WO2024099968A1 - Procédé pour faire fonctionner un aéronef sans équipage - Google Patents

Procédé pour faire fonctionner un aéronef sans équipage Download PDF

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Publication number
WO2024099968A1
WO2024099968A1 PCT/EP2023/080843 EP2023080843W WO2024099968A1 WO 2024099968 A1 WO2024099968 A1 WO 2024099968A1 EP 2023080843 W EP2023080843 W EP 2023080843W WO 2024099968 A1 WO2024099968 A1 WO 2024099968A1
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WO
WIPO (PCT)
Prior art keywords
flight
user terminal
information
aircraft
pilot
Prior art date
Application number
PCT/EP2023/080843
Other languages
German (de)
English (en)
Inventor
Jörg Brinkmeyer
Original Assignee
Globe UAV GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Globe UAV GmbH filed Critical Globe UAV GmbH
Publication of WO2024099968A1 publication Critical patent/WO2024099968A1/fr

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0047—Navigation or guidance aids for a single aircraft
    • G08G5/0069—Navigation or guidance aids for a single aircraft specially adapted for an unmanned aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0043—Traffic management of multiple aircrafts from the ground
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0095—Aspects of air-traffic control not provided for in the other subgroups of this main group

Definitions

  • the invention relates to a method, preferably a computer-implemented method, for operating an unmanned aircraft.
  • a pre-flight inspection signal is received by a user terminal, for example a smartphone, wherein the pre-flight inspection signal contains information about the performance of a pre-flight inspection.
  • the inputs of a pilot are recorded by an input device in order to receive and/or generate information about the performance of a pilot pre-flight check.
  • the unmanned aircraft is only released for flight operations after the information about the performance of the pre-flight inspection has been checked for completeness and after the information about the performance of the pilot pre-flight check has been checked for completeness.
  • the present invention also relates to a computer program comprising program instructions that cause a computer to carry out the above method. Furthermore, the present invention relates to a computer-readable data carrier with the aforementioned computer program and a device for operating an unmanned aircraft.
  • a system with the aforementioned device and an unmanned aerial vehicle is also the subject of the present invention.
  • the legal requirements regarding the requirements for ensuring the flight safety of such unmanned aircraft are also increasing. This includes, among other things, that, as with a manned aircraft, in addition to the pilot's preflight checks, a preflight inspection must be carried out on the unmanned aircraft. While the pilot's preflight check is carried out by the pilot (pilot in command) and mainly includes flight checkpoints, such as checking the weather conditions and/or determining any emergency landing sites, the preflight inspection is usually a technical inspection of the unmanned aircraft. The preflight inspection must be carried out before each take-off of the unmanned aircraft. The preflight inspection is preferably carried out by a technically qualified aircraft technician. For reasons of flight safety, the legal requirements stipulate that the preflight inspection must be documented in writing. The correct, and in particular complete, documentation is then checked and confirmed again by the pilot upon taking over the aircraft.
  • an unmanned aircraft that is needed to clarify the situation during a fire service operation is regularly remotely controlled by a pilot (in this case a firefighter), with the pilot conveniently located near the site of the operation.
  • the unmanned aircraft on the other hand, is maintained at the home airfield, for example the fire station, and is also subjected to a pre-flight inspection there. To clarify the situation, the unmanned aircraft is then taken over remotely by the pilot if necessary, started remotely and flown to the site of the operation as part of a ferry flight.
  • the invention defines a method for operating an unmanned aircraft, in which the unmanned aircraft is only released for flight operations when the review of information relating to the performance of a pre-flight inspection and the review of information relating to the performance of a pilot pre-flight check have each shown that the pre-flight inspection and the pilot pre-flight check were fully performed and/or correctly documented. Otherwise, the method can be designed to prevent the commencement of flight operations, in particular a take-off process of the unmanned aircraft.
  • a pre-flight inspection signal is received.
  • the pre-flight inspection signal is sent by a user terminal and contains information about the performance of a pre-flight inspection.
  • a "signal" is understood to mean an electromagnetic signal.
  • the signal is designed to transmit information between two devices, for example between the user terminal and a ground control station, in particular to transmit it wirelessly.
  • the user terminal is preferably assigned to an aircraft technician, in particular a single aircraft technician.
  • the user terminal can have a user terminal display device for displaying information, a user terminal input device for recording inputs from the aircraft technician, and/or a user terminal transceiver device for establishing a signal-communicating connection.
  • the user terminal can be, for example, a desktop computer, a laptop, a tablet and/or a smartphone.
  • the user terminal is designed to be able to be operated only by the aircraft technician assigned to the respective user terminal.
  • an aircraft technician identification can be carried out by the user terminal before the user terminal can be used.
  • the user terminal is preferably unlocked by the aircraft technician identification.
  • the aircraft technician identification can be carried out in particular by entering a name/password combination, by facial recognition and/or by fingerprint recognition.
