• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
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    • 专利摘要:
    This decision support method comprises the following steps: acquisition (110) of the operating states of the systems, the operating states being determined by a monitoring system; determining (120) an availability status of each operational capability based on the operating states of only the systems of the aircraft implementing this operational capability, each availability status being selected from the group consisting of: a normal status a degraded status, an impacted status and a lost status; selecting (150) one or more operational capacities according to the current evolution context of the aircraft; - communicating (150) to the pilot the availability status of each selected operational capability.
    公开号:FR3043474A1
    申请号:FR1502350
    申请日:2015-11-09
    公开日:2017-05-12
    发明作者:Laurent Flotte；Chris Deseure；Guillaume Urbanski
    申请人:Thales SA；
    IPC主号:
    专利说明:

    Method and system for assisting the decision of a pilot for piloting an aircraft and associated computer program product
    The present invention relates to a method of assisting the decision of a pilot for piloting an aircraft and an associated computer program product.
    The present invention also relates to a decision support system for a pilot for piloting an aircraft.
    The term "aircraft", a mobile device driven by a pilot and able to fly especially in the Earth's atmosphere, such as a plane or helicopter, or a drone. The aircraft comprises a plurality of systems that can be used by the pilot to operate the aircraft. By "system" is thus meant an at least partially electronic device or an association of such devices, embedded in the aircraft and capable of implementing one or more services making it possible to operate the aircraft. The invention more particularly to help the pilot to deal with abnormal situations caused by a malfunction of one or more systems during the operation of the aircraft.
    Among all the systems of an aircraft, there is generally at least one monitoring system for monitoring the operation of other systems and possibly detect their malfunction.
    When no malfunction of the monitored system is detected, the monitoring system assigns this system the normal operating status.
    When a malfunction of the monitored system is detected, the monitoring system assigns this system to the malfunctioning operating state.
    In the latter case, the monitoring system makes it possible to warn the pilot of the detected malfunction by generating in particular a corresponding alert. Some of the monitoring systems also make it possible to propose to the pilot a predetermined procedure for reconfiguring one or more systems to overcome this dysfunction and return to a "safe" situation from a flight safety point of view.
    This is particularly the case of a surveillance system known as the "Flight Warning System" (FWS) and embarked on most current aircraft.
    FWS-type systems make it possible to monitor a major part of the aircraft's systems
    As the complexity of the systems increases, so does the number of malfunctions that can occur simultaneously in these systems. In addition, a malfunction in a given system can cause multiple malfunctions in systems dependent on it.
    The information concerning the malfunction of one or more systems can then be suitably processed as proposed for example in EP2 860 601 A1. In particular, this document proposes to analyze the influence of such a malfunction on capabilities or operational tasks of the aircraft.
    In general, surveillance systems of the FWS type face the need to manage the communication of multiple alerts to the pilot.
    Currently there are alert priority mechanisms implemented in FWS type surveillance systems. These mechanisms make it possible in particular to assign a priority to each of the alerts and to communicate these alerts to the pilot according to their priority.
    However, the management of the communication of these alerts to the pilot by the surveillance systems of the FWS type is not completely satisfactory. In particular, when a large number, for example a few dozen, malfunctions occur simultaneously, the existing priority mechanisms do not allow to effectively deal with the corresponding alerts. Thus, these alerts are communicated to the pilot almost simultaneously which does not allow the pilot to treat them in a satisfactory manner to ensure the safety of the flight.
    The object of the present invention is to propose a method of assisting the decision of a pilot enabling him to effectively deal with abnormal situations caused by malfunctions occurring in one or more systems. This then reduces the workload inherent in the management of the systems, as well as the stress of the pilot. For this purpose, the subject of the invention is a method of assisting the decision of a pilot for piloting an aircraft, the aircraft comprising a set of systems implementing operational capabilities of the aircraft, each system being associated with a plurality of operating parameters defining its behavior, at least one system, said monitoring system, for determining an operating state of each other system; the aircraft operating in different evolution contexts and being piloted using operational capabilities selected by the pilot according to a current evolution context of the aircraft; each context of current evolution being defined by the systems used at a current time to control the aircraft, by their operating parameters and by external conditions of the aircraft; the method comprising the following steps: - acquisition of the operating states of the systems other than the monitoring system, the operating states being determined by the monitoring system, each operating state being selected from a normal state and a failed state; determining an availability status of each operational capability, based on the operating states of only the systems of the aircraft implementing this operational capability, each availability status being selected from the group consisting of: a normal status, a degraded status, impacted status and lost status; selecting one or more operational capacities according to the current evolution context of the aircraft; - communication to the pilot of the availability status of each selected operational capability.
    In particular, unlike the solution proposed in EP 2 860 601 A1, the invention makes it possible to communicate in particular to the pilot information concerning not only the degradation or the loss of an operational capability of the aircraft but also information concerning operational capabilities available. This then allows the pilot to reconfigure the aircraft in the case of abnormal situations to use available operational capabilities.
    In addition, the information is communicated according to the evolution context of the aircraft which allows the pilot to effectively deal with abnormal situations degrading the flight safety in the context of current evolution.
