Method and a system for detecting wire or wire-like obstacles for an aircraft

Abstract

A method and a system for detecting wire or wire-like obstacles, which method and system are designed for an aircraft. The system for detecting wire or wire-like obstacles comprises a detection device, such as a video camera or a LIDAR device, a computer and a display device. The method includes a step of detecting at least one pylon in the surrounding environment of the aircraft via a detection device, a step of identifying a family of pylons to which each detected pylon corresponds, a step of characterizing at least one cable supported by the at least one detected pylon, and a step of determining a prohibited zone that can potentially contain each pylon and each cable and a safe zone not containing either a pylon or a cable. The prohibited zone and the safe zone may be displayed on the display device.

Claims

1. A method of detecting wire obstacles of an aircraft, the aircraft including a computer having a memory with a database of families of pylons stored therein, the database of families of pylons containing pylon characteristics of a plurality of families of pylons and cable characteristics of cables that can be supported by the plurality of families of pylons, wherein the method comprises the following steps: detecting at least one pylon in the surrounding environment of the aircraft via a detection device of the aircraft, wherein the detection device includes at least one optical video camera, an obstacle detector of the LIDAR or LEDDAR type, or an obstacle detector of the radar type; identifying a family of pylons to which the at least one detected pylon corresponds from among the plurality of families of pylons in the database of families of pylons; characterizing at least one cable supported by the at least one detected pylon on the basis of one or more of the cable characteristics of cables that can be supported by the identified family of pylons in the database; and determining, on the basis of at least one or more of the pylon characteristics of the identified family of pylons in the database, (i) a prohibited zone that can potentially contain the at least one detected pylon and the at least one cable and (ii) a safe zone not containing either the at least one pylon or the at least one cable; wherein, during the step of characterizing at least one cable supported by the at least one detected pylon at least one characteristic of the at least one cable supported by the at least one detected pylon is determined on the basis of the database and is one of the following characteristics: a distance between two consecutive pylons between which at least one cable is strung, the at least one detected pylon comprising the two pylons; a distance between two consecutive pylons between which the at least one cable is strung, the at least one detected pylon comprising a single pylon and another pylon that cannot be seen in the field of detection of the detection device and that has at least one cable strung between the another pylon and the detected pylon, the distance between the two consecutive pylons being estimated on the basis of the database of families of pylons; a number of cables between the consecutive pylons; a category of the at least one cable; a radius of curvature of the at least one cable between the two consecutive pylons; and a height between a point from which a cable is strung from a pylon and the lowest point of the cable.

2. The method according to claim 1, wherein the step of detecting at least one pylon in the surrounding environment of the aircraft comprises the following sub-steps: generating an image of the surrounding environment of the aircraft; analyzing the image of the surrounding environment of the aircraft; and identifying at least one pylon contained in the image of the surrounding environment.

3. The method according to claim 2, wherein the sub-step of generating an image of the surrounding environment of the aircraft comprises a step of emitting waves and a step of receiving the waves as sent back by an obstacle.

4. The method according to claim 3, wherein the waves are radio waves or light waves.

5. The method according to claim 2, wherein the sub-step of generating an image of the surrounding environment is performed using the optical video camera.

6. The method according to claim 1, wherein the step of identifying a family of pylons comprises the following sub-steps: comparing the at least one pylon detected in the image with the database of families of pylons; and selecting the family of pylons to which the at least one pylon detected in the image corresponds.

7. A method of detecting wire obstacles of an aircraft, wherein the method comprises the following steps: detecting at least one pylon in the surrounding environment of the aircraft via a detection device of the aircraft, wherein the detection device includes at least one optical video camera, an obstacle detector of the LIDAR or LEDDAR type, or an obstacle detector of the radar type; identifying a family of pylons to which the at least one detected pylon corresponds from among a database of families of pylons; characterizing at least one cable supported by the at least one detected pylon on the basis of the identified family of pylons in the database; and determining (i) a prohibited zone that can potentially contain the at least one detected pylon and the at least one cable and (ii) a safe zone not containing either the at least one pylon or the at least one cable; wherein, during the step of characterizing at least one cable supported by the at least one detected pylon at least one characteristic of the at least one cable supported by the at least one detected pylon is determined on the basis of the database and is one of the following characteristics: a distance between two consecutive pylons between which at least one cable is strung, the at least one detected pylon comprising the two pylons; a distance between two consecutive pylons between which the at least one cable is strung, the at least one detected pylon comprising a single pylon and another pylon that cannot be seen in the field of detection of the detection device and that has at least one cable strung between the another pylon and the detected pylon, the distance between the two consecutive pylons being estimated on the basis of the database of families of pylons; a number of cables between the consecutive pylons; a category of the at least one cable; a radius of curvature of the at least one cable between the two consecutive pylons; and a height between a point from which a cable is strung from a pylon and the lowest point of the cable.