  • the pre-flight inspection can include several inspection points. Individual inspection points can be, for example: switching on the unmanned aircraft, aligning the GPS antennas, checking the quality of the GPS signal received by the unmanned aircraft, checking the functionality of the aircraft propulsion system, checking for any engine running noises, visually inspecting the propellers, checking the functionality of the position lights and anti-collision lights, checking the functionality of any payloads such as a camera, checking the charge status of the aircraft battery, visually inspecting the emergency parachute, checking the functionality of the aircraft's transmitting and receiving equipment, checking the emergency landing function, checking whether an emergency alternate landing site is loaded and/or checking whether any airspace restrictions are loaded.
  • the information on or about the performance of the pre-flight inspection is in particular electronically documented information.
  • the aircraft technician can confirm or acknowledge the performance of an inspection point of the pre-flight inspection on his user terminal and thus document it electronically.
  • an input from the aircraft technician is recorded by the user terminal.
  • the recorded input from the aircraft technician can then be sent as information with the pre-flight inspection signal.
  • the recorded input from the aircraft technician can also be saved as information, preferably on a system server and/or an internal memory of the user terminal.
  • the performance of the entire pre-flight inspection i.e. all inspection points
  • the performance of the entire pre-flight inspection can be recorded using the user device authorized for the pre-flight inspection.
  • all information about the performance of the pre-flight inspection can be transmitted at once using the pre-flight inspection signal.
  • the information on the performance of the pre-flight inspection is checked for completeness according to the invention. This means that when checking the information, an algorithm, for example, determines whether there is corresponding information for each inspection point to be carried out by the aircraft technician. If this is the case, the information on the performance of the pre-flight inspection is classified as complete.
  • missing information on the inspection point “Visual inspection of the emergency parachute” may result in the information on the performance of the pre-flight inspection being classified as incomplete or the performance of the pre-flight inspection being assessed as incomplete.
  • the information on the implementation of the pre-flight inspection is checked for completeness preferably by a computing device, for example the processor of a computer.
  • the computing device can in particular execute a comparison algorithm, preferably a predefined comparison algorithm.
  • the comparison algorithm the information available for each inspection point can be compared with a target value and/or a target value range. If any of the available information deviates from the target value and/or the target value range, the information on the implementation of the pre-flight inspection is assessed as incomplete. If the available information corresponds to the target value and/or the available information is within the target value range, the information on the implementation of the pre-flight inspection is assessed as complete.
  • a pilot input is recorded using an input device.
  • the input device can have a keyboard, a computer mouse, a touchpad and/or a touchscreen.
  • the information on the performance of the pilot pre-flight check is also preferably electronically documented information.
  • the pilot's recorded input can then be stored as information, in particular as electronically documented information, in a memory.
  • the individual checkpoints of the pilot pre-flight check may include, in particular, checking the emergency procedures in the event of an air emergency, checking that the content of the pre-flight inspection documentation is correct, checking the current weather conditions, checking the prevailing wind situation, declaring airworthiness and/or electronically signing a declaration of aircraft acceptance.
  • the information on the implementation of the pilot pre-flight check is checked for completeness.
  • an algorithm determines whether there is corresponding information for each of the checkpoints to be performed by the pilot. If this is the case, the information on the performance of the pilot's pre-flight check is classified as complete.
  • missing information on the checkpoint “Declaration of fitness to fly” may result in the information on the performance of the pilot pre-flight check being classified as incomplete or the performance of the pilot pre-flight check being assessed as incomplete.
  • the information available for the corresponding checkpoint can also be checked whether the information available for the corresponding checkpoint is valid. For example, the information "FALSE" for the checkpoint "Declaration of fitness to fly” can lead to the information on the performance of the pilot pre-flight check being classified as incomplete or the performance of the pilot pre-flight check being assessed as not completed. If all information is valid, the information on the performance of the pilot pre-flight check can be classified as complete.
  • the checking of the information on the implementation of the pilot pre-flight check for completeness is preferably carried out by a computing device, for example the computing device already mentioned above.
  • a comparison algorithm in particular a predefined comparison algorithm, can be carried out.
  • the information available for each checkpoint can be compared with a target value and/or a target value range. If any of the available information deviates from the target value and/or the target value range, the information on the performance of the pilot pre-flight check is assessed as incomplete. If the available information corresponds to the target value and/or the available information is within the target value range, the information on the performance of the pilot pre-flight check is assessed as complete.
  • the unmanned aircraft is only cleared for flight operations when both the review of the information on the pre-flight inspection and the review of the information on the pilot pre-flight check have shown that all information is complete.
  • the unmanned aircraft can only be started and/or take off once it has been cleared for flight operations.
  • the method can be designed to prevent the unmanned aircraft from starting or taking off until the unmanned aircraft is cleared for flight operations. For example, the method can prevent the pilot from accessing the flight controls of the unmanned aircraft if the unmanned aircraft has not yet been cleared for flight operations.