    According to other advantageous aspects of the invention, the management method comprises one or more of the following characteristics, taken in isolation or in any technically possible combination: the piloting of the aircraft comprises one or more operational tasks, each operational task being performed by the pilot of the aircraft by implementing one or more operational capabilities of the aircraft; the method further comprising a step of determining an availability status of each operational task based on the availability statuses of only the operational capabilities used to implement this task; each operational task is chosen from the group consisting of: flight control of the aircraft, location of the aircraft, guidance of the aircraft, communication of data between the aircraft and the ground, and observation of the surrounding environment. aircraft; each operational task corresponds to a symbol comprising at least one characteristic determining the availability status of the corresponding operational task, and the characteristics of the different symbols corresponding to the same availability status are identical; the communication step further comprising displaying symbols corresponding to at least some operational tasks. each operational capacity is associated with a symbol having at least one characteristic determining the availability status of the corresponding operational capacity, the characteristics of different symbols corresponding to the same availability status being identical; the communication step further comprising displaying symbols corresponding to at least some operational capabilities. each symbol corresponding to an operational task is displayed in correspondence with the symbols corresponding to the operational capacities used to implement this operational task; the aircraft comprises a mission formed of a sequence of operational tasks, at least one aircraft system corresponding to a mission manager capable of providing a list of operational capabilities required to accomplish each operational task of the mission; the method further includes a step of determining a feasibility status of the mission based on the list of required operational capabilities and statuses of availability of these capabilities, the mission feasibility status being selected from the group consisting of in: a normal status, a recoverable status and an irretrievable status; the communication step further comprising filtering the displayed symbols according to at least one filter comprising a display criterion selected from the group consisting of: displaying symbols according to the availability statuses of the corresponding operational capacities; and - displaying symbols according to the evolution contexts according to which the corresponding operational capacities are used. - displaying symbols according to the operational capabilities required to accomplish each operational task of the mission; the method furthermore comprises, for at least one operational capacity whose availability status is degraded, a step of determining a minimum effort corresponding to necessary actions on the part of the pilot and / or of a system to recover this operational capacity, the number of such shares being minimal; each operational capability is chosen from the group consisting of: propulsion of the aircraft, control of the speed of the aircraft, control of the altitude of the aircraft, control of flight parameters of the aircraft, monitoring of conditions icing, aircraft approach category control, required navigation performance, location performance with vertical guidance, vertical navigation, instrument landing system, altimetry radar mode, reduced vertical separation minimum, minimum navigation performance, communication via text messages with the ground or other aircraft, communication via satellites, communication via high frequency waves, communication via very high frequency waves, terrain monitoring, air traffic monitoring, monitoring of weather conditions, monitoring and actuation of different aerial control surfaces ef, information for the passengers, and control of the taxiing of the aircraft; each evolution context corresponds to an aircraft maintenance phase or a flight phase of the aircraft selected from the group consisting of: a take-off phase, a climb phase, a cruise phase, a phase descent and a landing phase; the selection of one or more operational capacities according to the current evolution context of the aircraft comprises the selection of one or more operational capabilities used by the pilot in the context of current evolution of the aircraft. - Each availability status of each operational capability is determined solely by the operating states of the only systems implementing that operational capability and by the availability status of the operational capabilities that this operational capability depends on. The invention also relates to a computer program product comprising software instructions which, when implemented by a computer equipment, implement a method as defined above. The invention also relates to a decision support system of a pilot for piloting an aircraft, the aircraft comprising a set of systems implementing operational capabilities of the aircraft, each system being associated a plurality of operating parameters defining its behavior, at least one system, said monitoring system, for determining a state of operation of each other system; the aircraft operating in different evolution contexts and being piloted using operational capabilities selected by the pilot according to a current evolution context of the aircraft; each context of current evolution being defined by the systems used at a current time to control the aircraft, by their operating parameters and by external conditions of the aircraft; the decision support system being able to: - acquire operating states of the systems other than the monitoring system, the operating states being determined by the monitoring system, each operating state being selected from a normal state and a failed state determining an availability status of each operational capability, based on the operating states of only the systems of the aircraft implementing this operational capability, each availability status being selected from the group consisting of: a normal status, a degraded status , an impacted status and a lost status; selecting one or more operational capacities according to the current evolution context of the aircraft; - communicate to the pilot the availability status of each selected operational capability.
    These features and advantages of the invention will appear on reading the description which follows, given solely by way of nonlimiting example, and with reference to the appended drawings, in which: FIG. 1 is a diagrammatic view of an aircraft including in particular a monitoring system, a display screen and a decision support system of a pilot for piloting an aircraft according to the invention; FIGS. 2 and 3 are schematic views of various exemplary embodiments of the monitoring and decision support systems of FIG. 1; FIG. 4 is a flowchart of a method of assisting the decision of a pilot for piloting the aircraft implemented by the decision support system of FIG. 1; FIG. 5 is a schematic view illustrating the operation of a step of the decision support method of FIG. 4; FIG. 6 is a schematic view illustrating the operation of another step of the decision support method of FIG. 4; and FIGS. 7 to 10 are diagrammatic views of the display screen of FIG. 1 at the end of a step of the decision-support method of FIG. 4.
    A pilot's decision support system for piloting an aircraft is a system for assisting the piloting of an aircraft, and in particular for knowing and controlling the capabilities of an aircraft in the aircraft. to ensure safe piloting.
    In a similar manner, by a pilot's decision-aid method for piloting an aircraft, it is meant a method of assisting the piloting of an aircraft, and in particular the knowledge and control of the capabilities of the aircraft. an aircraft for the purpose of controlling it in a safe manner.
    In the embodiment of FIG. 1, the aircraft 10 is for example an airplane that can be operated by at least one pilot.
    In a variant, the aircraft 10 is a helicopter, or a drone piloted remotely by a pilot.
    In known manner, the operation of the aircraft 10 comprises a maintenance phase controlled by the or each maintenance operator, and a flight phase piloted by the or each pilot. Each flight phase is chosen in particular from the group consisting of: a take-off phase, a climb phase, a cruise phase, a descent phase and a landing phase.
    Any operation of the aircraft 10 having a defined purpose, constitutes a mission M of the aircraft 10. Thus, for example, when the aircraft 10 is an airliner, one of its missions M possible is the transportation of the passengers. one city to another. In this example the mission M is defined by the corresponding airline. The aircraft 10 is able to evolve during its mission M under the influence of external conditions. These external conditions include, for example, meteorological conditions or the air traffic in the vicinity of the aircraft 10. The aircraft 10 comprises a set of systems 11 making it possible to operate the aircraft 10.
