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    • 专利摘要:
    There is disclosed a computer implemented method for managing the flight of an aircraft comprising the steps of receiving flight instructions and flight information associated with these instructions; determine a flight context of the aircraft; according to said determined context, select information among those associated with the development of a setpoint and / or a current flight instruction and / or a change of a flight instruction; sensory rendering the selected information. Various developments are described, including links to document resources, the determination of anomalies, the use of predefined logical rules and configuration options. System and software aspects are described.
    公开号:FR3026508A1
    申请号:FR1402167
    申请日:2014-09-26
    公开日:2016-04-01
    发明作者:Bertrand Caudron；Sonia Vautier；Patrick Mazoyer
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION Field of the Invention The invention is in the field of man-machine interfaces for steering or guiding an aircraft along a path. State of the Art Traditionally, the portion of avionics dedicated to flight control consists of flight management systems (FMS), autopilot (AP) and autopilot (ATHR). These systems have been used for thirty years to delegate the servo of the aircraft on its trajectory and improve flight safety. Their behavior must match the intention of the pilots. Indeed, any discrepancy between the perception of a pilot and the actual state of the systems is likely to lead the aircraft on an inappropriate trajectory. Known solutions attempt to enable the crew to understand the "intent" of automatic guidance systems by means of different displays (main PFD flight screen, NDND navigation screen, MFD multifunction display). The pilots interpret the information presented on these different screens present in the cockpit. These displays have limitations. These are not only weaknesses in the presentation of information (ie their arrangement) but above all in technical under-optimizations as to their content (eg hierarchy, extraction, information fusion, feedback according to interactions, etc.) which lead to inefficiencies and ultimately to a cognitive overload of the pilots, all consequences damaging to the safety of the flight. In particular, the imperfections in form and content of the displayed information (necessary for the understanding of the systems) sometimes leads to expensive training of the personnel and generally implies a need for increased vigilance of the crew. The proposed solution aims to maintain a satisfactory level of safety with a lower workload for the pilot (as well as a less expensive training). Patent application US7787999 discloses a data display method of a flight control system (FMS) and an avionics system configured to implement this method. The method includes in particular the display of a strip ("strip") representing the intention associated with the current maneuver. The banner includes different combinations of instructions, icons and arrows. The disclosure only deals with altitude constraints. Many other types of information are not handled.
    [0002] There is a need in the industry for advanced methods and systems for the definition and management of flight paths within equipment in the cockpit of an aircraft (or the pilot's cabin). a drone). SUMMARY OF THE INVENTION There is disclosed a computer-implemented method for managing the flight of an aircraft comprising the steps of receiving flight instructions and flight information associated with these instructions; determine a flight context of the aircraft; according to said determined context, select information among those associated with the development of a setpoint and / or a current flight instruction and / or a change of a flight instruction; sensory rendering the selected information.
    [0003] The (sensory) feedback of the selected information notably enables the pilot to understand the flight information that the aircraft will follow when the pilot has delegated the piloting to the FMS on one or more of the instructions. As a result, better steering decisions can be made. One aspect of the invention aims to inform the pilot about the state of the aircraft systems, at present ("what is the system doing now") as well as in the future ("what will the system be doing soon"), while also explaining if necessary the underlying links between these different actions (the "why", ie the causality of states). There is disclosed a computer implemented method for managing the flight of an aircraft. In a very general way, the method arbitrates the quantitative and qualitative aspects of user interface or man-machine interaction. In particular, the method may continuously adjust the "amount" of information or data returned to the pilot and the "quality" of that information or data (i.e., determining or controlling the nature or category or the very content of the information) More precisely, the method according to the invention analyzes the current setpoint and the next change in each setpoint category (eg horizontal, vertical, thrust, speed).
    [0004] The instructions are for example received from a flight management system (which is for example of the FMS type, acronym for "Flight Management System"). Setpoints can be received from a system other than an FMS. The instructions are constraints or orders or objectives or recommendations issued by the onboard computer or FMS for the pilot and / or navigation systems of the aircraft when the latter is slaved to said systems by coupling control commands. theft or any other service-order mechanism. The pilot remains the sole decision-maker on board, but he can nevertheless delegate the enslavement of the aircraft to the navigation systems. Therefore, except intervention on his part, the instructions are orders whose realization is virtually certain. One aspect of the invention is therefore intended to give the pilot the means to verify that the delegation of the servo is going well. In other words, the driver has the last word provided it intervenes, since most often it will "delegate" the steering actions to the on-board systems. The implementation of the instructions is therefore certain, except intervention on the part of the pilot. Advantageously, the method according to the invention provides the means for the pilot to verify that the delegation is going well. Several types of instructions exist. The "flight" instructions are "nominal" instructions, for example "at the output" of the FMS. The "piloting" instructions are the instructions considered by the pilots, for example "input" instructions. Some instructions may be "delegated" i.e be interpreted by specific avionics systems and adapted to their support and / or execution. Classification of instructions can be done by various means. The setpoints can be natively associated with metadata indicating