HUMAN-MACHINE INTERFACE FOR MANAGING THE TRACK OF AN AIRCRAFT

专利摘要:
There is disclosed a method of graphically manipulating the trajectory of an aircraft comprising the steps of receiving an indication of a deformation point associated with the flight path of the aircraft; determining a zone of local modification of the trajectory of the aircraft according to the point of deformation; calculate a modified trajectory and graphically restore said modified trajectory. It is received or determined a parameter associated with the indication of the deformation point, in particular a value of speed and / or acceleration (for example of the point of contact on the touch interface, or of a cursor). A modified trajectory is calculated by selecting a calculation algorithm from among a plurality of predefined algorithms, more or less fast; said selection being made according to said parameter. Various other developments are described (configurable selection, trajectory modification terminals, processing of any deformation point, i.e. other than a point of the flight plan, etc.).
公开号:FR3025919A1
申请号:FR1402036
申请日:2014-09-12
公开日:2016-03-18
发明作者:Francois Coulmeau；Frederic Bonamy；Vincent Savarit
申请人:Thales SA；
IPC主号:

专利说明:

[0001] FIELD OF THE INVENTION The invention relates to human-machine interaction techniques in the cockpit of an aircraft and in particular details an interactive tactile interface of an aircraft. piloting an on-board real time flight management system (FMS) State of the art On the A320, A330, A340, B737 / 747 aircraft, the construction of the flight plan is done by means of a screen display that is not interactive and from an alphanumeric keyboard on an interface called MCDU (Multi Purpose Control Display). This method is tedious and imprecise. On newer aircraft (A380, A350, B777, B787) and on business aircraft (Falcon for example), pointing devices have been introduced but the creation of trajectories 15 by progressive insertion of flying points ("waypoints"). "in English) remains laborious and limited. On some more recent aircraft, interactive or tactile screens allow the pilot to define or modify a trajectory, called "stick", which consists of a drawing of the desired trajectory. The pilot receives, after calculation by the onboard computer, a validated trajectory 20 - but modified - which can be very different to the desired trajectory, due to the taking into account of the flight constraints. The progressive insertion of waypoints is furthermore appropriate, i.e. any trajectory can not be manipulated by the pilot, which results in rather rigid solutions. US2009319100 discloses systems and methods for defining and representing a trajectory. The application does not, however, deal with certain aspects, for example relating to the real-time monitoring or manipulation of any trajectory. The interaction model with the on-board computer FMS also has limitations. In particular, many "back and forth" or "trial and error" may be required to finalize a trajectory. The definition and management of "permitted changes" does not provide a satisfactory solution. In all the cases described above, the calculation time representative of a complete trajectory by an FMS takes between 2 and 10 seconds. Thus, with each addition of a point in the flight plan, the crew must wait to visualize the corresponding final trajectory, as validated by the avionics systems. This time delay intervening between the moment of the formulation of the wishes of trajectory or change of trajectory - and the validation of trajectory by the computer of onboard causes many limitations and disadvantages (e.g. delays, slowness, rigidities).
[0002] The use of pointers (e.g. mouse) or touch interfaces makes waiting times for answers even more problematic. In itself, the repetition of tedious operations can lead to a cognitive overload of the pilot, detrimental to his fatigue and thus to the safety of the flight. In certain situations, the rigidities of existing systems can go as far as to discourage changes in the trajectory.
[0003] There is a need in the industry for advanced methods and systems for the definition and management of flight paths within the equipment in the cockpit of an aircraft (or the remote pilot's cabin). a drone). SUMMARY OF THE INVENTION There is disclosed a method for graphically manipulating a trajectory of an aircraft comprising the steps of receiving an indication of a deformation point associated with the flight path of the aircraft; determining a local modification zone of the trajectory of the aircraft according to said point of deformation; calculate a modified trajectory and graphically restore said modified trajectory.
[0004] A trajectory is selected from among several (e.g. current trajectory or revised trajectory or candidate etc), for example by the driver or provided automatically (e.g., based on rules). A point is determined or selected or indicated, for example by providing the spatial coordinates of that point (in the space or on the display screen). The point of deformation is associated with the trajectory: the point can belong to the trajectory (ie be a point of the flight plan or not, that is to say any point of the trajectory) or be related with the trajectory (see for example the points "attractors" below). In one embodiment, there is indicated a single point of deformation. In another embodiment, a plurality of deformation points are indicated. From this or these points is determined a local modification zone 5 of the trajectory. In one embodiment, initial (initial, terminal) modifiers are defined, the remainder of the path remaining, for example, unchanged. The associated advantage lies in the computability of the overall trajectory thus permitted by the isolation of a path sub-part to be modified. In one embodiment, the calculated trajectory is by the avionics system FMS (that is to say a certified and regulated computer, integrating all the constraints and aeronautical specifications of flight). In one embodiment, the intermediate trajectory portion defined from the deformation point is computed according to "local" algorithms, which may be predefined, ie which guarantees the stability of the overall trajectory, once the overall subsequent revision has been validated by the FMS. In other words, deliberately simplified mathematical calculations can be used to react in milliseconds. The intermediate trajectory portion defined from the deformation point is calculated in real-time or near-real-time. By "real-time" is meant a trajectory management that can be performed in short response times compared to the manipulation of the trajectory on the graphical interface (touch or otherwise).
[0005] In one development, the method further comprises a step of receiving or determining a parameter associated with the indication of the deformation point. For example, the associated parameter may correspond to the measurement of a speed of movement of the pilot's finger on the touch interface (in this case the parameter is determined or measured). It can also be (directly or indirectly) received a numerical value for example by voice command or by tactile command or by logic command or by network command or by physical wheel or by mouse cursor or by eye movement (eg "eye tracking " in English). The numerical value thus determined (by calculation or received) may be interpreted (for example) as an intensity influencing the degree or modalities of deformation of the trajectory. For example, a dangerous weather event will be designated on the screen and associated with an extreme danger value, leading to a recalculation of the path considered (for example, bypassing the event as far as possible).
[0006] In a development, the step of calculating a modified trajectory comprises a step of selecting a calculation algorithm from among a plurality of predefined algorithms, said selection being made according to the parameter associated with the indication of the deformation point. . The predefined algorithms may have different execution speeds (and known beforehand). In a development, the parameter associated with the indication of the deformation point is a speed and / or an acceleration (for example, a finger on the touch interface or the cursor). In other words, the method according to the invention links (or associates) the detected behavior on the touch interface and the type of algorithms (more or less fast) used to determine the valid (or verified) trajectory. . The speed and / or acceleration of the physical contact on the touch interface (or the cursor), according to an interpretation of the model, can reflect the eagerness (or the constraint or the requirement) as to the speed of display and / or precision as to the graphical restitution of the modified and validated trajectory. This detection via the human-machine interface is consequently linked or associated with the selection of the most appropriate calculation algorithm to satisfy the preceding constraints (ie to reach a satisfactory compromise between the display speed requirement and the requirement of precision or realism of the validated trajectory). Taking into account the acceleration detected on the touch interface can make it possible to translate which portions of the trajectories are the most significant. The torque (speed, acceleration) interpreted by a model can provide information on the intentions of the pilot and the level of compromise speed / realism to achieve. A portion of trajectory can be drawn carefully and thus slowly (informing about a possible imperative of reliability of the display to be performed) while the end of said drawing can be performed earlier, thus leading to a preference for a display. fast. Other models are nevertheless possible. The link established between the behavior analyzed at the interface and the mode of validation of the trajectories can be simple or complex. It can take many forms in practice. A simple link or association of the interface / algorithm relationship can be done for example by means of a table, i.e. according to static mappings. On the other hand, a complex association may comprise dynamic, evolutive correspondences, eg dynamic heuristics and / or more numerous and / or intermediate predefined algorithms and / or methods of machine learning and / or take-up. account of the flight context or additional criteria such as the level of stress measured in the cockpit, for example by measuring the sound environment, the criticality of the current phase of flight. For example, cruising more accurate and slower algorithms may be favored, while the same commands received during a critical flight phase will favor the use of the fastest algorithms by default. The techniques employed may include the use of invariant or dynamic matrices or arrays, charts, weights, percentages up to the use of neural network or fuzzy logic systems.