    By "system" is thus meant an at least partially electronic device or an association of such devices, embarked in the aircraft 10 and capable of implementing one or more services making it possible to operate the aircraft 10. examples of such systems include, for example, a flight management system (FMS) or a traffic alert and collision avoidance system (TCAS). "Traffic Alert and Collision Avoidance System") having associations of different mechanical and electronic devices, or a landing gear or any type of nozzles and flaps with associations of different mechanical devices.
    Each system of the set of systems 11 is able to operate in a plurality of configurations. In each configuration, a system is able to implement a service determined by this configuration. The configuration of a system at a given moment is called later "current configuration" of this system.
    Each system of the set of systems 11 is associated with a plurality of operating parameters characterizing its current configuration. Each operating parameter is adapted to take for example a numerical value to characterize the current configuration of the corresponding system.
    Thus, the operating parameters have different numerical values for different configurations of the corresponding system.
    For example, an operation parameter associated with a pane corresponds to different configurations of this pane, such as the open pane or the entered pane. This operating parameter is adapted to take for example a numerical value corresponding to the opening angle of this component to characterize its current configuration. The set of systems 11 used by the pilot to operate the aircraft 10 at a given instant, the current configurations of these systems at this time and the current external conditions of the aircraft 10 at this time form a context of evolution of the aircraft. the aircraft 10. The aircraft 10 is thus able to evolve during its mission in different evolution contexts corresponding to different systems used by the pilot, various common configurations of these systems and / or different external conditions.
    Each evolution context of the aircraft 10 corresponds for example to one of its operating phases such as the maintenance phase or one of the flight phases.
    Services implemented by at least some of the systems relating to a particular aim of flight, form an operational capacity Cj of the aircraft 10. Thus "operational capability" means a plurality of services provided by the aircraft 10, using the systems to accomplish a predetermined driving goal. Each operational capacity Cj is therefore implemented by one or more systems.
    In addition, at least one operational capacity Cj is implemented by one or more functional chains, each functional chain comprising an association of several systems implementing corresponding services in a predetermined order.
    When one or more services forming an operational capacity Cj are no longer available, following, for example, a malfunction of the system or systems corresponding to these services, the operational capacity Cj is said to be lost.
    The pilot of the aircraft 10 is able to recover a lost operational capacity Cj when there is a predetermined reconfiguration procedure for associating new services with this operational capability C, to accomplish the same control goal.
    Each procedure for reconfiguring an operational capacity Cj contains, for example, a plurality of actions predetermined by the pilot on systems or on their configuration making it possible to achieve such an association.
    Each operational capacity Cj is chosen from the group comprising: - propulsion of the aircraft 10, also known as the "Power Sources"; control of the speed of the aircraft 10, also known by the term "Speed Management"; control of the altitude of the aircraft 10, also known by the term "Alt Management"; control of flight parameters of the aircraft 10, also known by the term "Flight Control"; - monitoring of icing conditions, also known as the "Icing Conditions"; control of aircraft approach categories such as CAT2 or CAT3 DUAL known per se; - required navigation performance, also called RNP (Required Navigation Performance); - Location performance with vertical guidance, also called LPV (Localizer Performance with Vertical Guidance); - vertical navigation, also called VNAV (Vertical Navigation); instrument landing, also called IL (Instrument Landing); - altimetry radar mode, also known as RAD ALT Mode; - reduced vertical separation minimum, also called RVSM ("Reduced Vertical Separation Minima"); - minimum specification of the navigation performance, also called MNPS (minimum navigation performance specification); - communication via text messages with the ground or other aircraft ("Datalink" in English); - communication via satellites, also called SatCom (of the "Satellite Communication"); - communication via high frequency waves, also called HF (High Frequency English); - communication via waves of very high frequencies, also called VHF (of English "Very High Frequency"); - relief monitoring; - air traffic monitoring; - monitoring of weather conditions; - Monitoring and actuation of different control surfaces of the aircraft 10; - information for passengers; and - control of the taxiing of the aircraft 10.
    The operational capabilities Cj of the aircraft 10 make it possible to carry out operational tasks Ή executable by the pilot to accomplish the mission M of the aircraft 10. By "operational task" is meant a set of commands that the pilot is able to run directly on systems or indirectly via these systems to accomplish mission M.
    When one or more operational capabilities Cj implementing an operational task Ή are lost, the operational task Tj is said to be lost.
    The pilot of the aircraft 10 is able to recover an operational task Tj lost when there is a predetermined reconfiguration procedure for associating new operational capabilities Cj to implement this operational task Tj and / or when it is possible to recover the lost operational capabilities Cj.
    As in the previous case, each procedure for reconfiguring an operational task Tj contains, for example, a plurality of predetermined actions of the pilot on systems or on their configuration making it possible to achieve such an association.
    Each operational task Tj is chosen from the group consisting of: flight control of the aircraft comprising a set of commands executable by the pilot to maintain the aircraft in flight, such as, for example, commands for actuating the aircraft. handle or throttles; locating the aircraft comprising a set of commands executable by the pilot to locate the aircraft in space; guidance of the aircraft 10 comprising a set of commands executable by the pilot for guiding the aircraft 10 along a predetermined route; - Data communication between the aircraft 10 and the ground consisting of the communication of the aircraft 10 with the air control comprising a set of commands executable by the pilot to communicate with the air traffic control, for example via radiocommunication means; - data communication between the aircraft 10 and the ground consisting of the commercial communication of the aircraft 10 comprising a set of commands executable by the pilot to communicate with the airline or any structure defining the mission M of the aircraft 10; and observation of the environment surrounding the aircraft comprising a set of commands executable by the pilot to avoid, in particular, collisions in the air or with the ground. The set of systems 11 comprises a system, called a monitoring system and designated by the reference 14, a system, called a decision support system and designated by the reference 16, a system made in the form of a screen. display and designated by the reference 18, a system made in the form of a mission manager and designated by the reference 19, and other systems 20A to 20N. Only systems 14, 16, 18 and 19 will be described in more detail later.
