WO2021176382A1 - On-board information system for detecting obstacles for an aircraft - Google Patents

Abstract

The present invention relates to an on-board information system for detecting obstacles for an aircraft and/or maritime vessel, in particular for use in boating, comprising at least one first on-board terminal provided with means for passively detecting previously registered obstacles with respect to a determination of the geographical coordinates of the aircraft and/or vessel; a second mobile on-board terminal provided separately from the at least one first terminal; the second mobile terminal being connected so as to communicate with the at least one first terminal and comprising vibrating alert means activated by the at least one signal, characterised in that the first terminal is onboard and provided with means for passively detecting previously registered obstacles with respect to a determination of the geographical coordinates of the aircraft and/or vessel.

Description

Obstacle detection information system for aircraft

The present invention relates to the field of vehicle navigation in a maritime or air environment.

It relates more particularly to an on-board obstacle detection information system for aircraft. The invention thus finds a preferential, but nonlimiting, application in aid to the navigation and piloting of an aircraft.

In the context of the present invention, the generic term “aircraft” encompasses an aerodyne, whether it is fixed-wing such as an airplane or a glider, or else a rotary-wing such as a helicopter or an autogyro. Such an aircraft can be of the light or ultralight motorized (ULM) type, including in particular a fixed-wing multi-axis ULM. An aircraft also includes light so-called "tourist" planes, as well as helicopters, generically dedicated to the transport of people and goods.

Equally advantageously, the present invention relates to an on-board system for the navigation of a ship in the maritime environment, in particular in so-called “pleasure” navigation, with a view to alerting the presence of underwater obstacles. , such as rocks or reefs, shoals, thresholds or even surface obstacles, such as a buoy, or even port infrastructures.

According to the present invention, the generic terms of “ship”, “pleasure craft”, “pleasure watercraft” or “pleasure boat” are used in an equivalent manner and relate to the nautical activity practiced for leisure (pleasure, or pleasure boating), with pleasure watercraft. Mention may be made, for example, and in a nonlimiting manner, as a ship, of the sailboat, the motor boat, the amphibious vehicles, the water motorcycles (jet-ski), the hovercraft, the seaplanes, or even the pocket submarine.

Currently, the navigation of an aircraft or a ship is essentially carried out by a pilot, through a visual observation of the external environment, then carrying out a flight or a navigation known as "on sight", or else by the intermediary of dedicated integrated instruments, then performing a so-called “instrument” flight, or even in a combined manner. Thus, navigation regularly involves piloting operations, according to the environment perceived by the pilot and measured / detected by the instruments, as well as according to other data, such as for example meteorology impacting visibility and flight conditions.

In the context of the present invention, due to the light nature of aircraft and pleasure craft, for reasons of cost and weight, the number of instruments is limited. Such aircraft and ships incorporate at least instruments allowing, on the one hand, to measure or calculate their speed and the direction of movement, on the other hand, to determine their altitude, in particular by means of an altimeter for example of barometric type, and on the other hand possibly, to position them geographically, in particular by means of a location by satellites, for example of the GPS type (for “Global Positioning System”). In addition, such instruments are generally integrated into the cockpit instrument panel, with the already numerous components dedicated to the operation of the aircraft. The navigation of such aircraft and ships is then essentially visual. Consequently, the highest risk for an aircraft or a pleasure craft lies in a collision with an obstacle present in its environment and which would not have been perceived in time by the pilot, in order to rectify its trajectory or to operate. an avoidance maneuver. In particular, certain maneuvers, such as take-off or landing, as well as a hovering flight in a helicopter, or for maritime maneuvers, port entry, exit and channel maneuvers; docking and undocking maneuvers; the maneuvers of mooring, taking or releasing the trunk and mooring; man-overboard recovery maneuvers; maneuvers for launching boats, buoys, nets, etc. ; on tall ships, tacking maneuvers, which were always delicate operations requiring careful preparation; towing, overboard refueling, mail passage or personnel transfer operations; require great piloting precision which is considerably complicated by the limit of the visual field of the pilot or the navigator, in particular because of the blind spots induced by the structure of the aircraft or of the ship.

The invention therefore relates very particularly to aid to navigation by detecting obstacles. More particularly, the invention is aimed at assisting air and maritime navigation by detecting obstacles in aircraft and ships.

