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    • 专利摘要:
    The invention relates to a data display method for the management of the flight of an aircraft comprising the steps of receiving the selection of an object on a display screen present in the cockpit of the aircraft; determine one or more flight commands associated with the selected object; selecting at least one flight command from among said one or more determined flight commands; generating a display panel comprising a plurality of display panels, one panel displaying data associated with the selected object and another panel displaying the selected flight control. Developments describe the update of the panel based on a revision of the flight plan, the display of attributes of a flight control, conditional display changes, deployment modalities or folding flaps. display, the taking into account of the visual density of display, the use of display rules, in particular according to the flight context.
    公开号:FR3050291A1
    申请号:FR1600634
    申请日:2016-04-15
    公开日:2017-10-20
    发明作者:Jean Cedric Perrin；Fany Barailler；Roux Yannick Le；Patrick Cazaux
    申请人:Thales SA；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION The invention relates to the technical field of man-machine interfaces for managing the flight of an aircraft.
    State of the art
    The pilot of an aircraft is overloaded with information. Many avionics functions are available when it interacts for example with a navigation map or an interface managing the flight mission. A flight management system (or FMS for Flight Management System) presents the pilot with a very large choice of functions. The human-machine interface (HMI), which makes these functions accessible to the pilot, is in fact a critical aspect for good flight management and safety. An appropriate man-machine interface can reduce the pilot's cognitive load and consequently allow for more efficient steering, improving the safety of the flight.
    The amount of information to display increases steadily, while screen size increases little or not at all. The pilot must then work with screens whose total area is limited while the HMI pages (for example the flight plan page called "FPLN") are gaining importance. The proposed interactions in current human-machine interfaces (HMIs) are generally unitary and organized according to the system architecture (i.e. according to a dependency situation with its components). In reality, they are not very optimized and generally not very intuitive (for example, to perform several successive operations on the same element, an element must frequently be selected again after each operation).
    Different display management solutions exist in avionics. Solutions with MCDU ("Multipurpose Control & Display Unit") generally provide a hierarchy of functions through pages accessible from "Functions Keys" and "Line Select Keys". It reveals a large number of pages, several layers of access to information and especially access that is not immediate for certain functions. Interactivity from the "Navigation Display" still exists very rarely. Generally, the graphical result is displayed on another screen (non-integrated solution). Ergonomics is actually quite limited, which does not facilitate decision making. Other known approaches in terms of so-called MFD screens provide interactivity to ND Navigation Navigation (eg Type FM Airbus A380, A350). The functions are hierarchical through the various pages managed by the FMS known by the acronym "FMD" (for FMS Displays), physical displays known to those skilled in the art under the acronym "MFD" (for Muiti Function Display), which pages are organized into tabs. Interactivity takes place in ND (for example, access to a list of functions is provided by clicking on an element such as an ND waypoint, in return a large number of pages are displayed and interactions are often limited to only visible elements). Nevertheless, there are several layers of access to information and access is also not immediate for certain functions. Interactivity is not integrated, i.e. a plurality of screens is involved.
    The patent literature specializing in the field of avionics (the constraints and requirements of human-machine interface are specific to avionics) reports some approaches in terms of display management in contexts of visual density important. Patent document US2013345905 entitled "Avionics display system providing enhanced flight-plan management discloses according to the automatic translation of its abstract a method of executing a task associated with a flight plan displayed on a navigation screen in the form of a graphical image including the selection of the task, generating a symbology on the graphical display representing the task to be performed characterized by at least one parameter, and adjusting at least a portion of the symbology by dragging it over the screen to obtain a desired value of at least one parameter. This known approach has limitations.
    There is a need for advanced display methods and systems. SUMMARY OF THE INVENTION The invention relates to a data display method for the management of the flight of an aircraft comprising the steps of receiving the selection of an object on a display screen present in the cockpit of the aircraft; determine one or more flight commands associated with the selected object; selecting at least one flight command from among said one or more determined flight commands; generating a display panel comprising a plurality of display panels, one panel displaying data associated with the selected object and another panel displaying the selected flight control. Developments describe the update of the panel based on a revision of the flight plan, the display of attributes of a flight control, conditional display changes, deployment modalities or folding flaps. display, the taking into account of the visual density of display, the use of display rules, in particular according to the flight context.