    The monitoring system 14 is able to monitor the operation of the other systems 20A to 20N.
    In particular, during the operation of the aircraft 10, the monitoring system 14 is able to assign each other system 20A to 20N, the normal or failed operating state to characterize the availability of this system 20A to 20N to implement corresponding services.
    To do this, the monitoring system 14 is connected to the other systems 20A to 20N and adapted to receive and analyze the operating parameters of these systems 20A to 20N to determine their operating status. The operating state of a system is the normal state when the system is able to implement all the mandatory services for which it is designed. The operating state of a system is the failed state when the system is not able to implement at least some of the mandatory services for which it is designed.
    The monitoring system 14 is for example a system of the FWS type (of the English "Flight Warning System") known in itself in the state of the art.
    The decision support system 16 is connected to the monitoring system 14 to receive the operating states of the systems 20A to 20N determined by the monitoring system 14, and to the display screen 18 to communicate to the pilot information from a decision support method described later.
    The decision support system 16 is able to implement the decision support method.
    In particular, the decision support system 16 is able to determine a status of availability for each operational capacity Cj and each operational task T ,. Each availability status is selected from the group consisting of: a normal status, a degraded status, an impacted status and a lost status.
    The availability status of an operational capacity Cj or an operational task T, is the normal status when the operational capacity Cj or the operational task T, is not lost.
    The availability status of an operational capacity Cj or an operational task Tj intended to be used during the mission M is the degraded status when the operational capacity Cj or the operational task T, is lost but there is a reconfiguration procedure to recover it. In particular, an operational task T is lost when at least one operational capacity Cj making it possible to implement this operational task T is lost.
    The availability status of an operational capacity Cj or an operational task T, is the lost status when the operational capacity Cj or the operational task T, is lost and when there is no reconfiguration procedure allowing the recover.
    The availability status of an operational capacity Cj or an operational task T, not intended to be used during the mission M, is the status impacted when the operational capacity Cj or the operational task Ti is lost but there is a procedure for reconfiguration to recover it.
    The decision support system 16 is also able to determine a feasibility status of the mission M. Each feasibility status of the mission M is chosen from the group consisting of: the normal status, the recoverable status and the status unrecoverable.
    The feasibility status of mission M is the normal status, when each operational capability Cj required to perform mission M has the normal status.
    The feasibility status of the mission M is equal to the degraded status, when an operational capacity Cj required to perform the mission M has the degraded status.
    The feasibility status of the mission M is equal to the failed status, when at least one operational capacity Cj required to perform the mission M has the lost status.
    In the exemplary embodiment of FIG. 2, the monitoring system 14 and the decision support system 16 are made in the form of a single monitoring module 22 further comprising hardware means 23 configured to implement implement the operation of the surveillance system 14 and the decision support system 16.
    The material means 23 comprise in particular a computer 24 and a memory 26 capable of storing a decision-support software 28, a first database BD, a second database BD2 and a third database BD3.
    The decision-support software 28 is able to implement the steps of the decision-support method by using the calculator 24.
    The first database BD1 contains a list of the set of operational capacities Cj and for each operational capacity Cj, a list of systems 20A to 20N implementing this operational capacity Cj.
    In addition, for at least one operational capacity Cj, the database BDi contains a list of operational capabilities C, of which this operational capacity Cj depends.
    The second database BD2 contains a list of the set of operational tasks T, and for each operational task Tj, a list of operational capabilities Cj implementing this operational task Tj.
    The third database BD3 contains a list of the set of operational capacities Cj and the operational tasks Tj, and for each operational capacity Cj or operational task Tj, one or more reconfiguration procedures allowing the pilot to recover this operational capacity Cj or this operational capacity T, when it has the degraded status.
    In the embodiment of FIG. 3, the monitoring system 14 and the decision support system 16 are made in the form of separate modules comprising separate hardware means which are respectively designated by the references 34 and 36.
    The material means 34 and 36 of FIG. 3 are analogous to the material means 23 of FIG. 2. In particular, the memory of the hardware means 36 of the decision support system 16 is able to store the first B ^ the second B2 and the third BD3 databases previously described.
    The mission manager 19 is a computer capable of storing and analyzing a set of information relating to the mission M of the aircraft 10. In particular, the mission manager 19 stores a list of operational capabilities Cj required to accomplish mission M and the feasibility status of mission M determined by the decision support system 16.
    The decision support method will now be described with reference to Figure 4 illustrating a flowchart of its steps.
    Initially, the monitoring system 14 determines the operating states of the other systems 20A to 20N.
    In particular, each determined operating state corresponds to either the normal state or the failed state. This then makes it possible not only to detect failures of the 20A to 20N systems but also to detect normally functioning 20A to 20N systems.
    In step 110, the decision support system 16 acquires the operating states determined by the monitoring system 14.
    In the next step 120, the decision support system 16 determines an availability status of each operational capacity Cj, according to the operating states of the only systems 20A to 20N realizing this operational capacity Cj and possibly, statuses of availability of each operational capability C, which this operational capacity Cj depends on.
    For this purpose, for each operational capacity Cj, the decision support system 16 determines the systems 20A to 20N realizing this operational capacity Cj and possibly the set of operational capacities Ci whose operational capacity Cj depends, using the first database BDi.
    When the operating state of each system 20A to 20N determined and optionally, the availability status of each operational capacity Cj determined is equal to the normal status, the decision support system 16 then determines that the availability status of the operational capacity Cj considered is equal to the normal status.
    When the operational capacity Cj considered is intended to be used during the mission M and when the operating state of at least one system 20A to 20N determined is faulty and / or the availability status of at least one operational capacity Cj determined is equal to the degraded status or lost status, but there is a reconfiguration procedure to recover the operational capacity Cj considered, the decision support system 16 then determines that the availability status of the operational capacity Cj considered is equal to the degraded status.
