• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an electronic device (18) for assisting an aircraft pilot. The aircraft (10) includes avionic equipment (12) implementing operational capabilities (14) and a monitoring system (16) configured to determine monitoring information from operational capabilities and avionics equipment operating parameters. . The assistance apparatus includes an acquisition module (26) configured to acquire the monitoring information and an abnormality detection module (28) configured to detect at least one anomaly among an avionics equipment failure and a failure. operational capability from the monitoring information and anomaly detection rules contained in a database (30). The assistance apparatus includes an inference module (32) configured to identify, for each anomaly, one or more causes that may have caused said abnormality, based on relationships between failures and failures, the relationships being contained in the database.
    公开号:FR3044143A1
    申请号:FR1502439
    申请日:2015-11-23
    公开日:2017-05-26
    发明作者:Christian Sannino；Jonathan Sprauel
    申请人:Thales SA；
    IPC主号:
    专利说明:

    Electronic apparatus and method of assisting an aircraft pilot, associated computer program
    The present invention relates to an electronic device for assisting an aircraft pilot.
    The present invention also relates to an aircraft pilot assistance method, the method being implemented by such an electronic assistance device.
    The present invention also relates to a computer program comprising software instructions which, when implemented by a computer device, implement such a method.
    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 avionics equipment implementing operational capabilities of the aircraft and a surveillance system, each avionics equipment being associated with one or more operating parameters, the surveillance system being configured to determine monitoring information relating to the aircraft. the aircraft from operating parameters and operational capabilities.
    By "avionic equipment" 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 makes it possible to help the pilot to deal with abnormal situations caused by a malfunction of one or more avionics equipment during the piloting of the aircraft, in particular when the aircraft is in a flight phase.
    During a failure of certain avionics equipment or a failure of certain operational capabilities, the anomaly or anomalies are detected by avionics systems responsible for monitoring them. These equipment failures or operational capability failures are communicated to the pilot by means of an alert system, such as a crew alert system, also known as Crew Alerting System (CAS). or such as a flight alert system, also called FWS (English Flight Waming System), following the aircraft manufacturers.
    The pilot must then interpret the failure or malfunction messages presented by the warning systems, such as the FWS, and the various instruments on the dashboard.
    The pilot must then, at first, perceive the received information, then understand them by appealing to his memory, and finally react by appealing to his experience.
    The understanding of the situation is based on the recognition of the signature of failures or failures that he has been able to record during his training or experience. A "signature of a failure" is the set of observable effects of operational capability failure or avionics failure.
    This signature recognition mechanism is effective when the failures are simple and their effects easily recognizable and unambiguous. The effects of a failure are ambiguous when several failures have the same effects.
    However, as soon as several failures and / or failures are simultaneously present, whether independently of one another or in an induced manner by one another, then the signatures of these failures and / or failures are superimposed, so that it is very difficult for a pilot to always adopt an adequate reaction.
    The object of the present invention is to propose an electronic device and an aircraft pilot assistance method, enabling the pilot to deal more effectively with abnormal situations caused by malfunctions occurring in one or more avionics equipment. For this purpose, the subject of the invention is an electronic device for assisting an aircraft pilot, the aircraft comprising avionic equipment implementing operational capabilities of the aircraft and a surveillance system, each avionics equipment being associated with one or more operating parameters, the monitoring system being configured to determine aircraft-related monitoring information from operating parameters and operational capabilities, the aircraft being intended for embarkation on board the aircraft. aircraft and comprising: - an acquisition module configured to acquire the surveillance information from the surveillance system, - an anomaly detection module configured to detect at least one anomaly among a failure of an avionic equipment and a failure of an operational capability, based on monitoring information acquired and anomaly detection rules, the anomaly detection rules being contained in a predefined database, and - an inference module configured to identify, for each detected anomaly, one or more causes likely to have caused said anomaly, based on first-level relationships between avionics equipment failures and operational capability failures, the first-level relationships being contained in the predefined database.