[0007] In order to remedy any drifts or instabilities of this type of regulation, the present mechanism for adapting the interaction to the interface and / or its adaptive mechanisms can be deactivated on command (for example, the algorithms of FIG. Interpretation or equivalents may be disabled so as to avoid superfluous and / or dysfunctional intermediate levels between the pilot's instructions and the actual flight commands, ie at the beginning and end of the chain. The mode of interaction - active at the interface - can also be controlled from this same interface: in one embodiment, the pilot can force such or such "mode of interaction" (in the sense of compromise "behavior interface / algorithms for example, by setting itself, for example, the priority to the speed of the display return or to the prediction / realism of the display of the modified trajectory; or else by weighting the importance of each respective factor. In other words, the overall behavior of the interface can change over time, be configurable by the pilot, the aircraft manufacturer or the airline, etc. In a particular embodiment, the calculations can be performed by fast and optimized local trajectory calculation algorithms as a function of the speed of displacement of the deformation point, for example on the graphical touch interface (eg average or instantaneous speed). finger on the touch interface, or a cursor, for example mouse or joystick). The derivative of the speed can also be taken into account, complementary ("and) or substitution (" or ".) In one embodiment, the calculation modes are consistent with the type of interaction exerted, ie as captured by the interface means, for example, the faster the movement on a touch interface, the more favored the use of an algorithm whose execution is known to be fast. an acceptable waiting time depending on the manner in which the deformation control has been received (more or less rapid movement on the touch screen and / or the rate of the voice and / or emotions detected in the voice, etc.) The monitoring of the interaction may comprise accelerations, pauses or resumptions which are as many criteria indicating which are the calculation compromises that must be made In a situation of evaluation of an emergency trajectory, calculations quite summum res or approximate may be acceptable. In the opposite case where the trajectory is drawn carefully (so at low speed), more accurate calculations and therefore more time-consuming can be implemented. Embodiments anticipating commands or deformation queries, in order to reduce the latency required for trajectory calculation, are also disclosed. In particular, a so-called "prefetch" embodiment (described below) can anticipate and / or pre-calculate the possible path changes (in order to improve the response times). Points of attraction or repulsion can also modulate the trajectory deformations, statically or dynamically.
[0008] In a development, the step of determining the local modification area of the trajectory comprises a step of determining start and end boundary modifiers of the trajectory. This explicit development that the deformation is circumscribed in space, so as to simplify calculations. The associated advantage lies in the computability of the global trajectory thus permitted by the isolation of a path sub-part to be modified. In a development, the modified local path is displayed after its recalculation by the selected algorithm. In one embodiment, the path is immediately visualized, for example as the finger moves and / or pointers (or sliders) on the display screen. The flight plan is built gradually and iteratively, i.e. "step by step" (e.g. by successive and progressive insertion). The corresponding trajectory is calculated and displayed immediately. The pilot can therefore go backwards or evaluate possible trajectories with more "depth of sight" than with existing systems. Local recalculations make it possible to avoid the global recalculation associated with one of the interlocking interlocking loops. In a development, the selection of the calculation algorithm is configurable.
[0009] For example, the airline may predefine the use of particular algorithms, for example depending on the flight context. By default can be selected the so-called "normal" algorithm. The configuration of the algorithms (as to their use and / or content) may include driver-declared preferences, automatically defined parameters, airline instructions, ATC instructions, and so on. In one embodiment, a predefined algorithm includes a turning radius constant or equal to (average ground speed) 2 / (g * tan (25 °)), where g is the gravitational constant. In one embodiment, a predefined algorithm includes turning radii i 10 equal to (ground speed at point i) 2 / (g * tan (alpha °), where the angle alpha is plane roll, which is a function the altitude, the speed and the engine state of the aircraft and the points i being intermediate points determined on the modified local trajectory In one embodiment, a predefined algorithm comprises the complete calculation algorithm by In one embodiment, the trajectory represented "under the finger" of the pilot is continuously validated by the FMS, avoiding any discrepancy between the desired trajectory and the valid final trajectory.The visual rendering follows the movement of the finger. In a development, the method further comprises a step of receiving an indication of a final deformation point The final deformation point can be determined as such from different It can be declared as such (e.g. keyboard input, voice command, switch, etc.). It can also be verified (for example if the pilot's finger is still in contact with the touch screen and / or if he is still moving on said interface (eg according to thresholds or percentage of displacement, etc.) and / or it moves no more etc.) In one development, the method further comprises a step of revising the flight plan by adding the final deformation point to the flight plan. Conversely, still for example, the pilot can cancel a revision by reducing the deformation point on the current trajectory (the process can conclude that there is no more deformation and cancel the revision). If the finger is raised while the initial and final deformation points do not match, it can be considered that the deformation is complete, and the process can finalize the calculations. In one embodiment, it is possible to increase the graphical accuracy associated with the deformation points, for example to more finely shift a point by short presses adjacent the deformation point (initial or final). Other associated options include an option to refocus the display on the selected point. In a development, the initial point of deformation is not a point of flight plan. A computer program product is disclosed comprising code instructions for performing the process steps according to any one of the steps of the method, when said program is run on a computer. There is also disclosed a system comprising means for carrying out one or more process steps. In one development, the system includes one or more touch interfaces present on an FMS flight computer and / or one or more EFB electronic flight bags and / or one or more CDS display screens. The method can be implemented on different physical systems (for example by one or more supports on a touch interface and / or indication of a pointing device, such as a mouse cursor or dataglove or data glove and / or voice commands, etc.). For example the deformation point may be indicated by a fulcrum 20 (and / or pressure) on a touch interface or indication of a pointing device. The coordinates of the deformation point or points can be 2D (e.g. navigation or vertical profile) or even 3D (e.g., in space, by manipulation of volumes or spherical coordinates etc). Coordinates can be received continuously (or at least sequentially).
[0010] Calculation means (i.e. computational capabilities) may be deported to surrounding / on-board electronic flight bags and hence computation times may be (further) reduced. In a development, the system includes an ND navigation display screen and / or a vertical evolution display screen VD.
[0011] In a development, the system includes virtual and / or augmented reality means. Advantageously according to one embodiment of the method, it is possible to construct a trajectory "on the finger" on the touch screen, or with a pointing device (CCD for 5 "Cursor Control Device" in English) on any type of screen , calculated quickly by the FMS. In the case of an interactive human-machine interface (for example, with a cursor displaced by a mouse for example), the trajectory displayed during the movement of the mouse corresponds (at least substantially) to the real trajectory of the management computer of the mouse. flight.
[0012] In one embodiment, the method comprises calculating a local trajectory, resulting from a complete trajectory. When an action is determined on a flight plan element or a piece of the trajectory, the method determines a local modification zone around the element: it deduces two bounds of 'start of modification' and 'end of modification. Then it retrieves the information at the terminals (predictions in particular). As the trajectory is distorted, a simple "local trajectory update" algorithm is started, which uses simplified mathematical calculations to react in milliseconds. Prediction update algorithm can be performed, applying on the predictions of the points, the prediction deltas derived from the deformed trajectory.
[0013] Advantageously, the invention allows interactive construction of trajectories by the embedded systems. The trips back and forth between the driver's wishes and the computer's feedback on the possibilities of changing the trajectory are closer together in time, so that a real interactive trajectory construction becomes possible. The pilot can generally evaluate immediately, and at any time, solutions of alternative trajectories. This increased flexibility can, for example, provide greater fuel economy or responsiveness compared to external flight events, such as sudden local weather changes. Advantageously, the pilot can quickly see his actions, as and when the movement of the finger.
[0014] Advantageously, by having the ability to interactively build trajectories on a touch screen, the pilot can reduce his cognitive load, being relieved of tedious checks, and can focus more on the actual driving. Advantageously, the path being modified follows in real time the finger on the screen. Advantageously according to the invention, the trajectory represented under the pilot's finger is continuously validated by the FMS, avoiding any discrepancy between the desired trajectory and the valid final trajectory. Advantageously, according to the invention, a "real-time" tracking of the final trajectory of an onboard system is allowed. In other words, the trajectory management can be carried out in short response times with respect to the manipulation of the interface. The solution provided to the problem of the discrepancy existing between the desired trajectory and the trajectory finally validated by the FMS (and its various aspects, in particular temporal) notably consists in calculating an intermediate portion of trajectory in real time or in quasi-real time, according to "local" algorithms, while guaranteeing the stability of the global trajectory once the revision has been validated. According to one aspect, and in a particular embodiment, the trajectory algorithms called during the movement of the finger on the interface are a function of the speed of movement thereof. The faster the movement on the touch interface, the more favored the use of an algorithm whose execution is known to be fast. The advantage of this embodiment is that, as soon as the finger slows to focus on the place it will validate, an algorithm known to be more efficient will be used. As a result, the drawn trajectory will have an ever more faithful rendering. Moreover, unlike the market FMS which calculate a lateral trajectory based on the points of the flight plan, the method according to the invention can determine a trajectory independently of the flight plan, since the creation of a flight plan point during displacement remains optional. Finally, to guarantee fast response times, the method relies on "local" calculations, with subsequent integration into the overall trajectory, which is not generally done by FMS flight computers on the market.