    When the operating state of at least one system 20A to 20N determined is equal to the failed state and / or the availability status of at least one determined operational capacity Cj is equal to the degraded status or the lost status, and there is no reconfiguration procedure for recovering the operational capacity Cj considered, the decision support system 16 then determines that the availability status of the operational capacity Cj considered is the lost status.
    When the operational capacity Cj considered is not intended to be used during the mission M and when the operating status of at least one system 20A to 20N determined is faulty and / or the availability status of at least one capacity The determined operational value Cj is equal to the degraded status or the lost status, but there is a reconfiguration procedure for recovering the operational capacity Cj considered, the decision support system 16 then determines that the availability status of the operational capacity Cj considered is equal to the impacted status.
    Then, the decision support system determines the current evolution context of the aircraft 10.
    An example illustrating step 120 of the decision support method is shown in FIG.
    According to this figure, the operational capacity RNP is implemented by two redundant systems chains, each chain consisting of an onboard computer ADC (of the English "Air Data Computer"), a referencing system of the AHRS (Attitude and Heading Reference System) altitude and an FMS flight management system. The current evolution context is the descent phase.
    When the operating state of each of the ADC, AHRS and FMS systems of each of the redundant chains is normal, the decision support system 16 then determines that the availability status of the operational capacity RNP is equal to the normal status.
    When the operating state of one of the ADC and FMS systems of the second redundant chain is defective, the decision support system 16 then determines that the availability status of the operational capacity RNP is degraded because it can be recovered using only the first redundant string.
    When, in addition, the operating state of the AHRS system of the first redundant chain is defective, the decision support system 16 then determines that the availability status of the operational capacity RNP is the lost status because no redundant chain is not available.
    In the next step 130, the decision support system 16 determines an availability status of each operational task T ,, according to the availability statuses of only the operational capacities Cj necessary to perform this operational task T, for the M mission
    For this purpose, for each operational task J, the decision support system 16 determines the set of operational capacities Cj implementing this operational task, by using the second database BD2.
    When the availability status of each operational capacity Cj determined is the normal status, the decision support system 16 then determines that the availability status of the operational task T, considered is equal to the normal status.
    When the availability status of at least one of the operational capabilities Cj intended to be used during the mission is the degraded status or the lost status, but there is a reconfiguration procedure to recover the operational task Ή considered, the decision support system 16 then determines that the availability status of the operational task T, considered is equal to the degraded status.
    When the availability status of at least one of the operational capacities Cj not intended to be used during the mission is the degraded status or the lost status, but there is a reconfiguration procedure to recover the operational task Tj considered, the decision support system 16 then determines that the availability status of the operational task T, considered is equal to the impacted status.
    When the availability status of at least one of the operational capacities Cj determined is lost, and there is no reconfiguration procedure for recovering the operational task T, considered, the decision support system 16 determines while the availability status of the operational task Tj considered is equal to the lost status.
    An example illustrating step 130 of the decision support method is shown in FIG.
    According to this figure, the operational task communication of the aircraft with the air control is implemented by three redundant chains. A first redundant chain consists of two redundant SatCom operational capabilities, a second redundant chain consists of two redundant VHF operational capabilities, and a third redundant chain consists of two redundant HF operational capabilities.
    When the availability status of each of the SatCom, VHF and HF operational capabilities of each of the channels is equal to the normal status, the decision support system 16 then determines that the availability status of the communication operational task is equal to normal status.
    When the availability status of one of the SatCom redundant operational capabilities equals the degraded or lost status and the Satcom capability is intended to be used for the mission, the decision support system 16 determines while the availability status of the operational communication task is equal to the degraded status.
    When the availability status of one of the SatCom redundant operational capabilities equals the degraded status or lost status and the Satcom capability is not intended to be used for the mission, the support system for Decision 16 then determines that the availability status of the operational communication task is equal to the impacted status.
    When the availability status of all redundant operational capabilities SatCom, VHF and HF is lost, the decision support system 16 then determines that the availability status of the operational communication task is equal to the lost status.
    In the next step 140, for each operational capacity Cj whose availability status is equal to the degraded status, the decision support system 16 determines a minimum effort necessary to recover this operational capacity Cj.
    This step 140 is advantageously performed only for the operational capabilities Cj planned to be used during the mission.
    To do this, the decision support system 16 traverses the third database BD3 and determines the set of reconfiguration procedures corresponding to the operational capacity Cj considered.
    Then, according to an exemplary embodiment, the decision support system 16 calculates the number of actions in each of the reconfiguration procedures determined and proposes the procedure having the minimum number of actions.
    According to another exemplary embodiment, the decision support system 16 calculates the time required to perform each of the specific reconfiguration procedures and proposes the procedure having the minimum realization time.
    According to yet another exemplary embodiment, the decision support system 16 calculates the number of actions in each of the determined reconfiguration procedures and the time required to perform each of these procedures.
    Then, the decision support system 16 associates a weight with each of the sums obtained according to the criticality associated with each procedure and sum weighted these weights. Then, the decision support system 16 compares the sum obtained to the time available to the pilot to perform this action and tells him which critical procedures are achievable and not achievable according to the time remaining.
    In the three embodiments mentioned above, the minimum effort consists of the pilot actions defined by the reconfiguration procedure selected by the decision support system 16.
    In addition, during the same step, the decision support system 16 determines a minimum effort necessary to recover the possibility of performing each operational task T, having the degraded status, in a similar manner to that described above.
    In the next step 145, the decision support system 16 determines the feasibility status of the mission M.
    To do this, the decision support system 16 retrieves from the mission manager 19, the list of operational capabilities Cj required to complete the mission M.
    Then, with each required operational capability Cj, the decision support system 16 associates the availability status determined in step 120.
    The decision support system 16 determines the feasibility status of the mission M as normal, when each operational capacity Cj required to perform the mission M has the normal status.
    The decision support system 16 determines the feasibility status of the mission M as recoverable, when each operational capacity Cj required to perform the mission M has the degraded status or the normal status.