There are many instruments ensuring the detection of obstacles near or on the navigation path of an aircraft, but also in particular the detection of other moving objects, for example another aircraft. The invention is however limited to detecting fixed obstacles in the environment, such as for example natural differences in height, such as summits or peaks but also rock walls, or structures, such as high or prominent buildings, or many more infrastructures, such as power lines, antennas or even cranes. It will be noted that certain obstacles are fixed with respect to their geographical position, but may have mobile elements, such as for example a wind turbine or a crane. At present, if it is possible to integrate large-capacity aircraft or ships with instruments providing active detection, such as radar or lidar, or even sonar, such instruments are expensive, energy intensive and above all too bulky and heavy to be integrated or on board in an aircraft or a light ship.

It is recalled that the term “on-board” relates to the autonomous character, namely independent and which can be removably attached to the aircraft, unlike the term “integrated” relating to elements which are an integral part of the aircraft. , requiring a disassembly operation in order to extract them.

The invention is therefore limited to so-called “passive” detection, namely that it does not directly detect obstacles, but makes use of measured data relating to the aircraft or the ship, coming in particular from the instruments present on board or else. on-board terminals, to determine in real time its geographical coordinates cumulating its latitude, longitude and altitude, namely its geographical position in a three-dimensional terrestrial frame of reference. The coordinates of the aircraft are then entered in a cartographic database, including in particular reference marks corresponding to the coordinates of the obstacles listed therein. Such a cartographic database can easily be on board in a light aircraft.

Consequently, in the event of passive detection of obstacles present on the path of the aircraft or in the vicinity, it is possible to alert the pilot, so that he can intervene.

The invention specifically relates to an on-board obstacle detection information system for aircraft. The invention also relates to an on-board ship obstacle detection information system.

An existing system makes it possible to inform the pilot of the detection of an obstacle by means of a warning device, by issuing a warning signal, visually, such as a light on or flashing, with different colors and intensities luminous, and / or audibly, such as an alarm sounding in the cockpit of the aircraft or, due to the surrounding noise, as a ringing or else a message emitted by the audio headset worn by the pilot. In addition, the light intensity and / or the sound volume can be proportionally increased depending on the proximity of the obstacle detected and the urgency of avoiding it. Once alerted, the pilot can then intervene to modify his trajectory and, in particular, to deactivate the emission of the warning signal for the obstacle detected. An example of such an information system is described in particular in document FR 3 014 233.

However, the audible warning, occurring repeatedly depending on the path traveled by the aircraft, for example in an urban environment or near an escarpment with many surrounding obstacles, is likely to cause stress adding to the accuracy. of piloting. In addition, the detection is systematic, periodically alerting the pilot to the obstacles detected, without taking into consideration whether the pilot has already taken knowledge and is aware of certain obstacles.

The visual signal, less anxiety-inducing, is then privileged. In particular, a known solution visually indicates the direction and the distance of a detected obstacle, in particular through the display on a dedicated screen.

However, a visual-only alert depends considerably on the pilot's attention to the warning light, moreover if the pilot is performing a complex maneuver and has to take into account many other flight parameters. In addition, in the case of display on a screen, the correct reading of the information displayed depends on the contrast and can be considerably impaired by the ambient brightness, and possible reflections.

Conversely, a light-only signal does not systematically make it possible to attract the pilot's attention sufficiently, in time to avoid a collision with the obstacle detected. In a related manner, it will be noted that the existing systems provide information on detection during navigation, not taking into account different flight configurations, such as take-off or landing, or even hovering maneuvers.

A problem which the present invention proposes to solve is to overcome the drawbacks of the state of the art by proposing an on-board obstacle detection information system for aircraft or ship making it possible to draw the pilot's attention to said detection performed. In particular, the information system consists of at least a first terminal which can be installed in the passenger compartment of the aircraft, such as the cockpit, said first terminal being coupled to a second portable terminal supplied to the pilot, namely that he wears it permanently. It is this second terminal which has the role of attracting the pilot's attention in the event of detection, by emitting a specific vibratory-type alert signal.

Other complementary terminals can be on-board and coupled to the first terminal, in order to emit additional warning signals, in particular light and / or sound.

Thus, the information system according to the invention is removable, independent of the instruments integrated in the aircraft and / or the ship. It is designed to have a small footprint, so that it can be easily loaded into a light aircraft or a pleasure craft.

The first object of the solution to the problem posed is an on-board obstacle detection information system for aircraft, comprising: at least one first on-board terminal, provided with means ensuring the passive detection of obstacles previously recorded with respect to a determination of the geographical coordinates of said aircraft a second on-board terminal provided portable and provided distinct from said at least one first on-board terminal the second portable terminal being connected in such a way communicating with said at least one first on-board terminal,

said at least one first on-board terminal sending at least one signal to said second portable terminal, as a function of said detection.

