• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method and system for communicating and sharing information between an on-board system (28) on board an aircraft and at least one ground control system. The method includes identifying a situation from a set of predetermined situations, and obtaining from a previously recorded data structure (34) associated with the identified situation, a first set of elements of useful information for a first system among the on-board system and a ground control system, then a determination, from said first set of information elements, and previously recorded information (lbp), of a set of information (Ibm) not available in the first system. A first request (Rb) is established, to request information (Ibm) not available in the first system, and the first request (Rb) is sent from the first system to at least one second system.
    公开号:FR3035534A1
    申请号:FR1500836
    申请日:2015-04-21
    公开日:2016-10-28
    发明作者:Fany Barailler；Nicolas Rossi；Antoine Lacombe
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method for communicating and sharing information between a first on-board control system on board an aircraft and at least one second control system in the aircraft. ground. It also relates to an associated communication and information sharing system. The invention lies in the field of aeronautics, and in particular the improvement of aircraft piloting conditions and decision support in a steering system. Typically, in civil aviation, an aircraft is piloted by a crew, and includes onboard devices allowing the crew to communicate with ground based control systems, including on the one hand air traffic control systems and information communication systems of the airline. The means of communication conventionally employed comprise on the one hand communication by voice, allowing the crew, and in particular the pilot, to exchange for example with an air traffic controller, and secondly means of data communications digitized. An aircraft in flight may be in a nominal situation, in which the operation of all the instruments on board is nominal and the weather conditions make it possible to follow a pre-established flight plan, or in a degraded situation, which may be a critical situation. , in which the pre-established flight plan can not be followed. Several such degraded situations may occur, for example in the event of material degradation of the instrumentation on board or degraded weather conditions. In such cases, it is necessary to make a diversion from the pre-established flight plan and to make a landing at an airport different from that initially planned. It is clear that in such a situation, the stress and the cognitive load of the crew are very high. In addition, it is essential to make a quick decision and optimized according to real conditions of the situation encountered. The knowledge of all the information used to define a situation is also known as "situation awareness" (or situational awareness) in aeronautics. In a degraded situation, it is necessary to collect up-to-date relevant information from ground-based control systems in order to improve knowledge of the current situation and to make a relevant decision.
    [0002] For example, in the case of a diversion, the selection of an airport for an emergency landing is made on the basis of a multitude of criteria, including the weather conditions extracted from observation reports. meteorological METAR, the condition and availability of airport infrastructure, passenger capacity, repair capability, airmail messages called NOTAMS ("Notice to Airmen") including information published by government agencies air navigation control. At present, in such degraded or critical situations, flight crew members are required to communicate with ground control system operators via voice over the air, or to request information and feedback. data via ACARS data links (aircraft 10 communication addressing and reporting system), allowing the entry of queries and the transmission / recePtion of digitized data. It is clear, however, that the flight crew is under intense stress, and that the on-board environment may be degraded due to damage or severe weather conditions, so voice exchanges and seizure of Data can be difficult to produce and time consuming. There is therefore a need to facilitate the communication of information between the edge and the ground, especially in degraded or critical situations. To this end, the invention relates to a method for communicating and sharing information between an on-board system on board an aircraft and at least one ground control system. The method comprises the following steps: identification of a situation among a set of predetermined situations comprising at least one nominal situation and a critical situation, obtaining from a previously recorded data structure associated with the identified situation, a first set of useful information elements for a first system among the on-board system and a ground control system, - determination, from said first set of information elements, and previously recorded information, a set of information not available in said first system, - establishing at least a first request to send the first system to at least a second system, said second system being different from the first system and selected from the system of edge and a ground control system to request information from said set of information not available in the first system, sending the at least one first request from the first system to at least one second system.
    [0003] Advantageously, the invention enables a rapid and automated collection of information, making it possible to improve Situation Awareness and decision-making in the event of a degraded or critical situation, on board an aircraft or in a control system at the airport. ground.
    [0004] The process according to the invention may also have one or more of the following characteristics, taken independently or in any technically acceptable combination. The method further comprises obtaining from the data structure associated with the identified situation a second set of useful information items for the at least one second system, determining information available in the first one. system corresponding to said second set of information elements and sending said determined information to at least one second system. The method includes a first decision step for developing in the first system a first decision associated with the situation identified from said prerecorded information. It further comprises sending the first system to at least a second system of said first decision developed in the first system. The method further comprises a step of receiving a first decision taken in the or at least one second system, taking into account the information available in the first system corresponding to said second set of information elements and transmitted to at least one second system. a second system. The first decision taken in the or at least one second system further takes into account said first decision developed in the first system. The method comprises a step of receiving one or more communication messages from at least one second system containing information not available in the first system required in said first request. It comprises a second decision step for developing in the first system a second decision associated with the situation identified from all the information recorded and received in the first system. The second decision step uses said first decision developed in the first system. The first decision step and the second decision step implement a multicriteria selection algorithm.