    The decision support system 16 determines the feasibility status of the mission M as irrecoverable, when at least one operational capacity Cj required to complete the mission has lost status.
    In the next step 150, the decision support system 16 communicates to the pilot the availability status of each operational capacity Cj used to steer the aircraft 10 according to its current evolution context.
    In addition, the decision support system 16 communicates to the pilot the availability status of each operational capacity Cj used to steer the aircraft 10 according to a context of evolution other than the current evolution context. This other evolution context is for example the one that follows the current evolution context.
    For each operational capacity Cj having the degraded status, the impacted status or the lost status, the decision support system 16 communicates to the pilot furthermore a list of systems 20A to 20N having caused corresponding malfunctions.
    For each operational capacity Cj having the degraded status, the decision support system 16 communicates to the pilot further the reconfiguration procedure corresponding to the minimum effort to recover this operational capacity Cj.
    The decision support system 16 also communicates to the pilot the availability status of each operational task T, and the feasibility status of the mission M.
    In addition, for each operational task T, having the degraded status, the decision support system 16 communicates to the pilot further the reconfiguration procedure corresponding to the minimum effort to recover this operational task T ,.
    The aforementioned information is communicated to the pilot via the display screen 18. Examples of presentation of this information on the display screen 18 are illustrated in FIGS. 7 to 10.
    In particular, to display the aforementioned information, the decision support system 16 associates with each operational capability Cj to communicate to the pilot a symbol. Such a symbol corresponds, for example, to an abbreviation of the name of the corresponding operational capacity Cf recognized by the pilot.
    In FIGS. 7 to 10, the decision support system 16 associates the symbols "RNP", "VNAV", "LPV" and "ILS" respectively with the operational capacities RNP, VNAV, LPV and ILS described previously.
    Each symbol has at least one characteristic determining the availability status of the corresponding operational capacity Cj. The characteristics of different symbols corresponding to the same availability status are identical.
    Thus, for example, the characteristic of all the symbols associated with the operational capacities Cj having the normal status, is the green color of these symbols.
    The characteristic of all the symbols corresponding to the operational capacities Cj having the degraded status, is the amber color of these symbols.
    The characteristic of all the symbols corresponding to the operational capacities Cj having the lost status, is the red color of these symbols.
    In the example of FIGS. 7 to 10, the symbols without underlining correspond to the normal status of the corresponding operational capacities Cj, the symbols with underlining by a broken line correspond to the degraded status of the corresponding operational capacities Cj and the symbols with an underlining by a continuous line correspond to the lost status of the corresponding operational capacities Cj.
    Thus, according to FIG. 7, the operational capacity LPV has the degraded status. According to Figures 9 and 10, this LPV operational capability has lost status.
    The symbol of each operational capacity Cj whose availability status is equal to the degraded status or the lost status, is displayed in correspondence with symbols corresponding to the systems 20A to 20N whose services form this operational capacity Cj.
    This correspondence is displayed for example in the tree form, that is to say the symbols associated with the systems 20A to 20N whose services form the operational capacity Cj considered, are displayed in a hierarchical manner with respect to the symbol associated with this operational capability. cj.
    Each symbol associated with a system 20A to 20N has a characteristic determining the operating state of this system 20A to 20N.
    Thus, for example, the characteristic of all the symbols associated with the systems 20A to 20N having the normal operating state, is the green color of these symbols.
    The characteristic of all the symbols associated with the systems 20A to 20N having the degraded state of operation is the amber color of these symbols.
    In the example of FIGS. 7 to 10, the symbols "GPS1", "GPS2" and "GPS3" are associated with the GPS1, GPS2 and GPS3 systems whose services form the operational capacity LPV. In these figures, the symbols without underlining correspond to the normal operating state of the corresponding systems 20A to 20N, the symbols with underlining by a broken line correspond to the malfunctioning operating state of the corresponding systems 20A to 20N.
    Symbols for systems 20A-20N and operational capabilities used or intended to be used for the current mission are indicated by arrows. The arrows have the same characteristics as the symbols indicated by these arrows.
    In FIG. 7, the GPS1 and GPS2 systems are used according to the evolution context. The operating status of the GPS2 system has failed. The symbol associated with this system is underlined by a broken line with the corresponding arrow. The minimum effort required to recover an operational capacity Cj having the status of availability equal to the degraded status, is for example displayed in the form of a list of actions to be performed by the pilot according to the reconfiguration procedure chosen during the step 140.
    In FIG. 7, the action to be performed by the pilot to recover the LPV operational capacity having the status of availability equal to the degraded status, is to use the GPS3 system instead of the GPS2 system.
    The decision support system 16 allows the pilot to perform at least some of the actions determined by the corresponding reconfiguration procedure directly on the display screen 18.
    Thus, according to the embodiment of FIG. 7, it is possible for the pilot to exercise the proposed action according to the minimum effort by clicking on the GPS3 system. The result of this action is shown in Figure 8. The services of the GPS1 and GPS3 systems with the normal operating state, are now used to form the LPV operational capability. The operational capacity LPV is thus recovered.
    The symbol associated with a recovered operational capacity Cj, has a characteristic indicating that this operational capacity Cj has been recovered. This characteristic corresponds for example to the white color of the corresponding symbol.
    In Fig. 8, the symbol corresponding to the operational capacity LPV is boxed to indicate that this LPV operational capacity has been recovered.
    Similarly to the operational capabilities Cj, the decision support system 16 associates with each operational task T, a symbol corresponding to a recognized name of this operational task T, by the pilot.
    In FIGS. 7 to 10, the symbols "FLY", "LOCALIZE", "GUIDE" and "COMMUNICATE" respectively correspond to the operational tasks of flight control, location, guidance and communication of the aircraft 10.
    In a similar way to the symbols associated with the operational capacities Cj, the symbols associated with the operational tasks T, have a characteristic determining the availability status of these operational tasks T ,. These characteristics are for example identical to the corresponding characteristics of the symbols associated with the operational capacities Cj.