8. The method according to claim 1, wherein the method further comprises an additional step of estimating a position of at least one other pylon relative to a detected pylon, the at least one other pylon being not detected during the step of detecting at least one pylon in the surrounding environment of the aircraft.

9. The method according to claim 1, wherein, during the step of determining the prohibited zone and the safe zone, the prohibited zone contains at least two pylons and the at least one cable and is defined with a first safety distance with respect to each pylon with respect to the at least one cable while the safe zone does not contain the two pylons or the at least one cable and is defined with a second safety distance with respect to each pylon and to the at least one cable.

10. The method according to claim 1, wherein, during the step of determining, a safety zone is determined, the prohibited zone containing at least two pylons and the at least one cable, the safety zone being defined with a first safety distance with respect to the prohibited zone and the safe zone not containing the two pylons or the at least one cable and being defined with a second safety distance with respect to the prohibited zone.

11. The method according to claim 9, wherein the first and second safety distances are determined by a fuzzy logic method.

12. The method according to claim 1, wherein the method contains a step of displaying the prohibited zone and the safe zone on at least one display device.

13. The method according to claim 10, wherein the method contains a step of displaying the prohibited zone, the safety zone, and the safe zone on at least one display device.

14. The method according to claim 12, wherein the prohibited zone and the safe zone, and, where applicable, a safety zone, are displayed with different levels of transparency in superposition on an image of a landscape outside the aircraft so as to indicate a level of risk attached to each of the zones.

15. The method according to claim 12, wherein, during the step of displaying, models of pylons and of cables are displayed in such a manner as to be superposed on the image of the landscape outside the aircraft so as to indicate locations of the pylons and of the cables.

16. The method according to claim 12, wherein the method contains an additional step of estimating and of displaying a predicted position of the aircraft with respect to the prohibited zone and to the safe zone, and, where applicable, to a safety zone, on at least one display device.

17. The method according to claim 1, wherein the method includes an additional step of changing the prohibited zone and the safe zone, during which step the dimensions of the prohibited zone and of the safe zone, and, where applicable, of a safety zone, are changed as a function of at least one or more flight criteria of the aircraft.

18. The method according to claim 17, wherein the prohibited zone and the safe zone change on the basis of at least one criteria, from among: a distance between firstly the aircraft and secondly a pylon or a cable; the forward speed of the aircraft; a time before a possible impact of the aircraft with a pylon or with a cable; and a degree of confidence about the detection of the at least one pylon and of the at least one cable.

19. The method according to claim 17, wherein the additional step of changing the zones uses a fuzzy logic method and a decision matrix.

20. The method of claim 1, wherein the method further comprises the step of automatically flying the aircraft with an autopilot that takes into account the prohibited zone and the safe zone.

21. A detection system for detecting wire obstacles of an aircraft, the detection system comprising: at least one detection device configured to detect at least one pylon in the surrounding environment of the aircraft, wherein the detection device includes at least one optical video camera, an obstacle detector of the LIDAR or LEDDAR type, or an obstacle detector of the radar type; at least one computer having a memory with a database of families of pylons stored therein, the database of families of pylons containing pylon characteristics of a plurality of families of pylons and cable characteristics of cables that can be supported by the plurality of families of pylons, the at least one computer configured to identify a family of pylons to which the at least one detected pylon corresponds from among the plurality of families of pylons in the database of families of pylons, characterize at least one cable supported by the at least one detected pylon on the basis of one or more of the cable characteristics of cables that can be supported by the identified family of pylons in the database, and determine, on the basis of at least one or more of the pylon characteristics of the identified family of pylons in the database, (i) a prohibited zone that can potentially contain the at least one detected pylon and the at least one cable and (ii) a safe zone not containing either the at least one pylon or the at least one cable; | and at least one display device configured to display the prohibited zone and the safe zone; and wherein, in order to characterize at least one cable supported by the at least one detected pylon, the at least one computer is further configured to determine on the basis of the database at least one characteristic of the at least one cable supported by the at least one detected pylon and the at least one characteristic of the at least one cable supported by the at least one detected pylon is one of the following characteristics: a distance between two consecutive pylons between which at least one cable is strung, the at least one detected pylon comprising the two pylons; a distance between two consecutive pylons between which the at least one cable is strung, the at least one detected pylon comprising a single pylon and another pylon that cannot be seen in the field of detection of the detection device and that has at least one cable strung between the another pylon and the detected pylon, the distance between the two consecutive pylons being estimated on the basis of the database of families of pylons; a number of cables between the consecutive pylons; a category of the at least one cable; a radius of curvature of the at least one cable between the two consecutive pylons; and a height between a point from which a cable is strung from a pylon and the lowest point of the cable.

