting device 3 can also determine the values of trim angles by hybridization of the integral values of the angular velocities and the angles of inclination of the pendulums 90,91.
    [0148] Further, a predetermined limit may have two levels of comparison. Thus, when a first level of comparison is exceeded, the flight control system 2 uses the flight characteristics of the aircraft 50 measured by the emergency measurement chain 20 and pilots the aircraft 50 by possibly slowing down the progression of the flight characteristic deemed to be limiting with respect to the authorized flight envelope. Then, if a second comparison level is exceeded, this second comparison level then being higher than the first comparison level, the flight control system 2 acts automatically in order to bring the aircraft 50 back into the authorized flight envelope and in particular in order to bring this flight characteristic, for example, below the second level of comparison.
    [0149] A predetermined limit can also take into account a time value and comprise for example a threshold and a critical duration. Thus, the second mode 150 of automatic piloting can for example be carried out when on the one hand a flight characteristic is greater than this threshold and on the other hand if a duration necessary for this flight characteristic to return to a value less than or equal to the threshold is greater than a critical time.
    [0150] The predetermined limit may also include a notion of detection of an obstacle in the environment of the aircraft 50 as a secondary condition for performing the second mode 150 of automatic piloting, the aircraft 50 then comprising an obstacle detection device.
    [0151] The secure control system 1 and the method described above advantageously make it possible to ensure mechanical redundancy in the measurement of the flight characteristics of the aircraft 50 with a higher level of reliability than electronic systems and/or using algorithms and software. The secure control system 1 and the method can in particular make it possible to certify aircraft 50, and in particular drones, reaching a level of security and safety sufficient for this aircraft 50, for the other aircraft flying nearby and also for the installations on the ground.
    [0152] Of course, the present invention is subject to many variations in its implementation. Although several embodiments have been described, it is clearly understood that it is not conceivable to identify exhaustively all the possible modes.
    [0153] In particular, any aircraft comprising at least one lift rotor 54 can comprise a secure system 1 for controlling a position of an aircraft 50 with respect to its authorized flight envelope and apply the secure method for controlling a position of an aircraft 50 with respect to an authorized flight envelope previously described.
    [0154] It is of course possible to replace a means described by an equivalent means without departing from the scope of the present invention.
    权利要求:
    Claims (20)
    [0001]
    Secure method for controlling a position of an aircraft (50) with respect to an authorized flight envelope, said method comprising the following steps:measurement (110) of a first value of at least one flight characteristic of said aircraft (50) via a main measurement chain (10) of said aircraft (50), said at least one flight characteristic being operated by a flight control system (2) of said aircraft (50) to automatically pilot said aircraft (50), emission (120) of at least one analog signal depending on said at least one flight characteristic of said aircraft (50) via an analog backup measurement chain (20) of said aircraft (50), application of a first mode (140) of automatic piloting of said aircraft (50) carried out by default by said flight control system (2) by exploiting said first value of at least one flight characteristic of said aircraft (50) to pilot automatically said aircraft (50), and application of a second mode (150) of automatic piloting of said aircraft (50) carried out by said flight control system (2) by exploiting said at least one analog signal to automatically pilot said aircraft (50) as soon as at least one of said at least one flight characteristic of said aircraft (50) exceeds a predetermined limit or else as soon as at least one difference between said first value of a flight characteristic and a second value of said flight characteristic determined from of a said analog signal is greater than or equal to a predetermined value.
    [0002]
    Method according to claim 1, characterized in that said at least one analog signal comprises at least one analog piloting signal and at least one analog flip-flop signal, said at least one analog piloting signal being dedicated to the second mode (150) of automatic piloting of said aircraft (50 ) and said at least one analog flip-flop signal being dedicated to a comparison of said at least one flight characteristic of said aircraft (50) with respect to said predetermined limit of said authorized flight envelope or else to a comparison of said first value d a flight characteristic and a second value of said flight characteristic determined from a said analog signal.
    [0003]
    Process according to any one of Claims 1 to 2, characterized in that said at least one flight characteristic comprises roll and pitch attitude angles of said aircraft (50) respectively around a roll axis and around a pitch axis of said aircraft (50).
    [0004]
    Method according to claim 3,characterized in that said transmitting step (120) is carried out using the following steps:generation of at least two analog signals by at least two gyroscope gyroscopes (72-74) arranged respectively along said pitch and roll axes, determination of angular speeds of said aircraft (50) around said pitch and roll axes from said at least two analog signals, and determining said trim angles by integrating said angular velocities.