    [0005] The method implements a validation by a pilot or a controller of the second decision obtained by said second decision step and a transmission of the second decision obtained by said second decision step of the first system to at least a second system. .
    [0006] It comprises a step of receiving at least a second request for information from at least one second system, and sending the first system to the at least one second system of the information required in said second request. According to one embodiment, the first system is the on-board system 10 on board the aircraft. A second system is a ground traffic control system. A second system is a ground control system. According to one embodiment, the first system is a ground control system among a ground air traffic control system and a ground operation control system, and said second system is the onboard on-board system. of the aircraft. According to a second aspect, the invention relates to a system for communicating and sharing information between an on-board system on board an aircraft and at least one ground control system. The system comprises units capable of carrying out: identification of a situation among a set of predetermined situations comprising at least one nominal situation and a critical situation; obtaining from a previously recorded data structure associated with the situation; an identified situation, of a first set of useful information items for a first system among the on-board system and a ground control system, - a determination, from said first set of pieces of information, and previously recorded information, a set of information not available in said first system, - an establishment of at least a first request to send the first system to at least a second system, said second system being different from the first system and selected from the on-board system and a ground control system for requesting information from said set of information not available in the first system, - sending the at least one first request from the first system to at least one second system.
    [0007] According to one embodiment, said first system is the on-board system aboard the aircraft and a second system is a ground-based air traffic control system or a ground operation control system. According to one embodiment, said first system is a ground control system among a ground air traffic control system and a ground operation control system, and said second system is the on-board onboard system. of the aircraft. The advantages of the system according to the invention are similar to the advantages of the method according to the invention mentioned above.
    [0008] According to a third aspect, the invention relates to a computer program comprising program code instructions for executing the steps of the communication and information-sharing method between an on-board system on board an aircraft. and at least one ground control system as briefly discussed above.
    [0009] Other characteristics and advantages of the invention will emerge from the description which is given below, by way of indication and in no way limiting, with reference to the appended figures, in which: FIG. 1 is a schematic illustration of a system communicating and sharing information between a first onboard system and two ground control systems; Figure 2 is a block diagram of the main modules of an onboard system according to the invention; Figure 3 is a schematic example of sets of information listed according to identified situations; FIG. 4 is a block diagram of the main steps of a communication and information sharing method according to one embodiment of the invention. Figure 1 schematically illustrates a communication and information sharing system 1, comprising a first edge control system 2 and two second systems, which are the control systems 4, 6 located on the ground. It is clear that only two ground control systems have been illustrated in the example, but the invention applies with any number of ground control systems. System 1 is also called an edge-to-ground information communication system. In the example of FIG. 1, the edge system 2 or first system is embarked on board an unrepresented aircraft, and it is controlled and used by members of a flight crew of the aircraft.
    [0010] The on-board system 2 is able to communicate with two ground control systems, respectively a second ground control system 4 which is a control tower or ATC control system for "Air Traffic Control", which is operated by air traffic controllers and a third ground control system 6 or AOC for 5 "Aeronautical Operation Control", which is operated by the airline which charters the aircraft carrying the onboard system 2. As schematically illustrated in FIG. 1, the on-board system 2 comprises display means 8, for example control screens, interaction means 12 with flight crew members, and one or more calculation devices 10, for example computers or flight computers, comprising processors able to implement program code instructions for carrying out various functional modules capable of implementing the invention. Each computing device 10 comprises means for storing and storing data. In addition, each computing device 10 is able to recover any data provided by the various on-board systems, for example via one or more interfaces. The on-board system 2 also comprises communication means 14, able to perform a function of digital communication of digitized data, via wireless communications, between the aircraft and ground communication means. The communication means 14 comprise transmission means and means for receiving digitized data, by radio, in the form of messages 16a, 16b, 18a, 18b formatted according to a predefined communication format, called communication messages. In one embodiment, the messages 16a, 18a exchanged between the on-board system 2 and the air traffic control system 4 are in accordance with a standardized exchange protocol. There are three sub-categories of exchanges: textual exchanges between pilot and air controller, automated exchanges between aircraft and ground systems, exchange of flight context data. The text-type exchanges between the pilot and the air traffic controller are CPDLC exchanges (Controller Pilot Data Link Communications). All possible messages are predefined to ensure accurate and unambiguous dialog. There is also an option to define "free" or "free text" text messages. For example, the on-board device offers the pilot, via the interaction means 12, "free" text messages, and the pilot is led to validate them before sending.