    The symbol of each operational task T, whose availability status is equal to the degraded status or the lost status, is displayed in correspondence with the symbols corresponding to the operational capacities Cj on which the pilot can rely to carry out this operational task T, .
    This correspondence is displayed for example in the tree form, that is to say the set of operational capabilities Cj implementing a given operational task T, are displayed in a hierarchical manner with respect to the symbol associated with this operational task Tj.
    The tree structure formed by the set of symbols corresponding to the systems 20A to 20N, to the operational capacities Cj and to the operational tasks T, thus consists of three levels: from a first level of systems 20A to 20N, of a second level of operational capabilities Cj and a third level of operational tasks T ,.
    In FIG. 7, the "GUIDE" symbol associated with the operational guiding task is underlined by a dashed line to indicate its degraded status.
    In FIG. 8, the "GUIDE" symbol associated with the operational guiding task is framed for the fact that it has been recovered by carrying out the reconfiguration procedure proposed in FIG. 7.
    In FIG. 9, the "GUIDE" symbol associated with the operational guiding task is underlined by a dashed line to indicate its degraded status. In the same figure, the action of using the operational capacity RNP instead of the operational capacity LPV in order to recover the operational task of guidance.
    In FIG. 10, the "GUIDE" symbol associated with the operational guiding task is framed for the fact that it has been recovered by carrying out the reconfiguration procedure in FIG. 8.
    Finally, the feasibility status of mission M is displayed in a symbolic form. Thus, for example, when the feasibility status of the mission M is the normal status, a symbol representing the aircraft and its progress is displayed in a form or color representing the normal state.
    When the feasibility status of the mission M is the recoverable status, the symbol representing the aircraft and / or its progression is displayed in a particular predetermined form or color.
    When the feasibility status of the mission M is the irrecoverable status, a cross is displayed instead of the symbol representing the aircraft and / or its progression.
    Thus, in FIGS. 7 and 9, the feasibility status of the mission M is equal to the recoverable status. In Figures 8 and 10, the feasibility status of the mission M is equal to the normal status. Other examples of representations of the information to be communicated during step 150 are also possible.
    Thus, it is possible to use filtering methods of the symbols displayed on the screen 18 according to at least one filter comprising a display criterion chosen from the group consisting of: - display of symbols according to the statuses of availability of the capacities Cj or corresponding operational tasks Tj; and displaying symbols according to the evolution contexts to display, for example, only symbols associated with the systems 20A to 20N and the operational capacities Cj used according to the current evolution context.
    It should also be noted that at least some of the steps of the decision support method are optional. In this case, the information produced at the end of these optional steps is not communicated to the pilot during step 150. In particular, step 130 of determining the status of availability of operational tasks Tj, step 140 minimum effort determination and step 145 of determining the feasibility status of the mission M are optional.
    It will be appreciated that the present invention has a number of advantages.
    The method according to the invention makes it possible to communicate to the pilot information on the operating states of the systems 20A to 20N according to the current evolution context of the aircraft 10.
    This not only alerts the pilot to a malfunction in one or more 20A to 20N systems, but also provides an overview of available 20A to 20N systems. Thus, the pilot has the possibility of quickly recovering an operational capacity Cj or an operational task Ύ, lost as a result of this malfunction, by reconfiguring this operational capacity Cj or this operational task Tj with services provided by available 20A to 20N systems.
    The method according to the invention also proposes to calculate the minimum effort required to make such a reconfiguration, which allows the pilot to reduce the time required to manage abnormal situations.
    Finally, the communication of the information on the operating states of the systems 20A to 20N and on the statuses of the operational capacities C, is carried out according to the current evolution context which makes it possible to considerably reduce the number of information communicated simultaneously to the pilot to increase the efficiency of their treatment by the pilot.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    CLAIMS 1A decision support method for a pilot for piloting an aircraft (10), the aircraft (10) comprising a set of systems (11) implementing operational capabilities (Cj) of the aircraft (10), each system (20A, ..., 20N) being associated with a plurality of operating parameters defining its behavior, at least one system, said monitoring system (14), for determining a state of operation of each other system (20A ..... 20N); the aircraft (10) evolving according to different evolution contexts and being piloted by using operational capabilities (Cj) selected by the pilot according to a current evolution context of the aircraft (10); each current evolution context being defined by the systems (20A ..... 20N) used at a current instant to control the aircraft (10), by their operating parameters and by external conditions of the aircraft (10 ); the method comprising the following steps: - acquisition (110) of the operating states of the systems (20A, ..., 20N) other than the monitoring system (14), the operating states being determined by the monitoring system (14). ) each operating state being selected from a normal state and a failed state; determination (120) of an availability status of each operational capability (Cj), based on the operating states of the only systems (20A ..... 20N) of the aircraft (10) implementing this operational capability (Cj), each availability status being selected from the group consisting of: a normal status, a degraded status, an impacted status and a lost status; selecting (150) one or more operational capacities (Cj) according to the current evolution context of the aircraft (10); - communication (150) to the pilot of the availability status of each selected operational capacity (Cj).
    [2" id="c-fr-0002]
    2. A method according to claim 1, wherein the piloting of the aircraft (10) comprises one or more operational tasks (Tj), each operational task (T) being performed by the pilot of the aircraft (10) in implementing one or more operational capabilities (Cj) of the aircraft (10); the method further comprising a step (130) of determining an availability status of each operational task (T,) according to the availability statuses of only the operational capabilities (Cj) used to implement this task (T,) .
    [3" id="c-fr-0003]
    3. - The method of claim 2, wherein each operational task (T,) is selected from the group consisting of: - flight control of the aircraft (10); - location of the aircraft (10); - guidance of the aircraft (10); - data communication between the aircraft (10) and the ground; and observing the environment surrounding the aircraft (10).