22. The detection system of claim 21, wherein the at least one detection device, the at least one computer, and the at least one display device are all on-board the aircraft.

23. The detection system according to claim 21, wherein the at least one display device is placed remotely in a piloting station communicating with the aircraft.

24. A detection system for detecting wire obstacles of an aircraft, the detection system comprising: at least one detection device and a first communications device on-board the aircraft, the detection device configured to detect at least one pylon in the surrounding environment of the aircraft; and a piloting station remotely located from the aircraft, the piloting station including at least one computer, at least one display device, and a second communications device, the at least one computer having a memory with a database of families of pylons stored therein, the database of families of pylons containing pylon characteristics of a plurality of families of pylons and cable characteristics of cables that can be supported by the plurality of families of pylons, the at least one computer configured to identify a family of pylons to which the at least one detected pylon corresponds from among the plurality of families of pylons in the database of families of pylons, characterize at least one cable supported by the at least one detected pylon on the basis of one or more of the cable characteristics of cables that can be supported by the identified family of pylons in the database, and determine, on the basis of at least one or more of the pylon characteristics of the identified family of pylons in the database, (i) a prohibited zone that can potentially contain the at least one detected pylon and the at least one cable and (ii) a safe zone not containing either the at least one pylon or the at least one cable, the at least one display device configured to display the prohibited zone and the safe zone, and the first communications device co-operating with the second communications device in order to exchange firstly information captured by the at least one detection device and secondly navigation data; wherein, in order to characterize at least one cable supported by the at least one detected pylon, the at least one computer is further configured to determine on the basis of the database at least one characteristic of the at least one cable supported by the at least one detected pylon and the at least one characteristic of the at least one cable supported by the at least one detected pylon is one of the following characteristics: a distance between two consecutive pylons between which at least one cable is strung, the at least one detected pylon comprising the two pylons; a distance between two consecutive pylons between which the at least one cable is strung, the at least one detected pylon comprising a single pylon and another pylon that cannot be seen in the field of detection of the detection device and that has at least one cable strung between the another pylon and the detected pylon, the distance between the two consecutive pylons being estimated on the basis of the database of families of pylons; a number of cables between the consecutive pylons; a category of the at least one cable; a radius of curvature of the at least one cable between the two consecutive pylons; and a height between a point from which a cable is strung from a pylon and the lowest point of the cable.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The invention and its advantages appear in greater detail from the following description of examples given by way of illustration with reference to the accompanying figures, in which:

(2) FIG. 1 shows an aircraft;

(3) FIG. 2 shows a detection set for detecting a wire or wire-like obstacle;

(4) FIG. 3 shows various different families of pylons;

(5) FIGS. 4 and 5 show two pylons and one or more cables;

(6) FIGS. 6 to 8 show representations of prohibited and safe airspace zones; and

(7) FIG. 9 shows a decision matrix.

DETAILED DESCRIPTION OF THE INVENTION

(8) Elements present in more than one of the figures are given the same references in each of them.

(9) The aircraft 1 shown in FIG. 1 has for example a fuselage 4, an undercarriage having skids, a main rotor 7 arranged above the fuselage 4, an antitorque tail rotor 8 arranged on a tail boom of the aircraft 1, as well as a detection system 10 for detecting wire or wire-like obstacles, and an autopilot 9. The detection system 10 includes at least one detection device 11, at least one computer 15, and at least one display device 17.