Such an information system is characterized in that said second terminal comprises a vibratory alert means activated by said at least one signal.

In a particularly preferred embodiment of the invention, the on-board obstacle detection information system (1) for aircraft (2), comprising: - at least a first terminal (4); - a second on-board terminal (7) provided portable and provided separate from said at least a first terminal (4); - the second portable terminal (7) being connected in a communicating manner with said at least one first terminal (4); - said at least one first terminal (4) sending at least one signal to said second terminal (7) for table, as a function of said detection; - said second terminal (7) comprising a vibratory alert means (9) activated by said at least one signal, characterized in that: - said first terminal (4) is on board and provided with means ensuring the passive detection of obstacles (2) previously recorded with respect to a determination of the geographic coordinates (30) of said aircraft (3).

In another preferred embodiment of the invention, the on-board obstacle detection information system, comprising:

- at least a first terminal; a second on-board terminal provided portable and provided separate from said at least one first terminal; the second portable terminal being connected in a communicative manner with said at least one first terminal; said at least one first terminal sending at least one signal to said second portable terminal, as a function of said detection, said second terminal comprising vibratory alert means activated by said at least one signal; characterized in that: - said first terminal is on board and provided with means ensuring the passive detection of obstacles previously recorded with respect to a determination of the geographical coordinates of said ship. According to another particularly preferred embodiment of the invention, the on-board obstacle detection information vessel system (1) (2), comprising: - at least a first terminal (4); - a second on-board terminal (7) provided portable and provided separate from said at least a first terminal (4); - the second portable terminal (7) being connected in a communicating manner with said at least one first terminal (4); - said at least one first terminal (4) sending at least one signal to said second portable terminal (7), as a function of said detection; - said second terminal (7) comprising a vibratory alert means (9) activated by said at least one signal, characterized in that: - said first terminal (4) is on-board and provided with means ensuring pass detection sive of obstacles (2) previously recorded with respect to a determination of the geographic coordinates (30) of said vessel.

Advantageously, the ship is chosen from the group formed by the sailboat, the motor boat, the amphibious vehicles, the water motorcycles (jet-ski), the hovercraft, the seaplanes, or the pocket submarine.

According to additional, non-limiting characteristics, such an information system can include wireless communication means between said at least one first on-board terminal and said second portable terminal.

Said vibratory alert means may comprise an electric vibrator.

Said second portable terminal may be in the form of a bracelet.

Said information system may comprise at least one additional terminal, provided distinct from said at least one first on-board terminal as well as from said second portable terminal; said at least one additional terminal then comprising at least one visual warning means and / or one audible warning means.

Said visual warning means may comprise a light display in the form of diodes distributed at least in a circular manner; said at least one first on-board terminal then sending at least one signal for switching on at least one of said diodes, as a function of said obstacle detection.

Said information system may include an audible warning means.

Said audible alert means can include without being limiting an audio signaling device powered by piezoelectricity, also known under the name Piezoelectric buzzer (for example, the Sonitron® Buzzer under reference SC 0715 BL).

Advantageously, the preferred alert terminal in ships and in particular pleasure craft will preferably include an audible alert means.

Said information system may comprise a removable fixing means at least of said complementary terminal.

Another subject of the invention is the use of a connected object of the bracelet type as a second portable terminal of the information system combining one and / or the other of the aforementioned characteristics.

Other characteristics and advantages of the invention will emerge from the detailed description which follows and from the non-limiting embodiments of the invention, with reference to the appended figures, in which:

[Fig 1] schematically represents an elevational view of an exemplary geographic location of a helicopter-type aircraft during its navigation in a mapped environment, showing in particular several obstacles;

[Fig 2] schematically represents a topographic view of Figure 1 along the axis passing through the aircraft, showing the differences in altitude between said obstacles;

[FIG. 3] schematically represents a subjective view of a simplified example of the field of vision of a pilot in an aircraft, with regard to the geographical environment of FIG. 1; and

[FIG. 4] diagrammatically represents an example of the architecture of the on-board information system according to the invention, during an implementation with regard to the field of view of FIG. 3.

The present invention relates to an obstacle detection information system 1, hereinafter referred to as “system”.

Such a system 1 is intended to be used within an aircraft 3 and also within a ship, in particular a pleasure craft.

As mentioned above, the term “aircraft” encompasses an aerodyne, whether it is a fixed wing such as an airplane or a glider, or else a rotary wing such as a helicopter or an autogyro. Such an aircraft 3 can be of the light or ultralight motorized (ULM) type, including in particular a multi-axis fixed-wing ULM. An aircraft 3 also includes light so-called “tourist” airplanes, as well as helicopters, generically dedicated to the transport of people and goods.