    [4" id="c-fr-0004]
    4. - Method according to claim 2 or 3, wherein each operational task (Tj) corresponds to a symbol comprising at least one characteristic determining the availability status of the corresponding operational task (Tj), and the characteristics of the different symbols corresponding to the same availability status are the same; the communication step (150) further comprising displaying the symbols corresponding to at least some operational tasks (T,).
    [5" id="c-fr-0005]
    5. - Method according to any one of the preceding claims, wherein each operational capacity (Cj) is associated with a symbol having at least one characteristic determining the availability status of the corresponding operational capacity (Cj), the characteristics of different symbols. corresponding to the same availability status being identical; the communication step (150) further comprising displaying the symbols corresponding to at least some operational capabilities (Cj).
    [6" id="c-fr-0006]
    6. - Method according to claims 4 and 5, wherein each symbol corresponding to an operational task (T,) is displayed in correspondence with the symbols corresponding to the operational capabilities (Cj) used to implement this operational task (T,). .
    [7" id="c-fr-0007]
    7. - Method according to any one of claims 2 to 6, wherein the aircraft (10) comprises a mission (M) formed of a sequence of operational tasks (T,), at least one system (19) of the aircraft (10) corresponding to a mission manager (M) able to provide a list of operational capabilities (Cj) required to perform each operational task (T,) of the mission (M).
    [8" id="c-fr-0008]
    The method of claim 7, further comprising a step of determining (145) a mission feasibility status (M) based on the list of required operational capabilities (Cj) and the availability statuses of these capabilities (Cj), the mission feasibility status (M) being selected from the group consisting of: normal status, recoverable status, and unrecoverable status.
    [9" id="c-fr-0009]
    The method of claim 7 or 8, wherein the communicating step (150) further comprises filtering the displayed symbols according to at least one filter including a display criterion selected from the group consisting of: display of symbols according to the availability statuses of the corresponding operational capacities (Cj); and displaying symbols according to the evolution contexts according to which the corresponding operational capacities (Cj) are used. - displaying symbols according to the operational capabilities (Cj) required to accomplish each operational task (T,) of the mission (M).
    [10" id="c-fr-0010]
    10. - Method according to any one of the preceding claims, further comprising, for at least one operational capacity (Cj) whose availability status is degraded, a step of determining (145) a minimum effort corresponding to actions necessary from the pilot and / or a system (20A, ..., 20N) to recover this operational capacity (Cj), the number of said actions being minimal.
    [11" id="c-fr-0011]
    11. - Method according to any one of the preceding claims, wherein each operational capability (Cj) is selected from the group consisting of: - propulsion of the aircraft (10); control of the speed of the aircraft (10); control of the altitude of the aircraft (10); control of flight parameters of the aircraft (10); - monitoring of icing conditions; - approach category control the aircraft (10); - required navigation performance (RNP); - localization performance with vertical guidance (LPV); - vertical navigation (VNAV); - instrument landing system (ILS); - altimetry radar mode; - reduced vertical separation minimum (RVSM); - minimum specification of navigation performance (MNPS); - communication via text messages with the ground or other aircraft; - communication via satellites; - communication via high frequency (HF) waves; - communication via very high frequency (VHF) waves; - relief monitoring; - air traffic monitoring; - monitoring of weather conditions; monitoring and actuation of different control surfaces of the aircraft (10); - information for passengers; and control of the taxiing of the aircraft (10).
    [12" id="c-fr-0012]
    12, - Method according to any one of the preceding claims, wherein each evolution context corresponds to a maintenance phase of the aircraft (10) or to a flight phase of the aircraft (10) selected from the group consisting of: a take-off phase, a climb phase, a cruise phase, a descent phase and a landing phase.
    [13" id="c-fr-0013]
    13. - Method according to any one of the preceding claims, wherein the selection of one or more operational capabilities (Cj) according to the current evolution context of the aircraft (10) comprises the selection of one or more operational capabilities (Cj) used by the pilot in the context of the current evolution of the aircraft (10).
    [14" id="c-fr-0014]
    14, - Computer program product comprising software instructions which, when implemented by computer equipment, implement the method according to any one of the preceding claims.
    [15" id="c-fr-0015]
    15. - A decision support system (16) for a pilot for piloting an aircraft (10), the aircraft (10) comprising a set of systems (11) implementing operational capabilities (Cj ) of the aircraft (10), each system (20A ..... 20N) being associated with a plurality of operating parameters defining its behavior, at least one system, said monitoring system (14), making it possible to determine a operating state of each other system (20A, ..., 20N); the aircraft (10) evolving according to different evolution contexts and being piloted by using operational capabilities (Cj) selected by the pilot according to a current evolution context of the aircraft (10); each current evolution context being defined by the systems (20A,..., 20N) used at a current instant to control the aircraft (10), by their operating parameters and by external conditions of the aircraft (10). ); the decision support system (16) being able to: - acquire operating states of the systems (20A ..... 20N) other than the monitoring system (14), the operating states being determined by the monitoring system (14), each operating state being selected from a normal state and a failed state; determining a status of availability of each operational capacity (Cj), according to the operating states of the only systems (20A ..... 20N) of the aircraft (10) implementing this operational capacity (Cj), each availability status being selected from the group consisting of: a normal status, a degraded status, an impacted status and a lost status; selecting one or more operational capacities (Cj) according to the current evolution context of the aircraft (10); - communicate to the pilot the availability status of each selected operational capability (Cj).
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    法律状态:
    2016-11-30| PLFP| Fee payment|Year of fee payment: 2 |
    2017-05-12| PLSC| Publication of the preliminary search report|Effective date: 20170512 |
    2017-11-30| PLFP| Fee payment|Year of fee payment: 3 |
    2019-11-29| PLFP| Fee payment|Year of fee payment: 5 |
    2020-11-30| PLFP| Fee payment|Year of fee payment: 6 |
    2021-11-30| PLFP| Fee payment|Year of fee payment: 7 |
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