    According to other advantageous aspects of the invention, the electronic assistance device comprises one or more of the following characteristics, taken in isolation or in any technically possible combination: the apparatus further comprises a likelihood module configured to calculate, for each identified cause, a likelihood indicator based on at least one parameter selected from the group consisting of: a probability of occurrence for each avionics equipment failure, a history of previous avionics equipment failures and a confidence level associated with the monitoring system, the parameters being contained in the predefined database; the apparatus further comprises an operational impact module configured to determine one or more modified operational capabilities by the detected anomaly (s), based on second level dependency relations between operational capability failures, the second level relationships being contained in the predefined database; the apparatus further comprises a first display module configured to display, on a screen destined for the pilot, distinctly each anomaly detected; the first display module is further configured to display the detected anomalies in the form of group (s), with a group for each cause; - The apparatus further comprises a second display module configured to display, on a screen for the pilot, each operational capability; the second display module is further configured to display separately, on the one hand, the unchanged operational capacities, and, on the other hand, the operational capabilities modified by the detected anomaly (s); the apparatus further comprises the predefined database; The invention also relates to a method of assisting an aircraft pilot, the aircraft comprising avionics equipment implementing operational capabilities of the aircraft and a surveillance system, each avionics equipment being associated with a or a plurality of operating parameters, the monitoring system being configured to determine aircraft-related monitoring information from operating parameters and operational capabilities, the method being implemented by an electronic assistance device and including the the following steps: - Acquire surveillance information from the surveillance system, - Detect at least one anomaly among a failure of avionics equipment and a failure of an operational capability, from the monitoring information acquired and of anomaly detection rules, the rules of detecting an anomaly being contained in a predefined database, and - identifying, for each detected anomaly, one or more causes that may have caused said anomaly, as a function of first-level relationships between avionics equipment failures and failures of operational capabilities, the first-level relationships being contained in the predefined database.
    According to other advantageous aspects of the invention, the assistance method comprises one or more of the following characteristics, taken in isolation or in any technically possible combination: the method further comprises the step of calculating, for each identified cause, a likelihood indicator as a function of at least one parameter selected from the group consisting of: a probability of occurrence for each avionics equipment failure, a history of previous avionics equipment failures and a level of confidence associated with the monitoring system, the parameters being contained in the predefined database; and the method further comprises the step of determining one or more modified operational capabilities by the detected abnormality (s), based on second-level dependency relationships between operational capability failures, the second-level relationships being contained in the predefined database. The invention also relates to a computer program comprising software instructions which, when implemented by a computer device, implement a method as defined above.
    These features and advantages of the invention will emerge more clearly on reading the following description, given solely by way of non-limiting example, and with reference to the appended drawings, in which: FIG. 1 is a diagrammatic representation; an aircraft comprising avionics equipment implementing operational capabilities of the aircraft, a monitoring system configured to determine aircraft-related monitoring information from operating parameters and operational capabilities, and an electronic device according to the invention of assisting an aircraft pilot; FIG. 2 is a flowchart of a method according to the invention of assisting an aircraft pilot; FIG. 3 is a schematic illustration of a treatment of a fault in an aircraft of the state of the art; and FIG. 4 is a schematic illustration of a treatment of a fault in an aircraft according to the invention.
    In FIG. 1, an aircraft 10 comprises avionic equipment 12 implementing operational capabilities 14 of the aircraft, a surveillance system 16, an electronic device 18 for assisting an aircraft pilot, and an aircraft screen. 20 display.
    In the example of Figure 1, the aircraft 10 is for example an aircraft capable of being 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 driven by the or each maintenance operator, and flight phases driven by the or each pilot.
    The present invention relates solely to one or more flight phases of the aircraft 10. 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. The aircraft 10 is able to evolve under the influence of external conditions forming an environment 21, visible in FIGS. 3 and 4. These external conditions include, for example, meteorological conditions or the air traffic in the vicinity of the aircraft 10 that is, at a distance from the aircraft 10 below a predefined distance.
    Each avionic equipment 12 is associated with one or more operating parameters. The term "avionic equipment" is thus understood to mean 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. for example, such avionics equipment 12 are, for example, a flight management system, also called FMS (English Flight Management System), a satellite positioning system, such as a GPS system (from the Global Positioning System), an inertial reference system, also known as the English Inertial Reference System (1RS), an ILS (Instrument Landing System) landing aid system, MLS (English Microwave Landing System) landing aid, an active runway override prevention system, also known as the Runway Overrun Prevention System (ROPS), a radio alti meter, also noted RA, and / or a traffic alert system and collision avoidance, also called TCAS (Traffic Alert Traffic and Collision Avoidance System).
    Such avionic equipment 12 generally has associations of different mechanical and electronic devices. In addition or alternatively, such avionics equipment 12 is still a landing gear or any type of slats and flaps having associations of different mechanical devices.
    Each avionic equipment 12 is associated with a plurality of operating parameters characterizing a current configuration. Each operating parameter is capable of taking for example a numerical value to characterize the current configuration of the corresponding avionic equipment 12.