  • the method according to the invention advantageously ensures (or at least facilitates) by technical means that both the pre-flight inspection and the pilot pre-flight check are carried out completely and documented in accordance with the legal requirements.
  • the method according to the invention ensures that the unmanned aircraft can only be operated if all flight safety-relevant checks have been carried out. This has the advantage that the method according to the invention significantly increases flight safety when handling the unmanned aircraft.
  • the method according to the invention can also be carried out analogously for a post-flight inspection or pilot post-flight inspection.
  • an operational readiness request is carried out before receiving the pre-flight inspection signal.
  • an operational readiness request signal is sent to the user terminal
  • the operational readiness request signal is sent to several user terminals.
  • the method is described below only with reference to a single user terminal. However, the method can also be carried out with several user terminals.
  • a pre-flight inspection authorization is assigned to the requested user terminal.
  • the pre-flight inspection authorization is only assigned to the requested user terminal if an operational readiness response signal is received from the requested user terminal, in particular if an operational readiness response signal is received in response to the operational readiness request.
  • the aircraft technician concerned must first confirm on his requested user terminal that he is ready for action before the requested user terminal sends a readiness response signal.
  • the user terminal can be designed to first receive an input from the aircraft technician, in particular a confirming input from the
  • Operational readiness response signal is sent.
  • a corresponding status indicator is assigned to the respective user terminal by assigning the pre-flight inspection authorization.
  • a pre-flight authorization signal can be sent to the user terminal authorized for the pre-flight inspection. The latter has the advantage that the relevant aircraft technician can be signaled that he should carry out the pre-flight inspection.
  • a memory is read before the readiness for use is requested.
  • the memory is read, several user data records are advantageously read from the memory and made available in particular for the further course of the method.
  • the user data records read from the memory can be loaded into a working memory of the computing device and/or processed directly in a processor of the computing device. Each individual user data record can be assigned one, in particular a single, user terminal.
  • a pilot input is recorded.
  • the pilot's input is preferably recorded using an input device, in particular using the input device already described above.
  • the selection of at least one user data set from the large number of user data sets provided by the pilot can be detected.
  • the pilot can select a user data set displayed in a user overview described below by clicking with a computer mouse.
  • the user terminal that is assigned to the selected user data set, in particular the user data set selected by the pilot is requested.
  • Such an optional process step advantageously means that an operational readiness request signal does not have to be sent to all user terminals. This not only has the advantage that less data traffic has to be processed, but also that the pilot can select preferred aircraft technicians, in particular particularly qualified aircraft technicians. This further increases flight safety.
  • the selection of at least one of the user data sets from the multitude of user data sets provided is carried out automatically.
  • This can be done in particular by executing an algorithm with a computing device, in particular with the computing device already mentioned above.
  • the algorithm can select the at least one user data set based on the information on the qualification level of the select the aircraft technicians assigned to the respective user data sets.
  • Automated selection can advantageously ensure that the aircraft technician with the highest level of qualification is always requested to carry out a pre-flight inspection. This can further increase flight safety.
  • the automated selection can save valuable time during flight preparation.
  • the pilot can start electronically documenting the performance of the pilot pre-flight check in parallel to the automated selection.
  • At least two user data sets must be selected from the large number of user data sets provided, in particular the user data sets displayed in the user overview.
  • an operational readiness response signal must be received by both user terminals of the respective selected user data sets. This advantageously means that two aircraft technicians must declare their operational readiness for the pre-flight inspection. This has the advantage of ensuring that the pre-flight inspection is carried out according to the four-eyes principle and/or redundantly. This further increases flight safety.
  • the assignment of the pre-flight inspection authorization can be carried out by storing corresponding information, for example a binary classifier, in the corresponding user data record in the memory and/or in the main memory.
  • corresponding information for example a binary classifier
  • the corresponding information is stored together with the storage of a corresponding time stamp.
  • Each or at least part of the user data records provided may contain information about a corresponding aircraft technician.
  • the information may include, for example, the last name, first name, address, mobile phone number, assigned user terminal and/or the technical qualifications of the corresponding aircraft technician.
  • a user overview can be displayed.
  • the user overview is preferably displayed using a display device.
  • the information from the user data sets provided can be displayed at least in part. Displaying the user overview advantageously increases the pilot's situational awareness of the available aircraft technicians. Increased situational awareness on the part of the pilot can further increase flight safety.
  • an overview of the pre-flight inspection and/or pilot pre-flight check can be displayed using the display device.
  • the overview of the pre-flight inspection and/or pilot pre-flight check shows in particular the inspection points and/or check points to be carried out.
  • the overview of the pre-flight inspection and/or pilot pre-flight check also shows whether the corresponding inspection points and/or check points have already been carried out. This has the advantage that the pilot can very easily and quickly understand which of the inspection points and/or check points still need to be completed before the unmanned aircraft is released.
  • the overview of the pre-flight inspection and/or pilot pre-flight check can be a presentation of the results of the corresponding completeness check.
