STATE OF THE ART

During taxiing on the ground, an aircraft must be guided out of the airport according to the indication of the control tower, for example so as to reach a runway or a maintenance hangar. So that taxiing is safe, it is necessary to avoid exit lane or collision with another aircraft or other obstacles that may be on the slopes.

When such guidance is performed manually by the pilot of the aircraft, it may be difficult for it to simultaneously ensure the guidance of the aircraft to a location to achieve according to the instructions of the control tower and mapping the airport, monitoring the position of other aircraft and vehicles on the tracks to avoid collision, and the positioning of the aircraft from the runway to prevent exit lane or any false maneuver near a gate ( "gating"). This is made all the more difficult that the driver usually has limited visual monitoring means the positioning of the aircraft, especially during turns or phases when "gating".

This is particularly true in the case of remote control of remote-controlled drones. The driver of such a drone perceives indeed the environment that the drone through cameras covering a limited field of vision. The quality and resolution of the images transmitted can further be limited to make them compatible with the requirements of live broadcast and wireless. The pilot of a drone also has no perception of acceleration of the aircraft, unlike the pilot of a plane placed in the cockpit.

In addition, the distance between the drone and its driver imposes a significant latency in data exchange. Such latency greatly lengthens the reaction time of the operator and may make it unable to accurately follow a desired trajectory.

Some systems offer to unload the pilot of the aircraft guiding task and achieve an autonomous guidance of the aircraft according to the instructions from the control tower and the absolute position of the aircraft relative to the mapping of 'airport. Such systems require mapping and extremely precise absolute positioning system in order to guide the required accuracy the aircraft on the runways of the airport. These systems calculate a route to follow for the aircraft based on the mapping of the airport, the position of the aircraft and ground control instructions.

These systems are still unable to adapt immediately the trajectory of the aircraft in case of change of the ground control of the set. It is in fact likely to change the transmitted driving orders, for example to avoid collision with another device or send the aircraft to a new point of parking. The aircraft navigation system must allow for immediate application of new ground control's instructions. Gold autonomous guidance systems require in this case the calculation of a new route for the aircraft and require a delay in the consideration of these new instructions.

There is therefore a need for a method for guiding reducing pilot workload during taxiing and making precise guiding of the aircraft while allowing consideration at any time without delay new taxiing instructions.

PRESENTATION DE L'INVENTION

The present invention relates in a first aspect to a method of guiding an aircraft on a rolling area of ​​an airport implemented by a data processing device with a guiding system, characterized in that comprises steps of:

- determining at least one possible future trajectory of the aircraft as a function of the topography of the driving area in the vicinity of the aircraft,

- receiving at least one command relating to the path to be followed by the aircraft,

- selecting a path to follow from said possible future trajectories determined and according to said received command,

- guiding the aircraft along the selected path to be followed and wherein when the aircraft is in an area free evolution of the rolling area in which it can operate freely, said possible future trajectories are determined corresponding trajectories to a set of predetermined radii of curvature, said received command is a command relating to a radius of curvature, and the selected path is to follow the possible future trajectory corresponding to the controlled radius of curvature.

Such a process allows for a precise guidance of the aircraft that do not require the driver a choice of path, adjustable at any time. Moreover, the pilot can thus impose a radius of curvature of its choice to impose an automatic guidance of the trajectory along the corresponding aircraft.

When the aircraft is in a linear evolution zone of the running zone in which the aircraft follows a path from a set of predefined trajectories, said possible future trajectories can be determined from the set of predefined trajectories, said received command can be an order of a direction to be followed by the aircraft at an intersection ahead, and the path to be followed selected in said intersection may be possible future path oriented along said direction.

So the driver can specify in advance the direction that the guide has to take the aircraft to the next intersection.

In a first implementation mode, said predefined trajectories can be stored as a mapping of the geo rolling zone and said possible future trajectories may be determined based on an absolute position of the aircraft and said mapping .

Such a first implementation mode will guide the aircraft very accurately, without depending on the perception by the aircraft systems in its environment.

