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    • 专利摘要:
    A computer-implemented meteorological data management method for managing the flight of an aircraft is disclosed, comprising the steps of receiving a map background (320) and meteorological data associated with the flight plan (321); select one or more meteorological events (331); displaying graphical representations (360) associated with selected meteorological events (331) on a banner (330) representing the flight plan (321); depending on the updated weather data, update the meteorological data display. Developments describe the updating of the display corresponding to a revision of the flight plan, taking into account the severity of meteorological events, the issuance of alerts and / or notifications selectable, the distinction between meteorology-type regulatory and non-regulatory type. Aspects of software and system are described (e.g. EFB electronic flight bag).
    公开号:FR3046225A1
    申请号:FR1502714
    申请日:2015-12-29
    公开日:2017-06-30
    发明作者:Francois Fournier；Frederic Panchout；Mathieu Cornillon；Christophe Lerat
    申请人:Thales SA；
    IPC主号:
    专利说明:

    DISPLAY OF WEATHER DATA IN A
    AIRCRAFT
    Field of the Invention The invention relates to the technical field of meteorological data management as part of the navigation aid of a means of transport such as an aircraft. State of the art
    Meteorological information is essential for aids to navigation of an aircraft, which moves rapidly under a variety of changing and changing atmospheric conditions.
    Weather conditions influence operational readiness and in-flight decisions. Decisive weather events include, but are not limited to, atmospheric motions (eg wind, storm, convection, turbulence, etc.), hydrometeorological formations (eg rain, snow, fog, etc.), frost, low or low visibility conditions, electric (lightning).
    Meteorological data is provided in textual and / or graphic form. For graphical weather data, they are usually displayed as symbols, which are superimposed on one or more maps or cartographic layers.
    Different display options are generally available to the pilot to navigate effectively within the meteorological data. These options include the ability to select or filter one or more criteria associated with a particular weather event type, the ability to select or manipulate display layers, to choose, or to benefit from the use of color codes. to indicate possible risks or priorities, to manage the transparency of the various symbols displayed on the screen, etc.
    Nevertheless, these approaches have limitations.
    Current display options have limitations. In particular, the display of all meteorological data does not make it easy to make decisions. The pilot must make a mental effort and / or perform numerous and time-consuming manual operations to identify weather information relevant to the flight plan, including whether or not this meteorological information is critical to him. The navigation tools in the data that are now accessible to the pilot frequently require numerous manipulations.
    In addition, the pilot is often confronted with flight plan changes in relation to his planned initial flight plan, whether these modifications are made by the FMS, or manually by the pilot on an EFB or an FMS, or proposed. by the Company Operations Center, or even required by Air Control. The pilot must systematically re-analyze the weather situation along his new route, which represents a heavy job that accounts for a large part of his cognitive load.
    There is an operational need for advanced weather data management systems and methods within aircraft cockpits. Summary of the invention
    There is disclosed a computer-implemented meteorological data management method for managing the flight of an aircraft, comprising the steps of receiving a map background and meteorological data associated with the flight plan; select one or more weather events; display graphical representations of meteorological events on a strip representing the flight plan of the aircraft; according to the updating of the meteorological data, updating the display of the meteorological data selected and associated with the flight plan of the aircraft. Developments describe, in particular, the updating of the display corresponding to a revision of the flight plan, the taking into account of the severity of meteorological events, the issuing of alerts and / or notifications selected, the distinction between meteorology of the regulatory type. and non-regulatory type. Aspects of software and system are described (e.g. EFB electronic flight bag). The invention consists in producing and displaying the synthesis of meteorological events along the route of the airplane
    Advantageously, the embodiments of the invention make it possible to provide the pilot with a summary of the meteorological phenomena that the aircraft will encounter along its route. This input of information is contextual and relevant to the flight plan, the synthesis being achieved by a correlation using intersections between the available meteorological data and the planned flight plan and / or the actual flight trajectory, on the four spatial and temporal dimensions, by projecting the position of the aircraft in the future.
    Advantageously, the examples described facilitate the man-machine interactions and in particular discharge the pilot of tedious manipulations of access to meteorological information, sometimes repetitive and often complex, thereby improving its ability to concentrate for the actual piloting. As a result, the cognitive load of the pilot dedicated to the management of meteorology is decreased. Improving the human-machine interaction model, the driver's visual field can be used optimally and more intensively, to maintain a high level of attention or to exploit the latter at best. The cognitive effort to be provided is optimized, or more exactly partially reallocated to cognitive tasks that are more useful with regard to the objective of piloting. The pilot can concentrate on other piloting tasks. The safety of the flight of the aircraft is increased.
    Advantageously according to the invention, the meteorological information is updated. Specifically, "informative" weather information is added to "regulatory" meteorological information (defined below). The latter remains accessible at all times and at the request of the pilot.
    Advantageously according to the invention, the updated weather information is moreover correlated with the current flight plan of the aircraft. In other words, the method according to the invention determines the intersection of the meteorological events relevant for the current flight plan. Whatever the revision (or modification) of the flight plan, the display of weather events is updated.
    Advantageously, the method according to the invention allows the pilot to anticipate the future situation of the aircraft from the point of view of meteorology. In one embodiment, weather data beyond 200 nautical miles (~ 30 min) is displayed (beyond the current capabilities of its on-board sensors) to assist the pilot in making long-term strategic navigation decisions. term
    Advantageously, in one embodiment of the invention, during an update of the data and / or during data synchronization and / or update or modification of the flight plan, the pilot - not not consulting the weather information at the time of the update and / or synchronization and / or modification - will be notified later (for example visually) of the data changes corresponding to the flight plan considered.