  • a status is displayed in the user overview for each user data record.
  • a pre-flight inspection authorization status can be displayed.
  • the pre-flight inspection authorization status can in particular be used to display which user terminal and/or user data record a pre-flight inspection authorization has been assigned to.
  • the pre-flight inspection authorization status changes when the corresponding user terminal and/or the user data record is assigned a Pre-flight inspection authorization is assigned.
  • the pre-flight inspection authorization status can be a gray dot in the user overview at the start of the procedure.
  • the gray dot preferably changes color and can be continuously displayed as a green dot. This advantageously means that it is very easy for the pilot to see which aircraft technician can or will carry out the pre-flight inspection.
  • an availability query can be carried out after the memory has been read out.
  • an availability query signal is preferably sent to the respective user terminals of the user data sets provided.
  • the availability query signal can in particular be sent to all user terminals.
  • only the user data set(s) can be selected from the plurality of user data sets provided from whose assigned user terminal(s) an availability response signal is received in response to the availability query.
  • An availability query advantageously ensures that it is first determined which user devices are available before a selection is made.
  • the availability query can limit the selection options when selecting at least one user data record. This is particularly advantageous when a large number of user data records are made available when reading the memory.
  • an availability status is displayed in the user overview for each user data set.
  • the availability status can be used to display in particular which user data set or which user terminal is available for selection and thus for a possible performance of the pre-flight inspection.
  • the availability status preferably changes when the availability response signal is received by the corresponding user terminal.
  • the availability status at the start of the procedure can be a grey dot in the user overview.
  • the grey dot preferably changes colour and can be displayed as a yellow dot. It is also conceivable that one and the same dot in the user overview indicates the availability status and/or the pre-flight inspection authorization status, depending on the colour.
  • a user terminal position signal sent by the user terminal authorized for pre-flight inspection is received.
  • the user terminal position signal preferably contains information about the position, in particular the current position, of the user terminal (user terminal position).
  • an aircraft position signal sent by the unmanned aircraft can be received.
  • the aircraft position signal can contain information about the position, in particular the current position, of the unmanned aircraft (aircraft position).
  • the user terminal position signal and/or the aircraft position signal can be received continuously or periodically. This has the advantage that the current user terminal position and/or the current aircraft position are always known.
  • a position comparison is carried out.
  • the position comparison can be carried out continuously, in particular periodically.
  • the position comparison in particular the user terminal position, preferably the current user terminal position, is compared with the aircraft position, preferably the current aircraft position.
  • the position comparison is carried out before and/or during the checking of the information on the performance of the pre-flight inspection for completeness. It can be provided that the unmanned aircraft can only be released if the result of this position comparison shows a deviation of less than 15 m, preferably less than 10 m and particularly preferably less than 5 m, between the user terminal position and the aircraft position.
  • a position comparison before and/or during the verification of the information on the performance of the pre-flight inspection advantageously ensures that the user terminal authorized for the pre-flight inspection is in the Documentation of the pre-flight inspection was actually in the vicinity of the unmanned aircraft. This has the advantage that misuse of the procedure can be largely ruled out. This increases the reliability of the procedure and increases flight safety.
  • the position comparison is carried out after checking the information on the performance of the pilot pre-flight check for completeness. It can be provided that the unmanned aircraft can only be released if the result of this position comparison shows a deviation of more than 1 m, preferably more than 5 m and particularly preferably more than 10 m, between the user terminal position and the aircraft position.
  • a position comparison after checking the completeness of the information on the performance of the pilot pre-flight check has the advantage of ensuring that the user terminal authorized for the pre-flight inspection is no longer in the immediate vicinity of the unmanned aircraft shortly before the unmanned aircraft is released. This has the advantage that it can be indirectly checked whether the aircraft technician is still in the danger zone posed by the unmanned aircraft. If this is the case, the unmanned aircraft is prevented from being released for flight operations. This further increases flight safety.
  • a map display is shown.
  • the map display can be displayed using a display device, in particular the display device already described above.
  • the user terminal position of the user terminal authorized for pre-flight inspection is displayed in the map display.
  • the aircraft position of the unmanned aircraft can be displayed in the map display.
  • the map display has the advantage that the pilot's situational awareness can be improved. This has the advantage that flight safety is increased by the map display, in particular the information displayed in the map display.
  • the device position signal preferably contains information about the position of a further device (device position).
  • the further device can be, for example, a user terminal that is assigned to a person who is at least secondarily involved in the flight mission.
  • the further device can be a firefighter's GPS tracker.
  • the further device can be GPS trackers that are attached to vehicles and/or equipment. It is also conceivable that the device position signal contains information about the position of another air traffic participant, in particular another unmanned aircraft, a balloon and/or a motor kite pilot.
  • the device position received with the device position signal can be displayed on the map. This can also have the beneficial effect of improving the pilot's situational awareness.
  • each device position signal can be received continuously or periodically. Alternatively or additionally, all device positions or only some of the device positions can be shown in the map display.