    Advantageously, the invention makes it possible to avoid the drawbacks of the search modes within complex tree menus (for which certain parameters must be entered by the pilot in the initialization phase of the systems or during a flight mission).
    Advantageously, the method according to the invention alleviates the cognitive load of the pilot, leads qualitatively to better driving decisions and quantitatively to faster actions in sometimes critical environments. The invention corresponds to a renewed logic of information organization, effective in terms of presentation of information, implementation and sequence of commands associated with avionics functions.
    Advantageously, the method according to the invention allows an intuitive, efficient man-machine interaction and reducing the workload. The number of actions to perform a task (for example an FMS function) can be reduced.
    Advantageously, the display density can be optimized. The learning of the human machine interface is fast and does not require a heavy and recurrent learning of the architecture of pages or forms. Access to the different functions can be organized in a logical and consistent way (eg side reviews of the FPLN, functions and their attributes). The presentation of information can therefore be more intuitive, more efficient and more concise as controlled.
    Advantageously, the structuring in "layers" of the information (eg no structuring in menus and sub-menus) makes it possible to simultaneously display all the possible actions or commands associated with an element (for example at a point of flight plan ), and at the same "level". This data management makes it possible to provide direct access to the various avionics functions and this in a minimum of actions (quantitatively measurable by counting the tactile supports or the selections with the cursor).
    Advantageously, the method according to the invention makes it possible to reduce the risks of bad selections, because of a possible misinterpretation or misunderstanding of a function (as may be the case when the functions are distributed in different windows).
    Advantageously, the man-machine interface according to the invention makes it possible to carry out successive revisions, without having to leave the shutter panel.
    Advantageously, the method according to the invention allows interactions on a non-visible element (e.g. too dense display area, element outside the area (range) displayed on the ND).
    Advantageously, the man-machine interface according to the invention makes it possible to quickly configure various parameters or attributes related to the element and / or the selected avionics function (for example the "Direct To" function making it possible to reach a point directly with a parameter " Inbound race "representing the angle of arrival on the point).
    Advantageously, the display can be "distributed" within the cockpit: the various screens present in the cockpit, depending on whether they are accessible or not, can be used to distribute the information that must be displayed. On the other hand, augmented 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, via the display of one or more graphically selectable markers. On the other hand, the (contextual) reconfiguration of the display combining this increase in the addressable display surface and control of the visual density (e.g. concentration or contextual densification) makes it possible to significantly improve the human-machine interaction.
    Advantageously, the examples described facilitate man-machine interactions and in particular discharge the pilot of tedious manipulations, sometimes repetitive and often complex, thereby improving its concentration capacity for the actual piloting. Defining a new model of human-machine interaction, the driver's visual field can be used better and more intensively, to maintain a high level of attention or to exploit it at best. The cognitive effort to be provided is optimized, or more exactly partially reallocated to cognitive tasks that are more useful with regard to the objective of piloting. In other words, the technical effects related to certain aspects of the invention correspond to a reduction in the cognitive load of the user of the human-machine interface.
    Advantageously, the invention can be applied in the avionics or aeronautics context (including drone piloting) but also in the automobile, rail or maritime transport contexts.
    Advantageously, the invention may be implemented in or for or via so-called avionic systems (eg Flight Management System, TAWS, RMS, Data Link, Electronic Flight Bags or "EFB" for "Electronic Flight Bag" installed in the cockpit) and / or one or more systems connected to avionics systems (eg portable EFB).
    DESCRIPTION OF THE FIGURES Other features and advantages of the invention will become apparent with the aid of the description which follows and the figures of the attached drawings in which: FIG. 1 schematically illustrates the structure and functions of a flight management system known FMS type; Figure 2 illustrates an example of a flap display panel according to the invention; FIG. 3 illustrates examples of steps of the method according to the invention; Figure 4 illustrates aspects of certain display management modes, including automated. FIG. 5 illustrates embodiments of the method according to the invention performed in an automated manner.
