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    • 专利摘要:
    There is disclosed a method for managing the flight of an aircraft comprising the steps of determining a flight context; according to the determined flight context, select one or more display parameters and display one or more graphically selectable marks on a representation of at least a portion of the flight of the aircraft, said representation being displayed on at least one screen in the cockpit of the aircraft; receive indication of the selection of one or more marks and in response to said selection change the display of the representation of at least a portion of the flight of the aircraft. Developments describe the provision of documentary resources, the use of parameters and / or display rules (e.g. locations and priorities). System aspects (e.g. augmented and / or virtual reality for increasing the addressable display area, return loop by gaze tracking) as well as software aspects (visual density control) are described.
    公开号:FR3039643A1
    申请号:FR1501640
    申请日:2015-07-31
    公开日:2017-02-03
    发明作者:Patrick Mazoyer；Antoine Lacombe
    申请人:Thales SA；
    IPC主号:
    专利说明:

    HUMAN-MACHINE INTERFACE FOR THE FLIGHT MANAGEMENT OF A
    AIRCRAFT
    FIELD OF THE INVENTION The invention relates to the technical field of flight management systems (FMS) embedded in aircraft, and in particular the field of human-machine interfaces for the control of these flight management systems.
    State of the art
    A flight management system (FMS) is an essential tool for managing the trajectory of an aircraft.
    Since navigational tasks are particularly complex for an object flying at high altitude (e.g. without a landmark), the FMS is itself a complex tool. This complexity manifests itself not only by the amount of information provided by the system, but also by the difficulty pilots have in accessing the right information - and more importantly - at the right time.
    When the situation of the aircraft is nominal (for example, when the autopilot is engaged and the FMS is guiding the aircraft), the role of the pilot is essentially to monitor the systems and to ensure that the flight parameters correspond correctly. to those who are expected. In this situation, the pilot usually has time to look for information in the hundred pages of FMS documentation, to consider and test alternative routes, to consult maps, etc.
    On the other hand, in certain situations or flight contexts, time can become a determining factor: the pilot must be able to access as quickly as possible any information deemed critical. This constraint can advantageously be taken into account upstream, during the design of the system, and more particularly during the design of its man-machine interface (HMI).
    This HMI design is a real challenge because the data is extremely numerous and the operational situations very varied. The cockpit of a modern aircraft is full of information for the pilot. In addition, the interface screens are embedded in the cockpit which is a cramped space and these screens are rarely renewed. Although "glass cockpits" have mitigated the problem of information dispersion (to some extent), the number of on-board displays is limited and the number of "boarding" screens is very limited .
    For current avionics systems, when the content of an FMS page exceeds the size of the screen, a page scrolling system (commonly called "elevator") is implemented. This, coupled with a trackball or pointing system such as a joystick or a mouse or a touch interface, allows the pilot to view information located anywhere on the page. For example, the driver can move the part of interest into the screen's display window. This is the case, for example, of the Flight Plan page (F-PLN) which gathers information such as the completeness of the "flight plan points" or "waypoints" ("waypoints" in English) until 'to the destination, indications of heading and distance to the next waypoint, estimates, for each waypoint, of the time or time of passage at the point, of the speed and altitude or the EFOB (Estimated Fuel On Board) and the wind (in direction and in magnitude), speed, altitude and time constraints, the airport and arrival track identifier, system messages, and sometimes other elements, such as the next mission objective (eg on FMS A400M). In the case of a short F-PLN (ie with few crossing points), it is relatively easy for the pilot to navigate because it imposes few manipulations on the screen (for example involving operations scrolling). On the other hand, for long flights, the F-PLN can hold up to 250 crossing points on modern FMS; knowing that an F-PLN page can display a maximum of 9 waypoints, the cognitive load quickly becomes problematic for the pilot looking for a particular waypoint. The latter generally navigates by successive approximations (in the absence of a search function on the current FMS), by resorting in particular to very many operations of scrolling and selections on the screen (the majority of information is masked by default and requires several successive operations to be readable). This activity is time-consuming, laborious and constitutes an opportunity cost by not allowing the pilot to deepen his knowledge of the organization of the crossing points between them.
    The patent literature does not provide satisfactory solutions to the technical problem of efficiently navigating important databases by means of man-machine interfaces of limited characteristics. Summary of the invention
    There is disclosed a method for managing the flight of an aircraft comprising the steps of determining a flight context; according to the determined flight context, selecting one or more display parameters and displaying one or more graphically selected markers on a representation of at least a portion of the flight of the aircraft, said representation being displayed on at least one screen in the cockpit of the aircraft; receive indication of the selection of one or more marks and in response to said selection change the display of the representation of at least a portion of the flight of the aircraft. Developments describe the provision of documentary resources, the use of parameters and / or display rules (e.g. locations and priorities). System aspects (e.g. augmented and / or virtual reality for increasing the addressable display area, return loop by gaze tracking) as well as software aspects (visual density control) are described.