    The operating parameters then have different numerical values for different configurations of the corresponding avionics equipment 12. For example, an operating parameter associated with a shutter corresponds to different configurations of this shutter, such as the open shutter or the shutter. 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.
    Services implemented by at least some of the avionics equipment 12 relating to a determined goal of training, form an operational capability 14 of the aircraft 10. Thus "operational capability" means a plurality of services provided by the aircraft 10, using the avionics equipment 12 to accomplish a predetermined steering goal. Each operational capacity 14 is therefore implemented by one or more avionics equipment 12.
    In addition, at least one operational capacity 14 is implemented by one or more functional chains, each functional chain comprising an association of several avionic equipment 12 implementing corresponding services in a predetermined order.
    When one or more services forming an operational capacity 14 are no longer available, following, for example, a malfunction of the avionics equipment corresponding to these services, the operational capacity 14 is said to be faulty, the unavailability of at least one service operational capacity 14 corresponding to a failure of said operational capacity 14.
    In other words, a failure is detected for an operational capability 14 when one or more services forming said operational capability 14 are no longer available.
    Each operational capability 14 is for example selected from the group consisting of: - 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"; - Approach category control the aircraft 10, such as CAT2 or CAT3 DUAL known per se; - required navigation performance, also known as RNP (Required Navigation Performance); - localization performance with vertical guidance, also called LPV (Localizer Performance with Vertical Guidance); - vertical navigation, also called VNAV (Vertical Navigation English); instrument landing, also called IL (Instrument Landing); - altimetry radar mode, also known as RAD ALT Mode; - reduced vertical separation minimum, also called RVSM (English 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 English); - communication via satellites, also called SatCom (of the English Satellite Communication); - communication via high frequency waves, also called HF (High Frequency English); - communication via very high frequency waves, also called VHF (VeryHigh Frequency English); - 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 monitoring system 16 is configured to determine aircraft-related monitoring information from the operating parameters and operational capabilities 14.
    The monitoring system 16 is then able to monitor the operation of the avionic equipment 12. In particular, during the operation of the aircraft 10, the surveillance system 16 is able to assign each avionic equipment 12 a normal operating state. or faulty, to characterize the availability of this avionic equipment 12 to implement corresponding services.
    To do this, the monitoring system 14 is connected to the avionics equipment 12, and is able to receive and analyze the operating parameters of these avionics equipment 12 to determine their operating status. The operating state of avionic equipment 12 is the normal state when the avionic equipment 12 is able to implement all the mandatory services for which it is designed. Mandatory services are predefined for each avionics equipment 12. The operational state of avionics equipment 12 is the failing state when the avionics equipment 12 is not able to implement at least some of the mandatory services for which it is designed. The faulty state of the avionic equipment 12 corresponds to a failure of said avionic equipment 12.
    In other words, a failure is detected for avionics equipment 12 when the avionics equipment 12 is not able to implement at least some of the mandatory services for which it is intended.
    The surveillance system 16 is for example a crew alert system, also called CAS (English Crew Alerting System), or a flight alert system, also called FWS (English Flight Warning) System), known per se. The electronic assistance device 18 is intended to be on board the aircraft 10. The electronic assistance device 18 is connected to the monitoring system 16 to receive the operating states of the avionic equipment 12 determined by the system 16, and the display screen 20 to communicate information to the pilot. The electronic assistance device 18 comprises an electronic device 22 for calculating an operational situation of the aircraft 10 and an electronic device 24 for interfacing with the pilot.
    The situation calculating device 22 comprises an acquisition module 26 configured to acquire the monitoring information from the surveillance system 16, and an abnormality detection module 28 configured to detect at least one anomaly among a failure of the alarm. an avionic equipment 12 and a failure of an operational capacity 14, from the acquired monitoring information and anomaly detection rules. The anomaly detection rules are contained in a predefined database 30. They are preferably predefined, and they make it possible to define anomaly conditions.
    The situation calculation device 22 furthermore comprises, according to the invention, an inference module 32 configured to identify, for each detected anomaly, one or more causes that may have caused said anomaly, as a function of first-level relations, also The first-level relationships are contained in the predefined database 30, and are preferably predefined.
    In optional supplement, the situation calculating device 22 further comprises a likelihood module 34 configured to calculate, for each identified cause, a likelihood indicator as a function of at least one parameter selected from the group consisting of: a probability of occurrence for each avionics equipment failure, a history of previous avionics equipment failures and a confidence level associated with the surveillance system, the parameters being contained in the predefined database 30.