their category or their group of membership (in other words the type of setpoint can be predefined). The classification can also result from a work of analysis of the received data (detection of key words, or heuristic analyzes, "taggers," classifiers ", etc.) The instructions received belong essentially to three groups or classes or main categories, but the invention is not limited to the management of these three groups only (a finer subdivision of the categories is possible.) It is advantageous to manipulate these three groups of instructions because they generally make it possible to provide the necessary and sufficient information to the pilot. For an appropriate management of the flight of the aircraft, a first group of instructions includes the instructions relating to navigation and / or positioning (eg spatial coordinates, maps, flight plan, flight plan points, etc.). A second group of instructions includes the instructions relating to guidance in the horizontal plane and / or the vertical plane (eg ascent, descent, change of bearings, etc.). A third set of instructions includes speed and / or thrust instructions (e.g. speed of approach, descent, transition, etc.). The method includes logic methods or steps that further determine the "flight context" or "current flight context" of the aircraft. The flight context at a given moment integrates all the actions taken by the pilots (and in particular the actual steering instructions) and the influence of the external environment on the aircraft. A "flight context" includes, for example, a situation among predefined or pre-categorized situations associated with data such as position, flight phase, waypoints, the current procedure (and others). For example, the aircraft can be in the approach phase for landing, in take-off phase, in cruise phase but also in ascending, descending, etc. (a variety of situations can be predefined). Furthermore, the current "flight context" can be associated with a multitude of attributes or descriptive parameters (current weather condition, traffic status, pilot status including for example a stress level as measured by sensors, etc.). A flight context may therefore also include data, for example, filtered by priority and / or based on flight phase data, weather problems, avionics parameters, ATC negotiations, flight status anomalies traffic and / or terrain problems. Examples of "flight context" include for example contexts such as "cruising / no turbulence / nominal pilot stress" or even "landing phase / turbulence / intense pilot stress". These contexts can be structured according to various models (e.g. 25 hierarchized for example in tree or according to various dependencies, including graphs). Context categories can be defined, in order to synthesize the needs for human-machine interaction (e.g., minimum or maximum interaction delay, minimum and maximum word quantity, etc.). There may also be specific rules in some contexts, including emergencies or critical situations. Context categories can be static or dynamic (e.g., configurable). The method comprises means for determining a flight context of the aircraft, said determining means including in particular logic rules, which manipulate values as measured by physical measurement means. In other words, the means for determining the "flight context" include system or "hardware" or physical / tangible means and / or logical means (e.g. logic rules, for example predefined). For example, the physical means include avionic instrumentation in the proper sense (radars, probes, etc.) which make it possible to establish factual measures characterizing the flight. Logic rules represent the set of information processes that interpret (e.g., contextualize) factual measures. Some values can correspond to several contexts and by correlation and / or calculation and / or simulation, it is possible to separate candidate "contexts" by means of these logical rules. A variety of technologies makes it possible to implement these logic rules (formal logic, fuzzy logic, intuitionistic logic, etc.). Depending on this context as determined by the method, the method according to the invention renders "sensorially" information whose selection is chosen with care or "intelligence". By sensory restitution, it is understood that the information can be restored by different cognitive modes (vision, hearing, haptic feedback i.e. touch / vibratile, etc.) and / or a combination of these modes. Only one cognitive sense can be solicited (for example via the single graphical display of the information), but according to some embodiments, a multimodal restitution can be performed (graphic display and simultaneously or asynchronously transmission of vibration via suitable devices, for example on the wrist of the pilot). Advantageously, the multimodal restitution allows a certain robustness of communication of the flight instructions to the pilots. For example, if it is likely that information has not been taken into account, reminders using a different combination of cognitive modes can be made. The retrieved information - which is a function of the context - may include one or more of the following information ("and / or"): a selection of setpoints (ie one or more setpoints) from the received setpoints, information associated with said setpoints received , changes of instructions as planned by the flight management system, information associated with said setpoint changes, and / or information associated with an anomaly of the flight of the aircraft. The selection of instructions can be done by various means. Using predefined rules, the most relevant instructions can be selected. Predefined thresholds or predefined threshold ranges can be used. Information associated with the selected setpoints can be displayed, according to the same principles of rules, thresholds and scores. In particular, the most compact information can be retrieved in one way or another, for example it is pre-established that it is necessary and sufficient to justify (explain the "why") a given instruction. It may be to provide the source of the deposit or a link (text hyperlink or video hyperlink or other) to a relevant documentary resource as to the content of the deposit or its category. It can be retrieved information relating to one or more changes of instructions, as planned by the system. The temporal or sequence aspect of these instructions can therefore be taken into account. Similarly, metadata or additional information may be provided. According to one aspect of the invention, it is in fact disclosed a method to confer a "depth of view" in terms of driving. Similarly, sensory information may also be returned "necessary and sufficient" to explain the next setpoint changes. Finally, still for example and in a non-limiting manner, information associated with possible anomalies as to these instructions (or their context) can also be restored sensorially.