    Detailed description of the invention
    To facilitate understanding of the description of certain embodiments of the invention, terms and technical environments are defined below.
    An "Electronic Flight Bag" acronym or EFB acronym refers to embedded electronic libraries. Generally translated as "electronic flight bag" or "electronic flight bag" or "electronic flight tablet", an EFB is a portable electronic device and used by the flight crew (eg drivers, maintenance, cabin ..). An EFB can provide flight information to the crew, helping them to perform tasks (with fewer papers). In practice, it is usually a commercial computer tablet. One or more applications allow the management of information for flight management tasks. These general-purpose computer platforms are designed to reduce or replace paper-based reference material, often found in the "Pilot Flight Bag" hand baggage, which can be difficult to manipulate. 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 (speed limit calculation, etc.). The acronym or acronym FMS corresponds to the English terminology "Flight Management System" and refers to aircraft flight management systems, known in the state of the art by the international standard ARINC 702. During the preparation of a flight or during a diversion, the crew proceeds to enter various information relating to the progress of the flight, typically using a flight management device of an aircraft FMS. An FMS comprises input means and display means, as well as calculation means. An operator, for example the pilot or the co-pilot, can enter via the input means information such as constraints (eg overHy, altitude, etc.) associated with known waypoints, for example in the English terminology "waypoints". ", That is to say points on the vertical of which the aircraft must pass. These elements are known in the state of the art by the international standard ARINC 424. The calculation means make it possible in particular to calculate, from the flight plan comprising the list of waypoints, the trajectory of the aircraft, as a function of the geometry between the waypoints, associated constraints and / or altitude and speed conditions, and also the hours of passage and fuel remaining at each point.
    In the remainder of the document, the acronym FMD is used to designate the display of the FMS present in the cockpit, generally arranged in the lower head (at the driver's knees). The FMD is organized into "pages" which are functional groupings of consistent information. Among these pages are the page "FPLN" which presents the list of elements of the flight plan (waypoints, markers, pseudo waypoints) and the page "DATA LIST" or "DUPLICATE" which presents the results of searches in navigation database . The acronym ND is used to designate the graphical display of the FMS present in the cockpit, usually arranged in the middle head, in front of the face. This display is defined by a reference point (centered or at the bottom of the display) and a range, defining the size of the display area. The acronym HMI stands for Human Machine Interface (HMI). The entry of information, and the display of information entered or calculated by the display means, constitute such a man-machine interface. In general, the HMI means allow the entry and consultation of flight plan information.
    The term "panel" ("panel" in English) designates a display surface (screen and / or projection surface) comprising several sub-parts, generally called "shutters". Panes can be passive ("reading" or "visualization") or active ("interaction" or "navigation"). The shutters are generally of regular geometrical shape (e.g. squares, rectangles, triangles), but in some embodiments they may be irregularly shaped (paving the space or the considered surface). The display panel is usually 2D (two-dimensional, flat or curved) but sometimes in 3D (volumes can "unfold" in other data visualization volumes).
    The term "element" refers to any object of interest that can be selected and / or edited on ΓΙΗΜ. For example, an element may be a point in the flight plan (e.g. "flight plan fix"), one or more points in the vicinity of the flight plan (e.g. "nearest fixed"), an airplane or helicopter symbol, etc. An element may be a set of non-contiguous pixels of a display made on a screen or projection means.
    The term "point of the flight plan" ("waypoint" in English) generically means a point according to the ARINC A424 aeronautical standard or according to a user database (i.e. defined by the pilot). This term refers for example to an airport, a heliport, etc. The expression "human-machine interface" (HMI acronym) designates physical means (screen and / or projection surfaces) for graphical representation and interaction (for example tactile or haptic and / or via one or more media) with a or more avionics systems (and / or connected to the avionics), comprising a plurality of selectable elements. The flap display panel according to the invention is part of this avionic HMI environment.