By way of example, FIGS. 1 to 3 show an aircraft 3 of the helicopter type.

This aircraft 3 is maneuvered by flight personnel, such as a pilot, providing piloting operations, such as take-off and landing, as well as controlling the movements of said aircraft 3 between the two, but also other specific maneuvers, such as for example a hovering flight. Overall, the pilot ensures the navigation of said aircraft 3.

In this context, the system 1 aims to inform the pilot of the detection of obstacles 2, in particular power lines, located in the physical environment of said aircraft 3, namely near or at a certain distance from the trajectory. followed during his travels.

Such obstacles 2 are fixed with respect to the environment. Without limitation, these obstacles 2 can be natural drops, such as summits or peaks but also rock faces, or structures, such as high or prominent buildings, or even infrastructures, such as power lines, pylons supporting power lines, antennas including telecommunications, or cranes. It will be noted that certain obstacles are fixed with respect to their geographical position, but may have mobile elements, such as for example a wind turbine or a crane.

According to the invention, the system 1 is provided on board. This embedded character of the system 1 relates to its autonomous character with respect to the aircraft 3, namely that it is independent and removably attached to the aircraft 3, in particular through the intermediary of the flight personnel, in particular the pilot or the co-pilot, who comes from there. 'take with him in the aircraft 3.

In addition, the autonomy of the system 1 is provided by means of power supply, of the electrical type, such as batteries, preferably rechargeable. These supply means are specific for each of the elements of said system 1.

As such, the system 1 is made up of several different terminals cooperating with one another. These terminals are at least two in number. Such terminals are of the electronic type, integrating electronic components, but also electromechanical components. Such terminals can preferably be computer terminals, such as a cellular telephone, in particular of the “smartphone” type (for “smart phone”), a digital tablet, a laptop computer or even a so-called “connected” object.

Therefore, the system 1 comprises at least a first terminal 4. This first terminal 4 is therefore provided on-board. The first terminal 4 can be a smartphone, a tablet or even a laptop.

In addition, the first terminal 4 is provided with means ensuring the passive detection of obstacles 2 previously recorded with respect to a determination of the geographical coordinates of said aircraft 3, in particular of the power lines.

As mentioned above, so-called “passive” detection consists in using known information, without carrying out direct detection of the obstacles 2 present in the vicinity of the aircraft 3 or on its navigation path.

In particular, the passive detection means can interact with a cartographic database 5 listing said obstacles 2. The base 5 can include the cartographic data of a determined geographic sector, such as a region, a country or even a navigation lane. These cartographic data are previously recorded in the base 5, in particular through an adapted cartography of the geographical sector concerned.

These cartographic data also include reference marks 20 associated with the obstacles 2. Such a reference mark 20 can be defined by geographical coordinates, including the latitude, longitude and altitude of an obstacle 2, defining a point in the terrestrial reference frame. The marker 20 of an obstacle 2 can also include a zone extending along one or more latitudes, along one or more longitudes and along one or more altitudes, then delimiting a space in said terrestrial frame of reference. For example, a mark 20 in the form of a zone can delimit an obstacle 2 from a contour line. (or altitude isopleth) surrounding and defining said obstacle 2, as for a summit or a peak. In addition, said base 5 is of digital type, the cartographic data that it integrates being accessible via a suitable computer manager. Preferably, said database 5 is integrated within the first terminal 4, as can be seen in the example of the architecture of FIG. 4. Consequently, the database 5 is executed on said first terminal 4.

From the cartographic data and the landmarks 20 provided by the base 5, it is necessary to know the position of the aircraft 3, in order to consider that one or more of the obstacles 2 is likely to be located in the vicinity or to interfere. with the trajectory of said aircraft 3 during its navigation.

To do this, the system 1 provides for a determination of the geographical coordinates of the aircraft 3. Such a determination is carried out in real time. Related elements make it possible in particular, through several successive determinations, to establish the trajectory of said aircraft 3, as well as additional data, such as its speed.

In addition, the determination of the geographical coordinates of the aircraft 3 can be carried out by suitable means. According to the preferred embodiment, the first terminal 4 integrates a global means 6 of geographical location, such as a “geo-positioning by satellite”, in particular of the GPS type (for “Global Positioning System” or “global positioning system”). This means 6 makes it possible to determine at a given instant the geographical coordinates of the aircraft 3, namely its latitude, its longitude and its altitude, in the three-dimensional terrestrial frame of reference.