    In one embodiment of the invention, the method is implemented within an FMS-type flight management system. Data is extracted from the F-PLN and stored in a dedicated database. Depending on the display preferences - statically predefined (by the pilot and / or the airline) and / or dynamically determined (in particular according to the flight context) - a representation of the flight of the aircraft is displayed and accompanied by reference marks and / or clickable symbols (or selectable). In response to one or more selections of said marks and / or symbols, the display is modified. Regardless of these selections, the data is refreshed at regular intervals and the display is refreshed. In other words, the mechanisms for retrieving, storing, and displaying the data are repeatedly restarted over time in order to take account of any changes occurring during the flight of the aircraft, thus ensuring pilot the validity of the information displayed on the representation of the flight.
    Advantageously, the flight parameters are accessible quickly, clearly and concisely and during the entire flight of the aircraft.
    Advantageously, the invention makes it possible to "condense" the representation and the access to a large number of information on a screen of reduced size. In other words, the "density" of information can be increased (increasing the amount of information represented per unit of display area).
    Advantageously, in combination with other embodiments of the invention, the addition of one or more effects or specific visual renderings allow the pilot to visualize the flight information clearly and intuitively.
    Advantageously, the method according to the invention allows synthesis and rapid access to information for pilots. In one embodiment, accessibility to the information can be maintained consistently. Advantageously, the method according to the invention makes it possible to maintain the "awareness of the situation" of the pilot at a high level (for example without having to travel regularly through the entire F-PLN).
    Advantageously, the display can be "distributed" within the cockpit: the various screens present in the cockpit, depending on whether they are accessible or not, can be used to distribute the information that must be displayed. On the other hand, augmented and / or virtual reality means can increase the display surfaces. The increase of the available display surface does not make obsolete the control of the display density allowed by the invention, via the display of one or more graphically selectable markers. On the other hand, the (contextual) reconfiguration of the display combining this increase in the addressable display surface and control of the visual density (e.g. concentration or contextual densification) makes it possible to significantly improve the human-machine interaction.
    Advantageously, the examples described facilitate man-machine interactions and in particular discharge the pilot of tedious manipulations, sometimes repetitive and often complex, thereby improving its concentration capacity for the actual piloting. Defining a new model of human-machine interaction, the driver's visual field can be used better and more intensively, to maintain a high level of attention or to exploit it at best. The cognitive effort to be provided is optimized, or more exactly partially reallocated to cognitive tasks that are more useful with regard to the objective of piloting. In other words, the technical effects related to certain aspects of the invention correspond to a reduction in the cognitive load of the user of the human-machine interface.
    Advantageously, the invention can be applied in the avionics or aeronautics context (including drone piloting) but also in the automobile, rail or maritime transport contexts.
    Description of figures
    Various aspects and advantages of the invention will appear in support of the description of a preferred embodiment of the invention, but not limiting, with reference to the figures below:
    Figure 1 illustrates the overall technical environment of the invention;
    Figure 2 schematically illustrates the structure and functions of a known FMS flight management system;
    FIG. 3 illustrates an exemplary representation of the flight plan according to one embodiment of the invention;
    Fig. 4 illustrates an exemplary configuration of the display preferences according to one embodiment of the invention;
    FIG. 5 shows examples of steps of the method according to one embodiment of the invention;
    FIG. 6 illustrates an exemplary system according to a variant of the invention.
    Detailed description of the invention
    Some 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 comprising the list of waypoints, the trajectory of the aircraft, as a function of geometry between waypoints and / or altitude and speed conditions.
    In the remainder of the document, the acronym FMD is used to designate the display of the FMS present in the cockpit, generally arranged in the lower head (at the driver's knees). The FMD is organized into "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 acronym ND is used to designate the graphical display of the FMS present in the cockpit, usually 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 information, and the display of information entered or calculated by the display means, constitute such a man-machine interface. In general, the HMI means allow the entry and consultation of flight plan information.
    There is disclosed a computer-implemented method for managing the flight of an aircraft comprising the steps of determining a flight context of the aircraft; according to the determined flight context, selecting one or more display parameters among predefined parameters and displaying one or more graphically selected markers on a representation of at least a part of the flight of the aircraft, said representation being displayed on at less a screen in the cockpit of the aircraft; receive indication of the selection of one or more marks and in response to said selection change the display of the representation of at least a portion of the flight of the aircraft.
    In a development, the step of determining the flight context includes one or more of the steps of determining information associated with the state of the aircraft systems and / or determining information associated with the aircraft environment. the aircraft and / or to apply predefined logic rules to said determined information.
    In a development, the step of determining the flight context includes the step of receiving or detecting one or more events selected from a flight plan point sequencing, a change of active leg, a flight plan revision. , the introduction of a hold order or the receipt of air control clearance.
    In a development, the flight context is declared by the pilot.
    In a development, the flight context is determined repeatedly over time.
    In a development, the method further includes the step of providing a link to a document resource related to a selected landmark.
    In one development, the method further comprises the step of displaying said document resource.
    In a development, the display settings are configurable.
    In a development, the display settings are configured by the pilot or the airline.
    In a development, the display parameters are determined by the application of predefined display rules according to the determined flight context, said rules including display location rules and / or display priority rules .