    DESCRIPTION OF THE FIGURES Other characteristics and advantages of the invention will become apparent with the aid of the description which follows and the appended drawings in which:
    Figure 1 illustrates the overall technical environment of the invention;
    Figure 2 schematically illustrates the structure and functions of a known FMS flight management system;
    FIG. 3 shows an example of a human-machine interface according to the invention for displaying information of a meteorological nature;
    FIG. 4 illustrates examples of driver interaction with the human-machine interface according to the invention;
    FIG. 5 shows examples of steps of the method according to the invention;
    FIG. 6 illustrates alternative embodiments of the human-machine interface according to the invention.
    DETAILED DESCRIPTION OF THE INVENTION The invention generalises the notion of meteorological data ("weather").
    In avionics, meteorological data can be classified into several categories (e.g. "regulatory" or "normative" meteorology, "informative" or "strategic" weather, "radar" weather, measured by embedded devices).
    Regarding the so-called regulatory weather, weather observations and forecasts are integrated into a regulatory briefing file that is provided to the pilot before the aircraft takes off. This regulatory weather is limited. The form and format is basic (text code and black-and-white graphics) and the data is generally valid only for a limited time interval (in the order of three to six hours). This unavoidable obsolescence of meteorological data leads to significant complications, including certain risks to flight safety.
    For the so-called "informative" or "forecaster" or "strategic" weather, data of this type are generally presented in the form of graphical data. They have the particularity of coming in addition to the regulatory data necessary for the operation of the flight. Forecasting or informational weather is intended to provide strategic-level consulting information where neither the weather radar has sufficient scope and the briefing information is out of date. Updating this type of meteorological data is currently limited in existing systems. For example, using ACARS with AOC provides updates that are only textual. As a result, pilots have additional information but poor content and / or limited validity. At the cost of tedious manipulations, pilots must search, find, retrieve and interpret relevant information within this limited information.
    Regarding radar weather, it is limited in scope by measuring devices (i.e. short distance). It serves directly for piloting.
    Even more generally, defined according to the invention, meteorological data can be segmented (with recovery) or partitioned (with recovery) according to different levels of "quality" or "service". According to the invention, third-party data sources (to regulatory meteorology) can be taken into account in the meteorological synthesis of the method according to the invention. For example, a data source indicating the presence of migratory birds in a given area can help to improve "meteorological" understanding in a broad sense. A certain number of data, of strategic and informative type, different from those from the flight record, can be refreshed and consulted in flight, coming from sensors internal to the aircraft or accessible by downloading from the ground via means communications (satellite or other). In one embodiment, one or more non-regulatory type data may be requalified into data of a level equivalent to that of the regulatory data (see below). The invention may in particular be implemented on one or more EFBs "Electronic Flight Bag" and / or on one or more screens of the FMS "Flight Management System" and / or on one or more screens of the CDS "Cockpit
    Display System ". The display can be "distributed" on these different display screens.
    An "Electronic Flight Bag", an acronym or acronym EFB, means electronic embedded libraries. Generally translated as "electronic flight bag" or "electronic flight bag" or "electronic flight tablet", an EFB is an electronic device used by flight crew (eg drivers, maintenance, cabin ..). An EFB can provide flight information to the crew, helping them perform tasks (with less and less paper). One or more applications allow the management of information for flight management tasks. These general purpose computer platforms are intended to reduce or replace paper-based reference material, often found in the "Pilot Flight Bag" hand baggage, the handling of which can be tedious, especially during critical flight phases. Reference paper documentation usually includes flight manuals, navigation charts, and ground operations manuals. These documentations are advantageously dematerialized in an EFB. In addition, an EFB can host software applications specifically designed to automate manually conducted operations in normal times, such as take-off performance calculations (limit velocity calculation, etc.). Different classes of EFB material exist. Removable EFBs are portable electronic devices (PEDs), which are not normally used during takeoff and other critical phases. This device class does not require a specific certification or authorization administrative process. Installed EFB devices are normally located in the cockpit, e.g. mounted in a position where they are used during all phases of flight. This class of devices requires prior authorization. Removable and installed devices are considered portable electronic devices. Fixed avionics installations, such as computer media or fixed docking stations installed in aircraft cockpits generally require approval and certification by the regulator.
    Like any display device, the amount of information to be displayed on an EFB may have limitations (especially with regard to the display of weather data) and it is advantageous to implement methods that optimize the display of data.
    In addition, or alternatively, the display on one or more EFB, data can be displayed on one or more screens of the FMS displayed in the cockpit of the aircraft. The acronym or acronym FMS corresponds to the English terminology "Flight Management System" and refers to the flight management systems of aircraft. During the preparation of a flight or during a diversion, the crew proceeds to enter various information relating to the progress of the flight, typically using a flight management device of an FMS aircraft. An FMS comprises input means and display means, as well as calculation means. An operator, for example the pilot or the co-pilot, can enter via the input means information such as RTAs (Required Time of Arrival), associated with waypoints, or waypoints, that is to say points vertically or through which the aircraft must pass. These elements are known in the state of the art by the international standard ARINC 424. The calculation means make it possible in particular to calculate, from the flight plan comprising the list of waypoints, the trajectory of the aircraft, as a function of geometry between waypoints and / or altitude and speed conditions.
    In the remainder of the document, the acronym FMD is used to designate the display of the FMS present in the cockpit, generally arranged in the lower head (at the lower level of the dashboard). The acronym ND is used to designate the graphical display of the FMS present in the cockpit, usually arranged in the middle head, in front of the face. This display is defined by a reference point (centered or at the bottom of the display) and a range, defining the size of the display area. The acronym HMI stands for Human Machine Interface (HMI). The entry of information, and the display of information entered or calculated by the display means, constitute such a man-machine interface. In general, the HMI means allow the entry and consultation of flight plan information. The embodiments described below detail advanced HMI systems.