In a second implementation mode, said data processing device being capable of being connected to at least one sensing device of indicators on the ground, said predefined trajectories are defined by at least one indicator to the ground, and said trajectories possible future are determined from measurement data measured by said at least one detection device.

Such a second implementation mode enables a self-guidance of the aircraft without depending on an external positioning system.

The method of the first aspect may further include an area detecting step wherein the data processing device determines whether the aircraft is positioned in a linear evolution zone or a free evolution zone of the rolling area based on an absolute position of the aircraft and a map of the geo rolling zone.

The processing device can determine the guide mode to be applied according to its position on the airport.

Said data processing device being capable of being connected to at least one marker detection device on the ground, the method of the first aspect may further include an area detecting step wherein the data processing device determines whether the aircraft is positioned in a linear evolution zone or a free evolution zone of the rolling zone from measurement data measured by said marker detection devices on the ground.

This allows the processor to determine the guidance mode to apply without having to know its absolute position.

The aircraft being positioned in an area free evolution of the rolling area, the said path selecting step to follow the method of the first aspect may comprise the selection of a future trajectory of the possible future trajectories determined according to said received command, detecting an intersection between said selected future trajectory and a boundary between said free development zone and a linear zone of deployment of the rolling area, and determining the path to be followed by correcting the selected future path so that the path to be followed intersects said boundary to an end of a predefined trajectory said linear evolution area.

This ensures that the aircraft will be positioned with respect to the predetermined path that will be followed when entering a linear guiding region.

Said correction of the selected future trajectory may be performed based on a minimum radius of curvature of the trajectory of the aircraft.

This will not impose an impossible guiding the aircraft set to go because of a bend radius impossible to meet.

The method of the first aspect may further comprise a trajectory display step to be followed on an image of the topography of the driving area in the vicinity of the aircraft.

Such a display enables the pilot to control the path that the aircraft will follow and correct the order to adapt the path if it does not suit him.

At least one of said commands can be a command from a pilot of the aircraft.

At least one of said commands can be manual or voice or touch control.

The pilot can have different input modes in orders, without necessarily having to have a free hand.

Said guiding step of the method of the first aspect may comprise immobilization of the aircraft when a risk of collision of the aircraft with a moving or stationary obstacle located in the vicinity of the aircraft is detected.

So the driver can be discharged from the obstacles monitoring task in the path of the aircraft while ensuring the safety of it.

According to a second aspect, the invention relates to a computer program product comprising code instructions for executing a method according to the first aspect when said program is executed by a processor.

According to a third aspect, the invention relates to a data processing device of a system for guiding an aircraft on a rolling area of ​​an airport, said processing device being characterized in that it comprises:

- a module for determining at least one possible future trajectory of the aircraft as a function of the topography of the driving area in the vicinity of the aircraft,

- a module for receiving at least one command relating to the path to be followed by the aircraft,

- a module for selecting a path to follow from said possible future trajectories determined and according to said received command,

- a guiding module of the aircraft along the selected path to be followed

and wherein when the aircraft is in an area free evolution of the rolling area in which it can operate freely, said possible future trajectories determined are paths corresponding to a plurality of predetermined radii of curvature, said received command is a command relating to a radius of curvature, and the selected path is to follow the possible future trajectory corresponding to the controlled radius of curvature.

Such computer program product and data processing device have the same advantages as those mentioned for the method of the first aspect.

PRESENTATION OF THE FIGURES

Other features and advantages will become apparent from reading the following description of an embodiment. This description will be given with reference to the accompanying drawings in which:

- Figure 1 schematically illustrates an exemplary architecture for implementing a guide method according to the invention;

- Figure 2 is a diagram diagrammatically showing an example of implementation of a method of guiding an aircraft according to the invention;

- Figure 3 schematically illustrates a free development zone and a linear evolution zone of a rolling area of ​​an airport; - Figure 4 illustrates an exemplary implementation of a guidance process according to the invention in a linear evolution area with only a single predefined path;

- Figures 5a, 5b, 5c illustrate an exemplary implementation of a guidance process according to the invention in a linear evolution zone including an intersection;

Figure 6 illustrates an exemplary implementation of a guidance process according to the invention in a free development zone;

- Figures 7a and 7b illustrate examples of the display of the trajectory to be followed;

Figure 8 illustrates an exemplary implementation of a guidance process according to the invention the passage of a free development zone at a linear evolution area.