    The same flight context can give rise to different behaviors of the display. This intermediate control can be done by applying rules (which are generally predefined and static but which can be dynamically configurable, for example remotely).
    Location rules may govern the distribution of actual (screen and / or image projections) and / or virtual displays (the corresponding system aspects for real / virtual merge are described below).
    The display priorities may be different, with minimum and / or maximum durations, display elements being associated with a display status permanently, intermittently, regularly or irregularly, with optional and replaceable status, precise display parameters (luminance, surface, etc.)
    In a development, display rules are determined based on the visual density of the information displayed to the driver.
    In a particular embodiment, a "return" loop (for example in the form of a camera capturing the subjective visual point of view of the pilot and / or a gaze tracking device) makes it possible to modulate or to regulate or to influence placement rules and / or display priority rules.
    In a development, the representation of at least a portion of the flight of the aircraft is three-dimensional.
    In a development, part of the flight of the aircraft corresponds to a flight phase or a leg.
    A computer program product is disclosed, comprising code instructions for performing one or more of the method steps when said program is run on a computer.
    There is disclosed a system comprising means for carrying out one or more of the steps of the method.
    In a development, the system comprises at least one display screen of an FMS flight management system, chosen from a PFD flight screen and / or an ND / VD navigation screen and / or a multifunction MFD screen.
    In a development, the system includes a display screen for an electronic flight bag or Electronic Flight Bag.
    In a development, the system includes augmented reality and / or virtual reality means.
    The display means may comprise, in addition to the screens of the FMS, an opaque virtual reality headset and / or a semi-transparent augmented reality headset or a headset with configurable transparency, projectors (for example pico-projectors, or projectors for projecting simulation scenes) or even a combination of such devices. The headset can therefore be a "head-mounted display", a "wearable computer", "glasses", a headset, etc. The information displayed can be entirely virtual (displayed in the individual helmet), entirely real (for example projected on the flat surfaces available in the real cockpit environment) or a combination of both (partly a virtual display superimposed or merged with reality and partly a real display via projectors).
    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 visual information may be distributed or distributed or projected or masked depending on the immersive visual context of the pilot. This "distribution" can lead to considering the pilot's environment opportunistically by considering all available surfaces in order to add (superimpose, superimpose) virtual information, appropriately chosen in their nature (what to display), temporality (when display, how often) and location (display priority, placement stability, etc.). At one extreme, all the locations little or little used in the environment of the user can be exploited so as to densify the display of information. Moreover, by projection of image masks superimposed on real objects, the display can "erase" one or more control instruments physically present in the cockpit (levers, buttons, actuators) whose geometry is known and stable to increase more still the addressable surfaces. The real environment of the cockpit can thus be transformed into as many "potential" screens, even in a single unified screen.
    In one embodiment, the reconfiguration of the screen according to the invention is "disengageable", ie the driver can decide to cancel or deactivate all the modifications of the current display to return quickly to the display mode " nominal "ie native without display changes. The output of the reconfiguration mode can for example be done by voice command (passphrase) or via an actuator (deactivation button). Various events can trigger this precipitous exit from the current graphic reconfigurations (for example "sequencing" of a waypoint, a phase change of flight, the detection of a major anomaly such as an engine failure, a depressurization, etc.)
    In a development, the system exclusively comprises touch-type interface means. In a particular embodiment of the invention, the cockpit is fully tactile, i.e. exclusively consisting of touch-type HMI interfaces. The methods and systems according to the invention indeed allow "all-touch" embodiments, that is to say in a man-machine interaction environment consisting entirely of touch screens, without any tangible actuator but advantageously entirely reconfigurable.
    In a development, the system further comprises means for acquiring images of the cockpit (eg interpretation or reinjection of data by OCR and / or image recognition - by "scraping" -, camera mounted on a helmet worn by the pilot or fixed camera behind the cockpit) and / or a device for monitoring the gaze.
    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. . 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). This architecture makes it possible to inject flexibility on the side of the EFB 122 while ensuring a controlled safety on the side of the onboard avionics 121.