    [0011] The automated exchanges between the edge and the ground are defined by the ADS-C (Automatic Dependent Surveillance - Contract) protocol. The on-board system 2 and the ground system 4 negotiate in advance the conditions according to which the ADS-C transmissions take place: periodically, on an event, at the request of the ground control system, or in an emergency, at the request of the pilot. The information transmitted to the ATC control system includes: the position of the aircraft, the intended route, the speed of the aircraft (ground or air), meteorological data. Optional data, depending on the situation S ,, will be added in the periodic reports exchanged. The exchange of flight context data is of the D-ATIS ("Digital Automatic Terminal Information Service") type. D-ATIS messages include information such as ground meteorological data, the runway (s) in service, the available approach and any information needed by the pilots. A single message may be transmitted to the aircraft having issued a request, but a subscription mechanism is possible, and a message is sent during each update. The on-board control system uses D-ATIS messages to send requests and receive airport ATIS data from the ground. In one embodiment, the messages 16b, 18b exchanged between the on-board system 2 and the operational control system 6 AOC for "Aeronautical Operation Control", which is operated by the airline which charters air traffic, are in a format free exchange, according to a semantics defined by a known grammar of the two systems 2 and 6. For example, the ASN.1 ("Abstract Syntax System One") syntax which is an international standard specifying a notation intended to describe structures in the telecommunications and computer networks sector, is used. The purpose of the ASN.1 description of a data structure is to obtain a specification of the structure unambiguously and independently of a particular encoding. Each of the ground control systems 4, 6 comprises wireless communication means 20, 22, able to receive digitized data in the form of messages 16a, 16b from the transmission means of the communication means 14 and to send data. digitized data in the form of messages 18a, 18b in return. The communication means 20 are capable of communicating with one or more computing devices 24, for example one or more computers, comprising processors capable of implementing program code instructions to produce various functional modules able to implement the program. invention, and means 35 for interaction with an operator.
    [0012] Similarly, the communication means 22 are able to communicate with one or more computing devices 26, for example one or more computers, comprising processors able to implement program code instructions to produce various functional modules capable of implement the invention, and means 5 of interaction with an operator. In one embodiment of the invention illustrated in FIG. 2, an onboard system 28, implemented in the on-board system 2, comprises a module 30 for detecting the current situation of the aircraft, among a set of predefined situations. Each situation has a cause, for example a breakdown (eg engine failure, depressurization) or other (eg fire on board, medical problem, or a ground problem, eg closed airport for snow), and a set of associated consequences, for example the need for a diversion of the initial flight plan or the need for an immediate landing. The current situation can be identified automatically by the onboard system, for example in the case of engine failure or depressurization detection. Alternatively, it is a driver that triggers the situation identification, for example by selecting a situation in a list through a drop-down menu. According to one embodiment, the pilot selects a critical situation in a menu, following received information, for example by audio communication with a ground system. According to another variant, or in addition to the previous alternatives, the pilot has a unique means, for example a button, to trigger a state of emergency. Alternatively, or in addition, as explained later, the method of communication and information sharing is implemented by a plurality of ground control systems. The types of situations are predefined and identified by given identifiers. For example, the set of situations denoted S1, S2 to Sn comprises a nominal situation S1 and a plurality of degraded or critical situations S2 to Sn, corresponding to various levels of criticality. The current situation detection module 30 is able either to automatically detect a degraded or critical situation, as a function, for example, of fault detection by an on-board equipment or alternatively, by reception of a degraded situation indicated by a ground system. or to receive a selection of a situation identifier provided by a flight crew member.
    [0013] The on-board system comprises a storage unit 32, which stores a data structure 34 comprising, for each pre-defined flight situation, information elements to be filled in to obtain a complete analysis of the situation ("situation awareness" "). In addition, the storage unit 32 is able to store information 36, recorded / available on board, relating to the current situation of the aircraft. This is the set of information available on board, including previously recorded data and real-time data. This information 36 includes for example the weather conditions in the vicinity of the aircraft, the type and series of the aircraft, the flight number, the number of 10 people on board, the amount of fuel remaining. FIG. 3 schematically illustrates an information structure 34, according to one embodiment, comprising in this example a list Ls of situation identifiers S1, S2,..., Sn, and for each situation S, identified in the list. , an information sheet Fi.
    [0014] An information element sheet Fi denotes all the information to be retrieved or information to fully describe the situation S, identified and allow adequate decision-making. According to one embodiment, the information element sheet Fi comprises a first set E11 listing useful information elements lb for the on-board system 20 in the situation Si, and a second set E, 2 listing elements d useful information for the ground control system (s) in the situation S. Following the detection of a situation S ,, the situation identifier is transmitted to a module 38 for retrieval and analysis of recorded information on board useful for the situation S. The module 38 is able to recover the information elements sheet Fi 25 corresponding to the situation Si identified, and the information 36, including the recorded information and the available real-time data, and to determine: -a first subset of edge information elements, forming part of the first set E, 1 of useful information elements on board, for which the information Ibn, recorded on board are missing ante or obsolete; A second subset of ground information elements forming part of the second set E 2 of information elements useful for the ground control system or systems for which the information 1 b recorded on board is up to date ; a third subset of edge information elements, forming part of the first set E1 of useful information elements for the onboard system, for which the information Ibp recorded on board are up to date.