    [0005] There may be a selection of selections: for example, setpoints may be selected first, along with other information regarding future events of the flight are also selected; over-selection can then be performed, so as to obtain synthetic information to the pilot. The selections may in particular be made by rule-based systems and / or weighting systems (e.g. "scoring", etc.). There is no requirement to provide all of the above information. Depending on the flight context, for example in an emergency situation, it is perfectly acceptable to provide a very small amount of information. When the situation allows, as determined by the set of logical rules governing the human-machine interaction, it will be possible to display more information. The invention requires the restitution of at least one of the above-mentioned information. Optionally, the management of display rules can be supervised or tempered or weighted by the application of a "counter" set of instructions returned (i.e. quantitatively). In other words, a logic for the selection and choice of information to be presented to the crew according to the flight context is disclosed. The contents of the piloting instructions (the "what", the "present") are presented to the crew. Predefined rules make it possible to operate the selection of instructions to be displayed, for example according to the flight phases. Associated information, to understand the "why" (e.g. the "past") of these instructions, are also displayed, if any (if data is available). The information explaining the selected instructions may for example include data or reasons (e.g. documentation pages) or causal links explaining or justifying these objectives or instructions. In addition, information relating to planned changes in instructions can be provided (the "future"). For example, the information relating to the instructions to be followed, e.g. the next instruction or the plurality of instructions that will follow). The future instructions, if any, are presented with temporal indications associated with the setpoint changes, and if possible are accompanied by the presentation of explanations, contextual or causality. Only those information which is strictly necessary in substance (in relation to predetermined criteria) and in the most intelligible way as to form is presented. In a development, a flight instruction is of the navigation / positioning type, and / or of the guidance type in the horizontal / vertical plane and / or of the speed / thrust type, said flight instruction being received from a flight management system or FMS. In general, the instructions are hierarchical (trees or graphs). The instructions can be of different levels of abstraction. For example, a thrust / speed setpoint can be associated with a steering setpoint. The invention is advantageously applicable to "elementary" or high level of abstraction instructions, ie "navigation / positioning", horizontal / vertical guidance or "speed / thrust" categories (but is not limited to these categories). only categories of instructions). In a development, the flight information includes information associated with the development of one or more flight instructions and / or information associated with the state of the aircraft systems and / or information associated with the aircraft. environment of the aircraft. For example, information relating to the aircraft systems includes flight plan, flight phase, lateral trajectory, vertical trajectory information, values or predictions in altitude, speed, time, fuel and / or flight phase type. External environment information includes meteorological data, air traffic related information, field data, etc. The associations can be static (e.g. tables) or algorithmic. In a development, the step of sensitively restoring the selected information comprises a step of graphically displaying one or more information among (a) a speed (b) a thrust (c) a flight phase setpoint (d) a setpoint on a slope (e) a ceiling or floor (e) a flight criterion (f) an aerodynamic configuration and (g) a flight procedure. The information returned to the pilot may comprise the display of different combinations of information, for example the simultaneous display of several speeds, ceiling information and an aerodynamic configuration. In a development, the method further comprises a step of providing a link to a resource related to a selected setpoint. The explanations or information may be "hierarchical" since the method may provide for quick contextual access to the appropriate FMS pages, to which there are additional details (conferring a depth of view for the pilot, for example at his request). In one embodiment, the resource is of a documentary nature. For example, the link to the additional resource is a textual hyperlink that can be clicked or activated on the screen. In another embodiment, the link is a video hyperlink. In another embodiment, the called or callable resource is a compute resource (eg "apply, that is, executable program.") In other embodiments, icons or symbols are used. The links or hyperlinks can in particular be dynamic (ie defined according to the flight context, pre-empting or anticipating the information needs for piloting) .The method according to the invention constitutes a steering aid in that it models and therefore anticipates the essential needs of the pilot.In the event of a shift with a real situation (for example more complex or simply different from that modeled), means can allow the "disengagement" of the flight control systems such as In a development, the method further comprises receiving or detecting or determining a flight abnormality and soliciting the pilot's attention. In one embodiment, a flight anomaly (or more generally a "flight event") may be received (for example, given as such by an external system) and / or detected (for example, in application). static predefined criteria) or even determined (for example by applying complex criteria and predefined thresholds, dynamic eg sensitive to the flight context). The method in a particular embodiment therefore discloses a logic logic for identifying abnormal data or flight context (relative to reference or standard data), in order to attract or solicit the attention of the user. the crew. For example, since the synthetic display presented to the pilot, it may be used visual devices (colors, flashes, warning symbols) and / or auditory and / or tactile or vibratic. In a complementary manner, it may be presented links to additional or complementary resources (e.g., hyperlinks), giving the pilot an investigative capacity, at his request or confirmation. For example, it is possible to monitor parameters ("currents", ie of the present) such as parameters known as "Aircraft Parameters" (eg deviation of the airplane attitude from what is intended, overconsumption ie deviation of the mass , deviation of the position or the speed of the airplane with respect to a turbulent mode speed setpoint, stall margins, available electrical power, etc.), so-called "Aircraft controls" parameters (eg deviation between the lateral / vertical maneuver / current speed and what is calculated and optimized by the systems) or even in so-called "Flight plan conformance" parameters (eg the deviation between the planned altitude and the actual altitude , or the deviation between the planned speed and the actual speed) In terms of future events, can be monitored or monitored the parameters relating to the projected trajectory in the future, the future deviation es timed in time (i.e. flight speed problem), the estimated future deviation at altitude (e.g. ATC problem or congestion), future altitude deflection or speed due to predicted weather, etc.