    Among the onboard 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 consisting of points (as described in patent FR2910678) and the "performance" page, which contains the parameters useful for guiding the aircraft on the short term (speed to follow, ceilings of altitude, next changes of altitude). There are also a multitude of other pages available 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 geopositioning 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, waypoints, 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" flight plans of work (so-called "secondary") - Navigation database (NAVDB) 203, to build geographic routes and procedures from data included in the bases relating to points, beacons, legacies d interception or altitude, etc. - Performance database, (PERFDB) 204, containing the aerodynamic and engine parameters of the aircraft - Lateral trajectory (TRAJ) 205, to construct a continuous trajectory from the points of the aircraft flight plan, 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 e t vertical and giving estimates of distance, time, altitude, speed, fuel and wind in particular at each point, at each change of pilot parameter and destination, which will be displayed to the crew. The disclosed methods and systems affect or concern this portion of the calculator. - Guidance (GUID) 207, to guide the aircraft in its lateral and vertical planes on its three-dimensional trajectory, while optimizing its speed, using the information calculated by the Predictions function 206. In an aircraft equipped with a device automatic pilot 210, the latter can exchange information with the guide module 207; - Digital data link (DATALINK) 208 for exchanging flight information between flight plan / prediction functions and control centers or other aircraft 209. - one or more HMI screens 220. All information entered or calculated FMS is grouped on display screens (FMD, NTD and PFD pages, HUD or other). On airliners type A320 or A380, the trajectory of the FMS is displayed at the head average, on a display screen said Navigation Display (ND). "Navigation display" provides a geographical view of the aircraft's situation, with the display of a cartographic background (whose exact nature, appearance, content may vary), sometimes with the flight plan of the aircraft. plane, the characteristic points of the mission (equi-time point, end of climb, start of descent, ...), the surrounding traffic, the weather in its various aspects such as winds, thunderstorms, conditions zones icing, etc. On the A320, A330, A340 and B737 / 747 aircraft, there is no interactivity with the flight plan display screen. The construction of the flight plan is done from an alphanumeric keyboard on an interface called MCDU (Multi Purpose Contrai Display). The flight plan is constructed by entering the list of "waypoints" represented in tabular form. One can enter a certain amount of information on these "waypoints", via the keyboard, such as the constraints (speed, altitude) that the plane must respect when passing waypoints. This solution has several defects. It does not make it possible to deform the trajectory directly, it is necessary to pass by a successive seizure of "waypoints", existing in the navigation databases (NAVDB standardized on board in AEEC ARINC 424 format), or created by the crew via its MCDU (by entering coordinates for example) This method is tedious and imprecise considering the size of the current display screens and their resolution For each modification (for example a deformation of the trajectory to avoid a dangerous weather hazard) , which moves), it may be necessary to re-enter a succession of waypoints outside the area in question.From the flight plan defined by the pilot (list of waypoints called "waypoints"), the lateral trajectory is calculated as a function of the geometry between the crossing points (commonly called LEG) and / or the altitude and speed conditions (which are used for the calculation of the radius of turn). On this lateral trajectory, the FMS optimizes a vertical trajectory (in altitude and speed), passing through possible constraints of altitude, speed, time. All information entered or calculated by the FMS is grouped on display screens (MFD pages, NTD and PFD visualizations, HUD or other). The GUI part of FIG. 2 thus comprises a) the HMI component of the FMS which structures the data for sending to the display screens (known as CDSs for the Cockpit Display System) and b) the CDS itself, representing the screen and its graphical control software, which displays the drawing of the trajectory, and which also includes the drivers for identifying the movements of the finger (in the case of a touch interface) or the pointing device. All the information entered or calculated by the FMS is grouped on "pages" (displayed graphically on one or more screens of the FMS). The existing systems (so-called "glass cockpits") allow to navigate from page to page, but the size of the screens and the need not to overload the pages (to preserve their legibility) do not allow to apprehend the current and future situation synthetic flight. Searching for a particular flight plan item can take a lot of time for the pilot, especially if he or she has to navigate many pages (long flight plan). Indeed, the different technologies of FMS and screens currently used only allow to display between 6 and 20 lines and between 4 and 6 columns.
    The crews of modern aircrafts in the cabin consist of two people, distributed on each side of the cabin: a "pilot" side and a "co-pilot" side. Each one displays on his screens the pages that interest him.
    Two pages (among a hundred possible) are usually displayed permanently during the execution of the mission: on the one hand, the page called "F-PLN" which contains the route information followed by the aircraft (eg list of next points of passage with their predictions associated in distance, time, altitude, speed, fuel, wind) and on the other hand the page called "performance" or "progression of the flight", which contains the useful parameters to guide the plane on the short term (speed to follow, ceilings of altitude, next changes of altitudes).
    The totality of the screens is monopolized by these 2 pages proposing a small number of columns, masking fact the other pages of the FMS which potentially can provide a large amount of information and which can also allow, for some of them, the seizure data by the pilot.
    FIG. 3 shows an exemplary representation of the flight of the aircraft according to the invention, this representation being displayed on one or more screens of the FMS.
    The representation (of at least a part of the flight of the aircraft) is configurable, according to different modalities. In particular, the representation can be contextual.
    In some embodiments of the invention, the method includes logic methods or steps for determining 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, 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). Moreover, 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 level of stress 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, anomalies relating to the flight status, problems related to traffic and / or terrain. 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. hierarchical 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, such as emergencies or critical situations. Context categories can be static or dynamic (e.g., configurable).
    The method may be implemented in a system comprising 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 literally (radars, probes, etc.) that allow 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 logical rules (formal logic, fuzzy logic, intuitionistic logic, etc.)
    Depending on this context as determined by the method, the method according to the invention can restore "sensorially" information whose selection is chosen carefully 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. A single cognitive sense can be solicited (for example via the single graphic display of the information), but according to some embodiments, a multimodal restitution can be performed (graphic display and simultaneously or asynchronously vibration transmission via suitable devices, for example). 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 preselection of flight parameters can be done by various means. Using predefined rules, the most relevant flight parameters according to the flight context can be selected. Predefined thresholds or predefined threshold ranges can be used. Information associated with the selected flight parameters can be displayed, according to the same principles of rules, thresholds and scores. The temporal or sequence aspect of these flight parameters can also be taken into account. Similarly, metadata or additional information to the flight parameters can 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, information "necessary and sufficient" to explain the flight parameters (for example flight instructions) can also be sensorially rendered. Finally, still for example and in a non-limiting way, information associated with possible anomalies as to these flight parameters (or their context) can also be restored sensorially.