    [0015] It should be noted that some information, for example information about local weather conditions for a landing, must be refreshed at a given time frequency, otherwise they are out of date. The refresh time frequency is a parameter to be defined according to the situation S, identified.
    [0016] The information recorded on board, corresponding to the third subset of edge information elements, is sent to a decision module 40 capable of producing a first decision DID, on the basis of the information Ibp available on board, for the situation. Si. The decision module 40 is either able to make a decision automatically on the basis of the information Ibp relating to the situation S, recorded on board, or by obtaining a decision selected by a pilot on the basis of a presentation of the information. Ibp related to the situation If logged on board. For example, if the situation S, is a situation requiring a diversion with an emergency landing, the first DID decision is to determine an airport for an emergency landing, selected from a set of selectable close airports. According to one embodiment, the automatic generation of the first decision is performed by the implementation of a multicriterion selection algorithm, according to one of the embodiments described in more detail below. The first and second subsets of determined information items, as well as the first decision are sent to a module 42 for sending requests and information to the ground control systems. This module 42 is able to send a request Rb requesting the information lb, corresponding to the first subset of information elements determined, and the information lb, corresponding to the second subset of ground information elements 25 determined. In particular, when several ground control systems are present, particular request formats are used depending on the systems. For example, to communicate with an ATC system, a request Rb can be formulated in the optional data of the ADS-C messages, whereas to communicate with an AOC system, a request Rb is formulated according to the predefined free format, for example in using the ASN.1 syntax. In the case where more than one ground control system is present, the information corresponding to the second subset of ground information items is sent to each of the ground control systems.
    [0017] As a variant, subsets of specific ground information elements are provided for each of the ground control systems, in order to differentiate the needs of an ATC control system and an AOC control system. Optionally, the first decision DID, taken by the decision module 40 is also sent by the sending module 42. The edge system also comprises a receiving module 44, able to receive information Ibm corresponding to the request Rb. The module 44 is able to receive, optionally, a first decision made by a ground control system, denoted Ds1, and one or more requests Rs 10 to request additional information useful for the ground control system or systems. The received Ibm information is recorded and transmitted to the decision module 40, which is able to take a second decision Db2 according to the totality of information available on board, the information Ibp and Ibn ,.
    [0018] Thus, the on-board system is able to make a second decision based on the totality of the information listed by the first set E11 of information elements, hence from a complete knowledge of the data characterizing the situation S. Alternatively, the first decision Dbi taken by the decision module 40 and the first decision made by one or each ground control system are also taken into account for taking a second decision Db2. According to a first embodiment, the second decision is taken automatically by the implementation of a multicriteria selection algorithm. According to a second embodiment, the second Db2 is taken by a pilot on the basis of a presentation of all the information listed by the first set E11 relating to the situation Si. In a variant, the first decisions Dbi and Db2 are also presented to the pilot for final decision making. The second decision Db2, which is the final decision, is sent to the ground control systems by the sending module 42.
    [0019] In addition, the on-board device comprises a module 46 for formatting all the data and information exchanged, in a coherent format to facilitate their presentation on the graphical interface of the control screens 8 for members of crew and decision-making by the pilot in the presence of all the information relating to the current situation S.
    [0020] The module 46 is able to recover information to be displayed in the form of digital data of several modules, in particular of the module 38 for retrieval and analysis of information recorded on board, decision module 40, of the reception module 44. The module 38 also processes the requests Rs, and identifies in the set of information 36 the additional data to be transmitted on the ground to answer the requests Rs. It transmits these data to the sending module 42, which processes them similarly. to the data lbs. It should be noted that for situations that do not require rapid decision-making, only the modules 30, 38, 42, 44 and 46 are implemented. FIG. 4 illustrates the main steps of a method of communication and sharing of edge-ground information, according to one embodiment of the invention, implemented by an on-board system 28. The method comprises a first step 50 identification of a current situation, among a set of predetermined situations comprising at least a nominal situation and a critical situation.
    [0021] The identification of the current situation can be carried out automatically by the on-board system, for example in the case of detection of engine failure or depressurization. Alternatively, it is a driver that triggers the situation identification, for example by selecting a situation in a list through a drop-down menu. According to one embodiment, the pilot selects a critical situation in a menu, following information received, for example by audio communication with a ground system. According to another variant, or in addition to the previous alternatives, the pilot has a unique means, for example a button, to trigger a state of emergency.