    [0005]
    Process according to any one of Claims 3 to 4,characterized in that said transmitting step (120) is carried out using the following steps:generation of at least two analog signals depending respectively on the angles of inclination of at least two pendulums (90,91) with respect to an apparent vertical of said aircraft (50) respectively around said pitch and roll axes, said pendulums ( 90,91) oscillating respectively around said pitch and roll axes and on either side of said apparent vertical of said aircraft (50), determining said angles of inclination of said pendulums (90,91) from said at least two analog signals, and determining said trim angles of said aircraft (50) equal to said angles of inclination of said pendulums (90,91).
    [0006]
    Method according to claim 3,characterized in that said transmitting step (120) is carried out using the following steps:generation of at least two analog signals by at least two gyroscope gyroscopes (72-74) arranged respectively along said pitch and roll axes, determination (122) of angular speeds of said aircraft (50) around said pitch and roll axes from said at least two analog signals, generation of at least two analog signals depending respectively on the angles of inclination of at least two pendulums (90,91) with respect to an apparent vertical of said aircraft (50) respectively around said pitch and roll axes, said pendulums ( 90,91) oscillating respectively around said pitch and roll axes and on either side of said apparent vertical of said aircraft (50), and determining said angles of inclination of said pendulums (90,91) from said at least two analog signals, and determination of said attitude angles by hybridization on the one hand of the integrals of said angular velocities of said aircraft (50) around said pitch and roll axes and on the other hand of said angles of inclination of said pendulums (90,91) in order to determine said trim angles.
    [0007]
    Process according to any one of Claims 5 to 6,characterized in that said second mode (150) of automatic piloting is carried out:as soon as an angle of inclination of one of said pendulums (90,91) is greater than a first threshold, or else when on the one hand said angle of inclination of one of said pendulums (90,91) is greater than a second threshold, said second threshold being lower than said first threshold, and on the other hand a flight height of said aircraft (50) is below a critical flight height.
    [0008]
    Process according to any one of Claims 1 to 7, characterized in that said at least one flight characteristic includes the flight height of said aircraft (50).
    [0009]
    Method according to claim 8,characterized in that said transmitting step (120) comprises the following steps:comparison (131) of an atmospheric pressure outside said aircraft (50) with a reference pressure, said reference pressure being equal to an atmospheric pressure at the level of a take-off area of said aircraft (50), variation (132) of an electrical resistance as a function of a difference between said atmospheric pressure outside said aircraft (50) and said reference pressure, and generating (133) an analog signal proportional to said electrical resistance.
    [0010]
    Process according to any one of Claims 1 to 9, characterized in that said predetermined limit is equal to an actual limit of said authorized flight envelope of said aircraft (50) to which is added a safety margin.
    [0011]
    Process according to any one of Claims 1 to 10, characterized in that said second mode (150) of automatic piloting is performed when a flight characteristic is greater than a threshold and if a time required for said flight characteristic to return to a value less than or equal to said threshold is greater than a critical time .
    [0012]
    Process according to any one of Claims 1 to 11, characterized in that, said aircraft (50) comprising at least one lift rotor (55) driven in rotation by an electric motor (54), said second mode of automatic piloting (150) comprises a sub-step of controlling a control box controlling said motor (54) via said at least one analog signal.
    [0013]
    Secure control system (1) of an authorized flight envelope of an aircraft (50), said aircraft (50) comprising:at least one main measurement chain (10) measuring a first value of at least one flight characteristic of said aircraft (50), and a flight control system (2) providing said automatic piloting of said aircraft (50) by exploiting said flight characteristics of said aircraft (50), characterized in that said secure control system (1) is configured to apply said method according to any one of claims 1 to 12 and comprises:at least one analogue backup measurement chain (20) supplying at least one analogue signal as a function of said at least one flight characteristic of said aircraft (50), and a latch device (3) configured to transmit to said flight control system (2), by default, said first value and a second value of said flight characteristic determined from a said analog signal as soon as at least one flight characteristic of said aircraft (50) exceeds a predetermined limit or as soon as at least one difference between said first value and said second value of said flight characteristic is greater than or equal to a predetermined value.
    [0014]
    System (1) according to claim 13, characterized in that said emergency measurement chain (20) comprises a first measurement system (6) of a barometric altitude of said aircraft (50), said first measurement system (6) comprising a first closed chamber (61), a second chamber (62), a piston (63) and a rheostat (60), said first closed chamber (61) containing a fluid at a reference pressure, said second chamber (62) being in contact with an external atmosphere in which moves said aircraft (50), said piston (63) being arranged between said first and second chambers (61,62) and moving during a variation of an atmospheric pressure of said external atmosphere, said rheostat (60) comprising at at least one electrical resistance (66), said rheostat (60) being mechanically connected to said piston (63) and electrically to said rocker device (3), so that said rheostat (60) supplies an analog signal varying according to the displacement of said piston (63) said device for rocker (3) and/or said flight control system (2).