(10) The detection device 11 may comprise a video camera, an obstacle detector of the LIDAR type or of the LEDDAR type and/or an obstacle detector of the radar type.

(11) For example, the computer 15 may comprise at least one processor and at least one memory, at least one integrated circuit, and at least one programmable system, or indeed at least one logic circuit.

(12) The aircraft 1 shown in FIG. 1 may also have an onboard human pilot (not shown in the figure) piloting the aircraft 1.

(13) The aircraft 1 may also fly automatically, the autopilot 9 controlling the flight of the aircraft 1 on its own, without any human intervention.

(14) The detection set 5 for detecting a wire or wire-like obstacle that is shown in FIG. 2 comprises a remote piloting station 2 and an aircraft 1, as well as a detection system 10 for detecting wire or wire-like obstacles that is provided with a detection device 11, with a computer 15, and with a display device 17. The aircraft 1 includes the detection device 11 of the detection system 10 and a first communications device 3. The piloting station 2 includes the computer 15 and the display device 17 of the detection system 10 as well as a second communications device 6.

(15) In this situation, the aircraft 1 does have any human pilot on board, the human pilot being situated in the piloting station 2 in order to pilot the aircraft 1 remotely. The first communications device 3 then co-operates with the second communications device 6, in particular in order to exchange navigation data.

(16) In addition, the first communications device 3 co-operates with the second communications device 6 in order to transmit information captured by the detection device 11 to the computer 15.

(17) The computer 15 may also be situated on the aircraft 1, with the piloting station 2 not having any computer. In this situation, the results obtained by the computer 15 can be transferred from the aircraft 1 to the piloting station 2 via the first communications device 3 and via the second communications device 6.

(18) In any event, the detection system 10 for detecting wire or wire-like obstacles is configured to implement a method of detecting wire or wire-like obstacles that is designed for an aircraft 1. This method of detecting wire or wire-like obstacles makes it possible, in a first stage, to detect at least one pylon in the surrounding environment of the aircraft 1, and to deduce therefrom a probable location for the cable or cables supported by each pylon detected, and optionally the positions of other, non-detected pylons.

(19) To this end, the method of detecting wire or wire-like obstacles firstly includes a step of detecting at least one pylon in the surrounding environment of the aircraft 1.

(20) This step of detecting at least one pylon in the surrounding environment of the aircraft 1 may be broken down into a plurality of sub-steps and, for example, include a sub-step of generating an image of the surrounding environment of the aircraft 1, a sub-step of analyzing the image of the surrounding environment of the aircraft 1, and a sub-step of identifying at least one pylon contained in the image of the surrounding environment.

(21) The sub-step of generating an image of the surrounding environment of the aircraft 1 is performed by means of the detection device 11, optionally assisted by the computer 15.

(22) Such an image of the surrounding environment may be generated by emission of waves, e.g. radio or light waves, and by reception of such waves as sent back by any obstacle in the surrounding environment of the aircraft 1, when the detection device 11 is of the radar type or indeed of the LIDAR or LEDDAR type.

(23) Such an image of the surrounding environment may also be captured by a video camera that the detection device 11 then has.

(24) The computer 15 makes it possible to perform the sub-steps of analyzing the image of the surrounding environment of the aircraft, and of identifying at least one pylon 51 contained in the image of the surrounding environment, e.g. by using known methods of analyzing images that optionally use a learning process of the “deep learning” type.

(25) The method of detecting wire or wire-like obstacles then includes a step of identifying a family of pylons to which each previously detected pylon corresponds, each family of pylons being contained in a database of families of pylons. This database is accessible via the computer 15, e.g. by being stored in a memory of the computer 15 or indeed in a memory connected to the computer 15.

(26) Examples of pylons that are representative of distinct families of pylons are shown in FIG. 3.

(27) The database of families of pylons also contains rules of an expert system that come, in particular, from the design and manufacture of pylons and of cables. These rules express the characteristics of each cable 53 strung from a detected pylon 51, e.g. the number of cables strung from a detected pylon 51, it being possible for these characteristics to depend on the family of the detected pylon 51. For example, FIG. 4 shows a single cable 53 strung between two consecutive pylons 51, 52.