    [0022] Step 50 is followed by a step 52 of retrieval and analysis of useful information on board. This step includes retrieving an information item sheet Fi as described above, corresponding to the situation S, identified, as well as useful information lb on board (the list of constituent information lb is included in Fi ). Subsequently, a substep 52a performs the analysis of the available information Ibb and the determination, from the first set of information elements E11 of the information element sheet Fi and the information lb, of a set of information lb, not available on board, which is missing or obsolete information. In one embodiment, the onboard system implements a unified presentation of the available information lbp, in a consistent format, with fast and intuitive access, allowing crew members to quickly and easily become acquainted with all the information available. Ibb information relating to the current situation S ,.
    [0023] In step 52b, the information available on board and useful to the ground control systems is determined from the set of information elements E, 2 of the data element sheet Fi. Then, a first decision DID, is developed in the first decision-making step 54, based on the Ibp information available on board and useful for the situation Si identified. The development of the first decision is either done automatically by calculation on the basis of the information lbp relating to the situation S, recorded on board, or by obtaining a decision selected by a pilot on the basis of a presentation of the information Ibp relating to situation S, recorded on board.
    [0024] In the case where the decision is developed automatically, preferably, a multicriteria selection algorithm as detailed below is implemented. Then, a data sending step 56 sends the on-board system to the ground control system or systems of one or more communication messages.
    [0025] In a submitting step 56a, one or more Rb requests are formatted according to a predetermined message format, to request the ground control systems to send missing information Ibm on board, corresponding to the sub-step 56a. set of missing information elements previously determined. Furthermore, during a submitting step 56b, the onboard information 20 useful for the ground control systems is sent, in appropriate communication messages, to the ground control systems. Advantageously, the soil awareness situation is improved at a lower cognitive cost for the actors, which allows better security in the case of critical situations.
    [0026] Finally, during an optional submitting step 56c, the first decision Dbi elaborated in step 54 is also sent, in an appropriate communication message, to the ground control systems. According to one variant, the sending of the first decision Dbi produced in step 54 is carried out only after validation of a pilot.
    [0027] The sending of the first decision taken on board allows the ground control systems and / or operators of these systems to validate or reject this first decision, proposing, in turn, a decision. Advantageously, the decision-making is accelerated, which allows a better security in the case of situations S, critical. In addition, the sharing of decisions is favored, which makes it possible to share the visions of the critical situations of the various actors at the edge of the aircraft and on the ground.
    [0028] Following the dispatch of the on-board system to the ground control system or systems, communication messages are received on board from the ground during an on-board reception step 58. The receiving step 58 comprises a sub-step 58a for receiving one or more communication messages from the ground control systems containing the information Ibn required by the request (s) Rb sent (s). Thus, advantageously, the missing information on board are automatically received from the ground control systems, without requiring input or a specific request from a pilot.
    [0029] Optionally, the reception step 58 comprises a sub-step 58b for receiving a first decision Dsi taken on the ground, as a function of all the information relating to the situation S transmitted to the ground. According to one embodiment, the first decision taking Ds, is performed on the ground by the implementation of a multicriteria selection algorithm based lbs information received and other information on the ground. Alternatively, several first ground decisions are received, each from a ground control system, for example an ATC system and an AOC system, these first ground decisions being different. In this case, edge-to-ground cooperation is improved.
    [0030] Finally, the reception step 58 optionally includes a substep 58c for receiving information requests Rs, requesting the on-board system to send useful information to the ground control systems, which have not been previously received. identified in the subset of information elements E, 2. This is on-board information, which has not been transmitted to the ground, which can be used to improve the situational awareness of the ground control systems. Each ground control system is able to send such requests Rs, according to its own needs. It should be noted that steps 56 and 58 are repeated automatically until the complete receipt of the information required on board from the ground 30 on the one hand, and the transmission from the edge to the ground of the information required by ground control systems. The on-board system implements a unified information presentation step 60, in a consistent format, with fast and intuitive access, allowing crew members to quickly and easily find all the information about the situation. current S.
    [0031] The on-board system implements a step 62 of second decision-making consisting in producing a second edge decision Db2 as a function of all the information on board, including information received from the ground control systems in question. response to the request Rb.