    Various embodiments of the invention are described below.
    There is disclosed a computer-implemented meteorological data management method for managing the flight of an aircraft, comprising the steps of receiving a map background from among a plurality of predefined map maps; receive meteorological data associated with the flight plan of the aircraft; selecting one or more weather events from said meteorological data; displaying one or more graphical representations associated with selected meteorological events on a horizontal or vertical strip representing the flight plan of the aircraft; and according to the updating of the meteorological data, updating the display of the meteorological data selected and associated with the flight plan of the aircraft.
    The verb "actualize" means "update".
    In a development, the method further comprises receiving a revision of the flight plan of the aircraft and a step of updating the steps of selecting and displaying the selected weather events.
    In one embodiment of the invention, the flight plan conditions (unilaterally) the filter and the display of meteorological events. In other words, the flight plan (which can change) serves as a reference for determining the relevant weather events against predefined criteria. A dangerous cumulonimbus placed on the route of the aircraft will be indicated to the pilot. This is an essentially tactical embodiment.
    In a development, the step of updating the meteorological data display includes one or more steps selected from the steps including a step of adding the graphical representation of a meteorological event, a step of deleting the graphical representation of a meteorological event. a meteorological event and a step of changing the graphical representation of a weather event.
    In a development, the graphical representation of a meteorological event is a descriptive form, of which at least a part of the graphic form and / or the color and / or texture is determined according to the degree of severity of the event. associated weather.
    In a development, graphical representations of weather events are arranged according to predefined display priorities.
    The priorities or display rules may in particular provide a display in decreasing order of severity along the flight plan of the aircraft.
    In a development, at least one meteorological event is associated with a one-time date of occurrence and / or a time interval of validity.
    In one development, the method further includes the step of displaying the time delay before the next expected update of the meteorological data.
    In a development, the method further comprises a step of determining a change or revision of a flight plan or flight instruction based on at least one modification of meteorological data and a step of displaying said modification or revision or set to the driver.
    In one embodiment, background calculations evaluate the need for flight plan adaptation to meteorology.
    In one embodiment, the flight plan data and meteorological data influence each other (bilateral interaction).
    In particular, by multiplying the virtual or possible flight plans at a given moment and by determining the selection of meteorological events for each virtual flight plan, it is possible to assist the pilot in his navigation by allowing him to compare different plans. alternative flight from the point of view of weather obstacles. In one embodiment, the pilot can compare the weather summaries of each possible route or multiple routes of his choice). Comparisons between flight plans can be made in different ways. In one embodiment, the weather summaries are compared graphically (e.g., side by side, overlay and use of colors, etc.). In one embodiment, each weather event may be associated with a score; the comparison step then manipulates the summation of the scores for the plurality of compared routes. An optional optimization step may be to minimize the sum of the scores. This type of embodiment is essentially strategic.
    In a development, the method further comprises a step of determining the modification of the flight plan of the aircraft necessary to circumvent a weather event determined to be severe and a step of displaying an alert if said modification of the flight plan exceeds a predefined threshold
    In one development, the method further comprises a step of determining the existence of a meteorological event associated with a severity level in excess of a predefined threshold and a step of graphically displaying a selectable visual notification indicative of the existence of said weather event.
    In a development, meteorological data are non-regulatory meteorological data.
    Meteorological data is partitioned (without recovery) between regulatory type data and non-regulatory meteorological data.
    In one embodiment, non-regulatory meteorological data is associated with a plurality of levels or sources of quality or reliability.
    In a decision-making system, data quality refers to a set of requirements (e.g., accuracy, truth, variety, depth, freshness, etc.). In avionics, the sources or origins of the data may be considered ("reliability" levels).
    In one embodiment of the invention, the regulatory or non-regulatory nature of the displayed weather information may be reported to the pilot (for example the regulatory weather may be framed in red while the informative weather would not be framed).
    In a development, the method further comprises the step of receiving indication of the qualification of at least one data or source of meteorological data of non-regulatory type into a meteorological data type regulatory.
    In one embodiment, a communication or feedback loop (with the controller, an ATC, or a certified and / or authorized organization) may allow requalification of the weather information. For example, the presence of migratory birds next to a given airport can be "endorsed" by the appropriate regulator.
    There is disclosed a computer program product, comprising code instructions for performing the steps of the method, when said program is run on a computer.
    There is disclosed a system comprising means for implementing the steps of the method.
    In a development, the system includes a display screen for an electronic flight bag or Electronic Flight Bag.
    In a development, in addition or in substitution, the system comprises at least one display screen selected from a PFD flight screen and / or an ND / VD navigation screen and / or a multifunction MFD screen.
    In a development, in addition or in substitution, the system comprises at least one screen type touch screen.
    In a development, in addition or in substitution, the system comprises means of augmented reality and / or virtual reality.