(28) In another example, FIG. 5 shows three cables 53 strung between two consecutive pylons 51, 52 of a family different from the preceding family. The cables 53 sag to a greater extent than the cable 53 in FIG. 4 and the potential zone covered by the cables 53 extends over a height that is greater than for the cable 53 in FIG. 4.

(29) The step of identifying the family of pylons of the detected pylon 51 may be performed by known methods of analyzing images, optionally by using a learning process of the deep learning type in order to identify the family of the detected pylon. This step of identifying the family of pylons of the detected pylon 51 may be broken down into a plurality of sub-steps and, for example, include a sub-step of comparing each pylon 51 detected in the image with the pylons contained in the database of families of pylons, and a sub-step of selecting the family of pylons to which each pylon 51 detected in the image corresponds.

(30) The sub-step of comparing is performed via the computer 15 by using the information from the database of families of pylons. In this way, each pylon 51 detected in the image of the surrounding environment of the aircraft is compared with each family of pylons in the database in order to determine and to select the family of each pylon 51 detected in the image of the surrounding environment of the aircraft. A degree of confidence corresponding to a percentage of confidence in the detection of the family of pylons actually corresponding to the detected pylon 51 is determined simultaneously with this identification of the family of the detected pylon.

(31) The method of detecting wire or wire-like obstacles further includes a step of characterizing at least one cable 53 supported by each detected pylon 51. One or more characteristics of at least one supported cable 53 are determined on the basis of the database and on the basis of rules of the expert system it contains. The database contains characteristics of the cable(s) potentially supported by a pylon and associated with each family of pylons.

(32) One characteristic of a cable 53 may be a distance between two consecutive pylons 51, 52 between which at least one cable 53 is strung. The two consecutive pylons 51, 52 may have been detected in the surrounding environment of the aircraft 1, said at least one pylon 51 detected in the surrounding environment of the aircraft 1 comprising these two consecutive pylons 51, 52.

(33) The two consecutive pylons 51, 52 may also be represented by detected pylon 51 and by another pylon 52 having at least one cable 53 strung between it and said detected pylon 51, said other pylon 52 not yet having been detected. The other pylon 52 may be outside the field of detection of the detection device 11 or indeed be at least partially masked by a tree, by a building or indeed by some other element of the surrounding environment so that it is prevented from being detected. Said at least one pylon 51 detected in the surrounding environment of the aircraft 1 then comprises only the detected pylon 51.

(34) However, the position of at least one other pylon 52 relative to said detected pylon 51 may be estimated. The method of the invention may then include an additional step of estimating the position of at least one other pylon 52 relative to a detected pylon 51. Then, once the other pylon 52 is actually detected by the detection device 11, the real position of the pylon as detected supersedes the estimated position.

(35) A characteristic of a cable may also be a number of cables 53 between two consecutive pylons 51, 52, a category of each cable 53, or indeed a radius of curvature of each cable 53 between two consecutive pylons 51, 52. A characteristic of a cable may also be a height of the cable 53, this height being equal to the vertical distance between a point from which the cable 53 is strung from a pylon 51, 52 and its lowest point.

(36) For example, FIG. 4 shows a single cable 53 with a large radius of curvature strung between two consecutive pylons 51, 52.

(37) In another example, FIG. 5 shows three cables 53 strung between two consecutive pylons 51, 52 of a different family from the preceding family, the three cables 53 being of smaller radius of curvature than the preceding radius of curvature.

(38) The method of detecting wire or wire-like obstacles finally includes a step of determining a prohibited zone 21 that can potentially contain said at least one pylon 51 and said at least one cable 53 and a safe zone 23 not containing either said at least one pylon 51 or said at least one cable 53.

(39) In the example of FIG. 6, the prohibited zone 21 contains two pylons 51, 52 and three cables 53 supported by the two pylons 51, 52. The prohibited zone 21 is thus a zone to be avoided during the flight of the aircraft 1 so as to circumvent the two pylons 51, 52 and the three cables 53.

(40) In the example of FIG. 6, the prohibited zone 21 is defined with a safety margin with respect to the envelope determined during detection and identification of the pylons around each pylon 51, 52 and each cable 53. In this way, the prohibited zone 21 is defined by a first safety distance L1 corresponding to said safety margin with respect to each pylon 51, 52 and to each cable 53. For example, the prohibited zone 21 is formed by three rectangular sub-zones, namely two sub-zones associated with respective ones of the pylons 51, 52, and one sub-zone associated with three cables 53.