Once determined, the geographical coordinates 30 of the aircraft 3 are compared with the cartographic coordinates, in particular the marks 20 of the obstacles listed. In short, a differential is then obtained, namely the distance of said aircraft 3 with respect to the environment in which it operates, in particular with respect to one or more obstacles 2, in particular power lines. Such a differential can be a combination of one and / or the other of the components of the coordinates, namely in latitude, in longitude and / or in altitude. If this differential is considered to be critical, interfering with or likely to interfere with part of the aircraft 3, then there is a risk of collision.

It will be noted that the critical nature of the differential obtained can correspond to the overshoot below a minimum threshold. In short, this threshold corresponds to the minimum distance authorized between the environment and the aircraft 3 during its navigation. Such a threshold can be configured, in particular as a function of characteristics linked to the type of aircraft 3, in particular as a function of its wing, its wingspan, etc. This threshold can therefore be adapted as a function of the navigation parameters, in particular as a function of the speed of movement of said aircraft 3, but also its direction and direction of movement.

By way of example, the threshold can be modeled numerically in the form of an area delimited by a sphere or preferably by a rectangular or square parallelepiped centered around the aircraft 3, namely centered with respect to its geographical coordinates. This area therefore moves according to the movements of the aircraft 3, as its geographic coordinates are updated. Consequently, an obstacle 2 can be detected if its geographical coordinates are located inside said area.

In addition, the dimensions of the area, such as its radius or even its length, width and height, can be configured and adapted. In particular, the dimensions of the area can be expressed according to a distance, in particular metric, or else according to a unit of temporal measurement, such as minutes or seconds, then depending on the speed and direction of movement of the aircraft 3 .

Therefore, the system 1 provides for transmitting the information of the potential detection of said obstacles 2 concerned, namely one or more obstacles 2 liable to give rise to a risk of collision such as in particular power lines.

To do this, the system 1 includes a second terminal 7.

This second terminal 7 is also on board.

In addition, the second terminal 7 is intended to be portable. In other words, the second terminal 7 is designed to be worn by the pilot, preferably placed in direct contact with a part of the pilot's body, such as the skin. In a nonlimiting manner, the second terminal 7 can be worn at the level of a limb, such as the arm or the wrist, but also the head, or even the neck or the bust.

According to a preferred embodiment, said second portable terminal 7 is in the form of a bracelet 70.

The second terminal 7 is also provided separate from said at least one first on-board terminal 4. In other words, the first terminal 4 and the second terminal 7 are dissociated and physically separated from one another.

Further on, the second portable terminal 7 is connected in a communicative manner with said at least one first terminal 4. In short, at least the first terminal 4 can send information to the second terminal 7 which is able to receive them. Preferably, the first terminal 4 and the second terminal 7 can exchange information.

According to a preferred embodiment, the system 1 comprises means 8 for wireless communication between said at least one first on-board terminal 4 and said second portable terminal 7. Such means 8 of wireless communication can include transmitters / receivers of radio waves, using wireless communication protocols, in particular of the Wifi or BLUETOOTH type. In the specific case of communication by Wifi, a local network of the WPAN type (for “Wireless Personal Area Network”) can be created through the implementation of the ZigBee standard.

The wireless communication means 8 can also allow the first terminal 4 to receive and / or exchange data with said aircraft 3, in particular by means of an on-board computer integrated into said aircraft 3. Alternatively, the first terminal 4 can communicate wired with said aircraft 3, allowing in particular an electrical recharging of the energy supply means of said first terminal 4.

According to the invention, said at least one first on-board terminal 4 sends a signal to said second portable terminal 7, as a function of said detection. In short, if the differential is considered critical, then the first terminal 4 sends at least one signal to the second terminal 7, in order to alert the pilot carrying said second terminal 7, of the proximity of an obstacle 2.

Advantageously, in order to ensure a reliable alert and limiting the constraining aspects for the pilot, the invention provides for emitting vibrations from the second terminal 7 carried by the pilot.

To do this, said second terminal 7 comprises a vibratory alert means 9.

According to the preferred embodiment, said vibratory alert means 9 comprises an electric vibrator, or also referred to as a “vibrator”. This vibrator can be of any type, in particular a piezoelectric actuator or an “unbalance motor”. This vibrator can be miniaturized, in order to be integrated into the second terminal 7, in particular in the case of a bracelet 70.

In addition, the vibratory alert means 9 is activated by said at least one signal. In short, on reception of the signal by the second terminal 7, the means 9 start to vibrate.