  • a time stamp is assigned to the complete information about the performance of the pre-flight inspection. This assigns the information a unique point in time at which the information about the performance of the pre-flight inspection was assessed as complete.
  • the complete information about the performance of the pre-flight inspection is then stored together with the associated time stamp in a memory, in particular the memory already mentioned above.
  • a time stamp can be assigned to the complete information on the performance of the pilot pre-flight check. This assigns the information a unique point in time at which the information on the performance of the pilot pre-flight check was assessed as complete.
  • the complete information on the performance of the pilot pre-flight check is then stored together with the corresponding time stamp in a memory, in particular the memory already mentioned above.
  • a release time stamp can also be created when the unmanned aircraft is released for flight operations.
  • the release time stamp preferably contains information about the exact time when the unmanned aircraft was released for flight operations.
  • the release time stamp can be saved in a memory, in particular the memory already mentioned above.
  • time stamps and in particular the storage of the respective time stamps has the advantage that the times of the checks required for flight preparation (pre-flight inspection and/or pilot pre-flight check) can be recorded and documented precisely. This has the advantage that the documentation of flight safety-relevant inspections or checks can be carried out even more precisely than is required by legal requirements.
  • the computer program according to the invention comprises program instructions that cause a computer to carry out one of the aforementioned methods. This is particularly the case when the computer program is loaded onto the computer and/or executed on the computer.
  • the computer program may be written in any suitable programming language.
  • the computer program may be in compiled or uncompiled form.
  • the computer program also has the advantage that it significantly increases flight safety when handling the unmanned aircraft, especially when operating the unmanned aircraft.
  • the object of the invention formulated at the outset is also achieved by a computer-readable data carrier according to claim 10.
  • the aforementioned computer program is stored on the data carrier according to the invention.
  • the data carrier can be, for example, a USB stick, an SD card, a hard disk or other means suitable for data transport.
  • the data carrier also has the advantages described with regard to the computer program when the data carrier is read by a computer and the computer program is executed on the computer.
  • the object of the invention formulated at the outset is also achieved by a device according to claim 11.
  • the device is preferably designed as a ground control station for controlling the unmanned aircraft.
  • the device has a computing device, for example a processor.
  • the computing device is designed to carry out one of the aforementioned methods.
  • the computing device is designed in particular to execute the aforementioned computer program.
  • the device preferably comprises an input device for recording pilot inputs.
  • the device can be connectable to an input device.
  • the device can have a display device for displaying the user overview, the overview for pre-flight inspection and/or pilot pre-flight check, and/or the map display.
  • the device has a transmitting/receiving device for transmitting and/or receiving signals.
  • the device can be connected to a transmitting/receiving device.
  • the device is, for example, a desktop computer, a laptop, a tablet PC, and/or a smartphone.
  • the device has the advantages described with regard to the aforementioned methods.
  • the object of the invention formulated at the outset is also achieved by a system or an arrangement according to claim 12.
  • the system according to the invention comprises a device of the aforementioned type, an unmanned aerial vehicle and at least one user terminal, preferably several user terminals, of the aforementioned type.
  • the system has the advantages described with regard to the above-mentioned methods.
  • Figure 1 is a flow chart of an embodiment of a method for operating an unmanned aircraft
  • Figure 2 is a schematic representation of an embodiment of a system with which the method according to Figure 1 is carried out.
  • Figure 1 shows a flowchart of an embodiment of a method 100 for operating an unmanned aircraft 20.
  • the method 100 in the embodiment shown is a computer-implemented method 100. This means that the underlined reference symbols are carried out by a computing unit.
  • the computing unit is in the illustrated embodiment may be a non-illustrated part of a ground operating station 10.
  • a memory is read out.
  • a large number of user data records are provided.
  • Each user data record is assigned a user terminal 1 1 , 12, 13, 14 of a potential aircraft technician (not shown in Figure 1). This means that, for example, an individual identification number of a specific user terminal 1 1 , 12, 13, 14 can be stored in each of the user data records.
  • a total of four user data records are provided when reading 1 10 from the memory. This can be seen from the fact that four user terminals 1 1, 12, 13, 14 are relevant for the method steps following the first method step 1 10.
  • the user terminals 1 1, 12, 13, 14 are in particular a first user terminal 1 1, a second user terminal 12, a third user terminal 13 and a fourth user terminal 14.
  • the user terminals 1 1, 12, 13, 14 are designed in the illustrated embodiment as smartphones 1 1, 12, 13, 14. Preferably, the user terminals 1 1,
  • Each user record contains information about the corresponding aircraft technician.
  • the information may include, in particular, the surname, first name, address, mobile phone number and/or technical qualifications of the corresponding aircraft technician.
  • an availability query 120 is carried out.