    In optional addition, the situation calculating device 22 further comprises an operational impact module 36 configured to determine one or more operational capacities 14 modified by the anomaly (s) detected, as a function of second level relations, also called second relations. , dependency between operational capability failures, the second-level relationships being contained in the predefined database 30.
    As an optional supplement, the situation calculating device 22 preferably comprises said predefined database 30. In a variant, the database 30 is a database external to the electronic assistance device 18 and connected to the latter.
    The situation calculation device 22 is for example a calculator comprising a processor and a memory, not shown, the memory being associated with the processor. The acquisition module 26, the anomaly detection module 28, the inference module 32, the likelihood module 34 and the operational impact module 36 are then, for example and, where appropriate, made in the form of a module. an acquisition software, an anomaly detection software, an inference software, a likelihood software and respectively an operational impact software, these software being able to be stored in memory and to be executed by the processor. As a variant, the acquisition module 26, the anomaly detection module 28, the inference module 32, the likelihood module 34 and the operational impact module 36 are made in the form of one or more logical components. programmable, such as FPGA (English Field-Programmable Gaste Arraÿ), or in the form of one or more dedicated integrated circuits, such as ASIC (English Application-Specific Integrated Circuit).
    The interface device 24 is connected to the situation calculation device 22, for example to the likelihood module 34. The interface device 24 includes a first display module 40 configured to display each anomaly detected on a screen at its destination separately. of the driver, as for example on the display screen 20, or on a display screen integrated into the electronic assistance device 18. The first display module 40 is further configured to display the detected anomalies in the form of group (s), with a group for each cause.
    In addition optional, the interface device 24 further comprises a second display module 42 configured to display each operational capability on the screen for the pilot, as for example on the display screen 20, or on the display screen integrated with the electronic assistance device 18. The second display module 42 is further configured to display separately, on the one hand, the unchanged operational capacities, and on the other hand, operational capabilities modified by the anomaly (s) detected.
    In addition optional, the interface device 24 further comprises an interaction module 44 to allow the pilot or the crew to interact with the electronic assistance device 18, for example to require the display certain information.
    The interface device 24 is then configured to display the available operational capabilities and lost operational capabilities; the display of all situations that may explain the anomalies observed; and displaying a level of likelihood of each of the situations. In addition optional, the interface device 24 allows the driver to request, via the interaction module 44, additional explanations to justify for example the level of likelihood displayed.
    The interface device 24 is for example a computer comprising a processor and a memory, not shown, the memory being associated with the processor. The computer forming the interface device 24 is for example a separate computer from that forming the operational situation calculation device 22. In a variant, the operational situation calculation device 22 and the interface device 24 are made in the form of a computer. a single computer comprising the processor and the memory. The first display module 40, the second display module 42 and the interaction module 44 are then, for example and, where appropriate, made in the form of a first display software, a second software package display, and respectively of interaction software, these software being able to be stored in the memory and to be executed by the processor of the corresponding computer. As a variant, the first display module 40, the second display module 42 and the interaction module 44 are made in the form of one or more programmable logic components, such as FPGAs, or in the form of a module. or more dedicated integrated circuits, such as ASICs.
    The anomaly detection rules are predefined, and they make it possible to define anomaly conditions. By way of purely illustrative example, the anomaly detection rules comprise checking whether the difference between speeds provided by two sensors is greater than 10 nodes, or if the number of failure messages of an avionic equipment 12 is sufficient to confirm the occurrence of a failure, or in an example of a steering failure case the check if the measured turn angle is greater than the commanded turn angle.
    First-level relationships are also referred to as cause-and-effect relationships between avionics equipment failures 12 and operational capability failures 14. They are preferably defined as logical propositions. For example, for a status message of a flight control computer, a first relationship defining that a message M1 signaling an incorrect state of the flight control computer may be caused by a failure P1 of a circuit of energy or a failure P2 of said flight control computer, will be defined as the following logical formulation M1 = P2 or P1.
    Second-level relationships are also called dependency relationships between operational capability failures 14. They are preferably defined as logical propositions.
    By generalizing this type of formulation, the database 30 will contain, for example, a set of logical propositions of the form corresponding to relations of first or second level: • M1 = P2 or P1; • M2 = P3; • M3 = P4 or P5; • M4 = P5 or P4 or P3 or P2 or P1; with "or" designating the OR logical operator, also known as the OR terminology.
    The database 30 contains from the foregoing detection rules and first level relationships, i.e., the relationships between resource failures, or avionic equipment 12, and operational capability failures. that they induce.