    Figure 1 illustrates the overall technical environment of the invention. Avionics equipment or airport means 100 (for example a control tower in connection with the air traffic control systems) are in communication with an aircraft 110. An aircraft is a means of transport capable of evolving within the earth's atmosphere. . For example, an aircraft can be an airplane or a helicopter (or even a drone). The aircraft comprises a cockpit or cockpit 120. Within the cockpit are piloting equipment 121 (so-called avionics equipment), comprising for example one or more on-board computers (means for calculating, memorizing and storing data). data), including an FMS, display or visualization and data entry means, communication means, as well as (possibly) haptic feedback means and a running calculator. A touch pad or an EFB 122 can be on board, in a portable manner or integrated into the cockpit. Said EFB can interact (two-way communication 123) with the avionics equipment 121. The EFB can also be in communication 124 with external computer resources, accessible by the network (for example cloud computing or "cloud computing" 125). In particular, the calculations can be carried out locally on the EFB or partially or totally in the calculation means accessible by the network. The on-board equipment 121 is generally certified and regulated while the EFB 122 and the connected computer means 125 are generally not (or to a lesser extent). This architecture makes it possible to inject flexibility on the side of the EFB 122 while ensuring a controlled safety on the side of the onboard avionics 121.
    Among the onboard equipment are various screens. The ND screens (graphic display associated with the FMS) are generally arranged in the primary field of view, in "average head", while the FMD are positioned in "head down". All information entered or calculated by the FMS is grouped on pages called FMD. Existing systems can navigate from page to page, but the size of the screens and the need not to put too much information on a page for its readability do not allow to comprehend in their entirety the current and future situation of the flight of synthetic way. The crews of modern aircrafts in cabin are usually two people, distributed on each side of the cabin: a "pilot" side and a "co-pilot" side. Business aircraft sometimes have only one pilot, and some older aircraft or military transport have a crew of three. Each one visualizes on his IHM the pages that interest him. Several of the hundreds that are possible are usually displayed permanently during the execution of the mission: the page "flight plan" first, which contains the route information followed by the aircraft (list of the next crossing points with their predictions associated in distance, time, altitude, speed, fuel, wind). The route is divided into segments, legacies and procedures, themselves made up of points and includes a "performance" page which contains the useful parameters to guide the aircraft on the short term (speed to follow, altitude ceilings, next changes altitude). There are also a multitude of other pages available on board (the pages of side and vertical revisions, information pages, pages specific to certain aircraft), or generally a hundred pages.
    Figure 2 schematically illustrates the structure and functions of a known FMS flight management system. An FMS 200 type system disposed in the cockpit 120 and the avionics means 121 has a man-machine interface 220 comprising input means, for example formed by a keyboard, and display means, for example formed by a display screen, or simply a touch display screen, and at least the following functions: - Navigation (LOCNAV) 201, to perform the optimal location of the aircraft according to the geolocation means such as the geopositioning GNSS satellite (eg GPS, GALILEO, GLONASS, ...), VHF radionavigation beacons, inertial units. This module communicates with the aforementioned geolocation devices; - Flight Plan (FPLN) 202, to capture the geographical elements constituting the "skeleton" of the route to be followed, such as the points imposed by the departure and arrival procedures, the waypoints, the air corridors, commonly designated "airways" according to English terminology. An FMS generally hosts several flight plans (the so-called "Active" flight plan on which the aircraft is guided, the "temporary" flight plan allowing modifications to be made without activating the guidance on this flight plan and "Inactive" flight plans of work (so-called "secondary") - Navigation database (NAVDB) 203, to build geographic routes and procedures from data included in the bases relating to points, beacons, legacies d interception or altitude, etc. - Performance database, (PERFDB) 204, containing the aerodynamic and engine parameters of the aircraft - Lateral trajectory (TRAJ) 205, to construct a continuous trajectory from the points of the aircraft flight plan, respecting aircraft performance and containment constraints (RNAV for Area Navigation or RNP for Required Navigation Performance); - Predictions (PRED) 206, to build an optimized vertical profile on the lateral trajectory e t vertical and giving estimates of distance, time, altitude, speed, fuel and wind in particular at each point, at each change of pilot parameter and destination, which will be displayed to the crew. - Guidance (GUID) 207, to guide the aircraft in its lateral and vertical planes on its three-dimensional trajectory, while optimizing its speed, using the information calculated by the Predictions function 206. In an aircraft equipped with a device automatic pilot 210, the latter can exchange information with the guide module 207; - Digital data link (DATALINK) 208 for exchanging flight information between flight plan / prediction functions and control centers or other aircraft 209. - one or more HMI screens 220. All information entered or calculated FMS is grouped on display screens (FMD, NTD and PFD pages, HUD or other). On Airbus A320 or A380 type airplanes, the FMS trajectory is displayed at the average head, on a Display Navigation Display (ND) screen. "Navigation display" provides a geographical view of the aircraft's situation, with the display of a cartographic background (whose exact nature, appearance, content may vary), sometimes with the flight plan of the aircraft. plane, the characteristic points of the mission (equi-time point, end of climb, beginning of descent, ...), the surrounding traffic, the weather in its various aspects such as the areas of rain and thunderstorms icing conditions etc. usually coming from the on-board weather radar (eg reflectivity echoes that detect rainy and stormy areas) On aircraft of the Airbus A320, A330, A340, Boeing B737 / 747 generation, there is no interactivity with flight plan display screen The flight plan is constructed from an alphanumeric keypad on a Multi Purpose Control Display (MCDU) interface The flight plan is constructed by entering the list of "waypoints" "(Waypoints) represented in tabular form.It is possible to enter a certain amount of information on these" waypoints ", via the keyboard, such as the constraints (speed, altitude) that the plane must respect when passing waypoints. This solution has several flaws: it does not allow to deform the trajectory directly, it is necessary to pass by a successive seizure of "waypoints", existing in the databases of navigation (NAVDB standardis on board in AEEC ARINC 424 format), or created by the crew via its MCDU (by entering coordinates for example). This method is tedious and imprecise given the size of the current display screens and their resolution. For each modification (for example a deformation of the trajectory to avoid a dangerous weather hazard, which moves), it may be necessary to re-enter a succession of waypoints outside the zone in question. From the flight plan defined by the pilot (list of waypoints called "waypoints"), the lateral trajectory is calculated according to the geometry between the points of passage (commonly called leg) and / or altitude conditions and speed (which are used for calculating the turning radius). On this lateral trajectory, the FMS optimizes a vertical trajectory (in altitude and speed), passing through possible constraints of altitude, speed, time. All information entered or calculated by the FMS is grouped on display screens (MFD pages, NTD and PFD visualizations, HUD or other). The HMI part 220 of FIG. 2 therefore comprises a) the HMI component of the FMS which structures the data for sending to the display screens (known as CDSs for the Cockpit Display System) and b) the CDS itself, representing the screen and its graphical control software, which displays the drawing of the trajectory, and which also includes the computer drivers for identifying the movements of the finger (in the case of a touch interface) or the pointing device. All the information entered or calculated by the FMS is grouped on "pages" (displayed graphically on one or more screens of the FMS). The existing systems (so-called "glass cockpits") allow to navigate from page to page, but the size of the screens and the need not to overload the pages (to preserve their legibility) do not allow to apprehend the current and future situation synthetic flight. Searching for a particular flight plan item can take a lot of time for the pilot, especially if he or she has to navigate many pages (long flight plan). Indeed, the different technologies of FMS and screens currently used only allow to display between 6 and 20 lines and between 4 and 6 columns.