[0015] Advantageously, a fluid interaction is permitted. The result of the interactions made on the trajectory is immediately visualized, as and when the movement of the finger and / or pointers. Advantageously, embodiments are directly exploitable on the 5 systems of cursor interactivity in current aircraft. Advantageously according to the invention, it is possible to construct a trajectory "in real time" and "step by step" (e.g., by successive insertion of points). The flight plan is built gradually and iteratively. The corresponding trajectory is calculated and displayed immediately. The pilot can therefore go backwards or evaluate possible trajectories with more depth of vision than with existing systems. In one embodiment, the solution can take advantage of the advantages inherited from the use of tactile interfaces: to draw the trajectory of the aircraft directly (since the display will be done in real time), without going through a successive definition of flight plan points, for example by sliding your finger on a touch screen. Among other advantages induced, this solution makes it possible not to overload the navigation databases, which store the points of the flight plan, including the points created by the pilot. In one embodiment, the solution can also be used in a context called "Vertical Display" (which is the pendant of the ND on the vertical plane), with the possibility of deforming in real time the vertical trajectory, namely the displacement of flight characteristic points commonly referred to as "waypoint nicknames" in the avionics literature of flight management systems (standardized globally by the AEEC ARINC 702), the displacement of altitude and / or speed or time constraints. In one embodiment, the solution allows particular interactions, such as, for example, the splicing of two elements or even an instant "DIRECT TO" function. Starting from an initial trajectory between 2 points A and B, the splicing of 2 elements can, for example, be carried out by "pulling" (with the finger or the cursor) said trajectory until reaching another point C of the screen, this operation creating a sequence of points A, B and C. Similarly, starting from a sequence of points A, B and C having a trajectory segment between A and B and a trajectory segment between B and 30 C , a splice from A to C can be made by drawing the path [A, B] so as to reach the point C. In other words, starting from an initial point on the interface, it is 3025919 12 possible to slide your finger on the interface to reach another endpoint on the interface; the method may indicate the different possible options of the revision on said end point. Since the trajectory is optionally independent of the flight plan (the creation of a "waypoint" in the "FPLN" structure is not mandatory), the calculated trajectory can be continuously recalculated according to the changes in calculation assumptions ( for example depending on the speed of the aircraft, which may change after the initial calculation), in particular to respect the conditions of "volability". In one embodiment (for example configurable by the aircraft manufacturer or the operator via a configuration file for example or via a selection by the pilot and / or the airline), it is possible to make "fixed" the trajectory or a portion of trajectory, once the latter trajectory or portion of trajectory has been calculated. In this case, the trajectory is "geometrically fixed", i.e. is not necessarily flyable by the aircraft, given its flight qualities (cornering in particular). . In this case, the pilot can be warned that the portion in question can not be stolen. In this case, by simply touching the segment concerned, the method can make it possible to recalculate and redraw a fl exible lateral trajectory. The present invention will advantageously be implemented in a wide variety of avionic environments, in particular on Cockpit Display Systems (CDS) type HMIs, FMSs, on-board or ground mission systems for piloted aircraft or drones, EFBs (for Electronic Flight Bag) or touch pads. It can also be used with an onboard taxiing system (called TAXI or ANF for Airport Navigation Function), to define the ground trajectory between fixed elements (points) of the airport surface. The invention can also be applied to the maritime or road context. DESCRIPTION OF THE FIGURES Various aspects and advantages of the invention will appear in support of the description of a preferred mode of implementation of the invention, but without limitation, with reference to the figures below: FIG. overall technical environment of the invention; Figure 2 schematically illustrates the structure and functions of a known FMS flight management system; Figure 3 shows examples of steps according to a method of the invention; FIG. 4 illustrates an example of trajectory manipulation on a touch interface and shows in particular the determination of an impact zone; Figure 5 illustrates an example of display in ND Navigation Display; Figure 6 illustrates various aspects relating to the HMIs for implementing the method according to the invention.
[0016] DETAILED DESCRIPTION OF THE INVENTION Certain terms and technical environments are defined below. The abbreviation or acronym FMS corresponds to the English terminology "Flight Management System" and refers to aircraft flight management systems, known in the state of the art by the international standard ARINC 702. During the preparation of a flight or during a diversion, the crew proceeds to enter various information relating to the progress of the flight, typically using a flight management device of an aircraft FMS. An FMS comprises input means and display means, as well as calculation means. An operator, for example the pilot or the co-pilot, can enter via the input means information such as RTAs, or "waypoints", associated with waypoints, that is to say points vertically. which the aircraft must pass. These elements are known in the state of the art by the international standard ARINC 424. The calculation means make it possible in particular to calculate, from the flight plan comprising the list of waypoints, the trajectory of the aircraft, as a function of the geometry between waypoints and / or altitude and speed conditions. In the remainder of the document, the acronym FMD is used to designate the textual display of the FMS present in the cockpit, which is generally arranged at a low head (at the pilot's knees). The FMD is organized into "pages" which are functional groupings of consistent information. Among these pages are the page "FPLN" which 3025919 14 presents the list of elements of the flight plan (waypoints, markers, pseudo waypoints) and the page "DUPLICATE" which presents the results of searches in navigation database. The English acronym ND is used to designate the graphical display of the FMS present in the cockpit, generally arranged in the middle head, in front of the face. This display is defined by a reference point (centered or at the bottom of the display) and a range, defining the size of the display area. The acronym HMI stands for Human Machine Interface (HMI). The entry of the information, and the display of the information entered or calculated by the display means, constitute such a man-machine interface. With known FMS type devices, when the operator enters a waypoint, he does so via a dedicated display displayed by the display means. This display may optionally also display information relating to the time situation of the aircraft vis-à-vis the waypoint considered. The operator can then enter and visualize a time constraint posed for this waypoint. In general, the HMI means allow the entry and consultation of flight plan information. According to one aspect of the invention, the integration of the FMS trajectory calculations within the present solution is fundamentally difficult to implement, for mathematical reasons. The nesting of computation loops for the computation of trajectories by the FMS results in a total computation time which is hardly compatible with the requirements related to a local deformation in real time of the trajectory (except to have sufficient capacities of computation) . In a avionic environment with limitations, the invention discloses method steps and systems for marrying these contrary requirements (rapid and faithful display of trajectory validated by limited avionics means). As a reminder, a "classic" trajectory calculation by the FMS is organized as detailed below. It is first computed a lateral trajectory, supposed without turns. Predictions on this lateral trajectory are then calculated by propagation of the flight mechanics equations. The lateral trajectory, with turns, is then recalculated, based on the predicted speeds of passage to the different waypoints of the flight plan. Predictions on this refined trajectory are recalculated. At the output, therefore, are obtained a) a portion of lateral trajectory "Portion_TRAJ" characterized by its starting and finishing positions (in lat / long for example) and on the abscissa curvilinear with respect to the destination (abscissa of the point of starting on the primary TRAJ_: DtD_prim_dep; abscissa of the arrival point on the TRAJ_primaire DtD_prim_arr) at the point of current deformation (in lat / long for example); b) a succession of segments (rights and turns) between the starting position and the arrival position (in lat / long for the ends of straight segments, and in lat / long opening of the center and radius for the arcs of circles, by example). The HMI sends this new portion of lateral trajectory "Portion_TRAJ" in parallel of the primary TRAJ. The current FMS perform a complete calculation of the Portion_TRAJ, starting from the current position to end on the last point of the flight plan (usually the destination). The main shortcomings of such an existing approach reside on the one hand in the need to develop an algorithm for each calculation, and on the other hand in the nesting of several iterative loops necessary for the determination of this trajectory. Indeed, the calculation of the lateral trajectory needs the speed GS given by R. tan (phi) = GS2 / 2 (where phi is the roll angle), determined by vertical integration (provided by the known equations Fz = mg.cos y; Fz = 1/2 pSVair2.Cz; Fx = 1/2 pSVair2.Cx; Cx = f (Cz); Cx = f (Cx_lisse; Cx conf (i) with i = 1 Nconf; Cx_m); dx / dt = GS. Cos y, and dz / dt = GS where y is the mass, y is the aerodynamic slope, p is the density of the air, S is the aerodynamic surface, V is the ground speed (V = GS), Tx is the thrust, Fx is the drag, Fz is the lift, Cz is the lift coefficient and Cx is the drag coefficient The length of the lateral trajectory and the size of the turns depends on the vertical trajectory The equations of the vertical are along the calculated trajectory by the equation R. tan (phi) = GS2 / 2g The vertical trajectory depends on the lateral trajectory.These interdependencies introduce some inaccuracy or even instability in the calculations since the sequences iteration Interdependent calculations must stop at one time or another to satisfy computation time requirements, while the convergence between these separate calculations is not necessarily achieved. The iterative calculations between the lateral and vertical trajectory are necessarily starting from the initial position as for any differential equation. The computation time required by the FMS is therefore generally incompatible with the requirements related to a real-time local deformation of the trajectory. The current FMS systems, taking into account the complexity of the above equations and technologies, take between 1 and 30 seconds to calculate a final trajectory (ie lateral + vertical with a convergence in the calculations), where it is necessary between 60 ms and 200 ms to follow a finger that moves on a screen without the eye noticing the latency. The impact of a deformation of the lateral trajectory within it has impacts on the vertical trajectory (since the constrained points are no longer in the same place ...), itself having by loopback impacts on the lateral trajectory . According to one aspect of the invention, a new type of fast lateral / vertical calculation is performed, the calculation time of which is a function of the speed of movement of the finger. The trajectory will be of less good quality if the finger moves quickly, but it is acceptable for the eye; what matters is that the trajectory is "of better quality" when the finger slows down when arriving at the target point. Figure 1 illustrates the overall technical environment of the invention. Avionics equipment or airport means 100 (for example a control tower in connection with the air traffic control systems) are in communication with an aircraft 110. An aircraft is a means of transport capable of evolving within the earth's atmosphere. .