  • the availability query 120 each of the user terminals 1 1 , 12,
  • an availability query signal 121 is sent. Only if the corresponding user terminal 1 1 , 12, 13, 14 sends an availability response signal 122, in particular a positive availability response signal, in response to the availability query 120 122, is received, the corresponding user terminals 1 1, 12, 13, 14 are taken into account for the further procedural steps.
  • a positive availability response signal 122 is received by the first user terminal 11 and the second user terminal 12.
  • No availability response signal 122 is sent out by the third user terminal 13. This can be due, for example, to the fact that the third user terminal 13 is switched off.
  • a negative availability response signal 122 is transmitted by the fourth user terminal 14. This can be due, for example, to the fact that the fourth user terminal 14 does not have the radio reception necessary for the further process. Accordingly, the third user terminal 13 and the fourth user terminal 14 are no longer taken into account for the further process sequence after the availability query 120.
  • a user overview is displayed 130 by means of a display device.
  • the user overview preferably shows the pilot of the unmanned aircraft 20 an overview of all user data records provided.
  • the display can be limited to part of the information on the respective aircraft technicians.
  • the user overview can also display an availability status which corresponds to the availability status determined during the availability query 120.
  • the availability status changes in particular when an availability response signal 122, in particular a positive availability response signal 122, is received as part of the availability query 120.
  • a colored status light can be provided for each aircraft technician in the user overview. The colored status light can change from gray to yellow, for example, when a positive availability response signal 122 is received.
  • a selection 140 of at least one of the user data sets takes place.
  • This selection 140 can be made by detecting a pilot input not shown in Figure 1.
  • the pilot input can be made in particular via a Input device.
  • an availability query 120 is carried out before the selection 140 (as is the case in the exemplary embodiment shown)
  • only those user data records can be selected in the selection 140 from whose corresponding user terminals 1 1 , 12 an availability response signal 122, in particular a positive availability response signal 122, was received.
  • the pilot can only select a first user data record to which the first user terminal 1 1 is assigned and a second user data record to which the second user terminal 12 is assigned.
  • the selection 140 is carried out automatically.
  • the selection 140 can be carried out by executing an algorithm, wherein only the user data records are selected from whose user terminals 11, 12, 13, 14 a positive availability response signal 122 was received within a predefined period of time.
  • At least one user data set is selected. However, depending on the applicable legal requirements, it may also be necessary for at least two user data sets to be selected.
  • an operational readiness request 150 is carried out.
  • an operational readiness request signal 151 is sent to the user terminals 1 1, 12 of the selected user data sets.
  • both the first user data set and the second user data set were selected in the selection 140. This can be seen from the fact that an operational readiness request signal 151 is sent to both the first user terminal 1 1 and the second user terminal 12.
  • a pre-flight inspection authorization is assigned 160 to the corresponding user terminal 1 1 , 12.
  • both the first user terminal 1 1 and the second user terminal 12 receives an operational readiness response signal 152. Therefore, both the first user terminal 11 and the second user terminal 12 are assigned a pre-flight inspection authorization.
  • a positive operational readiness response signal 152 must be received for the assignment 160 of the pre-flight inspection authorization.
  • the operational readiness response signal 152 must contain specific information.
  • Such a restriction is particularly useful when both a positive operational readiness response signal 152 and a negative operational readiness response signal 152 can be received. The latter is the case, for example, if the aircraft technician denies his willingness to carry out a pre-flight inspection, for example because he is currently pursuing other activities. In this case, the respective aircraft technician could reject the operational readiness request 150 on his respective user terminal 1 1 , 12. The corresponding user terminal 1 1 , 12 would then receive a negative
  • a positive operational readiness response signal 152 is received by both the first user terminal 11 and the second user terminal 12.
  • the assignment 160 of the pre-flight inspection authorization can be stored in the user data record associated with the respective user terminal 1 1, 12.
  • a pre-flight inspection authorization status can be displayed in the user overview not shown in Figure 1.
  • the pre-flight inspection authorization status changes when a pre-flight inspection authorization is assigned to the user terminal 1 1, 12 or the corresponding user data record.
  • the color of the status light described above could change from yellow to green. change if a pre-flight inspection authorization is assigned to the respective user terminal 1 1, 12 or the respective user data record.
  • each user terminal 1 1 , 12 authorized for pre-flight inspection is assigned a
  • Pre-flight inspection authorization signal 161 is sent. Upon receipt of the corresponding pre-flight inspection authorization signal 161, the respective aircraft technician can document, in particular electronically document, the performance of a pre-flight inspection on the unmanned aircraft 20 using the corresponding user terminal 11, 12 authorized for pre-flight inspection.
  • the pre-flight inspection can, for example, have the following inspection points: switching on the unmanned aircraft 20, quality check of the GPS signal received by the unmanned aircraft 20, functional test of the aircraft drive, functional test of any payloads, such as a camera, checking the charge status of the aircraft battery, visual inspection of the emergency parachute, functional test of the transmission and reception equipment of the aircraft 20, checking the emergency landing function, checking whether an emergency alternate landing site is loaded and/or checking whether any airspace restrictions are loaded.