    [0006] In a development, the flight context is determined repeatedly (or recurrently or intermittently) over time. The flight context can be determined repeatedly over time (eg every N seconds, and / or according to pilot actions, and / or different waypoints or flight plan points and / or other non-flight points. necessarily associated with waypoints). The method is not exclusively dependent on the flight plan points. The flight context directly affects the type of display to be performed within the cockpit. The flight context includes different flight phases and may be associated with other parameters (eg meteorological parameters). For example, a particular flight context may include the parameters "take off" and "storm." The appropriate definition or determination of this flight context is repeated or recurrent over time (ie, determined more than once over time). and can be triggered in different ways Different embodiments are possible: the determination or verification of the flight context can be done periodically, ie at substantially regular intervals or aperiodically, ie discontinuously but depending on the flight phases For example, surveillance may be continuous, or more or less narrow depending on the flight phase (eg intermittent). Concerning the "flight context", a number of subvarieties of contexts may be mentioned. flight "can include for example the flight phase, the state 5 of the systems on board, the breakdowns, the progress of the flight compared to the file d e originally planned flight or operational limitations of the aircraft. The "airplane environment context" may include, for example, the meteorological context (eg "cunimb" for cumulonimbus, rain, turbulence, icing, strong winds, etc.), the terrain context (eg summits, passage over the oceans, etc.) and / or the traffic context 10 (traffic density around the plane). The "ATC context" may include, for example, description of the airspaces crossed, restrictions, congestion of the traffic and the "AOC context" may include, for example, information relating to the delay on the flight schedule, the broken aircraft, sick passengers, etc. In a development, the step of determining the flight context including the application of predefined logic rules. In a development, the return of information is performed visually and / or aural and / or tactile and / or vibratory. The five human senses can be solicited, in combination. For example, a light signal may be associated or combined with a mechanical vibration (transmitted by augmented reality means for example) and the concomitant transmission of a predefined sound (headset). In a development, the step of determining the flight context includes applying predefined logic rules. The determination of the flight context is based on values measured by the on-board instrumentation and / or received from the outside (ATC, weather, etc.). The determination may be static (local and / or external means but invariant over time) or dynamic (taking into account influences or external control systems, for example variable over time). The determination can be complex (for example resulting from the application of a large number of rules, concerning the aircraft, its flight but also the pilots and the external environment of the aircraft). In a development, the step of rendering information includes applying predefined logic rules. The selection of instructions can be static or dynamic (it can for example result from the application of rules, which can be different and specific to the sensory restitution eg "scoring" of the best cognitive channels to communicate this or that category of information ). In a development, the step of retrieving information is independent of the flight plan points. Flight points correspond to "waypoints" in English. The method according to the invention can display information relating to flight points, or points which are not associated with flight points. In a development, the step of selecting information is configurable. The manner of selecting may use methods or techniques or steps such as the use of predefined tables, scoring techniques, weights, graph analysis, heuristics, fuzzy logic techniques, etc. Different actors can influence the way information is selected (each individually or collaboratively): the airline, the aircraft manufacturer, the air traffic control, the pilot himself, and so on. For example, it may be possible and advantageous for air traffic control to take control, at least partially, and possibly temporarily, of certain man-machine interaction settings in certain critical situations. There is also disclosed a computer program product, comprising code instructions for performing one or more steps of the method, when said program is executed on a computer. There is also disclosed a system comprising means for carrying out one or more process steps. In particular, the system may comprise a PFD main flight screen and / or an ND / VD navigation screen and / or a multifunction MFD screen. According to a first embodiment, the method can be implemented on the main page of the FMS on MFD (head down). According to a second mode, the display 25 is carried out as an "extension" for example of the FMA on PFD (medium head) or on HUD (head up). According to another mode, tooltips are displayed on the graphic objects of the ND (medium head) In a development, in addition or by substitution, the system may comprise avionics means of Flight Management System type and / or means of type 30 Electronic Flight Bag. In a development, in addition or by substitution, the system may comprise augmented reality (AR) and / or virtual (VR) means.
    [0007] The AR means in particular comprise systems of HUD type ("Head Up Display" referred head high) and the VR means include in particular systems of the type EVS ("Enhanced Vision System") or SVS ("Synthetic Vision System"). The proposed technical solution includes in particular a logic system which makes it possible to identify, for example in real time, and at least concisely, synthetically and as a function of the context, the determining element for understanding the causality of the instruction. guidance (the "why"). Advantageously, the method according to the invention makes it possible to remedy the dispersion of the information displayed and / or to improve the hierarchisation thereof and / or to contextualize these last 10, as many improvements in form and substance which in turn enable later better interpretations by the pilot and, ultimately, faster action and safer steering. The problem of information dispersal in particular is - at least in part - solved by synthesizing the relevant information according to the context. In addition, this synthetic or synthesized information using technical means and (i.e. contextually) can be supplemented with hyperlinks, if the crew wishes to access more details. For example, method steps (eg display and / or confirmation steps) and / or their system correspondence (flashing, color display, size adapted to the pilot's field of view, etc.) may be implemented. ) in order to attract or solicit (and more generally to manage) the pilot's attention, for example in the event of a related anomaly. The problem of legibility of information within the cockpit is at least partly solved by the use of a clearer, better centralized, codified representation and using graphical symbols in addition to textual information. This better management of the man-machine interface produces measurable results, for example in terms of driver response time and reliability of reactions generated by the information system. The solution usually allows you to answer three queries simultaneously. First, the current guidance instructions are presented and justified. Then, the next changes of instructions and / or trajectory are presented and / or explained and / or anticipated. The "context" such as navigation information (e.g. its "quality") is centralized and displayed. Finally, the abnormality of certain data and / or contexts is identified. These information restitutions are made in a synthetic way, by hierarchizing the information, alerting the attention of the crew in the event of anomaly and by allowing a quick access to the additional information necessary for the diagnosis.