DETAILED DESCRIPTION

An implementation mode of the invention relates to a method of guiding an aircraft 1 on an airport rolling zone, implemented by a data processing device 2, shown in Figure 1. This sends a self-guiding of the aircraft 1 along a chosen path among several possible paths for the aircraft, for example by the pilot of the aircraft. Unlike existing autonomous guidance processes, the driver can change his choice of course at any time and the aircraft's trajectory can be adapted immediately.

For this, as shown in Figure 2, a determination module 3 of two data processing device may determine when an E1 step of determining at least one possible future trajectory of the aircraft as a function of the topography of the area rolling in the vicinity of the aircraft. A receiving module 4 of the two data processing device may then receive, during a step of

E2 receiving at least one command relating to the path to be followed by the aircraft. A selection module 5 of the two data processing device can then select in a step E3 selection of a path to be followed depending on possible future trajectories determined and the received command. Finally, a guide module 6 of the two data processing device may finally proceed in a guiding step E4 to guide the aircraft along the selected path to be followed.

At least one of the commands received by the data processing device 2 in the relative guiding system may be a command from a pilot of the aircraft 7. This driver can be carried on the unit or remotely, for example in the case of télépilotage a drone or remote piloting an aircraft by ground control during the taxiing phase. The processing device may be connected to a wireless data link 8 by which remote commands can be received. The data processing device can thus receive a command transmitted by the control tower to indicate a change of direction or braking to avoid a collision. The processing device may be connected to an input device 9 for the pilot to enter its orders. This input device may include a touch screen for entering touch controls or a joystick such as a mini-handle for entering manual controls. This input device may also include a microphone and a voice recognition device for the transmission of voice commands, the driver to authenticate and recognize voice commands transmitted by the latter.

The airport rolling zone can be subdivided into two types of areas as shown in Figure 3:

• development of free zones (Z2D) where the aircraft can maneuver freely to reach a breakpoint such

a boarding gate, a parking space, shed etc ..

• linear evolution of zones (Z1 D) in which the aircraft is to follow a path from a set of predefined paths. These areas correspond for example to take-off and landing runways and taxiways ( "taxiing") ( "taxiway") used by aircraft to move between the takeoff and landing runways and areas of development free described above. In such areas the aircraft are expected to follow the paths defined by the airport authorities such as the centerline of such haulage road. These areas may have intersections or junctions at which more paths leading in different directions are allowed for an aircraft.

The steps of determining at least one future path can E1, receiving at least one control on the path to be followed E2 and select a path to follow E3 may be implemented differently depending on the type of area rolling in which the aircraft is located.

When the aircraft is in a linear evolution zone of the running zone in which the aircraft is to follow a path from a set of predefined paths, the determination unit 3 of two data processing device can determine the future trajectories potential of the aircraft from the predefined set of trajectories during the step of determining at least one future trajectory can E1. For this, the determination unit 3 analyzes the portion of the rolling area forward of the aircraft that the aircraft will encounter in the near future during its movement along the predetermined path that is trying to follow. If this portion of the driving area comprises only a single predefined path,

as shown in Figure 4. If the portion of the rolling analyzed area comprises a bifurcation, the different predefined paths downstream of this junction are determined as the possible future trajectories of the aircraft and the data processing device must determine which path forward to the aircraft from the possible future trajectories.

During the step of receiving at least one command relating to the path to be followed E2, the stacker 4 can then receive a pilot controlling a direction to be followed by the aircraft at the next intersection. For example, the receiver module 4 may receive a command instructing it to turn right at the next intersection.

During the step of selecting a path to be followed E3, the selection module 5 can then select as a path to follow this intersection possible future path oriented in the direction to be specified by the received command, as shown in Figures 5a, 5b, 5c.

Once reaching intersection, the guide guiding module 6 while the aircraft along the selected path, the rightmost trajectory for example, from predefined trajectories allowed for the aircraft.