[0017] For example, an aircraft can be an airplane or a helicopter (or even a drone) The aircraft comprises a cockpit or a cockpit 120. Within the cockpit are flying equipment 121 (called avionic equipment), comprising, for example, one or more on-board computers (means for calculating, storing and storing data), including an FMS, means for displaying or displaying and for inputting data, communication means, as well as ( possibly) haptic feedback means and a running computer A touch pad or an EFB 122 can be on board, portable or integrated in the cockpit, said EFB can interact (two-way communication 123) with the avionic equipment 121. The EFB can also be in communication 124 with external computing resources, 15 accessible by the network (for example cloud computing or "cloud computing" 125. In particular, the p can be done locally on the EFB or partially or totally in the calculation means accessible by the network. The on-board equipment 121 is generally certified and regulated while the EFB 122 and the connected computer means 125 are generally not (or to a lesser extent).
[0018] This architecture makes it possible to inject flexibility on the side of the EFB 122 while ensuring controlled safety on the side of the onboard avionics 121.
[0019] 3025919 17 Among the equipment on board are various screens. The ND screens (graphic display associated with the FMS) are generally arranged in the primary field of view, in "average head", while the FMD are positioned in "head down". All information entered or calculated by the FMS is grouped on pages called FMD. The 5 existing systems can navigate from page to page, but the size of the screens and the need not to put too much information on a page for its readability do not allow to comprehend in their entirety the current and future situation of the flight in a synthetic way. The crews of modern aircrafts in cabin are generally made up of two people, distributed on each side of the cabin: a "pilot" side and a "co-pilot" side. Business aircraft sometimes have only one pilot, and some older aircraft or military transport have a crew of three. Each one visualizes on his IHM the pages that interest him. Two pages of the hundred or so possible are usually displayed permanently during the execution of the mission: the page "flight plan" first, which contains the route information followed by the aircraft (list of the next 15 points of passage with their associated predictions in distance, time, altitude, speed, fuel, wind). The route is divided into procedures, themselves consisting of points (as described in patent FR2910678) and the "performance" page, which contains the parameters useful for guiding the aircraft on the short term (speed to follow, ceilings of altitude, next changes of altitude). There are also a multitude of other pages available onboard (the side and vertical revision pages, the information pages, pages specific to certain aircraft), or generally a hundred pages. Figure 2 schematically illustrates the structure and functions of a known FMS flight management system. An FMS 200 type system disposed in the cockpit 120 and the avionics means 121 has a man-machine interface 220 comprising input means, for example formed by a keyboard, and display means, for example formed by a display screen, or simply a touch display screen, as well as at least the following functions: navigation (LOCNAV) 201, to perform the optimal location of the aircraft according to the geolocation means such as geo-positioning by satellite or GPS, GALILEO, VHF radionavigation beacons, inertial units. This module communicates with the aforementioned geolocation devices; 3025919 18 - Flight plan (FPLN) 202, to enter the geographical elements constituting the "skeleton" of the route to be followed, such as the points imposed by the departure and arrival procedures, the waypoints, the air corridors , commonly referred to as "airways" according to English terminology. An FMS generally hosts several flight plans (the so-called "Active" flight plan on which the aircraft is guided, the "temporary" flight plan allowing modifications to be made without activating the guidance on this flight plan and "Inactive" ("secondary") flight plans - Navigation Database (NAVDB) 203, to construct geographic routes and procedures from data included in the point databases, 10 tags, legacy of interception or altitude, etc; - Performance database, (PERFDB) 204, containing the aerodynamic and engine parameters of the aircraft; - Lateral trajectory (TRAJ) 205, to build a continuous trajectory from the flight plan points, respecting the performance of the aircraft and the confinement constraints (RNAV for Area Navigation or RNP for Required Navigation Performance); The lateral trajectory TRAJ is therefore the continuous thread which connects the various elements of the plane. FPLN, according to rules of geometry defined by the international standard AEEC ARINC 424. The geometry rules relate to the elements of the flight plan, extracted from the database NAVDB. 20 - Predictions (PRED) 206, to construct an optimized vertical profile on the lateral and vertical trajectory and giving estimates of distance, time, altitude, speed, fuel and wind in particular at each point, at each piloting parameter change and at each destination, which will be displayed to the crew. The disclosed methods and systems affect or concern this portion of the calculator. 25 - Guidance (GUID) 207, to guide the aircraft in its lateral and vertical planes on its three-dimensional trajectory, while optimizing its speed, using the information calculated by the Predictions function 206. In an aircraft equipped with a automatic control device 210, the latter can exchange information with the guide module 207; 3025919 19 - Digital data link (DATALINK) 208 for exchanging flight information between flight plan / prediction functions and control centers or other aircraft 209. - one or more HMI screens 220. All information entered or calculated by the FMS is grouped on display screens (pages FMD, NTD and PFD, HUD or other). On airliners type A320 or A380, the trajectory of the FMS is displayed at the head average, on a display screen said Navigation Display (ND). "Navigation display" provides a geographical view of the situation of the aircraft, with the display of a cartographic background (whose exact nature, appearance, content may vary), with sometimes the flight plan of the aircraft. the plane, the characteristic points of the mission (equi-time point, end of climb, start of descent, ...), the surrounding traffic, the weather in its various aspects such as the winds, the storms, the zones of icing conditions, etc. On the A320, A330, A340 and B737 / 747 aircraft, there is no interactivity with the flight plan display screen. The construction of the flight plan is done from an alphanumeric keyboard on an interface called MCDU (Multi Purpose Control Display). The flight plan is constructed by entering the list of "waypoints" represented in tabular form. You can enter a certain amount of information on these "waypoints", via the keyboard, such as the constraints (speed, altitude) that the plane must respect when passing waypoints. This solution has several defects. It does not make it possible to deform the trajectory directly, since it is calculated by the system according to the geometry rules of the AEEC ARINC 424: it is necessary to go through a successive entry of "waypoints", that is existing in the bases of navigation data (NAVDB standardized on board in AEEC ARINC 424 format), or created by the crew via its MCDU (by entering coordinates for example). This method is tedious and imprecise given the size of the current display screens and their resolution. For each modification (for example a deformation of the trajectory to avoid a dangerous weather hazard, which moves), it is necessary to re-enter a succession of waypoints outside the zone in question. Figure 3 shows examples of steps according to the method of the invention.
[0020] A method according to the invention is based in particular on the calculation of trajectory and prediction of the FMS and performs one or more of the steps detailed below.
[0021] In a first step 310, the method according to the invention determines the flight plan concerned and the point of deformation (point of support of the finger or the pointing device, or even possibly movement of the hand or the eye or a contactless pointing device "Air Touch concept"). In particular, the deformation point is not necessarily a "point of the flight plan". This makes it possible to make successive changes of trajectory, independently of the flight plan structure. Indeed, after a first trajectory modification, it is possible to want to make a local modification on the deformed trajectory. For this to be possible, it is necessary not to link the algorithm to the flight plan points. The "current deformation point" corresponds to the current position of the finger on the screen. In a second step 320, the method determines an impact zone on the primary TRAJ, a function of the position of the deformation point. This zone determines the boundaries between which the new trajectory calculation will be performed. Nominally, the area is between the two points surrounding the deformation point. When the pilot moves the deformation point 15 in space, the system will calculate 2 joining points of the trajectory TRAJ_PRIMAIRE, both located respectively on the segments [revious point, point of initial deformation on the trajectory], [oint of initial deformation on the trajectory, next point]. The rejection angle can be set by the driver, with a default value of 45 °. If an intercept point (which will be referred to in the following as the "starting point 20" or the "end point") reaches one of the 2 boundaries of the segment on which it is defined, then the point is deleted because it is useless . In a preferred embodiment, the two points ("previous point" and "next point") surrounding the deformation point are the "flight plan points" preceding and following the point of deformation. The "deformation point" is also calculated and stored as "flight plan point". In an alternative, the method is independent of the "flight plan points": it does not create "flight plan points", but "trajectory points" known only to the trajectory (in the FMS sense, see §1.11) . However, at the initialization of the first deformation, knowing that it is based on a TRAJ_primaire lateral trajectory which is built on the flight plan, the "next point" is a "flight plan point". If the deformation point is on the "active leg" (ie the current trajectory segment between the aircraft and the 1st flight plan point), the method defines the "previous point" as the current position of the aircraft . Otherwise it is a "flight plan point": this is only valid for the 1st deformation. The impact zone is modeled by the existence (or even 0 depending on the case) of two points along the initial trajectory (hereinafter referred to as "starting point" and "arrival point") located respectively between [revious point; the point of deformation] and [the point of deformation; next point]. If there is no point "plane of flight" near the point of deformation, the impact zone corresponds to a distance along the trajectory, on both sides of the deformation point, function the distance of the deformation point from the primary trajectory TRAJ. When the flight plan does not include "flight plan points" close to the deformation zone, this embodiment avoids a deformation that goes too far In a third step 330, the method selects the type of calculation to be performed. The type of calculation to be performed may in particular be a function of the speed of movement of the finger (ultra-fast, fast, normal ...). To model the speed of movement of the finger, the speed of movement can for example be evaluated as a percentage of the range of display on the screen (display scale) or independently of this range of display, we can go through a selection in percentage of elongation (by how much the new finger selection lengthens the lateral trajectory). In this way, calculations are launched according to the movements engaged by the pilot, reflecting the perception expected by him. One of the objectives of an embodiment of the invention is to provide a result "under the finger" that is close to the final reality and whatever the deformation of the trajectory. For example, if the displacement of the finger corresponds to an elongation of the trajectory of more than X1% compared to the previous calculation, then the so-called "ultra fast" algorithm can be selected. Otherwise, for example if the displacement of the finger corresponds to an elongation of the trajectory between X2% and X1% with respect to the previous calculation, then the so-called "fast" algorithm will be selected. Always failing will be selected the so-called "normal" algorithm. These values can moreover be configurable (by default, according to the preferences of the pilot, by automatic learning, etc.). For example, X1 can be set at 50% and X2 at 10%. In a fourth step, the method calculates a local secondary path passing through the deformation point (or near) in the impact zone. Existing FMS are limited to trajectories departing from the aircraft and in particular do not calculate a portion of trajectory 30 in the middle of another for example. They always start the calculation at the initial position (first point of the flight plan or current airplane position, and finish their calculation at the last point of the flight plan (usually the destination).) Calculations are carried out 3 02 5 9 1 9 22 by fast and optimized local trajectory calculation algorithms as a function of the speed of displacement of the deformation point For this to be rapid, the HMI interface calls a trajectory calculation (called "LIB TRAJ" of calculation of the segments), with: 5 - The name of the primary TRAJ: TRAJ of the active, temporary or secondary FPLN, as well as the portion of the flight plan concerned (primary portion or "alternate"), - The reference segment or reference point, called in the first step 1 "initial deformation point" The boundaries resulting from step 2 ("previous point" and "next point") 10 - the position (finger) of the "current deformation point"; -the information on the desired algorithm ("ultra-fast", penny s step 4a), "fast" (PREDS approximated, under step 4b), "exact" (TRAJ and PREDS, under step 4c) In detail, step 341 (step 4a) determines the instantaneous trajectory to be displayed to the pilot. Its purpose is to minimize the response time as much as possible by limiting the accuracy of the calculation. To do this, the latter is calculated as detailed below. Predictions at the "previous point" and "next point" are first retrieved. The average turn radius is (Average Ground Speed) 2 / (g * Tan (roll angle)), where g is the gravitational constant, with Average Ground Speed = 0.5 * (Previous Ground Speed + Next Ground Speed). The roll angle (e.g. 25 °) is configurable, but for a "high-speed" calculation, it may be preferable to use either a constant or a simple analytical formula (e.g. linear versus altitude and / or speed for example). The calculation of the trajectory can finally be based on this average turning radius from the "previous point" to the "next point" (thus including the two intercepting waypoints called hereinafter ("starting point" and "point"). finish) and, in particular, step 342 (step 4b) determines the refined trajectory in terms of turning radii to be displayed to the pilot, this time the pilot having slowed down its displacement, the idea is to show it a more precise trajectory, but keeping a fast response time.To do this, the trajectory is computed as detailed below: Predictions 30 to the "previous point" and " next point "are retrieved." Noting VSP and VSS the ground velocities of "previous point" and "next point", interpolation of predictions at intermediate points is carried out: starting point, deformation point, point d In noting VS1, VSD and VS2 the respective ground velocities of "Starting Point", Deformation Point, "End Point", noting LP1 the distance between "Previous Point 5" and "Starting Point", noting LPD the distance separating the "previous point" and Deformation Point, passing through the "Starting Point", noting LP2 the distance between the "previous point" and the "End Point", passing through "Starting Point" and Deformation, in noting LPS the distance separating the "previous point" and "next point", passing through the 3 intermediate points, are obtained: VS1 = VSP + LP1 / LPS * (VSS - VSP) VSD = VSP + LPD / LPS * (VSS - VSP) VS2 = VSP + LP2 / LPS * (VSS - VSP) The coherent turn radius of these predictions at each of the points (potentially up to 5 different radii) can be calculated. If i belongs to [Previous Point, "starting point 15", Deformation, "end point", Next Point], then the turning radius i is (VSi) 2 / (g * Tan (25 °)) ( the 25 ° are configurable and can be of a form f (altitude, speed, engine state) and the trajectory based on these different turning radii from the "previous point" to the "following point" is calculated. 343 (step 4c) determines the "exact" trajectory (in terms of 20 predictions and side segments) to be displayed to the pilot.This time, the pilot has slowed down his movement considerably. If the deformation is considered to be close to its final position, the system will try to calculate the most accurate trajectory possible in order to propose to the pilot the most representative trajectory possible of the final version. 25 classic way but instead of com start from the plane, it starts from the "previous point". In this way, the error in terms of predictions is greatly minimized. The calculation stops at the "next point", as for steps 4a and 4b. Optionally, the display can be specific to identify the part of the path impacted by the command. For example, the impacted trajectory can be displayed in 30 blue dots (or the color of the modified flight plan) over the trajectories already displayed.
[0022] This manipulation could be visible only on the side where the operation is carried out, being a draft physically built on the finger by the pilot or co-pilot. This avoids problems of synchronization or understanding by the algorithm, on the other side.
[0023] Alternatively, a deactivation of the interactivity on the screens other than the one where the deformation is being carried out could be envisaged. In detail, step 350 (step 5) determines a final trajectory, replacing the primary trajectory by the trajectory "Portion_TRAJ" in the impact zone (ie between the starting and finishing positions of step 3 ). In an embodiment # 1A, the positions of the "departure and arrival points" are stored as "flight plan point" in the flight plan structure. In an embodiment # 1B, the positions of the "start and finish points" are stored as "path point" in the lateral path structure. In an embodiment # 2A, the deformation point is stored as a "flight plan point" in the flight plan structure. In Embodiment # 2B, the deformation point is stored as a "path point" in the lateral path structure. Optionally, the embodiments (# 1A or # 2A) and (# 2A or # 2B) can be (indifferently) combined (for example # 1A with # 2B). A trajectory discontinuity may appear between the end of the calculated trajectory and the original trajectory that follows. This is not the case at the beginning of the trajectory computed since it starts from the original trajectory. To solve this problem a sub-step can determine if necessary the continuation of the trajectory to ensure the continuity (and thus the volability) of the trajectory computed by the system. To do this, the system can perform a conventional trajectory calculation, waypoint by waypoint (starting with the next waypoint) to remove this discontinuity. This step may take a while but remains generally acceptable, since nominally it is not necessary. In addition, operationally, the waypoints are spaced far enough apart to not propagate a discontinuity for several waypoints. In fact, this step can be summed up in almost all cases with the principle "no additional calculation necessary" or "calculation of a single additional waypoint". At the output, there is therefore a final trajectory, where each element is referenced for example in curvilinear abscissa with respect to the destination (called "Dist to Dest" or "DtD"). The starting and finishing points and the point of deformation can therefore be located on the TRAJfinal by their DtD: starting point (DtD_finale_dep), end point (DtD_finale_arr), deformation point (DtD_finale_defor). In the detail of the sixth step 360, the method determines the impacts on the predictions of the replacement of the primary trajectory portion by the secondary trajectory in the impact zone. To this end, the method recovers in the TRAJ_primary trajectory, the predicted data on a) the nearest lateral trajectory element, located upstream of the "starting point" (named "previous point" above); this method is more accurate than taking the starting and finishing points of step 5, on b) the abscissa of the point close to the starting point DtD_prox_dep, on c) the speed of point 10 close to the starting point V_prox_dep, on d) the altitude of the point near the starting point Alt_prox_dep, on e) the time of the point near the starting point T_prox_dep, on f) the fuel of the point near the starting point Fuel_prox_dep, on g) the Wind near the point of departure Wind_prox_dep, on h) the nearest lateral path element, located downstream of the "end point" (named "next point" above), over i) 15 the abscissa from the point near the end point DtD_prox_arr, over j) the speed of the point close to the point of arrival V_prox_arr, over k) the altitude of the point near the point of arrival Alt_prox_arr, over I) the time of the point close to starting point T_prox_arr, on m) the fuel near the point of arrival Fuel_prox_arr, on n) the wind of the po int near the finish point Wind_prox_arr.