    In general, a human-machine interface (HMI) allows a good communication of the pilot with the automatic systems embedded. The HMI according to the invention allows management of the flight and the mission. Such an HMI displays the information related to the flight management system and mission in different views: in the form of a navigation map (type ND - horizontal situation representation - horizontal view), and / or in the form of a flight plan and / or along a vertical axis (representation of the vertical profile of the flight plan) and / or along a temporal axis (sequential / temporal representation of the flight plan) and / or via a 3D view and / or any other representation of the flight, flight plan or mission. The selectable elements are, in addition, the elements included in the navigation database, such as waypoints (including the waypoints of the flight plan and the closest fixed ones), beacons, etc., as well as the symbol representing the current position of the aircraft and any other element related to the flight or mission. The term "interacting system" refers to any avionic system (e.g. FMS, FWS, TAWS, ...) or avionics connected system (e.g., EFB).
    A method (computer implemented) of displaying data for managing the flight of an aircraft is disclosed comprising the steps of receiving an indication of the selection of an object on a display screen present in the aircraft. cockpit of the aircraft; determine one or more flight commands associated with the selected object; selecting at least one flight command from among said one or more determined flight commands; generating a display panel comprising a plurality of display panels, one panel displaying data associated with the selected object and another panel displaying the selected flight control.
    A flight control corresponds to the activation of an avionics function, for example within the FMS flight management system. For example, a command may be an "overfly" command. More generally, a flight control corresponds to any action taken or brought by the pilot.
    A flight command may also be selected, i.e. received from the pilot. A flight control can be "preselected", for example by the flight management system, the pilot confirming or not this preselection if necessary.
    In other words, it is generated a display panel comprising a plurality of panels (or strips) display, said panels comprising for example a first panel displaying the identification of the selected object and one or more attributes associated with this object, a second pane displaying a list of commands (one or more of these commands may be preselected) and a third pane displaying a plurality of attributes and / or parameters and / or information associated with the selected command. In one embodiment, all the display panes are displayed simultaneously: the selected item as well as the simple attributes and the possible commands are displayed according to the same "level" of information. In one embodiment, the display flaps are progressively displayed.
    According to the invention, it is possible to modify the selection of an object once this object has been selected (folding in the space of the display panels as opposed to their deployment in space). It is also possible to browse ("browse") and search ("search") elements not visible directly on the interface.
    In one embodiment, the method further comprises a step of determining a plurality of attributes related to the selected flight control.
    In general, a flight control can be associated with complementary data, which include "attributes" ie "choices" and / or "options" and / or "parameters" and / or informations ". This additional data may be determined or selected from closed lists or open lists, may include thresholds and / or threshold ranges. Some data may be required, others may be optional or optional. Some data may change the status of the flight system if applicable, ie when entered or entered ("active" data). The data may also include information that is not essential (annotations, metadata, etc.), i.e. "passive" data.
    A flight control may be associated with one or more such attributes, required or optional.
    These attributes can be calculated, i.e. determined by the FMS for example, according to flight phases or according to other considerations. Their determination may result from database searches and various filtering and selection operations (including rule enforcement).
    In a development, the method further comprises a step of determining a revision of the flight plan of the aircraft associated with the selected command and a step of updating the contents of one or more display panes by function of said revision of the flight plan.
    In a particular case, the activation of a flight control can cause or make possible a reconfiguration of the flight plan. If so, the flight plan may be revised, which in turn may have consequences on the shape and / or content of the flap display panel.
    In a development, the method further comprises a step of changing the display of at least one attribute associated with the selected flight control based on the previous selection of a flight command.
    In one embodiment of the invention, the history of the flight commands selected by the system and / or by the pilot can influence the dynamics of restitution of the relevant attributes relating to a given command.
    In one development, the method further comprises a step of modifying the selected flight control based on the previous selection of a flight control.
    In one embodiment of the invention, the control itself (not just one or more of its attributes) can be changed authoritatively by the machine or the FMS system. The command and / or one or more of the attributes can be modified. As described above, a modification may be triggered by an earlier selection of a flight command (predefined ie from predefined flight commands; commands may be incompatible, past commands may affect the choice of commands future etc.).