(41) The prohibited zone 21 may also follow the shapes of the two pylons 51, 52 and of the cables 53 more precisely, while also maintaining the first safety distance L1 with respect to each pylon 51, 52 and with respect to the three cables 53.

(42) The safe zone 23 does not contain the two pylons 51, 52 or the three cables 53 possibly supported by said at least two pylons 51, 52. The safe zone 23 is thus the zone to be preferred for safe flight of the aircraft 1 in order to circumvent the two pylons 51, 52 and the three cables 53.

(43) The safe zone 23 is defined by a second safety distance L2 with respect to each pylon 51 and with respect to each cable 53. For example, the safe zone 23 is formed by two sub-zones, namely one sub-zone situated outside the space formed by the two pylons 51, 52 and by the three cables 53, and one sub-zone situated between the two pylons 51, 52 and below the cables 53.

(44) The prohibited zone 21 and the safe zone 23 are determined on the basis of dimensional characteristics of each family of pylons coming from the database and on the basis of the safety distances L1, L2 relative respectively to the prohibited zone 21 and to the safe zone 23.

(45) In addition, in FIG. 6, the prohibited zone 21 and the safe zone 23 are not contiguous, the second safety distance L2 being different from the first safety distance L1.

(46) The dimensions of the prohibited zone 21 are thus determined as a function of the envelope determined while detecting and identifying the pylons around each pylon 51, 52 and around each cable 53, and as a function of the first distance L1, while the dimensions of the safe zone 23 are determined as a function of the second distance L2. The dimensions of the envelope around each pylon 51, 52 and around each cable 53 are, in particular, a function of a degree of confidence established during detection and identification of the detected pylon relative to the identified family of pylons. This degree of confidence corresponds to a percentage of certainty about the recognition of the family of the pylon established by the object recognition process.

(47) The first distance L1 and the second distance L2 may be determined by a fuzzy logic method as a function of various different criteria. These criteria may be related to the aircraft 1 and, for example, include the forward speed of the aircraft 1, the distance between the aircraft 1 and a pylon 51, 52 or a cable 53, or indeed the Time Before Impact (TBI) of the aircraft 1 with a pylon 51, 52 or with a cable 53. Another criterion may be the degree of confidence about the detection of each pylon 51, 52 and of each cable 53.

(48) In the example of FIG. 7, the prohibited zone 21 contains two pylons 51, 52 and three cables 53 supported by the two pylons 51, 52. The prohibited zone 21 is defined by the envelope determined while detecting and identifying the pylons around each pylon 51, 52 and around each cable 53, and thus without any safety margin with respect to said envelope. The prohibited zone 21 is thus a zone to be avoided absolutely during the flight of the aircraft 1 so as to circumvent the two pylons 51, 52 and the three cables 53.

(49) For example, the prohibited zone 21 is formed by three rectangular sub-zones, namely two sub-zones associated with respective ones of the pylons 51, 52, and one sub-zone associated with three cables 53.

(50) A safety zone 22 may then be determined during the determination step in order to take into account a safety margin with respect to the prohibited zone 21, and thus with respect to each pylon 51, 52 and with respect to each cable 53. The safety zone 22 is defined by a first safety distance L1 corresponding to said safety margin with respect to the prohibited zone 21, and thus with respect to each pylon 51, 52 and to each cable 53.

(51) Therefore, the prohibited zone 21 and the safety zone 22 are contiguous. The safety zone 22 is thus also a zone to be avoided during the flight of the aircraft 1 so as to circumvent the two pylons 51, 52 and the three cables 53 with a sufficient safety margin.

(52) The safe zone 23 is defined, as in the example in FIG. 6, by a second safety distance L2 with respect to each pylon 51 and with respect to each cable 53. In this way, the safe zone 23 is defined by the second safety distance L2 with respect to the prohibited zone 21, and does not therefore contain the two pylons 51, 52 or the three cables 53 possibly supported by said at least two pylons 51, 52. The safe zone 23 is thus the zone to be preferred for safe flight of the aircraft 1 in order to circumvent the two pylons 51, 52 and the three cables 53.

(53) For example, the safe zone 23 is formed by two sub-zones, namely one sub-zone situated outside the space formed by the two pylons 51, 52 and by the three cables 53, and one sub-zone situated between the two pylons 51, 52 and below the cables 53.