    FIG. 3 shows an example of a human-machine interface according to the invention for displaying information of a meteorological nature.
    Different embodiments of the method according to the invention are described below.
    In one embodiment, for example using an EFB type tablet, a graphical interface 300 is displayed for the pilot or a crew member. The graphical interface includes navigation options (e.g., a plurality of selectable symbols). In one embodiment, the visualization of meteorological data is permitted by means of selections made on the independent variables of time and altitude (symbols 350 making it possible to choose flight attitudes for filtering meteorological information). In particular, the interface may have access to data concerning the existing weather conditions in different airports (e.g. diversion, arrival etc.). The graphical interface may display a cartographic background 320 (aerial map), notably showing the flight plan 321. In one embodiment, the graphical interface comprises a graphical representation of the two-dimensional flight plan on which the various flight diagrams are represented. meteorological events that the aircraft will encounter during its flight plan. The graphical interface may display a "ribbon" or "banner" 330, representing meteorological events encountered by the aircraft along the flight plan (for example meteorological event 331). In other words, the flight can be represented by a horizontal line where meteorological events are represented. This line can indicate the airport of departure and the next weather phenomena.
    A weather event may be associated with a description sheet that provides qualitative and / or quantitative details about or related to the event (location, intensity, altitude, temporal validity interval, probability, metadata, data sources, symbol graphic etc.). For example, the meteorological event 331 is associated with the description sheet 340.
    In one embodiment, the method of the invention includes a "meteorological synthesis" mode (e.g. selectable icon WS 311).
    Each meteorological event is associated with a date or temporal information and / or is associated with a position in space (2D or 3D), that is, at a point in time at which the weather event is to occur. take place and / or a time slot during which the weather event is considered valid). In an optional embodiment, each meteorological event is associated with a score (aggregate encoding a severity level in terms of potential safety consequences, associated probabilities, etc.).
    Optionally, color codes may be used to indicate the severity of each weather event.
    In a dynamic manner, the fact sheets are updated as the corresponding data are received and the weather databases are refreshed. Meteorological data are received by the aircraft via dedicated links, satellites, at fixed or variable intervals ...
    An optional flag 359 tells the driver when the next update will take place (in the example, data refresh is scheduled in 15 minutes).
    In one embodiment, during an update, the insertion and / or deletion and / or modification of a descriptive card can be notified graphically. The insertion of a descriptive card associated with a meteorological event 360 may, for example, be indicated by the shift to the right of a descriptive card 362 and a sliding insertion 361 of the new descriptive card 360. The deletion of a descriptive card (eg disappearance of the corresponding weather event, obsolescence of data, etc.) can also be graphically illustrated (eg grayscale coloring, blinking, fade out, etc.). The modification of a descriptive form may also be indicated graphically (eg colorized outline lines, dedicated graphic symbol, display of the word "new", blinking, etc.). Other types of graphic animations are possible (colors, shapes, textures, sounds, vibrations, etc.).
    Advantageously, the graphic demonstrations (or more generally of a haptic nature) associated with the data changes in the meteorological data flow make it possible to draw the pilot's attention to the most recent data. The display modes described above give the pilot a complete view of meteorology: access to data is facilitated in "surface" (vision extended in time) and also in "depth" (levels of accessible details). The decision making by the pilot is improved. Flight safety is also improved, as meteorological data is critical information.
    In one embodiment of the invention, a meteorological synthesis mode 311 maintains the pilot in the management of meteorological factors. In one embodiment, after selection or activation of the graphic icon, one or more predefined logic rules determine the major meteorological events that the aircraft will encounter along the flight plan. The predefined logic rules include the use of predefined filtering rules and thresholds.
    In one embodiment, the method according to the invention determines the current flight plan and / or an approximate flight plan and creates a list of meteorological events that the aircraft will encounter over time (ie its evolution in space). The meteorological conditions concerning the aircraft being continuously updated, the lists of events are iteratively defined. The flight plan can also be updated, which in turn updates the data. As a result, the weather synthesis mode 311 is also continuously updated. The more detailed the flight plan, the more associated weather events list can be accurate, relevant and useful for the pilot.
    In particular, taking meteorological data into account is of importance during flight plan revisions. During the preparation of the flight on the ground, the pilot can have a first idea of the most delicate parts of the flight. During the flight, updating the weather data allows the pilot to make informed decisions.