    In one development, the display flaps are displayed adjacently in space and / or in a progressive manner over time.
    In one embodiment, the flaps "unfold" or "fold out" adjacent or contiguous in space (here 2D or curve). Each component corresponds to a set of homogeneous or at least related information (logic of "blocks" or "plates"). The progressive addition of flaps, in all directions of space (around a first initial flap, for example) makes it possible to propose a coherent logic for the pilot's cognitive perception, ie by adding levels of detail while maintaining a level of detail. some historical information presented. The total display area can therefore be increased by "spreading" as needed.
    The paving of the space can be governed in different ways. In one embodiment, the flaps are parallelepipeds (e.g., squares and / or rectangles). In other embodiments, the flaps comprise triangular shapes. Other embodiments combine free forms, circular or rectangular surfaces or any other form of shutter so as to pave the available space at best (when the shutters are projected on available surfaces not necessarily rectangular).
    In one embodiment, the display flaps are substantially in 2D. In some other display modes, panes are 3D volumes. Adding information can be done by extending one or more display panes. In a concurrent manner, the visual density of a display panel can be modulated (up or down). The invention also makes it possible to carry out, in parallel or sequentially, commands from a plurality of elements (in fact, the deployment in space of the different display panels allows the pilot to perform different tasks; these different components if they do not overlap graphically can then allow the pilot to perform actions distinct from each other).
    In one development, the method further comprises the step of adjusting the shape and / or the content of the flap display panel according to predefined display rules.
    In a development, the display rules are determined according to the flight context of the aircraft.
    In a development, the display rules are determined based on the measured visual display density.
    In a development, the method further comprises a step of displaying the display panel on one or more screens in the cockpit of the aircraft.
    In a development, the adjustment of the display or the display of the pane display panel is deactivated on request.
    In one development, the method further comprises a step of receiving a message instructing to close or maximize or reduce a display pane.
    Figure 1 schematically illustrates the structure and functions of a known FMS flight management system. An FMS 100 type system arranged in a cockpit has a man-machine interface 120 comprising input means, for example formed by a keyboard, and display means, for example formed by a display screen, or quite simply a touch display screen, and at least the following functions: - Navigation (LOCNAV) 101, to perform the optimal location of the aircraft according to the geolocation means 130 such as satellite or GPS, GALILEO, VHF radionavigation beacons, inertial units. This module communicates with the aforementioned geolocation devices; - Flight Plan (FPLN) 102, 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. The disclosed methods and systems affect or concern this portion of the calculator. - Navigation Database (NAVDB) 103, for constructing geographic routes and procedures from data included in the bases relating to points, tags, interception or altitude legacies, etc .; - Performance database, (PERFDB) 104, containing the aerodynamic and engine parameters of the aircraft; Lateral Trajectory (TRAJ) 105, to construct a continuous trajectory from the points of the flight plan, respecting aircraft performance and containment constraints (RNP); Predictions (PRED) 106, to construct an optimized vertical profile on the lateral and vertical trajectory and giving estimates of distance, time, altitude, speed, fuel and wind, in particular on each point, at each change of pilot parameter and at destination. , which will be displayed to the crew. - Guidance (GUID) 107, 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; - Linking digital data (DATALINK) 108 for exchanging flight information between flight plan / prediction functions and control centers or other aircraft 109. - one or more screens, including so-called FMD, ND and VD screens.
    The FMD ("Flight Management Display" in English) is an interface, usually a display screen, which can be interactive (for example a touch screen), to interact with the FMS (Flight Management
    System in English). For example, it makes it possible to define a route and to trigger the calculation of the flight plan and the associated trajectory. It also makes it possible to consult the result of the calculation in textual form.
    The ND ("Navigation display" in English) is an interface, usually a display screen, which can be interactive (for example a touch screen), to view in two dimensions the lateral trajectory of the aircraft, seen from above. Different viewing modes are available (pink, plane, arc, etc.) as well as different scales (configurable).
