T

he conventional approach followed for the synthesis of control phase transition law consists in the observation of the 2 possible commands on a nominal reference frame.

The referential itself belongs to a possible interference set, the aim is - by comparative analysis of the performance of the flight - to check the robustness of each control law. It can thus be guaranteed that it will give the best flight dynamics in a real system.

This approach nevertheless poses two drawbacks, that of the combinatorial explosion of the calculation time in the auto phase, and that inherent in the lack of experimental latitude since all the scenarios are not tested for lack of reproducibility, mean or forecast.

Embedded systems of the leisure dronedroid solve the first problem since they exploit a model equivalent to the law of automated control on a continuum of models.

A model ( law ) of commande control exclusively autonomous or only manual never allows to represent perfectly the real behavior of a complex process of public transport, in fact there are:

Regarding the non-negligible weather dynamics, they are of several natures :

Abu Dhabi Taxidrone station monitoring maneuver with A8 DroneDroid

he synthesis of control laws is a fundamental step in the process operating a public transport network.

An experimental modeling allowed to analyze the behavior of the drone on the whole of the domain of flight accessible by the civil journey.

Here, one of the objectives is to stabilize the craft over a travel speed range from 0 m s to 1.6 m/s in θ plate ranging from 10° to 45° with an altitude of 300 meters. Respecting these specifications has proved to be an ambitious task in several considerations.

On the one hand, by virtue of the optimized synchronization for elevated FATO ( Rooftop drone station) ensuring the modulation of maneuvers - with and without passengers boarding - and on the other hand, because of the remote control functions which are radically different from a flight at sea level.

To satisfy these constraints, a control structure is introduced with two distinct active phases depending on the flight point. These are the autonomous and manual control.

Auto

Manual

In order to meet these separate but not isolated objectives, a control structure has been set up. In fact, there is a continuum of instructions which are present on the trajectory of the dronedroid. The autopilot designed to control and follow this trajectory independently of the local controls. This autopilot is subdivided into several functions of remote control by the authority of the flight.
In addition, the pilot's efferent outputs go through a prevalence of order which depending on its activation, allows the transitions of the phases from auto to manual and from manual to auto.

Demonstration flight - generalities

Flight tests are very interesting to validate all loops of control. The sensors available for this purpose are the inertial unit, GPS, cameras and an ultrasonic sensor useful for the obstacle avoidance, landing and automatic take-off phases. There are three slightly different modes: Safety mode (level 0), manual-assisted mode (level 1), automatic mode (level 2).
The manual-assisted mode gives authority to the pilot ( Capcom safety operator) by means of attitude instructions on his control console but leaves the flight control in direct droids management.

In a privileged scheme of territorial implantation of public drone station network, one of the problems to solve, from an engineering point of view, is to fine-tune the switching between aircraft without the same control structures.

Indeed, the strong induction of manned drones will push the legislator to define a legal framework defining the bipartite transition of the airspace exploitation to simplified rotative wings on one side and dronedroid on the other.

Until 2017, the preponderance of the traditional legal framework is consistent and self-sufficient, given the operational qualities for helicopters.

Nevertheless, their high maintenance costs and their high dependence on fossil energies are the problematic that sign their obsolescence programmed.

Boeing CH47 Chinook, 2 engines. The least sober helicopter of the Sweden army. Goteborg Military base

The next advanced technologies in the field of batteries, sensors, artificial intelligence, wireless communication, propellers and engins have largely contributed to the development of drone - and to a lesser extent to helicopters.

In our lifetime, we are the witnesses of a technological evolution evanescent whose last rampart is build of jurisdictional nature.

Darwin's predictive model of natural selection is staggeringly invariable. The evolution of the species is made by selection of the subjects best adapted to their environment which survive and that to the detriment of the old genetic strains.

Literature, legal, computer and aeronautical is now detailed on the subject and supports the robustness.

As well MSN Messenger that did not anticipate, despite its formidable latitude, the success of the young Facebook.

In sum of what,

Just as water naturally changes in ice to adapt the cold, a transition from helicopter to a popular mode of micro-displacement will ensure the sustainability of public transport in the city carried by new actors.

Illustration: Manhattan, Bordeaux

L

ot of perspectives can be envisaged for the RTA. Globalized on a properly terrestrial zone, an extension can taking into account of the offshore zone would be an asset for the studies of implantation

But also Singapore, Rio de Janeiro or Monaco are able to reach low altitude flight and stationary behavior. Then, within the framework of the control law structures, robustness of the scheme can be improved to satisfy the ``classic`` air traffic decoupling constraints / performances, possibly with a methodological evaluation of the authorities framing the irrepressible emergence of public transport by drone.