    In one embodiment, the weather event fact sheets are structured in a standardized manner so as to be quickly readable by the pilot. The cards can be colored in different ways (e.g. background, etc.) to encode information. The descriptive sheets may in particular provide information relating to the aircraft's crossing time of the weather event (depending on its speed), indications of the start time and / or the end time of the crossing of the aircraft. the meteorological event considered, associated spatial indications (location, movement of weather disturbances), etc.
    In one embodiment of the invention, the descriptive sheets may also include tips and suggestions for the pilot. The method according to the invention can indeed determine and suggest revisions of the flight plan in a quantified manner according to meteorological data (and also according to other parameters such as fuel consumption, estimated arrival time etc.). Advice or recommendations or suggestions may include information on de-icing, management of fuel reserves, etc.
    In one embodiment, a description sheet comprises a) a time range indicating the beginning and the end of the phenomenon in time, along the flight plan, according to the speed of the aircraft. In the case of "discrete" phenomena, it is considered the range between the first occurrence and the last occurrence; b) the highest severity (color code) encountered in the time range considered; c) a location indicated in a textual way from the flight points of the flight plan (Waypoints), d) the main characteristics of this phenomenon (importance, force, size, altitudes ...) and e) possible recommendations for the pilot.
    For example, in the case of severe weather conditions, avoidance or bifurcation may be suggested to the pilot. In the case where several meteorological phenomena are simultaneous, a filtering rule may consist in classifying the meteorological phenomena in order of decreasing severity (or in a predetermined order).
    In one embodiment of the invention, the pilot can consult weather maps at different times over time, and in particular compare changes in meteorological events ("before, after").
    In one embodiment of the invention, the pilot may select one of several weather maps, display the current flight plan, select and display one or more types of meteorological information.
    In one embodiment of the invention, the pilot can consult the maps of the airports of diversion ("alteremate"). The synthesis of information according to the invention may not systematically display these airports, but they may remain generally always accessible.
    In one embodiment of the invention, the pilot may select one or more types of meteorological events to obtain the graphical representation thereof (for example, the meteorological information will be displayed on the map background or on a line or bar horizontal plane representing the flight plan).
    In one embodiment of the invention, the pilot can select the departure and arrival airports to display a corresponding map.
    FIG. 4 illustrates examples of driver interaction with the human-machine interface according to the invention.
    In one embodiment of the invention, the updates are automatic and the graphic animations of addition, deletion of modification of meteorological data take place without intervention of the pilot.
    In one embodiment of the invention, the driver can actively interact with the interface. In one embodiment of the invention, the graphic interface is of the touch type. The driver can move (or drag) 410 a descriptive card to the left or to the right. By selecting a descriptive card 420, the map background can be refocused on the considered flight plan point and / or the associated flight plan portion 331 can be selected in the strip or ribbon. By selecting the graphic symbol "ALT" 430, the pilot can also access the descriptive sheets associated with meteorological information concerning alternative airports (in general, these descriptive sheets are not displayed by default since they do not concern the current flight). The symbols "A" (for "Arrival") or "D" (for "Departure") can be selected by the pilot; if applicable, the associated description sheet is displayed on the screen.
    FIG. 5 shows examples of steps of the method according to the invention.
    A cartographic background and meteorological data 510 are received, in association with a first flight plan (for example with the current flight plan 520, which is updated according to the different revisions). The display 530 according to the method is then updated, depending on the updating of the meteorological data 510 and / or the updated flight plan 520. Preselected selection criteria can be used to display only the relevant meteorological data. for the flight plan considered. The adjustment of the display itself can be carried out in various ways, in particular by taking into account and / or the rendering of selections 541 (by the driver and / or third-party programs), by taking into account account and / or the return of the severity of one or more meteorological events relevant to the current flight plan, by taking into account and / or restitution of data relating to the validity over time of the data (eg obsolescence, display of the delay until the next update of the data, etc.), by the issuing of alerts and / or selected notifications, by the management of data other than meteorological data of a regulatory type, etc.
    In one embodiment of the invention, the different meteorological events may be associated with reliability measures (eg indices or scores or other reliability quantifications) and / or probabilities of occurrence (eg statistical confidence intervals, etc. ).
    Such metadata can be used to modulate or adapt or modify the meteorological information display (the driver can himself contextualize the actions of the displayed information, the application of logical rules can make selections of the meteorological events to display and / or adapt the methods of graphical display of this information).
    In one embodiment of the invention, weather data as well as metadata can be taken into account by the FMS flight management system (a certified FMS but also by a non-certified FMS interacting with a certified avionics core). to provide the pilot with feedback regarding, where applicable, one or more flight plan changes.
    According to an alternative embodiment, the method according to the invention comprises a step consisting in determining the trajectory impact (e.g., a quantized spatial difference) of a modification of meteorological data received by the aircraft. In other words, the refresh of the meteorological data can be "looped" (for example in the background, that is to say in a manner not directly visible by the pilot) with the calculation of the trajectories of the aircraft, as determined by the certified and / or regulated FMS system, or by the EFB system connected to the avionics data. For example, if the occurrence of a particularly violent storm phenomenon is detected along the flight plan of the aircraft, the method according to the invention can "anticipate" the downstream changes, that is to say determine a modification (necessary or safety) of the flight plan making it possible to circumvent the dangerous phenomenon (for example at a predefined safety distance). Background checks therefore make it possible to validate the current flight plan (and / or the "Altemate" flight plan) continuously.
    In a particular embodiment of the invention, the occurrence or existence of a dangerous or severe weather phenomenon or event, in the sense that this phenomenon requires a modification of the flight plan (as determined and validated by the system flight management) may be notified to the pilot in a graphic manner, in order to seek his attention.