    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 return of "at least" one of the above-mentioned information. Optionally, the management of the display rules can be supervised or tempered or weighted by the application of a "counter" of restored flight parameters (i.e. quantitative estimate of the density of information).
    In an "automated" or "contextual" or "contextualized" embodiment, for example depending on the flight context, it may be displayed (for the pilot) a list of parameters (for example of flight) associated with one or several points of passage, said parameters being selected according to predetermined criteria. For example, nicks, different types of constraints, air routes or procedures may be displayed.
    In an "on demand" embodiment, for example depending on its needs, the context or the phase of flight, the pilot will be able to choose and access specific information.
    In an embodiment combining the modes of "access on demand" and "contextual access", information is made contextarily accessible by default while certain other information is accessible on request. Different lists and conditions governing these lists can be predefined. The lists and / or conditions can be defined in configuration files, for example read by the FMS during its initialization.
    In one embodiment, use is made of graphic symbols (according to conventional or standardized "symbology"), which are associated with the flight parameters. The different symbols facilitate navigation in the data. In one embodiment, the symbols are inserted (or tagged or superimposed or projected) on graphic display objects such as elevator bars for scrolling the contents of a page (eg to the finger on a touch interface or by means of an effector or mouse cursor or "trackpad"). In this way, by selecting a symbol, the driver can access the corresponding information.
    In one embodiment, the method according to the invention comprises a mechanism for selecting and / or filtering and displaying characteristics of objects of the flight plan, for example on a scroll bar ("elevator bar" ).
    The graphical representation illustrated in FIG. 3 constitutes a synthetic time view of the entire duration of the flight of the aircraft 300. In the example of the figure, the graphical representation comprises different sub-parts or segments (eg legs), which represent, for example, the different flight phases (here cruise 310 and descent 320). In the illustrated example, the representation of the flight is carried out in the form of a "scrolling" bar (the term "scrolling" connotes the ability to access different steps or phases of the flight in a direct way as well as the spatial organization " The bar is "navigable" or "interactive" or "rich" or "dynamic." Other types of representation are possible, for example in the form of a straight line embellished with marks, in circular form with direction indication, in a graphic form respecting the proportionality of the durations of the different flight phases or giving priority to optimizing the display density of the information etc. In a preferred embodiment, by correspondence with screens which are currently rectangular in shape, the scroll bar according to the invention is arranged vertically or horizontally ement.
    Operationally, to access the various information accessible and indicated by a plurality of markers (for example 3111, 3112 and 3113), the pilot can select by finger or cursor one or more marks of the scroll bar corresponding to an element of interest of the flight so that the page F-PLN is automatically positioned and adjusted (so that it is visible and manipulable). In one embodiment, in order not to overload the display on the scroll bar, the marks can be simple lines (possibly in color).
    In one embodiment, visual rendering effects are triggered automatically to improve the readability of the displayed information.
    For example, in the case where a number of elements in excess of a predefined threshold are displayed on the scroll bar, some visual elements may mask others.
    In one embodiment, a "magnifying glass" effect may be triggered automatically or on demand (for example after a symbol has been pressed for a certain time). Advantageously, this representation of the flight makes it possible to propose an "exploded" view of the region targeted by the cursor, by making it possible to remove any ambiguities between the different navigation elements and also to avoid the selection of the bad object because of their proximity. physical. Other alternatives for specific visual renderings include: highlighting certain contents and / or flashing them and / or opening an additional display window (on the same screen or on connected equipment such as an EFB) and / or the audio utterance of the corresponding textual content and / or concomitant reduction of other displayed information and / or rearrangement of the displayed information.
    In one embodiment, clicking on a symbol or a designated portion (or an assimilated operation, such as a tactile or gestural or oral designation) scrolls the F-PLN to the desired location.
    The marks placed on the scroll bar (for example 3111, 3112 and 3113), can be accompanied and / or displayed in different colors. These markers or symbols can be of hyperlink type to allow quick access to pages offering more detailed information on the elements concerned.
    In some embodiments, the different phases of the flight can be displayed in a contrasting manner (cruise phase 310 in light gray, descent phase 320 in dark gray, etc.).
    The markers may also be accompanied by symbols (described below).
    FIG. 4 illustrates the (optional) configuration of the display parameters according to the invention.
    The configuration or the setting of the display may for example be accessible via a clickable icon 311 displayed in a menu 310 of a page 300 of an FMS. By clicking on the settings icon 311, the driver may choose to select certain information, which may be highlighted (i.e. displayed as a priority) and / or only displayed ("layer" or "layer" display). In the example which is illustrated, the pilot selects 431 the altitude parameter 430 (by cursor or by tactile input). In an alternative embodiment, the attitude parameter is represented by a symbol: the pilot can select (or not) the altitude constraint symbol 441.