    In addition optional, the database 30 also contains the second level relationships, that is to say the dependencies between operational capacity failures 14; dependency relationships with the states of the aircraft 10 (flight phases, optional equipment, etc.); and plausibility rules.
    The inference module 32, also called the inference engine, is then configured to use all the monitoring messages received from the monitoring system 16 by the acquisition module 26 and processed by the anomaly detection module 28. , this according to the first level relationships contained in the database 30.
    The inference module 32 is therefore configured to process all of the first level relationships that correspond to the monitoring messages received from the monitoring system 16 by the acquisition module 26 and processed by the anomaly detection module. 28, to identify one or more causes that may have caused each anomaly detected by the abnormality detection module 28.
    In other words, the inference module 32 is adapted to find all the causes that can explain observed effects corresponding to the monitoring messages received. The inference module 32 is thus configured to process logical propositions based on messages indicating that a failure has been observed or not.
    The inference module 32 only takes into account explanations of a causal nature, that is, consistent with the first and second level relationships, also referred to as cause-and-effect relationships, contained in the database 30.
    In the remainder of the description, the nonlimiting and purely illustrative example of a situation, where the aircraft 10 tends to turn, will be described in order to illustrate an implementation of the electronic assistance device. In the event of a steering failure, the aircraft 10 tends to turn, but this situation also arises during a failure of one of the engines of the aircraft 10. If, under the effect of the stress or lack of experience, the driver does not check the condition of the engines, it can be believed in the presence of an engine failure, while it is a steering failure. As will be explained below, the electronic assistance device 18 will then help the pilot to make the correct diagnosis, in order to perform the appropriate corrective action.
    In the case of steering failure, the inference module 32 will receive, for example, the following messages: • M1 = false, meaning here that a control computer is healthy; • M2 = true, meaning here that the pressure of a steering wheel hydraulic system is insufficient; • M3 = false, meaning here that the power of a motor is correct; and • M4 = true, meaning that the drift to the right is abnormal.
    It should be noted that in the case of loss of attention of the pilot, it is assumed for example that it does not notice that the engine power is correct, that is to say that M3 = false.
    In addition, the rule base 30 contains the following first-level relationships: • M1 = P1 or P2, where P1 is a failure of the flight control computer and P2 is a failure of the power supply circuit; • M2 = P3, where P3 is a failure of the hydraulic circuit; • M3 = D1, where D1 is a failure corresponding to a power loss of the engine; and • M4 = D3, where D3 is a failure corresponding to a drift to the right.
    The rule base 30 also contains the following second-level relationships: • D1 = P4 or P5, where P4 is a failure corresponding to a leak of a kerosene circuit and P5 is a failure of a motor control computer; • D2 = P1 or P2 or P3, where D2 is a failure corresponding to a steering deflection; and • D3 = D1 or D2.
    In this case of steering failure, from the received messages indicated above, the inference module 32 will process the following set of logical proposals: • P1 or P2 = false; • P3 = true; • P4 or P5 = wrong; and • P5 or P4 or P3 or P2 or P1 = true.
    In the case of steering failure, the inference module 32 then deduces: • P1 = false and P2 = false, meaning here there is no fault P1 or P2; • P3 = true, meaning here that the fault P3 is detected; • P4 = false and P5 = false, meaning here there is no fault P4 or P5;
    Here, the inference module 32 therefore determines that the message M4 is reduced to P3. Those skilled in the art will note that in the absence of taking into account the message M3 = false, the message M4 is ambiguous and the causes explaining the drift are then P3 or P4 or P5, that is to say, failure of hydraulic circuit or engine failure, which then explains a possible error of judgment of the pilot.
    The likelihood module 34 is configured to calculate the likelihood indicator for each identified cause. In other words, the likelihood module 34 is adapted to determine a degree of likelihood of a causal result given by the inference module 32.
    In order to calculate the likelihood indicator for each identified cause, the likelihood module 34 is then adapted to use at least one parameter selected from the group consisting of: a probability of occurrence for each avionics equipment failure (of the English failure rate), a history of previous avionics equipment failures and a level of confidence associated with the surveillance system, such as an abnormally high false detection rate; these parameters being contained in the database 30.
    In addition optional, the likelihood module 34 is adapted to use any other information likely to refine the likelihood of possible causes explaining the situations observed.
    The calculation of the likelihood indicator associated with a message is a function of the false alarm rates presented by this message with respect to the failure that it is supposed to signal.