    [0008] According to the embodiments, interaction possibilities are implemented with the pilot or the crew. The solution proposes different logics: (a) for the selection and the choice of information to be presented to the crew according to the context, so as to present only the strictly necessary in an intelligible way; (b) for the development of dynamic hyperlinks that allow, from the information currently displayed, to access the appropriate page where the corresponding details are located; (c) to identify the data or context of an abnormal nature, in order to attract the attention of the crew from the summary display by giving him the opportunity to further investigate through the hyperlinks provided.
    [0009] Several embodiments are possible (and can be combined). According to a first mode, the information is displayed according to an "information cartridge" for example on the main page of the FMS on MFD (head down). In a second mode, the display is carried out as an "extension" for example of the FMA on PFD (medium head) or on HUD (head up). According to another mode, tool tips are displayed on the graphic objects of the ND (middle head) Unlike the state of the prior art mentioned above, the present invention has many differentiating characteristics. For example, according to one embodiment of the invention, it is possible to display (a) speeds, (b) thrusts, (c) flight phase instructions (eg "take off speed "," approach speeds "," THR RED ALT, ACCEL ALT "), (d) sloping instructions (eg -3 °), (e) ceilings and floors (eg MDA, REC MAX, EO ...), (e) flight criteria (eg RTA, ECON ...), (f) aerodynamic configurations and (g) procedures (eg racetrack, approach, turnaround ...). According to one aspect of the invention and unlike the state of the art, the "current" and "next" maneuvers are displayed in the same display, separating the lateral aspect of the vertical and the speed, these events are unrelated and not related to waypoints. It becomes possible to warn the pilots of the change of maneuver either lateral, vertical, speed or navigation quality, the different moments being decorrelated. Unlike the state of the art, an embodiment of the invention provides the use of hyperlinks for quick access to all data. One embodiment teaches navigation quality management (UPE, RNP, RVSM ..., GPS quality). Finally, certain embodiments of the invention detail the "why" of the display of a setpoint, as well as the conditions for the activation of the next setpoint. Concerning the altitudes, the display according to the invention may be different depending on the source of the setpoint (eg CLR ALT or ALT CSTR) and the pilot can (for example) determine at a glance the reason for the vertical maneuver. Advantageously, certain embodiments of the invention improve the brevity of the information. In other words, the information is synthesized and ultimately more legible. In particular, the information relating to the speed and the vertical trajectory are made easier to access. The present invention will advantageously be implemented in a wide variety of avionic environments, in particular on Cockpit Display Systems (CDS) type HMIs, FMSs, onboard or ground mission systems for piloted aircraft or 10 drones, EFBs (for Electronic Flight Bag) or touch pads. It can also be used with an onboard taxiing system (TAXI or ANF for Airport Navigation Function). 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 embodiment of the invention, but without limitation, with reference to the figures below: FIG. overall technique of the invention; Figure 2 schematically illustrates the structure and functions of a known FMS flight management system; FIG. 3 illustrates an example of information management according to the invention; Figure 4 illustrates examples of screens relating to speed instructions; Figure 5 illustrates examples of screens relating to instructions for vertical evolution; Figure 6 illustrates various aspects relating to human-machine interfaces for implementing the method according to the invention. DETAILED DESCRIPTION OF THE INVENTION Certain terms and technical environments are defined below. The acronym 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 on the vertical of 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 10 including the list of waypoints, the trajectory of the aircraft, according to 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 in "pages" which are functional groupings of consistent information. Among these pages are the page "FPLN" which 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.
    [0010] 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. .
    [0011] For example, an aircraft may be an airplane or a helicopter (or a drone.) The aircraft comprises a cockpit or a cockpit 120. Within the cockpit are 121 (so-called avionics equipment) flying equipment, comprising for example one or more on-board computers (calculation, storage and data storage means), including an FMS, display or data display and data acquisition means, 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 avionics equipment 121. The EFB can also be in communication 124 with external computing resources, accessible by the network (for example cloud computing or "cloud computing" 125. In particular, the calculations can be perform 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).