    FIG. 6 illustrates alternative embodiments of the human-machine interface according to the invention.
    Various human-machine interface HMI can be implemented to implement the method according to the invention. In addition to - or as a substitute for - the FMS and / or EFB on-board computer screens, additional HMI means can be used. In general, the FMS avionics systems (which are systems certified by the air regulator and which may have certain limitations in terms of display and / or ergonomics) can be advantageously complemented by non-avionic means, in particular HMIs. advanced.
    The representation of at least a portion of the flight of the aircraft can be performed in two dimensions (e.g. display screen) but also in three dimensions (e.g. virtual reality or 3D display on screen). In 3D embodiments, the descriptive sheets may take the form of selectable volumes (by various means eg virtual reality, glove or "glove" interfaces, trackball or other devices), for example arranged within a 3D desktop.
    The selection of a given volume can, for example, trigger a 2D or 3D graphic visualization of the meteorological event concerned (e.g. cloud masses, velocity vector field, etc.). Optionally, the pilot can simulate the crossing of the weather event. The three-dimensional display can be complementary to the two-dimensional display within the cockpit (e.g. semi-transparent virtual reality headset, augmented reality headset, etc.). If necessary, various forms of representation of the flight are possible, the additional dimension of depth being able to be allocated to a dimension of time (eg duration of the flight) and / or of space (eg spacing of the different waypoints, physical representation of the trajectory of the aircraft in space, etc.).
    The same variants or variants similar to the 2D case can be implemented: management of alert thresholds, the severity of weather events, highlighting events during the flight, etc.
    In particular, human-machine interfaces can make use of virtual and / or augmented reality headsets. Figure 6 shows an Opaque Virtual Reality Headset 610 (or a semi-transparent augmented reality headset or a configurable transparency headset) worn by the pilot. The 610 individual display headset may be a virtual reality headset (VR or VR), or augmented reality headset (RA or AR) or a high aim, etc. The helmet can thus be a "head-mounted displa", a "wearable computer", "glasses" or a head-mounted display.The headset can comprise means of calculation and communication 611, projection means 612, means for audio acquisition 613 and video projection means and / or video acquisition means 614. In this way, the pilot can - for example by means of voice commands - visualize the flight plan in three dimensions (3D). the 610 helmet can be entirely virtual (displayed in the individual helmet), entirely real (for example projected on the flat surfaces available in the real environment of the cockpit) or a combination of the two (partly a virtual display superimposed or merged with the reality and partly a real display via projectors).
    The return of information can in particular be carried out multimodally (e.g. haptic feedback, visual and / or auditory feedback and / or tactile and / or vibratory).
    The different steps of the method can be implemented in whole or in part on the FMS and / or on one or more EFBs. In a particular embodiment, all the information is displayed on the screens of the single FMS. In another embodiment, the information associated with the steps of the method are displayed on the only embedded EFBs. Finally, in another embodiment, the screens of the FMS and an EFB can be used together, for example by "distributing" the information on the different screens of the different devices. Proper spatial distribution of information can help to reduce the driver's cognitive load and thereby improve decision-making and increase flight safety. The invention can also be implemented on or for different display screens, including EFB flight bags.
    In a development, the system includes augmented reality and / or virtual reality means. The AR means in particular comprise systems of HUD type ("Head Up Display" referred head high) and the VR means include in particular systems of the type EVS ("Enhanced Vision System") or SVS ("Synthetic Vision System"). The display means may comprise, in addition to the screens of the FMS, an opaque virtual reality headset and / or a semi-transparent augmented reality headset or a headset with configurable transparency, projectors (for example pico-projectors, or projectors for projecting simulation scenes) or even a combination of such devices. The helmet can be a "head-mounted display", a "wearable computer", "glasses", a headset, etc. the information displayed can be entirely virtual (displayed in the individual helmet), entirely real (for example projected on the flat surfaces available in the real environment of the cockpit) or a combination of the two (partly a virtual display superimposed or merged with the reality and partly a real display via projectors). The visual information may be distributed or distributed or projected or masked depending on the immersive visual context of the pilot. This "distribution" can lead to considering the pilot's environment opportunistically by considering all available surfaces in order to add (superimpose, superimpose) virtual information, appropriately chosen in their nature (what to display), temporality (when display, how often) and location (display priority, placement stability, etc.). At one extreme, all the locations little or little used in the environment of the user can be exploited so as to densify the display of information. Moreover, by projection of image masks superimposed on real objects, the display can "erase" one or more control instruments physically present in the cockpit (levers, buttons, actuators) whose geometry is known and stable to increase more still the addressable surfaces. The real environment of the cockpit can thus be transformed into as many "potential" screens, even in a single unified screen. The display can be "distributed" within the cockpit: the various screens present in the cockpit, depending on whether they are accessible or not, can be used to distribute the information that must be displayed. On the other hand, augmented reality and / or virtual means can increase the display surfaces. The increase of the available display surface does not make obsolete the control of the display density allowed by the invention. On the other hand, the (contextual) reconfiguration of the display combining this increase in the addressable display surface and control of the visual density (e.g. concentration or contextual densification) makes it possible to significantly improve the human-machine interaction.
    In one embodiment, the reconfiguration of the screen according to the invention is "disengageable", ie the driver can decide to cancel or deactivate all the modifications of the current display to return quickly to the display mode " nominal "ie native without display changes. The output of the reconfiguration mode can for example be done by voice command (passphrase) or via an actuator (deactivation button). Various events can trigger this precipitous exit from the current graphic reconfigurations (for example "sequencing" of a waypoint, a phase change of flight, the detection of a major anomaly such as an engine failure, a depressurization, etc.)