    If we call A the monitored failure and M the message indicating this failure, then there are four different cases, as shown in Table 1 below, depending on whether the message indicates the failure (ie positive message), or not (ie message negative), and whether the failure is proven (ie present) or not (the absent).
    Table 1
    The likelihood module 34 is then configured to calculate a likelihood indicator for each message received, the calculation varying according to whether the message signals the presence or the absence of a failure. Indeed, the error of a fault detector, such as a sensor, is not necessarily symmetrical: the detector can be credible when it indicates the presence of a failure and not credible when it indicates its absence.
    The likelihood module 34 is then configured to calculate a likelihood indicator of a positive message, also called credibility of a positive message, according to the following equation:
    (1) where the corresponding conditional probabilities satisfy the equations respectively: (2) (3)
    The likelihood module 34 is then configured to calculate a likelihood indicator of a negative message, also called the credibility of a negative message, according to the following equation:
    (4) where the corresponding conditional probabilities satisfy the equations respectively: (5) (6)
    True-positive, False-positive, False-negative and True-negative are the conditional probabilities P {M A), P {M a), P (M A) and respectively
    P (M a). These conditional probabilities are values associated with each message and each observed failure.
    These conditional probabilities P (M A), P (m a), P {M A) and respectively P (m Â) are preferably predefined and stored in the database 30. They are calculated and adjusted by compared to the experience gained with the quality of the detectors.
    In optional addition, the likelihood module 34 is then configured to compare the indicator calculated for the received message with a predefined threshold in order to evaluate the likelihood of the failure or the absence of failure, reported in the received message.
    The operational impact module 36 is then configured to determine the operational capability (s) 14 modified by the detected anomaly (s), as a function of the second level relations, that is to say the dependency relationships between operational capability failures. . In other words, the operational impact module 36 is adapted to determine the operational capacities 14 impacted by the failures using the dependency relationships contained in the database 30.
    The operation of the electronic assistance device 18 will now be explained with reference to FIG. 2 representing a flowchart of an assistance method 100 according to the invention.
    In an initial step 110, the acquisition module 26 acquires the monitoring information from the surveillance system 16. It then collects the monitoring information. This information corresponds to an observed set of effects resulting from failures or failures.
    In the next step 120, the anomaly detection module 28 applies the detection rules from the database 30 to the monitoring information acquired by the acquisition module 26, which enables it to determine during the detection period. the next step 130, if the situation, that is to say the set of monitoring information, is normal or not. In step 130, the anomaly detection module 28 thus detects, if necessary, at least one anomaly among a failure of an avionic equipment 12 and a failure of an operational capacity 14, from the information of acquired monitoring and anomaly detection rules contained in the database 30.
    If the situation is considered normal, the process returns to the initial acquisition step 110, otherwise the process proceeds to the next step 140.
    When an abnormal situation is detected, the inference module 32 first searches, in the step 140, the corresponding first level relationships in the database 30. In other words, the inference module 32 searches in the database 30 of cause and effect relationships associated with the detected fault (s) or failure (s).
    The inference module 32 implements inference algorithms during the next step 150, to separate in groups of ambiguity causes associated with the fault or faults detected. This separation of causes into groups of ambiguity is described in document FR 2 973 882 A1.
    For each situation thus distinguished, the inference module 32 searches in step 160 for all the causes that may be at the origin of the current abnormal situation. In step 160, the inference module 32 thus identifies, for each detected anomaly, one or more causes that may have caused said anomaly, this as a function of the first level relationships contained in the database 30.
    In optional addition, once the situations identified and the possible causes explaining these situations determined by the inference module 32, the likelihood module 34 extracts, in the next step 170, from the database 30 the information associated with each possible cause, such as the probability of occurrence, and at each monitoring information, such as True-positive, False-positive,
    False-negative and True-negative, that is the probabilities P {M A), P (m ), P (M A) and respectively P (m A).
    The likelihood module 34 then calculates, during the step 180 and using the above information from the database 30, a likelihood indicator CP (M), CN (M) for each identified cause.
    In step 190, the likelihood module 34 orders, in order of likelihood, the situations that the operational situation calculation device 22 has previously determined.
    The operational impact module 36 determines, in step 200, in parallel with the steps 170 to 190, the impact of each of the situations on the operational capacities. The operational impact module 36 thus determines the operational capability (s). 14 impacted by the anomaly (s) detected, based on the second level relationships contained in the database 30.