    The information displayed concerns single or few elements in the FPLN. For example, the altitude parameter 430 is a constrained parameter ("constrained" or "CSTR"). It is not a matter of filtering according to a parameter that would be the altitude in general but to display specific and relevant data, for example with regard to the flight context and / or the preferences of the user.
    Display priority rules (optional, configured or configurable for example via user preferences and / or the airline) allow the pilot to "classify" the display information he has chosen in order to give priority to display with more important information if necessary. For example, in the case of "cluttering", the text or symbol of the priority information can be displayed without having to resort to a zoom effect on the scroll bar. In contrast, information associated with lower priorities may have their text and / or symbol displayed only in an enlarged view.
    The display modalities can therefore be controlled by the application of display rules associated with the different displayable elements of the FPLN, these rules taking into account display priorities (absolute or relative ie solving conflicts between priorities of the same level). .
    The "anchors" 450 of FIG. 4 propose an optional mechanism for quickly modifying the priorities between the various elements present in the menu as illustrated (and more generally for the displayed elements). In one embodiment, a long, unrelenting press on an anchor makes the line concerned repositionable either at the top or at the very bottom of the list, or at an intermediate position (for example between two other elements of the list). As soon as the mouse button or the finger in a tactile implementation is released by the pilot, the element is positioned at the chosen location.
    In other words, the driver can preselect the information he wishes to display, either exclusively (i.e. binary) or as a priority. The pilot can decide which elements are judicious among all those available. By selecting or enabling certain display options the driver can maximize the relevance of the information made available. In an alternative embodiment, the display methods are preconfigured by the airline. In another variant, the flight context evaluated repeatedly over time dynamically determines said display modes.
    In one embodiment, the display of the scroll bar can be parameterized. For example, a pop-up window or "pop-up" may be displayed to allow the selection of items to be displayed on the elevator bar. Some items may be pre-selected based on the company's HMI policy. Some options may not be disabled by the driver.
    In one embodiment, the airline decides a priori relevant elements to appear on the human-machine interface and defines them in a file read by the FMS at startup. These elements, which can not be modified by the pilot in flight, respond by construction to his operational needs. Advantageously, this solution makes it possible not to force the pilot to check himself the elements he wants to extract from the list.
    In another embodiment, the pilot defines himself, in particular according to his present and future needs, the flight context or ATC clearances the different elements of the flight plan that he wishes to be able to quickly access. This customization of the interface makes it possible to include only the graphic elements that make sense for the driver, thus guaranteeing a better readability of the information. On the other hand, it forces the pilot to modify the settings himself. This customization does not prevent certain options from being activated by default depending on the company's choice.
    The markers may also be accompanied by symbols (described below).
    The form of the symbols is generally the discretion of the airlines. Ergonomics or "human factor" studies can be conducted to quantify the readability and clarity of the information according to the information density and symbols selected. In other words, how to represent information can have a direct impact on the speed and safety of decision making in a critical environment such as flying an aircraft. Therefore, quantifications (and therefore optimizations) based on the analysis of the symbol arrangements can allow substantial improvements, including technical ones.
    Figure 4 shows several examples of such symbols: time constraint 440, altitude constraint 441, recall or danger indication 442, tooltip 443, transition symbol 444, speed contrast 445, hold 446, etc. . It is also possible to represent start (SID) and arrival (STAR) procedures, pseudo-waypoints (eg T / C for Top of Climb, etc.), ATC clearances (for example by automatically retrieving the title a waypoint, searching and positioning a symbol on the scroll bar at this waypoint).
    More generally, beyond the management of its single F-PLN, the method of modifying the display according to the invention allows the pilot to optimize the functional rendering of the scroll bar ("navigation"). In other words, instead of representing the pages of the F-PLN on the scroll bar, it is possible to represent different functions relevant to the driver. For example, the representation may include the various missions planned during the flight (e.g. refueling, releasing or rescue patterns), which are displayed on the navigation bar. The coexistence of different information can allow or imply to "condense" the long distances (e.g. transatlantic cruise), that is to say, to privilege the representation of the succession of events to the respect of the proportionality of the distances. "Short" flight zones are generally rich in events (eg take-off, climb, descent, approach and landing)
    FIG. 5 illustrates examples of steps of the method according to one embodiment of the invention.
    The method can for example be based on two databases 501 and 502.
    The first database 501 contains all the symbols that can be displayed on the scrollbar as well as all the correspondences between the driver's interactions with the symbols on the HMIs and the different display management. For example, detecting or receiving a click or touch input on an altitude constraint symbol will change the orientation of the page (causing for example the scrolling of the page to get the d interest positioned at the top of the page) so as to make visible the waypoint on which the constraint is applied).
    In one embodiment, a list of relevant items that the pilot may have to search for during the flight is established. For example, depending on the known flight plan, it can be determined that the pilot will have or may need in the FMS F-PLN the following pages: phase of flight, route, departure or arrival procedure, pseudo-flight waypoint (Top of Climb, Top of Descent, ...), constraint on a waypoint (altitude, speed, time), "Hold" on a waypoint, "Step Alts" (or Cruise Section), a waypoint affected by a clearance ATC, etc.
