Procedure and automatic control device for an airborne vehicle in low altitude overflight

• US 5,526,000 A
• Filed: 03/10/1988
• Issued: 06/11/1996
• Est. Priority Date: 07/13/1984
• Status: Expired due to Term

• Current Assignee: Electronique Serge Dassault
• Original Assignee: Electronique Serge Dassault
• Inventors: Chazelle, Xavier, Desvigne, Jean-Pierre
• Primary Examiner(s): Cain, David C.
• Application Number:
  US07/172,304
• Time in Patent Office: 3,015 Days
• Field of Search: 342/407
• US Class Current: 342/407
• CPC Class Codes: G05D 1/0646 to follow the profile of undulating ground

Abstract

The so-called flight path of an aircraft is defined in the form of a set of successive target points (B_i -1, B_i, B_i +1) with a target circle (CB_i) associated with each target point. A navigation envelope (DN) is determined in she direction to this target, and a guidance envelope (DH) is determined in the direction of the next target, for each target point. Normally, the aircraft is in the navigation envelope, and reenters the guidance envelope, then the target circle (B_i) after which it heads in the direction of the navigation envelope associated with the next target. In the contrary case, a mandatory switching envelope (DCF) determines the instant when the aircraft is to orient itself on the next target (B_i +1).

Claims

1. A method for the generation of command signals for an aircraft, said aircraft overflying a region at a low-altitude, said method comprising the steps of:

a) storing in a first memory a set of terrain-data representing topography of said region;

b) storing in a second memory an ordered plurality of sets of at least three digital values, two of said digital values defining the coordinates in an horizontal plane of a target point, and at least another one of said digital values defining a target area surrounding said target point, whereby at least one possible flight path is defined by a sequence of target points,

c) acquiring data representing a current position and a current speed vector of the aircraft;

d) selecting a current target point;

e) determining at least one aiming domain, said aiming domain comprising an angular sector substantially inscribing said target area associated with said current target point, and a bisector of said angular sector passing substantially through said current target point and an adjacent target point in said sequence of target points, with said angular sector expanding towards said aircraft;

f) scanning a plurality of bearing corridors that the aircraft can presently enter, and for each such bearing corridor;

f1) determining, from said set of terrain-data, a corresponding digital performance value, as a function of a predetermined set of criterium including desired aircraft flight altitude, said digital performance value comprising an evaluation of an optimum path amongst possible paths starting along each such bearing corridor;

f2) determining a digital degradation value responsive to the bearing corridor being considered and the said aiming domain, by utilizing a digital degradation function, such degradation function correcting said aircraft toward said aiming domain, correction magnitude being in proportion to any deviation from said aiming domain;

g) determining route components in said horizontal plane of a current commanded route vector, based on the performance and degradation values associated with said scanned bearing corridors and generating therefrom corresponding command signals to the aircraft; and

h) selectively repeating steps c) through g) until said aircraft position satisfies predetermined conditions with respect to said aiming domain.

2. The method according to claim 1, wherein step f1) comprises:

f11) subdividing each said bearing corridor into a plurality of range cells, and defining a maximum bearing deviation;

f12) determining, for each such cell, a digital cost value, as a function of said predetermined set of criterium including the flight altitude; and

f13) determining said digital performance value from the weighted sum of the sequence of cost values encountered when following each possible path starting along said corresponding direction and following step by step said range cells with, at each step, an authorized bearing deviation at most equal to said maximum bearing deviation.

3. Method according to claim 2, wherein step f12) comprises:

f121) detecting, for a current range cell of a current bearing corridor, the current actual flight altitude corresponding to said current range cell;

f122) determining the greatest flight altitude value among all flight altitude values respectively associated with all range cells of said current corridor preceding said current range cell;

f123) comparing said current actual flight altitude and said greatest flight altitude value, and assigning to said current range cell as a current flight altitude value, the larger of said greatest altitude value and said current actual flight altitude;

f124) repeating steps f121) through f123) for all range cells of said current bearing corridor; and

f125) repeating steps f121) through f124) for all bearing corridors.

4. Method according to claim 2, wherein step f13) comprises taking into account, for each range cell of each bearing corridor, a predetermined lateral clearance to obstacle present in at least a corridor adjacent to said each bearing corridor.

5. Method according to claim 2, wherein the weighted sum of the sequence of cost values of step f13) is determined as a hyperbolic function of the range.

6. Method according to claim 1, wherein step g) comprises:

g1) determining terrain-avoidance command signals associated with said route components in said horizontal plane of said current commanded route vector, according to a first predetermined determination scheme;

g2) determining, from said route components in said horizontal plane of said current commanded route vector, terrain-following command signals, according to a second predetermined determination scheme, whereby components of said current commanded route vector in a vertical plane are defined; and

g3) combining said terrain-avoidance commands and said terrain-following commands into said aircraft command signals.

7. Method according to claim 6, wherein said first predetermined determination scheme of step g1) comprises:

defining a straight line passing through the current position of the aircraft and the apex of said angular sector of said aiming domain;

defining an aiming angle between said horizontal current commanded route vector and said straight line;

evaluating whether or not said aiming angle is less than a predetermined maximum value defining a maximum aiming angle;

determining said terrain-avoidance command signals according to one of a first sub-criterium and a second sub-criterium, said second sub-criterium different from said first sub-criterium, depending upon the result of said evaluation; and

wherein said second predetermined determination scheme of step g2) comprises;

determining the horizontal current projection of said current speed vector in said horizontal plane;

defining a so-called "straight line" sector including said horizontal current projection and a predetermined number of directions among said plurality of bearing corridors that the aircraft can presently enter into;

evaluating whether or not said current commanded route vector belongs to said "straight line" sector; and

determining said terrain-following command signals according to one of a third sub-criterium and a fourth sub-criterium, said fourth sub-criterium different from said third sub-criterium, depending upon the result of said evaluation.