(54) In addition, in FIG. 7, the safety zone 22 and the safe zone 23 are contiguous, the second safety distance L2 being equal to the first safety distance L1.

(55) The dimensions of the prohibited zone 21 corresponding to the dimensions of the envelope around each pylon 51, 52 and around each cable 53 are determined as a function of the degree of confidence established during detection and identification of the detected pylon. The dimensions of the safety zone 22 and of the safe zone 23 are determined as a function of the first distance L1 and of the second distance L2.

(56) The first distance L1 and the second distance L2 may be determined as above by using a fuzzy logic method, as a function of the above-mentioned criteria.

(57) The method of detecting wire or wire-like obstacles may also include a step of displaying prohibited and safe zones 21, 23 on the display device 17. The safety zone 22 may also, where applicable, be displayed on the display device 17. In this way, an operative, e.g. a pilot of the aircraft 1, is informed of the potential presence of at least one cable and of at least one pylon in the surrounding environment of the aircraft 1 and can view the prohibited zone 21 and the safe zone 23. The prohibited zone 21, the safety zone 22, and the safe zone 23 may be displayed in such a manner as to be superposed on an image of the landscape outside the aircraft 1, on the display device 17.

(58) For example, the prohibited zone 21 may be displayed on the display device 17 in red so as to indicate to the pilot of the aircraft 1 that he or she should avoid said prohibited zone 21. The safe zone 23 may be displayed on the display device 17 in green so as to indicate to the pilot of the aircraft 1 that the safe zone 23 is safe. The safety zone 22 may, where applicable, be displayed in amber, for example, so as to indicate to the pilot that, even though, normally, it does not contain any pylon 51, 52 or any cable 53, the safety zone 22 is nevertheless to be avoided.

(59) It is also possible to display the prohibited zone 21, the safety zone 22, and the safe zone 23 with different levels of transparency in superposition on the image of the landscape outside the aircraft 1 in order to indicate the level of risk attached to each of said zones 21, 22, 23. For example, the prohibited zone 21 may be displayed on the display device 17 in a totally opaque manner in order to indicate to the pilot that he or she should avoid said prohibited zone 21. The safe zone 23 may be displayed on the display device 17 in totally transparent manner, and the safety zone 22 may, where applicable, be displayed in partially opaque manner, typically with transparency of 50%.

(60) In addition, models of pylons and of cables may be displayed in such a manner as to be superposed on the image of the landscape outside the aircraft 1 in order to indicate the locations of the pylons 51, 52 and of the cables 53.

(61) It is also possible to display the image of the landscape outside the aircraft 1 on a first portion of the display device 17 without modifying said image, and to display the image of the landscape outside the aircraft 1 on a second portion of the display device 17 with said image having undergone processing, in particular by displaying the prohibited zone 21, the safety zone 22, and the safe zone 23 optionally with different levels of transparency. In this manner, the pilot can immediately see the positions of the pylons 51, 52 and of the cables 53, and thus of the danger zones.

(62) These different displays may be displayed on two distinct display devices 17 instead of on two portions of the same display device.

(63) The method of the invention may also include a step of estimating and displaying a predicted position of the aircraft 1 with respect to the prohibited zone 21, to the safety zone 22, and to the safe zone 23 on the display device 17. This predicted position of the aircraft 1 is estimated as a function of its current path and is, for example, displayed in the form of a cross 25, as shown in FIG. 7, although other shapes may be used. This predicted position of the aircraft 1 enables the pilot to view its path with respect to the prohibited zone 21, to the safety zone 22, and to the safe zone 23.

(64) The method may include an additional step of changing the dimensions of the prohibited zone 21, of the safety zone 22, and of the safe zone 23. During the additional step of changing the prohibited zone 21, the safety zone 22, and the safe zone 23, the dimensions of the safety zone 22 and of the safe zone 23 may be modified by, for example, modifying the values of the first and second safety distances L1, L2. The values of the first and second safety distances L1, L2 may be changed using a fuzzy logic method, as a function of the various different criteria mentioned above.

(65) For example, when the speed of the aircraft 1 increases or indeed when the degree of confidence about the detection of an obstacle decreases, the safety margin taken relative to each pylon 51, 52 and/or each cable 53 may, for example, be increased and, as a result, the values of the first and second safety distances L1, L2 may also be increased.