  • the implementation of each of the inspection points is documented by the corresponding aircraft technician using the user terminal 1 1, 12 authorized for the pre-flight inspection.
  • the documentation is preferably carried out by recording an input from the aircraft technician on the user terminal 1 1, 12 authorized for the pre-flight inspection.
  • a pre-flight inspection signal 171 sent by the user terminal 1 1 , 12 authorized for pre-flight inspection is received 170.
  • the pre-flight inspection signal 171 contains information regarding the electronically documented inspection points. This means that a pre-flight inspection signal 171 sent by the user terminal 1 1 , 12 authorized for pre-flight inspection is always received when the processing of an inspection point has been documented by the aircraft technician.
  • the Pre-flight inspection signal 171 contains information regarding the electronically documented pre-flight inspection. In this case, upon receipt 170 of the pre-flight inspection signal 171, the fully electronically documented pre-flight inspection is advantageously transmitted.
  • a position comparison 210 can be carried out before, during and/or immediately after the aircraft technician carries out the pre-flight inspection.
  • a user terminal position is compared with an aircraft position.
  • the user terminal position is the position of the user terminal 1 1 , 12 authorized for the pre-flight inspection.
  • the aircraft position is the position of the unmanned aircraft 20.
  • a user terminal position signal 21 1 sent by the second user terminal 12 is received for position comparison 210.
  • the user terminal position signal 21 1 from the second user terminal 12 contains information about the user terminal position of the second user terminal 12.
  • a user terminal position signal 21 1 not shown in Figure 1 and sent by the first user terminal 1 1 can also be received, which contains information about the user terminal position of the first user terminal 1 1.
  • an aircraft position signal 212 sent by the unmanned aircraft 20 is also received.
  • the aircraft position signal 212 contains information about the aircraft position.
  • the position comparison 210 before, during and/or immediately after the pre-flight inspection is carried out by the aircraft technician shows that the corresponding user terminal 1 1, 12 is/was not in the immediate vicinity of the unmanned aircraft 20, the information transmitted by the corresponding user terminal 1 1, 12 for the electronic documentation of the pre-flight inspection is declared invalid or invalid and is not taken into account for the further course of the procedure.
  • the user terminal 1 1, 12 is not in the immediate vicinity of the unmanned aircraft 20 if the deviation between the corresponding user terminal position and the aircraft position is ⁇ 5m.
  • the position comparison 210, an incorrect pre-flight inspection, because it was carried out remotely, is therefore detected. This leads to an increase in flight safety.
  • the electronically documented information on the implementation of the pre-flight inspection is checked 180 for completeness in the exemplary embodiment shown.
  • the position comparison 210 can also be carried out during the check 180 of the electronically documented information on the implementation of the pre-flight inspection. Since the method step of the position comparison 210 is optional, the check 180 of the electronically documented information on the implementation of the pre-flight inspection can alternatively also be carried out without a result from the position comparison 210.
  • the 180 check will ensure that the electronically documented information on the performance of the pre-flight inspection is complete if the performance of each of the inspection points has been documented by an aircraft technician.
  • the 180 check can also include a validity check of the documented inspection points.
  • the method 100 also includes a procedural step in which electronically documented information on the performance of a pilot pre-flight check is checked for completeness 190.
  • the pilot pre-flight check includes several checkpoints, the completion of which must be documented by the pilot before the flight, preferably electronically.
  • the documentation is carried out by recording 191 one or more inputs from the pilot at the ground control station 10.
  • the pilot pre-flight check can, for example, have the following checkpoints: checking an air emergency plan that regulates how to react in which emergency situations, checking the electronically documented pre-flight inspection, checking the current weather conditions, checking the prevailing wind situation, and/or declaring airworthiness.
  • the review 190 of the electronically documented information on the performance of the pilot pre-flight check is complete if the performance of each individual checkpoint has been documented by the pilot.
  • the review 190 of the electronically documented information on the performance of the pilot pre-flight check can also include a validity check of the respective documented checkpoints.
  • the unmanned aircraft 20 is released 200 for flight operations. Only when the unmanned aircraft 20 is released 200 for flight operations is it possible for the unmanned aircraft to take off or start. In other words, the unmanned aircraft cannot take off if the release 200 process step does not take place.
  • a position comparison 210 is carried out again shortly before the unmanned aircraft 20 is released for flight operations. This time, however, the user terminal 12 must be sufficiently far away from the unmanned aircraft 20. A sufficient distance is given when the corresponding user terminal position is at least 5 m away from the aircraft position. This also increases flight safety. It ensures that the aircraft technician is no longer in the immediate vicinity of the unmanned aircraft 20. The risk that the unmanned aircraft 20 taking off will injure the aircraft technician is therefore significantly reduced.
  • a start signal 211 is sent to the unmanned aircraft 20 with the release 200.