    In a development, the system exclusively comprises touch-type interface means. In a particular embodiment of the invention, the cockpit is fully tactile, i.e. exclusively consisting of touch-type HMI interfaces. The methods and systems according to the invention indeed allow "all-touch" embodiments, that is to say in a man-machine interaction environment consisting entirely of touch screens, without any tangible actuator but advantageously entirely reconfigurable.
    In a development, the system further comprises means for acquiring images of the cockpit (eg interpretation or reinjection of data by OCR and / or image recognition - by "scraping" -, camera mounted on a helmet worn by the pilot or fixed camera behind the cockpit) and / or a device for monitoring the gaze.
    The present invention can be implemented from hardware and / or software elements. It may be available as a computer program product on a computer readable medium. The support can be electronic, magnetic, optical or electromagnetic. Some of the resources or computing resources can be distributed ("cloud computing").
    权利要求:
    Claims (18)
    [1" id="c-fr-0001]
    claims
    A computer implemented meteorological data management method for managing the flight of an aircraft, comprising the steps of: - receiving a map background (320) from among several predefined map maps; receiving meteorological data associated with the flight plan of the aircraft (321); selecting one or more meteorological events (331) from said meteorological data; displaying one or more graphic representations (360) associated with the meteorological events (331) selected on a horizontal or vertical strip (330) representing the flight plan (321) of the aircraft; - according to the update of the meteorological data, update the display of the meteorological data selected and associated with the flight plan of the aircraft.
    [2" id="c-fr-0002]
    The method of claim 1, further comprising a step of receiving a revision of the flight plan of the aircraft and a step of updating the steps of selecting and displaying the selected weather events.
    [3" id="c-fr-0003]
    The method of claim 1, the step of updating the meteorological data display comprising one or more steps selected from the steps including a step of adding the graphical representation of a meteorological event, a step of deleting the graphical representation of a weather event and a step of changing the graphical representation of a weather event.
    [4" id="c-fr-0004]
    4. Method according to one of the preceding claims, the graphical representation of a weather event being a descriptive sheet (340), at least a part of the graphic form and / or color and / or texture is determined depending on the degree of severity of the associated weather event.
    [5" id="c-fr-0005]
    5. Method according to one of the preceding claims, the graphical representations of weather events being arranged according to predefined display priorities.
    [6" id="c-fr-0006]
    6. Method according to one of the preceding claims, at least one meteorological event being associated with a one-time date of occurrence and / or a time interval of validity.
    [7" id="c-fr-0007]
    The method of any of the preceding claims, further comprising the step of displaying the time delay before the next expected update of the meteorological data.
    [8" id="c-fr-0008]
    The method according to one of the preceding claims, further comprising a step of determining a change or revision of flight plan or flight instruction based on at least one modification of meteorological data and a step of displaying said modification or revision or consignment to the pilot.
    [9" id="c-fr-0009]
    The method according to one of the preceding claims, further comprising a step of determining the modification of the flight plan of the aircraft necessary to circumvent a weather event determined to be severe and a step of displaying an alert if said modification flight plan exceeds a predefined threshold
    [10" id="c-fr-0010]
    The method according to one of the preceding claims, further comprising a step of determining the existence of a meteorological event associated with a severity level in excess of a predefined threshold and a step of graphically displaying a visual notification. selectable indicative of the existence of said weather event.
    [11" id="c-fr-0011]
    11. Method according to one of the preceding claims, the meteorological data being weather data of the non-regulatory type.
    [12" id="c-fr-0012]
    12. Method according to one of the preceding claims, further comprising the step of receiving indication of the qualification of at least one data or source of meteorological data of non-regulatory type into a meteorological data type regulatory.
    [13" id="c-fr-0013]
    A computer program product, comprising code instructions for performing the steps of the method according to any one of claims 1 to 12, when said program is executed on a computer.
    [14" id="c-fr-0014]
    14. System comprising display means for implementing the steps of the method according to any one of claims 1 to 12.
    [15" id="c-fr-0015]
    15. System according to claim 14, comprising a display screen of an electronic flight bag or Electronic Flight Bag.
    [16" id="c-fr-0016]
    16. System according to claim 14 or 15, comprising at least one display screen selected from a PFD flight screen and / or an ND / VD navigation screen and / or a multifunction MFD screen.
    [17" id="c-fr-0017]
    17. System according to one of claims 14 to 16, comprising at least one screen type touch screen.
    [18" id="c-fr-0018]
    18. System according to one of claims 14 to 17, comprising means of augmented reality and / or virtual reality.
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    同族专利:
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    FR3046225B1|2019-06-28|
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    法律状态:
    2016-11-28| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-30| PLSC| Publication of the preliminary search report|Effective date: 20170630 |
    2017-11-27| PLFP| Fee payment|Year of fee payment: 3 |
    2019-11-28| PLFP| Fee payment|Year of fee payment: 5 |
    2020-11-25| PLFP| Fee payment|Year of fee payment: 6 |
    2021-11-25| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1502714A|FR3046225B1|2015-12-29|2015-12-29|DISPLAY OF WEATHER DATA IN AN AIRCRAFT|
    FR1502714|2015-12-29|FR1502714A| FR3046225B1|2015-12-29|2015-12-29|DISPLAY OF WEATHER DATA IN AN AIRCRAFT|
    US15/389,227| US20170183105A1|2015-12-29|2016-12-22|Display of meteorological data in aircraft|
    CN201611245292.0A| CN107014383A|2015-12-29|2016-12-29|The display of meteorological data in aircraft|
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