(66) The dimensions of the prohibited zone 21 may be modified as a function of the dimensions of the envelope determined during detection and identification of the pylons around each pylon 51, 52 and around each cable 53, and thus as a function of the degree of confidence in the detection and identification of the pylons.

(67) The representation of the prohibited zone 21, of the safety zone 22, and of the safe zone 23 shown in FIG. 8 shows, for example, a change in the dimensions of the prohibited zone 21, of the safety zone 22, and of the safe zone 23 with respect to FIG. 7 after a decrease in the degree of confidence and a decrease in the first and second safety distances L1, L2.

(68) Each criterion involved in changing the prohibited zone 21, the safety zone 22, and the safe zone 23 may be taken into account individually and independently in order to cause the dimensions of said zones 21, 22, 23 to change, e.g. using the relationships of change of the first and second safety distances L1, L2. These criteria may also be combined together, e.g. using a decision matrix, in order to govern the change in the dimensions of the prohibited zone 21 and of the safe zone 23.

(69) Such a decision matrix is shown in FIG. 9. The decision matrix shown involves three criteria and represents a cube. For example, each square of the decision matrix is associated with a range of values for each criterion and may have a relationship of change of the prohibited zone 21, of the safe zone 23, and, where applicable, of the safety zone 22.

(70) For example, for the criterion relating to the forward speed of the aircraft 1, three ranges may be defined that correspond respectively to a low speed, to a medium speed, and two a high speed. Similarly, for the criterion relating to the degree of confidence about detection of a pylon 51, 52, and of a cable 53, three ranges may also be defined that correspond respectively to a low degree of confidence, to a normal degree of confidence, and to a high degree of confidence. For the criterion relating to the time before a possible impact (TBI), three intervals may be defined, corresponding respectively to a short time, to a medium time, and to a long time.

(71) These relationships of change make it possible to cause the dimensions of the prohibited zone 21, of the safe zone 23, and, where applicable, of the safety zone 22 to be caused to change, by variations in the dimensions of the envelope around each pylon 51, 52 and around each cable 53, and in the first and second safety distances L1, L2.

(72) For example, a relationship of change may define a first percentage of increase in the prohibited zone 21, a second percentage of reduction in the safety zone 22, and a third percentage of reduction in the safe zone 23. For example, a relationship of change may define a first percentage of increase in the dimensions of the envelope around each pylon 51, 52 and around each cable 53, a second percentage of reduction in the first safety distance L1 and a third percentage of reduction in the second safety distance L2.

(73) The square of the decision matrix to be applied at a given instant may, for example, be chosen by applying a fuzzy logic method applied to the various criteria. During the flight of the aircraft 1 and while it is coming closer to a detected pylon 51, new squares of the decision matrix are to be applied successively so that the dimensions of the prohibited zone 21, where applicable of the safety zone 22, and of the safe zone 23 change.

(74) The prohibited zone 21, the safe zone 23, and, where applicable, the safety zone 22 are supplied to the computer 15 and optionally to the autopilot 9 when the aircraft 1 is flying automatically. A set of possible paths for the aircraft 1 with greater or lesser risks and/or coming more or less close to the power or structural limits of the aircraft 1 may then be determined. The method can therefore supply a new path to follow to avoid the obstacles, this new path being defined as being the best from among all of the possible paths. The possible paths may be determined by means of known algorithms of the “A*” or “dynamic A*” type, and the choice of the chosen path is made using known decision algorithms, e.g. evolutionary and/or genetic algorithms.

(75) The method may also supply a new forward speed setpoint for the aircraft 1.

(76) In addition, the choice of paths may also be learnt, either in real flight or in simulated flight, so that it is possible, with lower latency as the experience and the learning grows, to choose the best path as a function of a plurality of parameters, namely decision time, excursion relative to the corridor, the flight limits of the aircraft 1, and compliance with the limits as regards payload transported by the aircraft 1.

(77) Naturally, the present invention may be subjected to numerous variations as to its implementation. Although several implementations and embodiments are described above, it should readily be understood that it is not conceivable to identify exhaustively all possible implementations and embodiments. It is naturally possible to envisage replacing any of the means described by equivalent means without going beyond the ambit of the present invention.