    [0032] According to one embodiment, a multicriteria selection algorithm is implemented, on a set of criteria (C1, ... CK). The choice of criteria depends on the situation S ,, and the respective values of the criteria are provided by the information retrieved respectively in steps 52 and 58. A weighting function or multicriteria function is established, each criterion C, having a relative weight p1 , depending in particular on the type of situation Si. For example, in the case of search for diversion airports, criteria Ci are defined, as well as their relevance for the various airports considered. According to a first option, coefficients am ,, are defined, each corresponding to a note given to an airport m with respect to criterion C. The value of the coefficient of friend 15 is zero if the airport m is not at all relevant for criterion C. Examples of criteria in this case are: -C1: time to reach the airport m, based on the value of ETA (Estimated Time of Arrival): the shorter the duration, the higher the value of the coefficient an ,,, is high; - 02: distance between the current position of the aircraft and the airport m: the shorter the distance 20, the higher the value of the coefficient an ,, 2 is high; -C3: fuel remaining on board (EFOB). If the airport m is not attainable with the remaining fuel, am, 3 = 0, otherwise the value of arn, 3 is maximum. The score 0 for this criterion is eliminatory, the airport can not be selected for the decision; -04: relief along the path, including safety altitudes, several values of am, 4 are gradually defined; -C6: weather along the route, am values, 6 are set gradually, and the value of am, 6 is higher if the weather is mild; -C6: weather on the airport, am values, 6 are set gradually, and the value of a, ', 6 is higher if the weather is mild; 30 -07: runway length of the airport; if the track length is less than a given value, am, 7 = 0, otherwise the value of am, 7 is maximum; -08: resistance of the runway of the airport; the value of an ,, 8 is dependent on the resistance; -C9: opening hours of the airport, if the ETA is not included in the opening time range, ang = 0, otherwise the value of am, 9 is maximum; 3035534 16 -C10: adequacy of the airport to an emergency landing; friend ° = 0 if the airport has no emergency landing capability, and an10 values are gradually defined based on the airport's emergency landing capabilities; -C11: availability of visual and non-visual aids (approach markings, edge and runway center lights, touchdown zone lights, ILS transmitter, etc.). Several values am, li are defined gradually; -C12: Operational minima. The value arn, 12 is dependent on the altitude corresponding to the operational minima; -C13: Passenger capacity: the larger the capacity, the higher the value 10 of the coefficient arn, 13. -C14: Presence of medical means. This criterion will only be taken into account for certain situations (for example, sick on board); an14 is 0 if there is no way in or near the airport. Then, several am, 14 values can be gradually defined depending on the level of medical equipment and the proximity. 15 -C15: Repair capacity. This criterion will only be taken into account for certain situations (eg breakdowns); an15 is 0 if there is no way in the airport. Then, several am values, 15 can be gradually defined depending on the repair capabilities. -C16: Presence commercial assistance of the company. This criterion can be taken into account only for non-critical situations. am, 16 is 0 if there is no commercial assistance from the company, otherwise it is maximum. -C17: Indicator of importance for the company network (function of the number of services, in order to minimize delays). This criterion can be taken into account only for non-critical situations. 25 -C18: Proximity to the initial destination. This criterion can be taken into account only for non-critical situations. The longer this distance is, the more anise will have a low value. A total score is calculated for each airport m, based on the values of the coefficients and the relative weight of criteria selected, depending on the situation: 30 N ', = Epiano j = 1 In the example detailed above, K = 18. Calculated airport ratings are used to rank airports. The most suitable airport, automatically selected at decision-making stage 62, is the airport that obtains the maximum score among the M possible airports: 3035534 17 r: Nr = Max (No ..., Nm) second option, an airport ranking is performed via a multicriteria function, using, for each criterion Cj, an associated utility function u (C).
    [0033] Preferably, a utility function ui is set for each criterion Ci, using the Macbeth method. Then, a k-additive Choquet integral evaluates an interaction between k criteria. Choquet integrals are subadditive or superadditive integrals, known and used in the field of multicriteria decision.
    [0034] Alternatively, a generalized additive independence model introduced by C. Fishburn in 1967, and also used in the multi-criteria decision domain, is applied. As a variant, any multicriteria selection algorithm, known in the field of multicriterion decision, can be implemented. Decision making is performed either automatically by applying the result of the multicriteria selection algorithm implemented, or by presenting a ranking resulting from a multicriteria selection algorithm to the pilot, who then chooses the decision . For example, in the case of finding diversion airports: If the module 40 does not elaborate the decision, it is sufficient to display the useful data for each airport and the decisions Dbi, Db2 entered by the pilot and Dsi , Ds2, ... received from the ground; If the module 40 develops the decision, the multicriteria selection algorithm calculates and classifies the diversion airports according to their level of adequacy with respect to the criteria. Dbi or Db2 is the first ranked airport. We do not just display Dbi; the list of the first N airports is displayed by order. For each airport, the relevant data is displayed. Dbi, Db2, Dsi, Ds2, etc. are also displayed. For example, for the search for diversion airports, it is envisaged to present a summary of the airports classified according to an order of preference, the first displayed airport corresponding to the decision calculated automatically, with a display of parameters deemed to be key or critical for the situation S ,, for example in the form of a table as shown (Table 1) below: 35 3035534 18 airport Criterion 1 Criterion 2 Criterion 3 Criterion 4 Criterion 5 Airport (= Db2) 1 Airport 2 Airport 3 Airport 4 Table 1 For example, the following criteria are chosen for display, among the criteria 5 C1 to C18 listed above: C2: Distance to reach the airport Criterion derived from C1 : ETA C3: EFOB C7: runway length 10 C4: safety altitudes Next, to obtain all the data for a given airport, the pilot clicks on the airport in question. The second decision Db2 produced on board is then transmitted to the ground control systems during a transmission step 64.