    The VD ("Vertical Display" in English) is an interface, usually a display screen, which can be interactive (for example a touch screen), to view in two dimensions the vertical profile projection of the trajectory. As for ND, different scales are possible. All information entered or calculated by the FMS is grouped on different display screens (FMD pages, ND and PFD "visus", HDD (for Head-Up Display) or other, such as a screen merging the whole information in an Integrated System Man interface concept). The HMI component (s) of the FMS structure (s) the data for sending to the display screens (so-called CDS for Cockpit Display System). The CDS itself, representing the screen and its graphical control software, displays the drawing of the trajectory, and also includes the drivers for identifying the movements of the finger (if touch) or the pointing device. Other architectures exist.
    In an exemplary embodiment, the new revision according to the invention can be carried out in part by the IHM part, which displays the revision menu and calls the FPLN component which realizes the modification of the flight plan. The TRAJ and PRED components then recalculate the new trajectory and the new predictions, which are displayed by the HMI part. Other software architectures are possible.
    In one embodiment, the method is implemented in a system comprising tactile interaction means and / or via one or more cursors.
    In one embodiment, the system according to the invention comprises means of avionic nature (ie certified or regulated systems such as flight management systems, TAWS, EFB installed, frequency management system, etc.) and / or means connected to the avionic means (eg portable EFB, of the tablet type). The aircraft within the meaning of the invention can be an airplane, a helicopter, a drone, etc.
    In one embodiment, the system according to the invention comprises a display screen (sometimes called "panel") placed at the head average (for example of Navigation Display type or ND) or placed at the head down. After selecting (for example by a click to the cursor or a touch selection) of a selectable element, a specific display is generated within the human-machine interfaces present in the cockpit of the aircraft whose context is updated.
    In one embodiment, the different displays can be distributed on the different screens of physical displays available in the cockpit enclosure. In one embodiment, the display is said to be "integrated", that is to say it is carried out within the same display space as that of the selection. Display management rules can predict what information (or "types") can be displayed, on which screens and at what time interval.
    In one embodiment, the method according to the invention notably comprises the step of selecting (by a human and / or a machine) a graphic element (predefined as being selectable by means of the graphic interface), the step designating the action to be performed on the selected element and the step of setting the action to be performed (for example, a parameterization may include the selection of a second element in addition to the selected element).
    In one embodiment, the method according to the invention allows the graphic selection of a non-visible element at first glance, for example by using discovery and / or element search functionalities previously associated with the elements presented in a visible manner. .
    In one embodiment, an item being selected, a set of information associated with that item is displayed in a display panel having a plurality of display panes. The different display panels give direct and immediate access, at a glance, to all the possible functions related to the management of the flight and the mission related to the selected element.
    The information displayed in the different display panes includes raw (passive) data and / or (active) zones, e.g. selectable icons, to further parameterize the selected element or function. Advantageously, a man-machine interface designed according to the invention will make it possible to chain the revisions related to this initially selected element as well as to other elements of the flight plan or the mission without having to leave the billboard according to the invention.
    In one embodiment of the invention, the method is implemented in an avionics-type HMI screen, for example in the Navigation Display.
    In one embodiment, one of the panels of the display panel displays information and / or parameters complementary to the initial selection. For example, in view of the insertion of a next "next waypoint" flight plan point, it is possible to designate directly on the screen this flight plan point on the representation of the horizontal situation of the aircraft or, if the element is not visible, use the flap display panel by entering its identifier in a search bar and / or selecting that point from a proposed list. In one embodiment, i.e. information (factual) data relating to the selected active area may be (only) displayed. In one embodiment of the parameters (eg configuration) can also be accessed or modified. In one embodiment, factual data and configurable parameters may be displayed (and optionally selected). In one embodiment of the invention, the display density ("information density" or "information density") may be (manually and / or automatically) adjusted. The adjustment of the display density can in particular be carried out according to the flight context (e.g. the take-off, cruise, etc. phases justify display methods that may be different). The adjustment of the display can also take into account the intrinsic configuration of the cockpit. For example, the display density adjustment mechanism may take into account which side the pilot is in the cockpit of the aircraft (ie if the flight controls are managed on the left side, the information on the displays on the same side will be more synthesized to reduce the information density and the masking of the operational situation).