[0024] Then, the method determines the trajectory elongation between the primary TRAJ trajectory and the final TRAJ trajectory by means of the equality Elongation K = (DtDfinale_dep - DtD_final_arr) / (DtD_prim_dep - DtD_prim_arr). Next, the method calculates the impact on the predictions of the points of the flight plan, concerned with the modification, that is to say the points after the deformation point, according to the desired algorithm ("ultra-fast"). , "fast" or "exact") as described below for the example. For the so-called "ultra-fast" algorithm, for example, the time on the "next point" given by T_prox_dep + K * (T_prox_arr - T_prox_dep) and the time at arrival are calculated by applying the time offset. K * (T_prox_arr - T_prox_dep) at the predicted time of arrival of the TRAJ_primaire. The time offset K * (T_prox_arr - T_prox_dep) may also be applied to all flight plane points following the "prox_dep point", including the deformation point. The fuel on the next point is given by Fuel_prox_dep + K * (Fuel_prox_arr - Fuel_prox_dep). The calculation is reiterated for all points until the arrival 3025919 26 (the fuel offset is applied). The other parameters can be calculated in the same way, although of less importance. The objective for the pilot and the crew is to know the impact on the deformation point and the end point as well as the destination. For the so-called "fast" algorithm, in order to calculate the time on the next "point" more precisely, the speed can be smoothed on the stretched segment between the "previous point" and "next point" elements, by example with a linear evolution of the speed. Noting the distance between a point in the path segment between "previous point" and "next point", i.e. d = 0 at the "previous point" and d = DtD_prox_arr - DtD_prox_dep at the "next point". The time taken to traverse the new trajectory can be modeled by a linear variation of the speed, for example given by the equality V (t) = V_prox_dep + (t - T_prox_dep) * (V_prox_arr - V_prox_dep) / (T_prox_arr - Tprox_dep ). By integrating x (t) = inegral (V (t) dt) between T_prox_dep and T_prox_arr, we obtain d = (V_prox_dep + V_prox_arr) x (T_prox_arr - T_prox_dep) / 2. Let T_prox_arr - T_prox_dep = 2d / (Vprox_dep + V_prox_arr) . The fuel consumed can be calculated in the same way as in the case of the "ultra fast" method, or by measuring the flow rate FF at the "previous point" and "next point", then integrating it between T_prox_dep and T_prox_arr according to a linear law. A formula of the fuel_prox_arr - Fuel_prox_dep = 2 (T_prox_arr - T_prox_dep) / (FF_prox_dep + F F_p rox_a rr) type is obtained by a calculation similar to the above one. In the case of the so-called "normal" algorithm, it does not have the same formula. there is no need for additional calculations. The loopback between trajectory and predictions described in step 4c, directly gives the correct predictions at the crossing points, until arrival. In the detail of the seventh step 370, the method displays the final trajectory on the interactive screen. If the change took place on an active flight plan, this created a temporary flight plan, whether or not to be inserted by the existing commands. In an alternative, it is possible to stay in the active flight plan rather than create a temporary one. If the modification is made on a secondary flight plan, it can be applied to the flight plan without going through a temporary state. In all cases, a button or an actuator can make it possible to accept / refuse the deformation, if necessary.
[0025] In the detail of the eighth step 380, the method determines whether the path is still being changed. This step checks, for example, whether the finger is still in contact with the screen, under the trajectory, and whether it moves by at least X3% (for example by 1% 3025919 compared to the previous touch). If it no longer moves (but stays pressed for example), the eighth step continues. If the pilot's finger continues to move on the interface, the calculation is restarted on step 1. In a particular case corresponding to the cancellation of the revision, a cancellation of the command may be requested if the deformation is brought back to the primary trajectory TRAJ (the process deduces that there is no more deformation and cancels the revision). If the finger is raised, it can be considered that the deformation is complete, and the process then proceeds to the next step. In an alternative embodiment, it is possible to more finely shift the point of deformation by short supports next to this point of deformation. If necessary, the offset can for example be effected on the line that passes through the initial position of the deformation point and its current position. In this alternative, raising your finger may not complete the command. Third-party graphical means (confirmation / cancellation button) may, for example, terminate this command intentionally. In the detail of the ninth step 390, the method performs the "complete calculation". When the finger has left the screen and a final trajectory TRAJ has been calculated (by the following steps), the trajectory is calculated by conventional means FMS. In some embodiments, the cancellation of the command may remain possible, for example by selecting specific 'UNDO' or 'ERASE' buttons of the FMS. Once the trajectory has been validated, it may for example be possible to cancel the command by selecting the deformation point or a segment belonging to the impact zone, then by launching the new Fit_FPLN command which makes it possible to return to a trajectory calculation. based on the flight plan. This option offers the possibility of doing "what if", that is to say to test alternative solutions: the pilot can for example distort the trajectory to avoid a geographical area (eg adverse weather) but finally s see that the result is not better. Graphically, that is to say in its visual rendering, the proposed system can make it possible to distinguish the display of the trajectory calculated from the flight plan (ie the one corresponding to the conventional calculation) from that modified by the pilot at the time. method of the invention. In one embodiment, the segments of the path are displayed with double lines. This signaling makes it possible to indicate to the pilot where he can act to return to a trajectory calculated on the flight plan (command Fit_FPLN). FIG. 4 illustrates an example of an interface for the deformation of the trajectory of the aircraft. In one embodiment, the trajectory of the aircraft is displayed and then modified by gestures or movements of the pilot. In this case, on a touch interface, the pilot's finger selects a deformation point, maintains a "pressure" (eg does not take off the finger from the interface or maintains a pressure if the touch screen is sensitive to pressure ) and drag the point to a location on the display at the discretion of the pilot. The pilot modifies the trajectory by placing his finger on a point of the latter, then "slides" his finger on the screen until he validates it, either by reaching a desired element or by removing his finger from the screen as shown in Figure 5 below. A particular example of tactile interactivity can thus follow the following sequence illustrated in FIG. 4: the pilot puts his finger on a point and then selects an action in the dialog box which then opens on the screen, here to move said point. The pilot then slides his finger to the left to distort the trajectory. The pilot continues to slide his finger to the left to deform the trajectory but this deformation may not follow (ie the underlying display does not correspond to the tactile instructions on the surface), for example given the response time of the FMS (which calculates the trajectory in the background). The pilot then waits, the finger always pressed that the displayed trajectory 20 (validated by the FMS) "reaches" his immobile finger and can enable him to validate the new trajectory thus defined (by tapping for example). When the command is sent to the flight computer FMS, the latter calculates a "true" trajectory, which may not correspond exactly to the trajectory interactively drawn on the finger (for example, given the complex internal algorithms for managing the continuity of the flight and turns). In other words, in the state of the art, once the flight plan sketched on the interface and validated on the same interface, the flight computer FMS calculates a trajectory (in red) that does not necessarily correspond to the trajectory perceived or initially displayed (in green). According to the invention, different embodiments (i.e. different display modes or variants) can be implemented. According to a first mode, display and validation coincide. Visually, only a trajectory can first be displayed that is validated by the FMS computer, even if this is done at the cost of a latency time between the finger command and the actual display of the trajectory 302 5 9 1 9 29 changed. In a second mode, display and validation are asynchronous. For example, the display starts by following the finger command, and then when validated by the FMS the actual path is displayed (any differences can be indicated by means of color or dotted codes or other 5 graphic effects ), with a latency time between the desired trajectory drawn and the trajectory validated and displayed thereafter. In other modes, variants may combine these types of interactions and / or graphic effects. For example, different modifications can be pre-calculated from a selected point on the screen (in the background, calculations may try to anticipate different possibilities from the single selection of a point to the screen). As results of these anticipated calculations can be obtained trajectories in finite number. The candidate trajectories under the pilot's finger can therefore alternate between these different possibilities, reducing the latency times necessary for the validation of the different trajectories. The interaction time is thus put to advantage: as soon as the pilot has designated a point of the trajectory, the more the time elapses the more the process calculates alternatives in the background. Optionally, various criteria (eg scores for fuel savings, flight time savings and / or mechanical wear, various safety quantifications) may be associated with the different calculated preemptive alternatives and displayed as appropriate (on demand or in fact, in various graphic terms) FIG. 4 illustrates an example of trajectory manipulation on a touch interface. The figure shows an example of determining the impact zone. The figure represents a trajectory according to a known flight plan. The pilot selects a point 420 (which is not necessarily a point of flight plan (or "waypoint") but which may well be any point belonging to the trajectory) and causes this deformation point to slip towards a target position 421. Two adjacent points forming part of the flight path are then determined, for example the "starting point" 410 and the "ending point" 430, in this case with a chosen joining angle at 45 degrees. . This figure corresponds to the case where the point of deformation and the adjacent points are framed by flight plan points (or "waypoints"), which are materialized by the "point (of flight) preceding" 400 and the "point" ( in some embodiments, the deformation point 420/421 may become a new point of flight at the discretion of the pilot, for example, by voluntary entry or by confirmation of such an option).