    [0035] According to one variant, the decision Db2 is validated by a pilot before being sent to the ground control systems. In an application scenario of the invention, the situation S, identified is a failure situation or any other cause that requires a diversion, of selecting a diversion airport from a set of nearest airports.
    [0036] 20 This is a critical situation, requiring rapid decision-making. In this case, the decision to be taken, in cooperation between the on-board system and the ground control systems, is the selection of the diversion airport. In any situation requiring a diversion, useful information on board, to be retrieved from ground control systems, for each of the 25 candidate airports, includes: - information on weather conditions, - time to reach the airport, - information relative to the reliefs and altitudes, -the availability of the ground infrastructures, - the dimensions and characteristics of the tracks, - the type and trajectory of available approaches, - operational minima, - technical / medical / commercial processing capacity.
    [0037] 5 For ground control systems (ATC or AOC), the relevant information, in a situation where a diversion is required by the aircraft, includes: - the reason for the diversion, - the weather conditions in the vicinity of the aircraft, - type and series of the aircraft; 10 - flight number - number of persons on board - information related to the state of the aircraft - remaining range - airport selected for diversion, ETA (estimated time of arrival). In a nominal situation, the method of the invention can be used to regularly recover at least a subset of the information from each of the nearby airports, in anticipation of a possible diversion, in order to have as much information as possible recorded on board and available.
    [0038] According to another embodiment, a change of situation results from the ground control systems. In this embodiment, one or both of the ground control systems implement a system similar to the system 28 described with reference to FIG. 2 and implement steps 50 to 64 described above, in which the exchanges between the first system which is then the ground control system and the second system which is the onboard system embedded in the aircraft. It is the ground control system which implements steps of: identification of a situation among a set of predetermined situations including at least one nominal situation and a critical situation, obtaining from a structure of previously recorded data associated with the identified situation, a first set of useful information items for the ground control system, - determining, from said first set of information items, and previously recorded information. , a set of information unavailable, 3035534 20 - establishment of at least a first request to send from the ground control system to the on-board system to request information from said set of unavailable information determined, - sending from the at least one first request from the ground control system to the onboard system. In addition to the communication and the sharing of information, the method and the system of the invention making it possible to assist the decision of a pilot and / or an air controller in a degraded or critical situation of an aircraft. With regard to the piloting of the aircraft, preferably, the final decision is made by the pilot of the aircraft, with the help of the decisions calculated on board, and optionally the decision (s) calculated on the ground.
    权利要求:
    Claims (20)
    [0001]
    CLAIMS1.- A method of communicating and sharing information between an on-board system (2, 28) on board an aircraft and at least one ground control system (4.6), characterized in that comprises the following steps: - identifying (50) a situation (S,), among a set of predetermined situations comprising at least one nominal situation and a critical situation, - obtaining (52) from a data structure ( 34) previously recorded associated with the identified situation (S,), of a first set (E11) of useful information items for a first system among the on-board system and a ground control system, - determination (52a). ), from said first set (E11) of information elements, and previously recorded information, of a set of information (Ibm) not available in said first system, - setting (56a) of at least a first request (Rb) to send first sy a system to at least a second system, said second system being different from the first system and selected from the on-board system and a ground control system, for requesting information from said set of information (Ibm) not available in the first system, sending (56a) the at least one first request (Rb) from the first system to at least one second system.
    [0002]
    2. Method according to claim 1, characterized in that it further comprises obtaining (52) from the data structure (34) associated with the identified situation (Si) of a second set (E, 2) useful information elements for said at least one second system, determining (52b) information (lbs) available in the first system corresponding to said second set (E12) of information elements and sending (56b) said information (lbs) determined at least one second system.