    [0012] 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. Among the on-board equipment 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. 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 of synthetic way. The crews of modern aircrafts in cabin are usually 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 next points of passage with their predictions associated in distance, time, altitude, speed, fuel, wind). The route is divided into procedures, themselves made up of points and the "performances" page, which contains the useful parameters to guide the plane on the short term (speed to follow, altitude ceilings, next changes of altitude) . There are also a multitude of other pages available on board (the pages of side and vertical revisions, 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, and at least the following functions: - Navigation (LOCNAV) 201, to perform the optimal location of the aircraft according to the geolocation means such as the geo-positioning by satellite or GPS, GALILEO, VHF radionavigation beacons, inertial units. This module communicates with the aforementioned geolocation devices; Flight Plan (FPLN) 202, to capture 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" working flight plans (called "secondary") 25 - Navigation database (NAVDB) 203, to construct geographic routes and procedures from data included in the bases relating to points, beacons, legacies interception or altitude, etc. - Performance database, (PERFDB) 204, containing the aerodynamic parameters and engines of the aircraft; 30 - Lateral trajectory (TRAJ) 205, to build a continuous trajectory from the flight plan points, respecting aircraft performance and containment constraints (RNAV for Area Navigation or RNP for Required Navigation Performance) - Predictions (PRED) 206, to build an optimized vertical profile on the lateral trajectory and vertical and giving estimates of distance, time, altitude, speed, fuel and wind in particular at each point, at each change of pilot parameter and at destination, which will be displayed to the crew. The disclosed methods and systems affect or concern this portion of the calculator. Guidance (GUID) 207, for guiding the aircraft on its three-dimensional trajectory in the lateral and vertical planes, according to time constraints for example, while optimizing the speed of the aircraft, using information calculated by the Predictions function 206. In an aircraft equipped with an automatic piloting device 210, the latter can exchange information with the guidance module 207; - Digital Data Link (DATALINK) 208 to exchange information (eg flight, performance, meteorology, etc.) between Flight Plan / Prediction functions and control centers or other aircraft 209. - one or several HMI screens 220. All the information entered or calculated by the FMS is grouped on display screens (FMD, NTD and PFD, HUD or other pages). The PFD (Main Flight Screen), includes i) the FMA (Flight Mode Announcer), which displays the autopilot and autothrottle logic mode acronyms and ii) the altitude, sometimes vertical speed), and speed on their respective scales (these displays focus on the logic of the autopilot and the auto joystick, those of the FMS are generally less explicit). The ND / VD navigation screen comprises i) a graphical display of the trajectory 25 corresponding to the flight plan in the horizontal plane and ii) a graphical display of the trajectory corresponding to the flight plan in the vertical plane. The multifunction display (MFD) has a text-dominant page tree that essentially allows the management of lists for the interface with the FMS. The list of points in the flight plan with associated predictions makes it possible (among other things) to deduce the altitude instructions, the list of performance data per flight phase makes it possible (among other things) to understand the speed instructions.
    [0013] Figure 3 illustrates an example of information management according to the invention. The presently disclosed methods and systems aim, among other things, to explain the behavior of the information system, by distributing the information determined as "essential" into different groups corresponding to each setpoint type (navigation 310, speed 320 and vertical evolution 330). . These setpoint categories are determined, at least influenced by the flight conditions determined in real time 301 and the different flight phases 302. At output are produced synthetic data displays 340, with the possible allocation of anomalies and hyperlinks (eg contextual) to more detailed information or related resources. For each group of instructions will be returned to the steering team (for example graphically, or by other auditory and / or sensory means), the objectives pursued by the flight management system, data or reasons or links causality explaining or justifying these objectives or instructions, as well as planned changes in the subject (if necessary with temporal indications associated with said changes, and possibly accompanied by explanations, contextual or causal). For example, in the context of navigation 310 flight plan information 311 (with contextually determined levels of detail) may be provided. Still with regard to navigation 310, the information provided may be that already used according to the state of the art, for example the RNP criterion applicable to the current flight segment, the position uncertainty estimated by the system (EPE acronym for Estimated Position Error ") or ANP for" Actual Navigation Performance "according to the systems, and the main navigation sensor used (GPS, DME / DME, VOR / DME, IRS ...). The hyperlink will for example provide access to the page for viewing positions "position 25 monitor". The attention of the crew will for example be called in the event of an incompatibble EPE / ANP of the applicable RNP, error or malfunction of one of the navigation sensors, the eventual need for alignment of the inertial units, drift excessive inertia. In terms of speed 320 may be provided (for example) information relating to guidance 321. Further examples will be provided hereinafter. In the case of vertical evolution 330 may be provided (for example) information relating to the predicted trajectory 331. Further examples will be provided hereinafter. The synthesis of the information of the flight guidance system constitutes a first level of information, which is constantly updated according to the progress of the flight. In addition, various devices can draw the attention of the pilot on specific points. Finally access shortcuts of hyperlink type, for example dynamic, that is to say dependent on the flight context, are determined and are made available to the pilot, to access on request more information and details . These links or hyperlinks can be particularly advantageous, especially in cases where the state of the aircraft or the current phase of flight would be incompletely informed or even in case of anomaly. The table of FIG. 4 illustrates some examples of screens relating to the speed instructions 320. According to the various flight phases 410 and according to specific conditions 420 during each of these flight phases, examples of screens 430 are illustrated. as well as the associated explanations 440 and examples of hyperlinks or actions 450. For example, can be displayed a) the current target speed