[0026] In one embodiment, the determination of the impact zone may be bounded. For example, if the deformation point was "pulled" too far for a 45 ° rejection to be possible at the starting point, then the "starting point" can be limited (ie limited) or fixed) to the "previous point".
[0027] In one embodiment, several points of the trajectory may be edited or manipulated or modified simultaneously (e.g. "multi-touch") or sequentially. In other words, a second deformation can be performed on a deformed trajectory a first time. A trajectory may be deformed from several initial contact points, if at least two fingers are initially placed at two points in the path. Once again the deformation points may be waypoint points or arbitrary trajectory points (i.e.). In an alternative embodiment, the pilot designates a "positive" point (or "attractor"), that is to say a point on the screen (or zone or area or surface or volume, regular or irregular, received from outside or seized by the pilot) which may be outside of any planned trajectory but whose pilot wishes to bring the aircraft closer, ie to reconfigure the trajectories with respect to said point. For example, without even designating the deformation point 420, the pilot can designate point 421 from the outset and by appropriate interaction means designate the method according to the invention said point as being a point of one or more candidate alternative trajectories. On the other hand, the pilot may designate "negative" (or "repulsive") points. Positive or negative points (e.g. attractors or repellents) can be associated with parameters, such as intensities (predefined and / or configurable). These parameters may for example affect the reconfiguration of the trajectories. For example, in practice, the pilot will be able to determine a zone of repulsion (or "negative attraction") in the event of the presence of a meteorological hazard zone 25 (the intensity of which may be determined automatically or independently, the pilot charging for For example, to delimit said zone geographically, or inversely, the parametrization of the zone being received from the outside and the pilot assigning at his discretion an influence parameter on the recalculation of the trajectories). FIG. 5 illustrates an example of display in the ND 500 Navigation Display. The pilot enters a command 510 (for example tactile) of deformation of the current trajectory 520. The modified trajectory results in new trajectory segments 521 and 522. According to FIG. As the algorithms are "super-fast", "fast" or "normal", said segments may be different (not shown). Optionally, the designated deformation point 510 may be subject to additional parameterizations. For example, the selected point on the screen can be assigned as a new flight plan point (options illustrated by the display of a dialog box 530). In one embodiment, the displayed options include an option to refocus the display on the selected point and an option to add the selected point to the flight plan as a new flight plan point.
[0028] Still optionally, the time and / or fuel impacts associated with the modified path may be displayed. The display of other associated parameters can also be implemented (weather indicators, security, etc.). FIG. 6 illustrates various aspects relating to the HMI man-machine interfaces that can be implemented to implement the method according to the invention. In addition to - or as a substitute for - FMS and / or EFB on-board computer displays, additional HMI means can be used. In general, the FMS avionics systems (which are systems certified by the air regulator and which may have certain limitations in terms of display and / or ergonomics) can be advantageously complemented by non-avionic means, in particular HMIs. 20 advanced. In particular, said man-machine interfaces can make use of virtual and / or augmented reality headsets. The figure shows an Opaque Virtual Reality Headset 610 (or a semi-transparent augmented reality headset or a configurable transparency headset) worn by the pilot. The individual display headset 610 may be a virtual reality headset (RV or VR), or an augmented reality headset (RA or AR) or a high aim, etc. The helmet can be a "head-mounted display", a "wearable computer", "glasses" or a headset. The headset may comprise calculation and communication means 611, projection means 612, audio acquisition means 613 and video projection and / or video acquisition means 614 (for example, use for scraping). data accessible analogically from the cockpit or cockpit of the aircraft). In this way, the pilot can - for example by means of voice commands - configure the visualization of the plane of flight in three dimensions (3D). The information displayed in the 610 helmet can be entirely virtual (displayed in the individual helmet), entirely real (for example projected on the flat surfaces available in the real environment of the cockpit) or a combination of both (partly a superimposed virtual display or 5 merged with reality and partly a real display via projectors). The display can also be characterized by applying predefined placement rules and display rules. For example, man-machine interfaces (or information) may be "distributed" (segmented into discrete, possibly partially redundant, then distributed portions) between the different virtual (e.g., 610) or real (e.g., FMS, TAXI) screens. More generally, the management of the human-machine interaction mode according to the invention can be generalized to 3D, that is to say to immersive driving environments (i.e. three-dimensional spaces). In particular, drone control centers can implement such solutions. Augmented Reality 15 (AR) and / or Virtual Reality (VR) environments are now emerging rapidly in mainstream markets (virtual reality headset, wearable computer or glasses, wireless controllers and haptics eg for force feedback, detection of movements for game consoles, peripheral commands by computer gestures, eg "Air Touch", etc.). The movements can be monitored by means of different technologies, possibly in combination, 20 of which: computer vision (depth estimation), time-of-flight camera, head-tracking, depth sensor, accelerometer, gyroscope and other. Specifically, bracelets can be worn on the wrist, sensors can be inserted into the clothing, cameras can detect and track gestures, glasses or helmets can be worn, external projectors can complement the 25 spatial environments of the user, etc. In such AR / VR environments, the speed and / or acceleration of the user's movements in space can also be used to select algorithms. For example, equipped with a data glove and a virtual reality helmet, the pilot can manipulate the trajectory in space. In a similar manner to the 2D solution according to the invention, the manner in which the pilot manipulates the trajectory in space can determine downstream calculation modes. The correspondence between movements and how to perform the calculations can be made according to different models, from the simplest to the most complex (from the analysis of natural gestures to gestural codes that can be standardized and learned by the 3025919 33 pilots) . The 2D and 3D interfaces can complement each other, possibly. In a simplified and pictorial way, a pilot busting forward with rapid finger movements on a tablet will trigger fast algorithms while the pilot in a relaxed situation and with slow and precise movements will trigger the slowest but most accurate algorithms. . The different steps of the method can be implemented in whole or in part on the FMS and / or on one or more EFBs. In a particular embodiment, all the information is displayed on the screens of the single FMS. In another embodiment, the information associated with the steps of the method are displayed on the only 10 embedded EFBs. Finally, in another embodiment, the screens of the FMS and an EFB can be used together, for example by "distributing" the information on the different screens of the different devices. Proper spatial distribution of information can help to reduce the driver's cognitive load and thereby improve decision-making and increase flight safety.
[0029] With regard to the system aspects, certain embodiments are advantageous (for example in terms of ergonomics and as to the concrete implementation possibilities in the cockpits of existing aircraft) and are described below. Concerning the implementation in the HMI of the FMS, steps 1 to 5 of FIG. 3 can be carried out in the HMI component of the FMS which converses on the one hand with the FMS core, and on the other hand with the CDS ( display screen). Step 6 may be performed for example either by the HMI component of the FMS or by the PRED component of the FMS. Step 7 can be performed by the HMI component of the FMS (formatting of the lateral trajectory to be displayed, as well as the corresponding vertical trajectory to be displayed) and the CDS (physical display of the trajectories on the screen). Step 8 may be performed by the CDS or the FMS HMI component. Step 9 can be performed by the TRAJ and PRED components of the FMS. Regarding the implementation in the CDS (in the display screen), steps 1 to 5 can be performed in the CDS (display screen). Step 6 can be performed either by the FMS HMI component or by the FMS PRED component. Step 7 may be performed by the HMI component of the FMS (formatting of the lateral path to be displayed, as well as the corresponding vertical path to be displayed) and the CDS (physical display of the trajectories on the screen). Step 8 may be performed by the CDS or by the FMS HMI component. Step 9 can be performed by the TRAJ and PRED components of the FMS, for example. Concerning the implementation in the TRAJ and PRED algorithm of the FMS, step 1 can be carried out in the HMI component of the FMS or in the CDS. Steps 2 to 5 can be performed in the TRAJ component. Step 6 can be performed either by the FMS HMI component or by the FMS PRED component. Step 7 can be performed by the HMI component of the FMS (formatting of the lateral trajectory to be displayed, as well as the corresponding vertical trajectory to be displayed) and the CDS (physical display of the trajectories on the screen). Step 8 may be performed by the CDS or the FMS HMI component. Step 9 can be performed by the TRAJ and PRED components of the FMS. Regarding the implementation distributed according to the speed required, it is possible to start from one of the previously described implementations, but by varying the component that performs steps 4 (or even steps 4 and 5). Step 4a can be performed in the CDS, step 4b in the FMS HMI and step 4c in the TRAJ component of the FMS. The EFB, ANF, ground station TP and tablet devices also have an architecture that can be considered similar (a display screen, a core processor, and a display manager in the core processor or between the core processor and the core processor. display screen), and can therefore receive these same types of implementation. The present invention can be implemented from hardware and / or software elements. It may be available as a computer program product on a computer readable medium. The support can be electronic, magnetic, optical or electromagnetic. The means or computing resources can be distributed ("Cloud computing"). 25