8. Method according to claim 1, wherein step e) comprises:

determining a navigation domain and a guidance domain, both domains comprising an angular sector expanding towards said aircraft;

said navigation domain being open and containing a direction passing through the preceding target point and the current target-point;

said guidance domain being closed and having an axis substantially coinciding with the bearing corridor passing through said current target-point and a next target-point; and

said predetermined conditions of step h) comprises;

said aiming domain being said navigation domain, until the aircraft penetrates said guidance domain, in which case said aiming domain is then said guidance domain; and

when the aircraft position satisfies predetermined sub-conditions involving a current target point, considering a next target point as a new current target point at step d), with said aiming domain being then the navigation domain associated to that new current target point.

9. Method according to claim 8, wherein said predetermined sub-conditions comprise one of:

the aircraft penetrating the target area associated with said new current target point and approaching, in a predetermined manner, said axis of said guidance domain; and

the aircraft penetrating a forced switching domain outside said guidance domain, and outside the target area associated to said new current target point, with an upstream limit of said forced switching domain being substantially the bisector of the angle formed by said preceding target point, said new current target point, and said next target point.

10. Method according to claim 8, wherein said degradation function is adapted for enabling a constraining servo-ing command when the aircraft is in said guidance domain, and a flexible servo-ing command when the aircraft is in said navigation domain.

11. Method according to claim 8, wherein said predetermined sub-conditions comprise the aircraft having penetrated said guidance domain and there encountering a threat.

12. Method according to claim 8, wherein boundaries of said navigation domain and of said guidance domain make a predetermined angle with the respective bearing corridors passing through said preceding, current and next target points;

wherein said guidance domain is tangent to the current target area, and is closed, outside of said current target area and opposite to an apex of said guidance domain, by a predetermined curve such that, if the aircraft arrives at a tangent to said curve, said aircraft can stay inside said guidance domain;

wherein said navigation domain passes a first tangency point between the guidance domain and the current target area, on an acute side of the angle formed by said preceding target point, said current target point, and said next target point, said navigation domain being tangent at a second tangency point of the current target area on another side of said angle formed by said preceding target point, said current target point, and said next target point; and

wherein said controlled switching domain includes a downstream side half-plane delimited by a straight line joining said first and second tangency points to the exclusion of said guidance domain and said current target area.

13. Method according to claim 1, wherein step f2) of determining the degradation value comprises:

defining a straight line passing through the current position of the aircraft and the apex of said angular sector of said aiming domain;

determining a first angle between said straight line and the axis of said aiming domain;

determining the temporal derivative of said first angle;

determining the horizontal current projection of said current speed vector in said horizontal plane; and

determining a second angle between said straight line and said horizontal current projection.

14. An apparatus for the generation of automatic command signals for an aircraft, overflying a region at a low altitude comprising:

a first memory means for storing a set of terrain-data representing topography of said region;

a second memory means for storing an ordered plurality of sets of at least three digital values, two of said digital values defining the coordinates in an horizontal plane of a target point, and at least another one of said digital values defining a target area surrounding said tract point, whereby at least one possible flight path is defined by a sequence of target points;

acquisition means for acquiring data representing a current position and a current speed vector of the aircraft;

first processing means for selecting a current target point, and determining at least one aiming domain, said aiming domain comprising an angular sector substantially inscribing said target area associated with said current target point, and a bisector of said angular sector passing substantially through said current target point and an adjacent target point in said sequence of target points with said angular sector expanding towards said aircraft;

a high speed processing means for scanning a plurality of bearing corridors that the aircraft can presently enter into, and for each such bearing corridor said high speed processing means including means for;

determining from said set of terrain-data, a corresponding digital performance value, as a functions of a predetermined set of criterium including the flight altitude, said digital performance value comprising an evaluation of an optimum path amongst possible paths starting along the bearing corridor;

determining a digital degradation value responsive to the bearing corridor being considered and said aiming domain, by utilizing a digital degradation function, such degradation function correcting said aircraft toward said aiming domain where magnitude of any correcting is in proportion to any deviation from said aiming point;

determining route components in said horizontal plane of a current commanded route vector, based on the performance and degradation values associated with said scanned bearing corridors and generating therefrom corresponding command signals to the aircraft; and

control means, selectively responsive to said acquisition means, said first processing means, and said high-speed processing means, for controlling said aircraft until said aircraft positions satisfies predetermined conditions with respect to said aiming domain.

15. Device according to claim 14, wherein said high-speed processing means comprises:

means for determining terrain-avoidance command signals associated with said components in said horizontal plane of said current commanded route vector, according to a first predetermined determination scheme;

means for determining, from said components in said horizontal plane of said current commanded route vector, terrain-following command signals, according to a second predetermined determination scheme, whereby components of said current commanded route vector in a vertical plane are de fined, and

means for combining said terrain-avoidance commands and said terrain-following commands into said aircraft command signals.