    When the pilot or the crew issues a display request, this is taken into account by the interaction module 44 during step 210. In step 220, the second display module 42 displays information relating to the operational capabilities 14, for example by displaying, on the one hand, the operational capabilities 14 available, and on the other hand the operational capabilities 14 absent or lost. The second display module 42 thus makes it possible to highlight the operational capabilities impacted for the anomaly or anomalies previously detected by the anomaly detection module 28.
    Finally, during step 230, the first display module 40 displays the possible causes for each abnormal situation detected, as well as the associated explanations. According to the degree of detail desired by the pilot, the first display module 40 displays the causes identified by the inference module 32, and possibly the corresponding likelihood indicators calculated by the likelihood module 34, as well as possibly still the first-level relationships between avionics equipment failures 12 and operational capability failures 14, in order to provide the pilot with explanations of the diagnosis issued by the electronic assistance device 18. The electronic assistance device 18 then enables the pilot to deal more effectively with abnormal situations caused by malfunctions occurring in one or more avionics equipment 12, as will be explained hereinafter with reference to FIGS. 3 and 4, in which FIG. 3 represents the treatment of an abnormal situation with a simple monitoring system of the state of the art, and FIG. the treatment of the same abnormal situation using the electronic assistance device 18 according to the invention.
    In FIG. 3, a set of visible effects E results from the superposition of two abnormal situations B and C, the situation B concerning, for example, the environment 21 of the aircraft and the situation C concerning one of the avionics equipment. of the aircraft. In this case, the reasoning process R of the driver then comprises for example the recognition of the superimposed signature of situations B and C as being identical to the signature of a situation A (arrow F1). In this case, the pilot then makes an unsuitable decision (arrow F2) by applying his knowledge of the PR procedures to situation A, rather than to the combination of situations B and C. In other words, the pilot is unfortunately misled by situation A which is similar to the superposition of situations B and C.
    In FIG. 4, in the presence of the same set of visible effects E resulting from the superimposition of two abnormal situations B and C, the electronic assistance device 18 takes into account, via its inference module 32, a the set of visible effects E (arrow F3), this from the monitoring information acquired by the acquisition module 26, then anomalies detected by the anomaly detection module 28, and secondly, first-level relationships between avionics equipment failures and operational capability failures from database 30 (arrow F4) to diagnose the situation and present it to the pilot on the display screen 20 (arrow F5 ). In this case, the diagnosis made by the electronic assistance device 18 will indicate that the state of the aircraft can be situation A, but that there is also the possibility that situations B and C are also present simultaneously.
    This provision of information to the pilot then avoids that he only deals with the erroneous case of situation A, the pilot also retaining his power to discriminate, applying the procedures to remove doubt in accordance with his knowledge of PR procedures, and having thus a reasoning process R adapted to the exact situation of the aircraft 10.
    The determination of a likelihood indicator for each identified cause makes it possible to further assist the pilot, especially when the causes identified are multiple, by then proposing a hierarchy of the causes identified according to their likelihood.
    The determination of the operational capability (s) 14 modified by the detected anomaly (s) also makes it possible to further assist the pilot by establishing a relationship between the detected anomalies and the impacted operational capabilities, in order subsequently to inform the pilot as to the operational capabilities. 14 impacted.
    It is thus conceivable that the electronic assistance device 18 and the associated assistance method 100 enable the pilot to deal more effectively with abnormal situations caused by malfunctions occurring in one or more avionics equipment 12, which leads to a reduction in the risks during the flight phase (s) of the aircraft 10 and thus improves the safety of the flight of the aircraft 10.
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    1. An aircraft pilot's electronic assistance apparatus (18), the aircraft (10) having avionic equipment (12) implementing operational capabilities (14) of the aircraft and a surveillance system ( 16), each avionics equipment (12) being associated with one or more operating parameters, the monitoring system (16) being configured to determine aircraft-related monitoring information from operating parameters and operational capabilities ( 14), the apparatus (18) being intended to be on board the aircraft (10) and comprising: - an acquisition module (26) configured to acquire the surveillance information from the surveillance system ( 16), - an abnormality detection module (28) configured to detect at least one anomaly among a failure of an avionic equipment and a failure of an operational capability, from the acquired monitoring patterns and anomaly detection rules, the anomaly detection rules being contained in a predefined database (30), characterized in that the apparatus (18) further comprises an inference module (32) configured to identify, for each detected anomaly, one or more causes that may have caused said abnormality, based on first-level relationships between avionics equipment failures and operational capability failures, the first-level relationships being contained in the predefined database (30).