    The second database 502 relates to the choices or options or preferences of the pilot and / or the airline, possibly influenced by the current flight phase as determined. In an alternative embodiment, the parameters relating to display preferences are recovered from the previous flight (this case will be advantageous for example in the case of private flights, business aviation flights and short-haul rotations in commercial aviation ).
    The two databases 501 and 502 can therefore be used to initialize the method according to the invention in step 510. The method according to the invention determines for example which elements of the F-PLN are superimposed on the scroll bar of the page. F-PLN, determines which "target" (destination) pages are in the F-PLN's entire data set and, for example, which graphical modalities should be used for the different displays. In step 520, one or more correspondences are determined between the action (s) of the user on the human-machine interface and the modification (s) of display. This correspondence can be done in different ways. An action can trigger multiple display changes, on one screen or on multiple screens. A combination of several actions emanating from the user (concomitance or succession of close user actions, eg in a time interval below a certain predefined threshold, for example multi-touch actions) can also trigger one or more modifications of the display, always on the same screen or on a plurality of screens. For example, it will be possible to establish correspondences between landmarks and correspondences in the F-PLN, then each reference will be associated with a hyperlink in order to allow a fast access to the desired data when a click on the corresponding symbol (the graphic positions respective ones can be optimized ie determined). In step 530, the various marks or symbols are effectively displayed on the scroll bar, at the locations previously determined, according to the different modes of graphic rendering (eg magnifying mechanism to avoid, if necessary, cluttered views of placed symbols too close to each other, etc.) In step 541, for example, an indication is received that the pilot has selected one or more markers or graphical symbols. The hyperlink determined in step 520 is then solicited, which identifies the target that the pilot wants to consult. In one embodiment, the orientation of the page is then recalculated 542 in order to position the element designated at the top of the page, as may be expected by the pilot. Once the calculation is completed, the page comprising the element of interest is displayed 543. In step 550, for example, if the driver is authorized for example, the list of elements that can be displayed on the scroll bar can be modified. . In step 560, for example, the flight context may be modified (e.g., modification of the F-PLN, sequencing of a point, recalculation of predictions, change of state of a constraint, etc.).
    In all cases, the display is kept continuously up to date. The data relating to a) user actions of selection type 541, b) display preference indications 550 and c) information relating to the context of flight 560 are reevaluated repeatedly. These determinations can be made regularly (e.g. periodic, etc.) or irregularly (e.g., aperiodic, intermittent, triggered by flight events, etc.).
    FIG. 6 illustrates various aspects relating to the HMI man-machine interfaces that can be implemented to implement the method according to the invention. In addition to - or as a substitute for - 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.
    The representation of at least a portion of the flight of the aircraft can be performed in two dimensions (e.g. display screen) but also in three dimensions (e.g. virtual reality or 3D display on screen). In 3D embodiments, the markers may be selectable areas of the space (by various means e.g. by virtual reality, glove or glove interfaces, trackball or other devices). The three-dimensional display can be complementary to the two-dimensional display within the cockpit (e.g. semi-transparent virtual reality headset, augmented reality headset, etc.). If necessary, various forms of representation of the flight are possible, the additional dimension of depth being able to be allocated to a dimension of time (eg duration of the flight) and / or of space (eg spacing of the different waypoints, physical representation of the trajectory of the aircraft in space, etc.). The same variants or variants similar to the 2D case can be implemented: management of the information density, setting of markers, appearance and disappearance of symbols, highlighting of events during the flight, etc.
    In particular, human-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 displa", a "wearable computer", "glasses" or a visiocasque. The helmet may comprise calculation and communication means 611, projection means 612, audio acquisition means 613 and video projection and / or video acquisition means 614. In this way, the pilot may - by example using voice commands - configure the visualization of the three-dimensional (3D) flight plan. 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 return of information can in particular be carried out multimodally (e.g. haptic feedback, visual and / or auditory feedback and / or tactile and / or vibratory). The display can also be characterized by applying predefined placement rules and display rules. For example, human-machine interfaces (or information) can be "distributed" (segmented into separate portions, possibly partially redundant, then distributed) between the different virtual screens (eg 610) and / or real screens (eg FMS, TAXI) .
    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.
    According to an optional embodiment of the invention, image acquisition means (for example a camera or a video camera arranged in the cockpit) make it possible to capture at least part of all the visual information displayed in the cockpit. destination of the pilot (advantageously, this video return will be placed on a head-up visor, smartglasses or any other equipment worn by the pilot, so as to capture the pilot's subjective view). By image analysis (performed in a regular fixed or continuous manner in the case of a video capture), the information density is estimated according to the different sub parts of images and display adjustments are determined dynamic, for example, in the case where a display screen becomes too "cluttered" (amount of text or graphic symbols in excess of one or more predefined thresholds), the least prioritized information is "reduced" or "reduced" condensed "or" synthesized "as selectable markers or symbols in a manner similar to those currently described (placement of interactive markers on or along a graphical representation of the flight of the aircraft). Conversely, if the information density displayed allows, reduced or condensed or synthesized information, for example previously, are developed or detailed or extended or enlarged. In one embodiment of the invention, the "visual density" is kept substantially constant. The phase where the flight context can modulate this visual density (for example, at landing or in the critical phases of the flight, the density of information is reduced). According to the embodiments, the visual density can be measured in number of lit or active pixels per square centimeter, and / or in number of alphanumeric characters per unit area and / or in number of predefined geometric patterns per unit area. The visual density can also be defined, at least partially, according to physiological criteria (model of speed of reading by the pilot, etc.). The invention can also be implemented on or for different display screens, including EFB flight bags, ANF, ground stations TP and tablet.