It will be noted that characteristics of the vibration can be configured to modulate said vibration. For example, it is possible to configure the number of successive vibrations, the duration of each vibration and the time lapse between two successive vibrations. In addition, the parameterization of said characteristics can be carried out upstream by the wearer of the second terminal 7, in particular from said first terminal 4. The second terminal 7 then comprises an internal memory which makes it possible to record the parameterized values of said characteristics of the vibration. to be activated when the said signal is received by the first terminal 4. Thus, the pilot feels the second terminal 7 vibrate, indicating to him to pay attention to an obstacle 2 located nearby, which he can then search and / or directly view, in particular via the first terminal 4.

As such, said first terminal 4 can comprise a screen 10. This screen 10 can then optionally display the cartographic data of the base 5, including the references 20, as well as the determined geographical coordinates of said aircraft 3. In particular, the data. cartographic maps are displayed in a centered manner with respect to the geographic coordinates of said aircraft 3.

Subsidiarily, as can be seen in FIG. 4, the markers 20 can comprise virtual models, in the form of icons or images displayed on the screen 10. The icons of the markers 20 can be linked to the type of obstacle 2. , such as for example a triangle for a vertex, a square for a structure or building, stars linked by lines for the pylons of an electric line, etc.

In addition, the first terminal 4 can make it possible to change the view on the screen 10, passing between an elevation view, an altimetric view or even a three-dimensional view. In a complementary manner, the first terminal 4 can integrate an interface making it possible to configure one or other of the preceding elements. This interface can be accessed by means of the touch screen 10 then provided. Such an interface is software, in the form of a computer application executed on said first terminal 4.

According to one embodiment, the system 1 comprises at least one additional terminal 11.

This additional terminal 11 is therefore on-board.

In addition, said additional terminal 11 is provided separate from said at least one first on-board terminal 4 as well as from said second portable terminal 7. It is then a third terminal.

Preferably, said at least one complementary terminal 11 comprises at least one visual warning means 12. In short, the means 12 make it possible to be seen by the pilot. The complementary terminal 11 then serves as a display.

The visual warning means 12 can be of any type and can be in the form of one or more lamps, of any color.

According to one embodiment, said visual warning means 12 comprises a light display in the form of diodes 120. The diodes 120 may be of the light-emitting diode type (“LED” or commonly referred to as “LED” for “Light-Emitting Diode”). . In addition, the diodes 120 are distributed around a dial with which the complementary terminal 11 is provided. Further on, the diodes 120 are distributed at least in a circular fashion. According to a preferred configuration, the diodes 120 can be distributed regularly in a single circle, defining angular sectors around said dial. According to other configurations, the diodes 120 can be distributed in several concentric circles. In particular, a diode 120 can be positioned in the center of the dial, making it possible in particular to serve as an indicator for the underside and / or for the top of the flight plan of the aircraft, in particular by modifying the color of this central diode.

Indeed, the lighting of one or more diodes 120 makes it possible to indicate a direction with respect to the orientation of said complementary terminal 11. To do this, said at least one first on-board terminal 4 sends at least one ignition signal of at least one of said diodes 120, as a function of said obstacle detection 2.

According to one embodiment, said ignition signal may comprise a code identifying the diode or diodes to be lit, as well as their color, as a function of the direction and of the distance of the obstacle 2 detected with respect to the position of the. aircraft 3. For example, the diodes 120 can be numbered and the code then comprises the number of each diode 120 to be lit, as well as the color chosen, in particular red or green.

Said ignition signal sent from the first terminal 4 to the complementary terminal 11 therefore makes it possible to activate the visual warning means 12 and to light one or more of its diodes 120. This ignition takes place as a function of the detection. previously carried out of one or more obstacles 2 and of its position relative to the aircraft 3. In short, the diode 120 to be switched on is determined as a function of the geographical coordinates of the aircraft 3 and of one or more landmarks 20, or again as a function of the components of the differential (s) then considered as critical.

Consequently, the communication means 8 then ensure the transmission of information at least from the first terminal 4 to said at least one additional terminal 11.