and the associated reasoning, for example displayed in the 10 NM or other conditions; (b) the distance to the next gear change, for example when it is planned in sequence or anticipated, or (c) the altitude at which the change of gear will occur if it is not. The links 450 may for example include links or hyperlinks to the values of "next speed" (and the reasoning associated) or even to the FMS page management of the "next speed". This group of instructions relating to the speed 320 aims to clarify what is the speed setpoint proposed by the FMS proposes ("what / current instructions" and "why / current instructions"), the temporal aspect associated with the next change of speed ("when") and the contents of the next setpoint ("what / next setpoint" and "why / next setpoint"). Apart from the pre-flight, take-off, approach and landing phases 410, this group may in particular indicate (A) the current speed instruction (CAS or MACH for example); (B) its justification; (C) where and when the next gear change is planned; and (D) the next speed instruction. In more detail, the justification of the current speed setpoint may include one or more of the following: (a) if the speed setpoint is dictated by a standby speed, may be displayed i) a textual abstract or a small graphical representation of the circuit, ii) a hyperlink with access to the page for viewing and defining the parameters of the holding pattern; iii) the attention of the pilot may be called upon in case of non-compliance with the circuit speed. If (b) the speed reference is dictated by a speed constraint of a point of the flight plan, it may be displayed i) the type of the window / ceiling / floor speed constraint by a horizontal bar above and / or below the set point; ii) the identifier of the corresponding point; iii) a hyperlink can for example give access to the page to visualize and possibly modify the constraint at the point in question; (iv) the pilot's attention may be sought in case of non-compliance with the constraint. If (c) the speed reference is currently dictated by a speed limit below a ceiling altitude, it may be displayed (for example) i) the type of the window / ceiling / floor speed constraint by a horizontal bar at above and / or below the deposit; (ii) the ceiling altitude; iii) a hyperlink may for example give access to the page for viewing and possibly modify the speed limit in question; (iv) the pilot's attention may be sought in the event of failure to comply with the limitation. If (d) the speed setpoint is dictated by an imposed cruising speed, it may be displayed (for example) i) the type of speed imposed window / ceiling / floor by a horizontal bar above and / or below the set point; ii) the exit point identifier of the segment; iii) a hyperlink can for example give access to the page for viewing and defining the parameters of the cruise segment; iv) the pilot's attention may be sought in case of non-compliance with the speed imposed. If (e) the speed reference corresponds to a speed calculation criterion by the FMS such as "cost index", "long range", "max climb", "turbulence", "RTA", "engine out" etc: i) it may be displayed (for example) an abstract of the criterion and its value; ii) a hyperlink can for example give access to the page for viewing and defining the parameter or the corresponding RTA (time constraint); iii) the attention of the pilot may be called upon when the FMS predictions foresee a violation of an RTA (time constraint) Can also be returned (C) "where" and "when" is expected the next gear change (eg (i) indicate the distance and / or time remaining to the point where the speed change is provided by the FMS, or, in case the gear change is to occur at a specified altitude, the altitude in question, ii) the pilot's attention may be sought near the planned change); (D) the next speed setpoint (same examples as the current setpoint) During the pre-flight / takeoff phase, the following can be indicated: a) the characteristic take-off speeds V1NRN2; b) a hyperlink can for example give access to the page for viewing and defining the parameters of take-off; c) the attention of the pilot may be requested when these data are incorrectly entered.
    [0014] During the approach / landing phase, the following may be indicated: a) headwind or downwind, and crosswind on the right or left, possibly with a graphical symbol representing the wind; (b) the expected approach speed; c) the landing flap configuration; d) a hyperlink can for example give access to the page for viewing and defining the landing parameters; e) the pilot's attention will be drawn in the event of excessive wind, overspeed or underspeed in approach, or when the FMS prediction of the aircraft power state on landing is too weak or too strong. The table in FIG. 5 illustrates some examples of screens relating to instructions for vertical evolution 330. The table provides some examples of screens. According to the various flight phases 510 and according to specific conditions 520 during each of these flight phases, examples of screens 530 are illustrated as well as the associated explanations 540 and examples of hyperlinks or actions 550. For example, the distance to the next altitude event and / or the description of the altitude event and / or the reasoning associated with that event (eg if available) can be displayed. The links 550 may for example include links or hyperlinks to the pages of the corresponding FMS. This set of instructions 530 aims at improving the understanding of the vertical trajectory and in particular at clarifying a) what is the element constraining the current vertical trajectory; 20 b) whether the current trajectory is appropriate or not to respect this constraint; and (c) what are the safety dimensioning parameters Outside the pre-flight / take-off and final approach / landing phases, this group will indicate (a) the distance and / or time remaining before the next change of vertical trajectory; (b) a symbol or explanation describing this next event, for example (i) a planned landing from a climb or descent (the pilot's attention may be sought in the vicinity); (ii) a climb or descent planned from a landing (the pilot's attention may be sought nearby); (iii) a passage of an altitude constraint (the pilot's attention may be solicited in the vicinity, or if the FMS predictions predict that the airplane will miss the constraint); (c) the element imposing the change of trajectory, for example (i) an altitude constraint at a point of the flight plan, it will then be displayed for example the type of the altitude constraint window / ceiling / floor by a horizontal bar above and / or below the set point and / or the identifier of the corresponding point and / or a hyperlink may for example give access to the page for viewing and possibly modify the constraint at the point in question; the attention of the pilot may be called upon when FMS predictions foresee non-compliance with the constraint. In this case i) additional information will be displayed to help rectify the situation (eg a predicted altitude error or flight slope required to reach the constraint or, downhill, a position of the airbrakes that the FMS predicts as being necessary to respect the constraint), ii) a level of cruise or of "step" (will be displayed for example its altitude and / or a hyperlink which will be able for example to give access