Before each junction, the processing device can determine the different trajectories that the aircraft is likely to borrow and the pilot of the aircraft can specify in advance the path he wants the processor to do follow the aircraft during the guiding step E4.

According to a first implementation mode, the predefined paths are stored as a map of the geo rolling zone. Such mapping may be stored in storage means 10, such as a database, connected to the processing device. The processing device may also be connected to absolute positioning system 1 1 board such as a GPS, or external, such as a ground radar. When the step of determining at

least one future trajectory can E1, possible future trajectories of the aircraft can then be determined based on an absolute position of the aircraft provided by the absolute positioning system 1 1 and said mapping. The determination module 3 may for example detect the position of the aircraft on the mapping, determine the position of the next bifurcation along the predefined path currently followed by the aircraft and analyze the predefined paths indicated on downstream mapping this bifurcation to determine possible future trajectories of the aircraft.

In a second implementation mode, predefined trajectories of the rolling zone are not recorded as a map but are shown directly on the driving areas with indicators on the ground 12 such as painted lines, indicators light, reflectors ... The data processing device can then be connected to at least one detection device 13 of indicators to the ground. These detection devices 13 may include an image sensor and image processing means for recognizing the position indicators gone to deduce the one or more predefined paths present in the image. When the step of determining at least one future path can E1, possible future trajectories of

When the aircraft reaches an intersection without receiving control on the direction to take to the aircraft for this intersection, the processing device may apply a default command, eg go straight. Alternatively, when the input device 9 is a control lever, the position thereof is constantly indicates the steering control to follow the next bifurcation.

7 The pilot, knowing the mapping of the airport and the destination of the aircraft indicated by the control tower, and can

control the direction to take to the aircraft at the next intersection encountered by it on the way to its destination. Once the order entry direction, the driver no longer has to worry about the guidance of the aircraft which is then completely supported by the processing device, at least until the next bifurcation or until discharge of the linear evolution zone in which the aircraft is located. As long as the aircraft did not reach the next junction, the driver can change its direction control, for example to take into account a new set of ground control.

When the aircraft is in an area free evolution no predetermined path is imposed on the aircraft. When the step of determining at least one future trajectory can E1, possible future trajectories determined by the determining module 3 can then be paths corresponding to a plurality of predetermined radii of curvature that can be applied to the aircraft by the driver to rotate. Each radius of curvature can then corresponds a possible future path for the aircraft on the free development zone from its current location, as shown in Figure 6.

During the step of receiving at least one command relating to the path to be followed E2, the stacker 4 can then receive the pilot relative to control a trajectory of radius of curvature to be applied to the aircraft. For example, in the case of a control lever, each possible position of the lever may correspond to a different radius of curvature and possible future trajectories E1 determined in the determining step may correspond to all possible positions of that lever.

During the step of selecting a path to be followed E3, then the selector 5 can select as a path to follow the possible future trajectory corresponding to the controlled radius of curvature. Guiding the aircraft is then performed so

autonomously by the guidance module in the guide step E4 along this path until the commanded radius of curvature is changed, so that the aircraft of the free evolution zone or is stopped.

The method may also comprise a step of detecting E0 zone, implemented by the determining module 3, wherein the data processing device determines whether the aircraft is positioned in a linear evolution zone or a zone free evolution of the rolling area.

In a first implementation, such a detection is carried out based on an absolute position of the aircraft provided by an absolute positioning system 1 1 as described above, and a map of the area rolling georeferenced, such as that stored in the storing means 10 described above.

According to a second implementation mode, the data processing device is connected to at least one detection device 13 of ground markers as described above and such detection is performed from measurement data measured by the detecting devices 13 of ground markers. Such labels may for example be placed on the continuously or regularly rolling zone so that the processing device can constantly determine the type of zone in which the aircraft is based on markers located adjacent to the aircraft. Alternatively such markers are positioned only on the rolling area at the boundary between two areas of different types to prevent the processing device of a zoning if the

The method may comprise a step E5 display of the trajectory to be followed on an image of the topography of the driving area in the vicinity of the aircraft displayed on a display device 14 such as a screen connected to the processing device and placed close to the driver, as shown in Figure 7a and 7b. Such an image may be a 2D top view following a mapping, or a 3D end view of an embedded image-capturing device and connected to the processing device. The pilot can thus check taking into account the order and follow the path that the aircraft will borrow accordingly. The driver can also adjust the order if it discovers that the path that will take the aircraft does not match that he wanted to borrow it.