    [2" id="c-fr-0002]
    Apparatus (18) according to claim 1, wherein the apparatus (18) further comprises a likelihood module (34) configured to calculate, for each identified cause, a likelihood indicator as a function of at least one parameter selected from the group consisting of: a probability of occurrence for each avionics equipment failure, a history of previous avionics equipment failures, and a confidence level associated with the surveillance system, the parameters being contained in the predefined database (30).
    [3" id="c-fr-0003]
    Apparatus (18) according to claim 1 or 2, wherein the apparatus (18) further comprises an operational impact module (36) configured to determine one or more operational capabilities (14) modified by the one or more anomalies detected, based on second-level relationships of dependency between operational capability failures, the second-level relationships being contained in the predefined database (30).
    [4" id="c-fr-0004]
    Apparatus (18) according to any one of the preceding claims, wherein the apparatus (18) further comprises a first display module (40) configured to display, on a screen (20) to the pilot, distinctly each anomaly detected.
    [5" id="c-fr-0005]
    Apparatus (18) according to claim 4, wherein the first display module (40) is further configured to display the detected anomalies as a group (s), with a group for each cause.
    [6" id="c-fr-0006]
    Apparatus (18) according to any one of the preceding claims, wherein the apparatus (18) further comprises a second display module (42) configured to display, on a screen (20) to the pilot, each operational capability (14).
    [7" id="c-fr-0007]
    Apparatus (18) according to claims 3 and 6, wherein the second display module (42) is further configured to separately display, on the one hand, unchanged operational capabilities (14), and on the other hand, the operational capabilities (14) modified by the anomaly (s) detected.
    [8" id="c-fr-0008]
    Apparatus (18) according to any one of the preceding claims, wherein the apparatus (18) further comprises the predefined database (30).
    [9" id="c-fr-0009]
    A method (100) of assisting an aircraft pilot, the aircraft (10) having avionic equipment (12) implementing operational capabilities (14) of the aircraft and a surveillance system (16). ), each avionic equipment (12) being associated with one or more operating parameters, the monitoring system (16) being configured to determine monitoring information relating to the aircraft (10) from the operating parameters and the capabilities (14), the method (100) being implemented by an electronic assistance apparatus (18) and comprising the steps of: - acquiring (110) the monitoring information from the surveillance system (16); ), - detecting (120, 130) at least one anomaly among a failure of avionics equipment and a failure of an operational capability, based on the acquired monitoring information and the flight rules. anomaly detection, the anomaly detection rules being contained in a predefined database (30), characterized in that it further comprises the following step of: - identifying (140, 150, 160), for each anomaly detected, one or more causes that may have caused said anomaly, based on first-level relationships between avionics equipment failures and operational capability failures, the first-level relationships being contained in the predefined database ( 30).
    [10" id="c-fr-0010]
    The method (100) of claim 9, wherein the method (100) further comprises the step of computing (170, 180), for each identified cause, a likelihood indicator based on at least one parameter selected from the group consisting of: a probability of occurrence for each avionics equipment failure, a history of previous avionics equipment failures, and a confidence level associated with the surveillance system, the parameters being contained in the predefined database (30).
    [11" id="c-fr-0011]
    The method (100) of claim 9 or 10, wherein the method (100) further comprises the step of determining (200) one or more operational capabilities (14) modified by the detected abnormality (s), based on second-level dependency relationships between operational capability failures, the second-level relationships being contained in the predefined database.
    [12" id="c-fr-0012]
    Computer program comprising software instructions which, when implemented by a computer apparatus (18), implement the method (100) according to any one of claims 9 to 11.
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    法律状态:
    2016-11-30| PLFP| Fee payment|Year of fee payment: 2 |
    2017-05-26| PLSC| Publication of the preliminary search report|Effective date: 20170526 |
    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 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1502439A|FR3044143B1|2015-11-23|2015-11-23|ELECTRONIC APPARATUS AND METHOD FOR ASSISTING AN AIRCRAFT DRIVER, COMPUTER PROGRAM|
    FR1502439|2015-11-23|FR1502439A| FR3044143B1|2015-11-23|2015-11-23|ELECTRONIC APPARATUS AND METHOD FOR ASSISTING AN AIRCRAFT DRIVER, COMPUTER PROGRAM|
    US15/358,559| US10176649B2|2015-11-23|2016-11-22|Electronic apparatus and method for assisting an aircraft pilot, related computer program|
    CN201611036840.9A| CN107010238B|2015-11-23|2016-11-22|Electronic device and method for assisting an aircraft pilot and related computer program|
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