  • Figure 2 shows a schematic representation of an embodiment of a system 1. The system 1 can be used to carry out the method 100 shown in Figure 1 and described above.
  • the system 1 comprises an unmanned aircraft 20 and a device 10, which is designed as a ground control station 10.
  • the ground control station 10 has an input device 10a and a display device 10b.
  • a computing device (not shown), in particular a processor with associated working memory, a memory and a transmitting/receiving device are also part of the ground control station 10.
  • the ground control station 10 is operated by a pilot 30. Inputs from the pilot 30 are recorded by the input device 10a.
  • the display device 10b is designed to display information to the pilot.
  • the pilot is shown a map display 40 and a result display 50 with the results of the completeness checks 180, 190.
  • the pilot can be shown the aircraft position of the unmanned aircraft 20, as well as the user terminal positions of the first user terminal 11 and the second user terminal 12.
  • the system 1 also comprises two user terminals 1 1 , 12, namely the first user terminal 1 1 and the second user terminal 12.
  • the first user terminal 1 1 is a smartphone 1 1 which is operated by a first aircraft technician 31.
  • the second user terminal 12 is a smartphone 12 and is operated by a second aircraft technician 32.
  • the ground control station 10 is connected to the unmanned aircraft 20, to the first user terminal 11 and to the second user terminal 12 by means of signal communication.
  • the signals 121, 122, 151, 152, 161, 171, 211 transmitted between the ground control station 10 and the user terminals 11, 12 correspond to the signals described above.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé (100) pour faire fonctionner un aéronef (20) sans équipage, le procédé (100) comprenant les étapes consistant à : recevoir (170) un signal d'inspection préalable au vol (171) envoyé par un terminal d'utilisateur (11, 12, 13, 14), le signal d'inspection préalable au vol (171) contenant des informations sur l'exécution d'une inspection préalable au vol sur l'aéronef (20) sans équipage, vérifier (180) que les informations sur l'exécution de l'inspection préalable au vol sont complètes, saisir (191) une entrée de pilote au moyen d'un dispositif (10), de préférence au moyen d'un dispositif d'entrée (10a) du dispositif (10), pour obtenir des informations sur l'exécution d'une inspection préalable au vol du pilote, vérifier (190) l'exhaustivité des informations sur l'exécution de l'inspection préalable au vol du pilote, libérer (200) l'aéronef (20) sans équipage pour le fonctionnement en vol lorsque les informations sur l'inspection préalable au vol et les informations sur l'inspection préalable au vol du pilote sont complètes, un décollage de l'aéronef (20) sans équipage n'étant rendu possible que par la libération (200) de l'aéronef (20) sans équipage pour le fonctionnement en vol.
PCT/EP2023/080843 2022-11-07 2023-11-06 Procédé pour faire fonctionner un aéronef sans équipage WO2024099968A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160244187A1 (en) * 2015-02-25 2016-08-25 Cisco Technology, Inc. PRE-FLIGHT SELF TEST FOR UNMANNED AERIAL VEHICLES (UAVs)
US20190051190A1 (en) * 2016-03-07 2019-02-14 Agc Safety Fly Dac Authorisation management and flight compliance system and method for unmanned aerial vehicles
US20210183252A1 (en) * 2019-12-13 2021-06-17 Aeronyde Corporation Remote, unmanned vehicle operations management center system to operate, control and monitor unmanned vehicles with pre-flight checks, flight path obstacle avoidance, inflight operating issues, flight path reconfiguration, mid-mission recharging, and radio and telecommunications systems
EP3854684A1 (fr) * 2018-09-18 2021-07-28 Arborea Intellbird S.L. Système et procédé de commande opérationnelle d'un aéronef sans pilote

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Publication number Priority date Publication date Assignee Title
WO2018218293A1 (fr) 2017-05-30 2018-12-06 Dec-Uav Pty Ltd Dispositif de commande et système d'identification de véhicule
WO2021173450A1 (fr) 2020-02-25 2021-09-02 Skytask, Inc. Systèmes d'uav, comprenant des systèmes autonomes de confinement opérationnel d'uav, et systèmes, dispositifs et procédés associés

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160244187A1 (en) * 2015-02-25 2016-08-25 Cisco Technology, Inc. PRE-FLIGHT SELF TEST FOR UNMANNED AERIAL VEHICLES (UAVs)
US20190051190A1 (en) * 2016-03-07 2019-02-14 Agc Safety Fly Dac Authorisation management and flight compliance system and method for unmanned aerial vehicles
EP3854684A1 (fr) * 2018-09-18 2021-07-28 Arborea Intellbird S.L. Système et procédé de commande opérationnelle d'un aéronef sans pilote
US20210183252A1 (en) * 2019-12-13 2021-06-17 Aeronyde Corporation Remote, unmanned vehicle operations management center system to operate, control and monitor unmanned vehicles with pre-flight checks, flight path obstacle avoidance, inflight operating issues, flight path reconfiguration, mid-mission recharging, and radio and telecommunications systems

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