When the aircraft leaves an area free evolution to fit into a linear evolution zone, the path taken by the aircraft selected based on the last radius of curvature controlled by the driver may bring back the aircraft within the zone linear operation outside of a predefined trajectory in this area. For example, when the aircraft leaves the parking area to embark on a path of "taxiing" it may not be properly positioned in the center of the path of "taxiing". The trajectory of the aircraft must then be adapted by the processor 2 to correspond to a predefined path of the linear evolution zone, for example to place the aircraft on the center line of the rolling path.

For this, as shown in Figure 8, when the aircraft is positioned in a free evolution zone of the rolling area, the step of selecting said path to follow E3 comprises:

• selecting a future path among the possible future trajectories determined on the basis of said received command,

• detecting an intersection between the selected future trajectory and a boundary between said free development zone and a linear zone of deployment of the rolling area,

• and determining the path to be followed by correcting the selected future path so that the path to be followed intersects said boundary to an end of a predefined trajectory said linear evolution area.

The path to be followed by the aircraft is thus adapted so that the aircraft enters the linear evolution zone being aligned in a predetermined path in this area, without the driver having to enter an additional command or to regain control to manual control.

Correcting the selected future trajectory performed by the processing device can be performed based on a minimum radius of curvature of the trajectory of the aircraft. Indeed, in some cases the required correction might exceed the minimum bend radius. The path that would allow the aircraft to match a predefined path can then be followed by the aircraft. To avoid requesting the guide module for guiding the aircraft along a possible path to follow and risking to deceive the driver by displaying a trajectory to be followed by the aircraft is not corresponding to that aircraft will follow in reality

Orders received by the processing device may also include braking controls or acceleration intended to modify the aircraft running speed on the track or directly speed setpoint.

When guiding step E4, the guidance module 6 of the two data processing device can carry out guidance of the aircraft along the path to be followed selected in function of the absolute location of the aircraft and a geo-referenced map of the rolling area, or according to the relative positioning of the aircraft with respect to indicators positioned on the ground along a predetermined path, or alternatively based on embedded sensors for measuring data such as accelerometers, inertial sensors or odometers. To achieve this guidance, the guidance module can actuate the acceleration, braking or direction of the aircraft 15 so as to follow to the aircraft's intended path. The guidance module can generate orders of

The processing device 2 may further comprise or be connected to a collision risk detection module 16. Such a module may comprise one or more sensors for detecting the presence of obstacles near or around the device. The method may comprise a E6 detection step at which the collision risk detection module determines whether at least one obstacle, moving or stationary, located in the vicinity of the aircraft presents a risk of collision with the aircraft. When a risk of collision is detected, the detection module can then control immobilization of the aircraft to avoid collision. The pilot is thus relieved of environmental oversight responsibility of the aircraft to avoid collisions.

The processing device can also control immobilization of the apparatus being in a free area when changing the path to be followed along which it is guided conduit to reach a boundary between the area and an undefined area. Such undefined area may correspond to an area of ​​the airport on which neither device is supposed to run as a median, located beyond the boundaries of the rolling zone. The processing device can thus for instance prevent the aircraft to cross the edges of the rolling zone and ending up in the grass due to pilot error.

Thus pilot workload is lightened during taxiing. It has in fact need only define the directions that the aircraft must be followed for bifurcations in areas of linear guide and the radius of curvature of the trajectory of the aircraft in the free guide zones. The system also allows the driver to change at any time the path of the aircraft to take account of the ground control instructions.