FIG. 3, showing in a simplified manner a subjective view of the pilot with regard to the environment represented in FIGS. 1 and 2, in particular highlights one of the obstacles 2 in the form of a vertex 200. In addition, this vertex 200 is hardly visible to the pilot, due to the fact that it is located partly in a blind spot, behind part of the structure of said aircraft 3. Dotted lines show the non-visible parts of said top 200. In addition, FIGS. 1 and 2 show the proximity of the aircraft 3 with respect to this vertex 200. In this example, the detection step indicates that the vertex 200 is potentially too close to the aircraft 3, namely that the differential between its reference point 20 and the geographic coordinates of the aircraft 3 is below the threshold. Therefore, the position of said vertex 200 being known, through the cartographic coordinates of its reference mark 20, the system 1 makes it possible to send an ignition signal to the complementary terminal 11, in order to light the corresponding diode 120, namely positioned in the lower lower angular sector, so as to indicate the position of said vertex 200 to the pilot. This lit diode 120 is shown diagrammatically in FIG. 3 by a star flash.

It will be noted that the complementary terminal 11 can be oriented relative to the aircraft 3 when it is attached inside the latter. In particular, the complementary terminal 11 can include an indication of its orientation, as visible in FIG. 4 in the form of an arrow affixed to the dial. Preferably, for a better interpretation, this orientation must be aligned or substantially aligned with the front of the aircraft 3.

In addition, as mentioned previously, the first terminal 4 also sends a signal to the second terminal 7, in order to activate its vibration, informing the pilot of the detection of the obstacle 2 located nearby, in the form of the vertex 200. The pilot can then at a glance look at the dial of the complementary terminal 11, to realize the direction of said obstacle 2, then see visually the location of the top 200.

It will be noted that the lighting of one or more of the diodes 120 can be continuous or flashing.

In addition, the color of the diodes 120 can be modified, in particular between green, yellow and red. Preferably, the diodes 120 can be lit in a red or green color. In particular, an ignition of the color red can correspond to an obstacle located in and / or above the flight plan of the aircraft 3, while an ignition of the green color corresponds to an obstacle 2 located below.

These different ignition parameters of the diodes 120 can be combined with each other.

According to another particular embodiment, said third terminal 11 can integrate a similar visual warning means, but digital.

To do this, the third terminal 11 then comprises a screen, in particular of the LCD type (for “Liquid Crystal Display”, namely “liquid crystal display”). This screen then displays a digital graphic model making it possible to indicate the presence of an obstacle 2 detected as at risk, as well as its relative position with respect to said aircraft 3. This graphic model can be of any type and of any color. This graphic model can digitally take over the visual warning means 12, representing disks or polygons distributed in a circle and lit in the direction of the obstacle 2, with the corresponding color. Alternatively, the graphic model can be presented under the shape of an arrow pointing in the direction of said obstacle 2, with an appropriate color, namely red for an obstacle 2 located in and / or above the flight plan and green if it is located below.

Consequently, the signal transmitted by the first terminal 4 comprises data relating to the display of said graphic model on the screen of the third terminal 11.

According to a particular embodiment, said second terminal 7 can also integrate a visual warning means 12. In short, in this scenario, the second terminal 7 can be added, but preferably replace the complementary terminal 11.

According to one embodiment, said visual warning means 12 comprises a light display in the form of diodes 120, as mentioned above. This type of visual warning means 12 operates in a similar fashion, as previously described. Therefore, the signal transmitted by the first terminal 4 for activating the vibration of the second terminal 7 also includes data relating to the display of the visual alert on the second terminal 7.

According to one embodiment, the system 1 comprises an audible warning means 13.

The sound alert means 13 makes it possible to emit a sound, in order to alert the pilot to the detection of a potentially dangerous obstacle 2.

To do this, the sound alert means 13 may comprise one or more electroacoustic transducers, in particular of the loudspeaker type.

The sound can be a continuous alarm. The sound may be short sounds, such as beeps, made periodically.

The duration of the sound can be modified, in particular the period of the beeps can be reduced proportionally to the reduction in the distance separating the aircraft 3 from the obstacle 2 considered.

The acoustic intensity of the sound, namely its sound volume, can be modified, in particular increased in proportion to the reduction in the distance separating the aircraft 3 from the obstacle 2 considered. In addition, the sound volume level can also be configured by the user.

According to the example of architecture visible in FIG. 4, the sound alert means 13 can be integrated into an additional terminal 14. This additional terminal 14 is therefore on-board. This additional terminal 14 is then separate from the first terminal 4 and from the second terminal 7, or possibly even from the additional terminal 11.

Consequently, the communication means 8 then ensure the transmission of information at least from the first terminal 4 to said at least one additional terminal 14. According to an alternative embodiment, the sound alert means 13 can be integrated into one or the other of the first terminal 4, the second terminal 7 or possibly the complementary terminal 11.

Therefore, a signal can be transmitted to activate the sound alert means 13, depending on the detection of an obstacle 2. This signal can be sent from the first terminal 4, including internally to said first terminal 4 when said alert means 13 is integrated into said first terminal 4.