to the page allowing to visualize and possibly to modify the level or the Cruising "steps" and / or the pilot's attention may be required when FMS predictions predict that the cruising level is too high because it can not be reached before the descent point, or is greater than maximum recommended altitude for the expected mass at the end of the climb In the cruising phase, when the next planned change of trajectory is still far, we can indicate for example a) the maximum cruising level calculated by the FMS b) the optimal cruising level calculated by the FMS c) the maximum cruising level in the event of an engine failure calculated by the FMS d) the safety altitude for the plane segment active flight e) MORA (Minimum Off Route Altitude) During the pre-flight / take-off phase, for example, a) the selected take-off thrust level, b) the thrust reduction altitude and / or c) the level of climb thrust selected. To optimize takeoff, there may be several sequences of thrust changes, with altitude or distance criteria. In this case, the current and future thrust levels may be indicated, and the distance to or altitude of the thrust change. 25 During the final approach / landing phase, a) the minimum altitude or height may be indicated. descent or decision, (b) the minimum safe altitude in the vicinity of the airport, and / or (c) the altitude to be reached in the event of a go-around. Figure 6 illustrates various aspects relating to the HMIs for implementing the method according to the invention. In addition to - or as a substitute for - the FMS and / or EFB on-board computer screens, 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. advanced. Among these advanced HMIs, certain embodiments of the invention can be implemented by augmented reality means AR (e.g. projectors, glasses, etc.) and / or virtual reality VR (e.g., visor, visiocasque, etc.). Some embodiments may be hybrid or hybrid ARNR or in other words combine EVS means, acronym for "Enhanced Vision System" and / or means SVS, acronym for "Synthetic Vision System". For example, projection means may project information on the windshield and / or interior elements of the cockpit of the aircraft. In particular, said man-machine interfaces can make use of virtual and / or augmented reality headsets. Figure 6 shows an Opaque Virtual Reality Headset 610 (or a semi-transparent augmented reality headset or a configurable transparency headset) worn by the pilot. The 610 individual display headset may be a virtual reality headset (VR or VR), or 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, for use in scraping data accessible analogically from the cockpit or cockpit of the aircraft). One or more steps of the method may be implemented in whole or in part on such HMI systems.
    [0015] 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 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 different virtual (e.g., 610) or real (e.g., FMS, TAXI) screens. 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 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. 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. IT resources or resources can be distributed (cloud computing or cloud computing).
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. A computer-implemented method for managing the flight of an aircraft comprising the steps of: receiving flight instructions and flight information associated with these instructions; determine a flight context of the aircraft; according to said determined context, select information among those associated with the development of a setpoint and / or a current flight instruction and / or a change of a flight instruction; sensory rendering the selected information.
    [0002]
    2. Method according to claim 1, a flight instruction being of the navigation / positioning type, and / or of the guidance type in the horizontal / vertical plane and / or of the speed / thrust type, said flight instruction being received from a system. flight management or FMS.
    [0003]
    3. Method according to claim 1, the flight information comprising information associated with the development of one or more flight instructions and / or information associated with the state of the aircraft systems and / or information associated with the environment of the aircraft.
    [0004]
    4. The method of claim 1, the step of sensitively restoring the selected information comprising a step of graphically displaying one or more information among (a) a speed (b) a thrust (c) a flight phase setpoint (d) a slope instruction (e) a ceiling or floor (e) a flight criterion (f) an aerodynamic configuration and (g) a flight procedure.
    [0005]
    The method of any one of the preceding claims, the method further comprising a step of providing a link to a resource related to a selected setpoint. 25
    [0006]
    The method of any one of the preceding claims, the method further comprising steps of determining an abnormality in the flight of the aircraft and / or the condition of the aircraft systems and soliciting attention. of the pilot.
    [0007]
    7. The method of claim 1, the flight context being determined repeatedly over time.
    [0008]
    8. A method according to any one of the preceding claims, the step of determining the flight context including the application of predefined logic rules.
    [0009]
    9. Method according to any one of the preceding claims, the return of information being performed visually and / or auditory and / or tactile and / or vibratory.
    [0010]
    The method of any of the preceding claims, the step of rendering information including the application of predefined logic rules.
    [0011]
    The method of any one of the preceding claims, the step of selecting information being configurable.
    [0012]
    A computer program product, comprising code instructions for performing the steps of the method according to any one of claims 1 to 11, when said program is run on a computer.
    [0013]
    13. System comprising means for implementing one or more steps of the method according to any one of claims 1 to 11.
    [0014]
    The system of claim 13, comprising a PFD main flight screen and / or ND / VD navigation screen and / or MFD multifunction screen.
    [0015]
    15. System according to claim 12 or 13, comprising avionics of the Flight Management System type and / or Electronic Flight Bag type means and / or augmented reality and / or virtual reality means. 20 25
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    同族专利:
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    法律状态:
    2015-08-25| PLFP| Fee payment|Year of fee payment: 2 |
    2016-04-01| PLSC| Search report ready|Effective date: 20160401 |
    2016-08-26| PLFP| Fee payment|Year of fee payment: 3 |
    2017-08-29| PLFP| Fee payment|Year of fee payment: 4 |
    2018-08-28| PLFP| Fee payment|Year of fee payment: 5 |
    2019-08-29| PLFP| Fee payment|Year of fee payment: 6 |
    2020-08-26| PLFP| Fee payment|Year of fee payment: 7 |
    2021-08-26| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1402167A|FR3026508B1|2014-09-26|2014-09-26|CONTEXTUAL HELP WITH FLIGHT MANAGEMENT|FR1402167A| FR3026508B1|2014-09-26|2014-09-26|CONTEXTUAL HELP WITH FLIGHT MANAGEMENT|
    US14/862,431| US9530322B2|2014-09-26|2015-09-23|Contextual aid to flight management|
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