    [0003]
    3.- Method according to one of claims 1 or 2, characterized in that it comprises a first decision step (54) for developing in the first system a first decision associated with the identified situation (S1) from said pre-recorded information. 3035534 22
    [0004]
    4. A method according to claim 3, characterized in that it further comprises the sending (56c) of the first system to at least a second system of said first decision developed in the first system. 5
    [0005]
    5.- Method according to any one of claims 3 to 4, characterized in that it further comprises a step of receiving (58b) a first decision taken in the or at least a second system, taking into account the information (lbs) available in the first system corresponding to said second set of information elements and transmitted to at least one second system. 10
    [0006]
    6. A method according to claim 5, characterized in that the first decision taken in the or at least one second system further takes into account said first decision developed in the first system. 15
    [0007]
    7.- Method according to one of claims 1 to 6, characterized in that it comprises a step of receiving (58a) one or more communication messages from said at least one second system, containing information ( Ibm) not available in the first system required in said first request (Rb). 20
    [0008]
    8. A method according to any one of claims 5 to 7, characterized in that it comprises a second decision step (62) for developing in the first system a second decision associated with the identified situation (Si) to from all the information recorded and received in the first system. 25
    [0009]
    9. A method according to claim 8, characterized in that the second decision step (62) uses said first decision developed in the first system.
    [0010]
    10. A method according to any one of claims 3 to 9, characterized in that said first decision step (54) and said second decision step (62) 30 implement a multicriteria selection algorithm.
    [0011]
    11. A method according to claim 10, characterized in that it implements a validation by a pilot or a controller of the second decision obtained by said second decision step (62) and a transmission of the second decision obtained by said second decision step (62) of the first system to audit at least one second system. 3035534 23
    [0012]
    12. A method according to any one of claims 1 to 11, characterized in that it comprises a step of receiving (58c) at least a second request (Rs) information from at least one second system, and a sending of the first system to said at least one second system of information required in said second request.
    [0013]
    13.- Method according to any one of claims 1 to 12, characterized in that said first system is the on-board system (2, 28) on board the aircraft. 10
    [0014]
    14.- Method according to claim 13, characterized in that said second system is a ground air traffic control system.
    [0015]
    15.- Method according to one of claims 13 or 14, characterized in that a said second system is a ground operation control system.
    [0016]
    16.- Method according to one of claims 1 to 12, characterized in that said first system is a ground control system among a ground air traffic control system and a ground control system, and said second system is the on-board system (2, 28) on board the aircraft.
    [0017]
    17.- System for communicating and sharing information between an on-board system (2, 28) on board an aircraft and at least one ground control system (4.6), characterized in that comprises units capable of carrying out: identification of a situation (S1) from among a set of predetermined situations comprising at least one nominal situation and a critical situation, obtaining from a data structure (34) previously registered record associated with the identified situation (Si), of a first set (E11) of useful information items for a first system among the on-board system and a ground control system, - a determination, from said first set (E11) of information elements, and previously recorded information, of a set of information (lbm) not available in said first system, - an establishment of at least a first request (Rb) to send first 35 system me to at least a second system, said second system being different from the first system and selected from the on-board system and a ground control system, 3035534 24 to require information from said set of information (Ibm) not available in the first system, - sending the at least one first request (Rb) from the first system to at least one second system.
    [0018]
    18.- System according to claim 17, characterized in that said first system is the on-board system (2, 28) on board the aircraft and in that said second system is an air traffic control system on the ground or a ground control system.
    [0019]
    19. System according to claim 17, characterized in that said first system is a ground control system among a ground air traffic control system and a ground operation control system, and said second system is the on-board system (2, 28) on board the aircraft. 15
    [0020]
    20. Computer program comprising program code instructions for executing the steps of the communication and information-sharing method between an on-board system on board an aircraft and at least one control system at the aircraft. ground according to claims 1 to 16 when said program is run on a computer. 5 10
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    同族专利:
    公开号 | 公开日
    CN106066649A|2016-11-02|
    CN106066649B|2021-06-18|
    US20160316481A1|2016-10-27|
    US10117260B2|2018-10-30|
    FR3035534B1|2019-06-07|
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    法律状态:
    2016-04-28| PLFP| Fee payment|Year of fee payment: 2 |
    2016-10-28| PLSC| Search report ready|Effective date: 20161028 |
    2017-04-28| PLFP| Fee payment|Year of fee payment: 3 |
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    2021-04-29| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1500836A|FR3035534B1|2015-04-21|2015-04-21|METHOD AND SYSTEM FOR COMMUNICATING AND SHARING INFORMATION FOR AIRCRAFT|
    FR1500836|2015-04-21|FR1500836A| FR3035534B1|2015-04-21|2015-04-21|METHOD AND SYSTEM FOR COMMUNICATING AND SHARING INFORMATION FOR AIRCRAFT|
    US15/134,135| US10117260B2|2015-04-21|2016-04-20|Method and system for communicating and sharing of information for aircraft|
    CN201610252447.7A| CN106066649B|2015-04-21|2016-04-21|Method and system for information transfer and information sharing of aircraft|
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