    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. Some of the resources or computing resources can be distributed ("cloud computing").
    权利要求:
    Claims (17)
    [1" id="c-fr-0001]
    claims
    A computer-implemented method for managing the flight of an aircraft comprising the steps of: - determining a flight context of the aircraft; according to the determined flight context, selecting one or more display parameters from predefined parameters and displaying one or more graphically selected markers on a representation of at least a part of the flight of the aircraft, said representation being displayed on at least one screen in the cockpit of the aircraft; - receive indication of the selection of one or more marks and in response to said selection change the display of the representation of at least a portion of the flight of the aircraft.
    [2" id="c-fr-0002]
    2. The method of claim 1, the step of determining the flight context comprising one or more steps among the steps of determining information associated with the state of the aircraft systems, determining information associated with the aircraft. environment of the aircraft and to apply predefined logic rules to said determined information.
    [3" id="c-fr-0003]
    A method as claimed in any one of the preceding claims, the step of determining the flight context comprising the step of receiving or detecting one or more events selected from a flight plan point sequencing, a segment change. active flight plan, a revision of the flight plan, the introduction of a so-called hold order or the receipt of air control clearance information.
    [4" id="c-fr-0004]
    4. Method according to any one of the preceding claims, the flight context being determined repeatedly over time.
    [5" id="c-fr-0005]
    The method of any of the preceding claims, further comprising the step of providing a link to a document resource related to a selected landmark.
    [6" id="c-fr-0006]
    6. Method according to the preceding claim, further comprising the step of displaying said documentary resource.
    [7" id="c-fr-0007]
    7. Method according to any one of the preceding claims, the display parameters being configurable.
    [8" id="c-fr-0008]
    8. Method according to any one of the preceding claims, the display parameters being determined by the application of predefined and / or configurable display rules as a function of the determined flight context, said rules comprising rules of location of display and / or display priority rules.
    [9" id="c-fr-0009]
    9. Method according to the preceding claim, the display rules being determined according to the visual density of the information displayed to the driver.
    [10" id="c-fr-0010]
    10. Method according to any one of the preceding claims, the representation of at least a portion of the flight of the aircraft being three-dimensional.
    [11" id="c-fr-0011]
    11. Method according to any one of the preceding claims, a part of the flight of the aircraft corresponding to a flight phase or leg.
    [12" id="c-fr-0012]
    A computer program product, comprising code instructions for performing the steps of the method of any one of claims 1 to 11, when said program is run on a computer.
    [13" id="c-fr-0013]
    13. System comprising means for implementing the steps of the method according to any one of claims 1 to 11.
    [14" id="c-fr-0014]
    System according to claim 13, comprising at least one display screen of an FMS flight management system, chosen from a PFD flight screen and / or an ND / VD navigation screen and / or an MFD multifunction screen. .
    [15" id="c-fr-0015]
    15. The system of claim 13 or 14, comprising a display screen of an electronic flight bag or Electronic Flight Bag.
    [16" id="c-fr-0016]
    16. System according to any one of claims 13 to 15, comprising means of augmented reality and / or virtual reality.
    [17" id="c-fr-0017]
    17. System according to any one of claims 13 to 16, comprising means for acquiring images of the cockpit and / or a device for monitoring the gaze of the pilot.
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    法律状态:
    2016-06-28| PLFP| Fee payment|Year of fee payment: 2 |
    2017-02-03| PLSC| Publication of the preliminary search report|Effective date: 20170203 |
    2017-06-28| PLFP| Fee payment|Year of fee payment: 3 |
    2018-06-28| PLFP| Fee payment|Year of fee payment: 4 |
    2020-06-25| PLFP| Fee payment|Year of fee payment: 6 |
    2021-06-24| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1501640A|FR3039643B1|2015-07-31|2015-07-31|HUMAN-MACHINE INTERFACE FOR THE FLIGHT MANAGEMENT OF AN AIRCRAFT|
    FR1501640|2015-07-31|FR1501640A| FR3039643B1|2015-07-31|2015-07-31|HUMAN-MACHINE INTERFACE FOR THE FLIGHT MANAGEMENT OF AN AIRCRAFT|
    US15/220,718| US20170032576A1|2015-07-31|2016-07-27|Man-machine interface for managing the flight of an aircraft|
    CN201610829908.2A| CN107024978A|2015-07-31|2016-07-29|Manage the man-machine interface of aircraft flight|
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