权利要求:
Claims (15)
[0001]
REVENDICATIONS1. A method for graphically manipulating a trajectory of an aircraft comprising the steps of: - receiving an indication of a deformation point associated with the trajectory of the aircraft; determining a zone of local modification of the trajectory of the aircraft as a function of the point of deformation; calculate a modified trajectory and graphically restore said modified trajectory.
[0002]
The method of claim 1, the method further comprising a step of receiving or determining a parameter associated with the indication of the deformation point.
[0003]
The method of claim 2, wherein the step of calculating a modified trajectory comprises a step of selecting a calculation algorithm from a plurality of predefined algorithms, said selection being made according to the parameter associated with the indication of the point. deformation. 15
[0004]
4. Method according to claim 2 or 3, the parameter associated with the indication of the deformation point being a value of speed and / or acceleration.
[0005]
The method of claim 1, the step of determining the local modification area of the trajectory comprising a step of determining start and end boundary of the trajectory. 20
[0006]
6. Method according to any one of claims 3 to 5, the modified local trajectory being displayed after its recalculation by the selected algorithm.
[0007]
7. Method according to claim 3, the selection of the calculation algorithm being configurable.
[0008]
The method of any of the preceding claims, further comprising a step of receiving an indication of a final deformation point.
[0009]
The method of claim 8, further comprising a step of revising the flight plan by adding the final deformation point to the flight plan. 3025919 36
[0010]
10. A method according to any one of the preceding claims, the initial point of deformation not being a point of flight plan.
[0011]
A computer program product, comprising code instructions for performing the steps of the method according to any one of claims 1 to 10, when said program is executed on a computer.
[0012]
12. System comprising means for implementing the steps of the method according to any one of claims 1 to 10.
[0013]
System according to claim 12, comprising one or more tactile interfaces present on an FMS-type flight computer and / or one or more EFB-type electronic flight bags and / or one or more CDS-type display screens. .
[0014]
The system of claim 12 or 13, comprising an ND type navigation display screen and / or a VD type vertical evolution display screen.
[0015]
15. System according to claim 12 comprising means for virtual and / or augmented reality. 15

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2015-08-25| PLFP| Fee payment|Year of fee payment: 2 |

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2016-03-18| PLSC| Search report ready|Effective date: 20160318 |

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2016-08-26| PLFP| Fee payment|Year of fee payment: 3 |

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2017-08-29| PLFP| Fee payment|Year of fee payment: 4 |

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2018-08-28| PLFP| Fee payment|Year of fee payment: 5 |

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2019-08-29| PLFP| Fee payment|Year of fee payment: 6 |

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2020-08-26| PLFP| Fee payment|Year of fee payment: 7 |

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2021-08-26| PLFP| Fee payment|Year of fee payment: 8 |

优先权:

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申请号 | 申请日 | 专利标题

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FR1402036A|FR3025919B1|2014-09-12|2014-09-12|HUMAN-MACHINE INTERFACE FOR THE MANAGEMENT OF AN AIRCRAFT TRAJECTORY|FR1402036A| FR3025919B1|2014-09-12|2014-09-12|HUMAN-MACHINE INTERFACE FOR THE MANAGEMENT OF AN AIRCRAFT TRAJECTORY|

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US14/848,061| US9805606B2|2014-09-12|2015-09-08|Man-machine interface for the management of the trajectory of an aircraft|