CLAIMS

Method for guiding an aircraft (1) on a rolling area of ​​an airport implemented by a data processing device (2) of a guide system, characterized in that it comprises the steps of:

- determination (E1) of at least one possible future trajectory of the aircraft as a function of the topography of the driving area in the vicinity of the aircraft,

- reception (E2) of at least one command relating to the path to be followed by the aircraft,

- selection (E3) of a path to follow from said possible future trajectories determined and according to said received command,

- guide (E4) of the aircraft along the selected path to be followed

and wherein when the aircraft (1) is in a free area evolution of the rolling area in which it can operate freely, said possible future trajectories determined are paths corresponding to a plurality of predetermined radii of curvature, said control received is a command relating to a radius of curvature, and the selected path is to follow the possible future trajectory corresponding to the controlled radius of curvature.

The method of preceding claim wherein when the aircraft (1) is in a linear evolution zone of the running zone in which the aircraft follows a path from a set of predefined trajectories, said possible future trajectories are determined from the all predefined trajectories, said received command is a command of a

direction to be followed by the aircraft at an upcoming intersection and the path to be followed selected in said intersection is the possible future path oriented along said direction.

The method of claim 2 wherein said predefined trajectories are stored as a map of the geo rolling zone, and wherein said possible future trajectories are determined as a function of an absolute position of the aircraft and said mapping.

The method of claim 2 wherein said data processing device (2) being capable of being connected to at least one detection device (13) of indicators on the ground, said predefined trajectories are defined by at least one indicator ground (12) and said possible future trajectories are determined from measurement data measured by said at least one detection device (13).

Method according to one of the preceding claims further comprising an area detection step (E0) wherein the data processing device (2) determines whether the aircraft (1) is positioned in a linear evolution zone or a free evolution zone of the rolling zone based on an absolute position of the aircraft and a map of the geo rolling zone.

Method according to one of the preceding claims 2 to 5 wherein said data processing device (2) can be connected to at least one detection device (13) of ground markers and further comprising a detection step region (E0) wherein the data processing device determines whether the aircraft is positioned in a zone of linear variation or evolution of free area in the traveling zone from measurement data measured by said device detecting (13) of ground markers.

The method of claim 2 wherein the aircraft (1) being positioned in an area free evolution of the rolling area, the selecting step (E3) of said path to be followed includes selecting a future trajectory among the possible future trajectories determined on the basis of said received command, detecting an intersection between said selected future trajectory and a boundary between said free development zone and a linear zone of deployment of the rolling area and determining the trajectory to be followed by correcting the selected future path so that the path to be followed intersects said boundary to an end of a predefined trajectory said linear evolution area.

Method according to the preceding claim wherein said correction of the selected future path is performed based on a minimum radius of curvature of the trajectory of the aircraft.

Method according to one of the preceding claims further comprising a display step (E5) of the path to be followed on an image of the topography of the driving area in the vicinity of the aircraft.

10. Method according to one of the preceding claims wherein at least one of said commands is a command from a pilot of the aircraft.

January 1 .The method of any preceding claim wherein at least one of said commands is a manual or voice command or touch.

12. Method according to one of the preceding claims, wherein said guiding step (E3) comprises an immobilization of the aircraft when a risk of collision of the aircraft with a moving or stationary obstacle located in the vicinity of the aircraft is detected.

13. A computer program product comprising code instructions for executing a method according to any one of the preceding claims when the program is executed by a processor.

14. A data processing device (2) of a system for guiding an aircraft (1) on a rolling area of ​​an airport, said processing device being characterized in that it comprises:

- a determination unit (3) at least one possible future trajectory of the aircraft as a function of the topography of the driving area in the vicinity of the aircraft,

- a receiving module (4) at least one command relating to the path to be followed by the aircraft,

- a selection module (5) to follow a path from said possible future trajectories determined and according to said received command,

- a guiding module (6) of the aircraft along the selected path to be followed

and wherein when the aircraft (1) is in a free area evolution of the rolling area in which it can operate freely, said possible future trajectories determined are paths corresponding to a plurality of predetermined radii of curvature, said control received is a command relating to a radius of curvature, and the selected path is to follow the possible future trajectory corresponding to the controlled radius of curvature.