    [0015]
    System (1) according to any one of claims 13 to 14, characterized in that said standby measurement chain (20) comprises a second measurement system (7), said second measurement system (7) comprising at least two gyroscope gyroscopes (72-74), arranged respectively along axes of roll and pitch, said second measuring system (7) comprising two pendulums (90,91), each pendulum (90,91) being linked to a base (81-82) by a pivot type link around said pitch axis or said roll axis, each gyroscope gyroscope (72-74) being provided with a first measuring device (87-89) providing a first analog signal proportional to said angular speed around said roll or pitch axis, said second measuring system (7) being provided with two second measuring devices (92,93) arranged respectively between a pendulum (90,91) and said base (81-83) and supplying a second analog signal proportional to the angle inclination of said pendulum (90,91) with respect to an apparent vertical of said aé ronef (50).
    [0016]
    System (1) according to claim 15, characterized in that each gyroscope gyroscope (72-74) comprises a base (81-83) and an electric motor (75-77) driving two coaxial and counter-rotating flywheels (78-80), an axis of rotation of said electric motor (75-77) being perpendicular to said axis corresponding to said angular velocity measured by said gyroscope gyroscopes (72-74), said electric motor (75-77) being connected to said base (81-83) by a pivot type arranged perpendicular to said axis corresponding to said measured angular velocity and perpendicular to said axis of rotation of said electric motor (75-77), said gyroscope gyros (72-74) being provided with a first measuring device (87-89) arranged between said electric motor (75-77) and said base (81-83) and providing a first analog signal proportional to said angular velocity.
    [0017]
    System (1) according to any one of claims 13 to 16, characterized in that said emergency measurement chain (20) of said aircraft (50) is electrically powered autonomously and independently by at least one source of electrical energy (58).
    [0018]
    Secure assembly (40) for controlling a position of an aircraft (50) with respect to an authorized flight domain comprising:at least one main measurement chain (10) measuring a first value of at least one flight characteristic of said aircraft (50), a flight control system (2) providing said automatic piloting of said aircraft (50), and a secure system (1) for controlling a position of an aircraft (50) with respect to said authorized flight envelope, characterized in that said secure control system (1) is according to any one of claims 13 to 17.
    [0019]
    Aircraft (50) comprising:at least one lift rotor (55), at least one main measurement chain (10) measuring a first value of at least one flight characteristic of said aircraft (50), and a flight control system (55) providing said automatic piloting of said aircraft (50), characterized in that said aircraft (50) comprises a secure system (1) for controlling a position of an aircraft (50) with respect to said authorized flight envelope according to any one of claims 13 to 17.
    [0020]
    Aircraft (50) according to claim 19, characterized in that said aircraft (50) is a multirotor drone comprising at least two lift rotors (55).
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    同族专利:
    公开号 | 公开日
    EP3742249A1|2020-11-25|
    EP3742249B1|2021-12-29|
    FR3095524B1|2021-03-19|
    US20200341492A1|2020-10-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US1372184A|1918-12-26|1921-03-22|Minorsky Nicolai|Angular-velocity-indicating apparatus|
    FR1525230A|1967-04-03|1968-05-17|Sagem|Improvements made to installations with apparatus sensitive to apparent vertical|
    US4105900A|1977-02-16|1978-08-08|The Boeing Company|Signal selection apparatus for redundant signal sources|
    US20160244161A1|2015-02-23|2016-08-25|Daniel R. McClure|Unmanned aircraft having flight limitations|
    EP3361344A1|2017-02-08|2018-08-15|Airbus Helicopters|An aircraft autopilot system and method, and an aircraft|
    US11079757B1|2017-11-20|2021-08-03|Amazon Technologies, Inc.|Unmanned aerial vehicles to survey locations and collect data about different signal sources|
    US11040780B2|2018-08-07|2021-06-22|Raytheon Technologies Corporation|Inertial energy storage device|
    法律状态:
    2020-04-20| PLFP| Fee payment|Year of fee payment: 2 |
    2020-10-30| PLSC| Publication of the preliminary search report|Effective date: 20201030 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 3 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1904264|2019-04-23|
    FR1904264A|FR3095524B1|2019-04-23|2019-04-23|Method and secure system for controlling the position of an aircraft with respect to the authorized flight envelope.|FR1904264A| FR3095524B1|2019-04-23|2019-04-23|Method and secure system for controlling the position of an aircraft with respect to the authorized flight envelope.|
    EP20168264.8A| EP3742249B1|2019-04-23|2020-04-06|Method and secure system for controlling a position of an aircraft with respect to the field of authorised flight|
    US16/850,296| US20200341492A1|2019-04-23|2020-04-16|Safe method and a safe system for controlling a position of an aircraft relative to the authorized flight envelope|
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