According to one embodiment, the system 1 comprises a removable fixing means at least of said complementary terminal 11. Preferably, the system can comprise a removable fixing means for each of the terminals among the complementary terminal 11, the first terminal 4 and the second terminal 7, as well as optionally the additional terminal 14.

The removable fixing means can be of any type. In a nonlimiting manner, the removable fixing means may comprise a clip in particular clip-on or of the crocodile type, a strap, a hooking velor, or even a member cooperating in locking with a base fixedly attached to a part of the structure of the aircraft 3, such as the structure of the instrument panel, in particular by means of an adhesive or a suction cup.

The fixing means may comprise a support removably receiving the terminal concerned or be integrated into the latter.

In the case of the second terminal 7 in the form of a bracelet 70, the fixing means is then constituted by the bracelet 70 itself, in particular by a buckle or due to the material provided for elasticity of said bracelet 70.

Thus, the fixing means makes it possible to attach one of the terminals to the structure of the aircraft 3, such as the dashboard, a window or the seat, but also as close as possible to the pilot, in particular on one of his clothes. or on the seat belt or harness. The fixing means also make it possible to attach one of the terminals to an object on board by the pilot, such as a bag or a satchel.

As mentioned above, the second terminal 7 can be a so-called “connected” object, in particular in its form of a bracelet 70.

It will be noted that a “connected” object is connected in a communicative manner with a remote terminal, namely the first terminal 4 in the case of the invention. The connected object then receives information, in the form of signals sent from said first terminal 4. In short, in computer terms, the first terminal 4 plays the role of master (“master”) while the connected object is its slave (slave "). Consequently, the invention also relates to the use of a connected object of wristband type 70 as a second portable terminal 7 of the information system 1 as described above.

Subsidiarily, the complementary terminal 11 can also be a connected object. Likewise, the additional terminal can also be a connected object.

It will be noted that a so-called “connected” object is provided to communicate and interact, in particular through a network of several terminal objects connected to each other, in particular by means of the means 8 of wireless communication. A connected object can also be part of the Internet of Things, in particular through a communication of said first terminal 4 with a telecommunications network, for example a cellular telephone network called “mobile telephone”, connected to the Internet network.

In a nonlimiting manner, the invention can be transposed into the navigation aid for so-called “airliners” or military aircraft.

Similarly, the invention can be transposed into the navigation of a ship in the maritime environment, in particular in so-called “pleasure” navigation, with a view to alerting the presence of submarine obstacles, such as rocks or reefs, shoals, or surface obstacles, such as a buoy, or port infrastructure.

Claims

Claims 1. Obstacle detection information system (1) for aircraft (2), comprising: - at least a first terminal (4); - a second on-board terminal (7) provided portable and provided separate from said at least a first terminal (4); - the second portable terminal (7) being connected in a communicating manner with said at least one first terminal (4); - said at least one first terminal (4) sending at least one signal to said second portable terminal (7), as a function of said detection, - said second terminal (7) comprising a vibratory alert means (9) activated by said at least one signal; characterized in that: - Said first terminal (4) is on board and provided with means ensuring the passive detection of obstacles (2) previously recorded with respect to a determination of the geographical coordinates (30) of said aircraft (3). 2. Information system (1) according to the preceding claim, characterized in that it comprises - means (8) for wireless communication between said at least one first on-board terminal (4) and said second portable terminal (7). 3. Information system (1) according to any one of the preceding claims, characterized in that - said vibratory alert means (9) comprises an electric vibrator. 4. System (1) information according to any one of the preceding claims, characterized in that - Said second portable terminal (7) is in the form of a bracelet (70). 5. Information system (1) according to any one of the preceding claims, characterized in that it comprises - at least one complementary terminal (11), provided distinct from said at least one first on-board terminal (4) as well as from said second portable terminal (7); - said at least one additional terminal (11) comprising at least one visual warning means (12). 6. Information system (1) according to the preceding claim, characterized in that - Said visual warning means (12) comprises a light display in the form of diodes (120) distributed at least in a circular manner; - Said at least one first on-board terminal (4) sending at least one ignition signal of at least one of said diodes (120), as a function of said obstacle detection. 7. Information system (1) according to any one of the preceding claims, characterized in that it comprises- a means (13) for audible warning. 8. Information system (1) according to any one of claims 5 to 7, characterized in that it comprises - A removable fixing means at least of said complementary terminal (11). 9. Use of a connected object of the bracelet type (70) as a second portable terminal (7) of the information system (1) according to any one of the preceding claims.