    Figure 2 illustrates an example of a flap display panel in one embodiment of the invention. The example shows three panes (210, 221, and 222). Each component can be read and / or write (read versus browse). In the example, the pane 210 is a navigation pane (interactive), the pane 221 is a selection pane, and the pane 222 is a read / write pane for selecting parameters of a function activated in the pane. 221.
    In one embodiment, the display panel comprises a plurality of display flaps (for example two, three or more, such as ten flaps). In other words, and according to some embodiments, the interface according to the invention defines man-machine interfaces which are i) invokable on demand, ii) which can opportunistically use the display spaces and / or in the space close to the pilot (virtual and / or real spaces), iii) these interfaces being "unfoldable" according to different depths or layers (the graphic unfolding being predefined and / or dynamically calculated).
    In one embodiment, the display flaps may be independent of one another. In one embodiment, the shutters can be interdependent (the update of a display pane can for example result in cascading updating and / or opening of other display panels). In some embodiments, some display panes may be independent while others may be interdependent (i.e. depending on the connectivity of the graph defining the dependencies between the display panes).
    In one embodiment, one or more pane display panes may be associated with a predefined display priority and / or inherited from the priority of the associated information and displayed in the pane in question. For example, a severe weather condition may require a minimum display area, regardless of the other current displays. Display priorities can be absolute (if any) or relative (i.e. contextual).
    In one embodiment, one or more display panels may be associated with one or more access rights (e.g., configured by the airline). The display of a display pane may therefore be conditionally permitted. The opening (or display) of shutters can be done in different ways. The display of one or more panels can be performed by extension (i.e. gained surface gain to the detriment of a pre-existing display for example). The display of one or more panes can be done by regression or involution or compaction or by densification of one or more other panes (eg folds, folds, superposition, subtraction, merge, change of the size of the cast iron , etc).
    The flap 210 shown in the upper area of the display panel 200 displays data associated with the selected item (e.g., the item being edited). In one embodiment, it has, for certain elements, navigation arrows for selecting another element of the same type (eg for the waypoints belonging to the flight plan, the display pane has navigation arrows for selecting another waypoint of the flight plan). The pane 210 optionally includes selectable items to manage the display (eg an icon to close the display panel, selectable icons to reduce or enlarge the display, or reduce the number of displayed pane). This zone may correspond to the contextual information display zone and may in particular contain one or more additional and / or additional "widgets" making it possible to define attributes of the selected element and / or simple actions or commands (for example: example, in the case of an interaction with the FMS, an "OVERFLY" command ie an overflight of the element, a "DISCO" command ie the deletion / insertion of a flight plan discontinuity according to the element, a command "CLEAR" ie the deletion of the waypoint)
    The display flap 221 illustrated in the lower left zone of the display panel 200 can list, for example, the commands that are parameterizable and applicable to the selected element. In the case of an interaction with the flight management system, this display pane makes it possible to select a function of the FMS flight management system from among those possible associated with this element (for example, the function INFO ie access to information on the element, the function DIR TO ie direct flight towards the element, the function NEXT ie insertion of an element after the element etc ...). Some of these avionics functions necessarily require a parameterization. Other avionics functions may optionally benefit from a parameterization.
    The display flap 222 illustrated in the lower right zone of the display panel 200 can in particular detail the parameters (or "attributes" or "options") of the selected or selected control. In the case of the interaction with the FMS, these can be parameterizable attributes corresponding to the chosen function, including the selection of a complement element necessary for the function (for example the NEXT function which requires the identification / selection of the element to be inserted after the selected element).
    In an alternative embodiment, in particular in order to optimize the display density, the display panel may propose two different representations (alternative or successive): a display mode called "reduced" and a display mode said " full ". The reduced display mode ("reduced" in English) corresponds to the display of the only upper zone 210. The display mode full or extended ("full" in English) corresponds to the display of the three panels. display.
    Switching from one display mode to another is usually triggered on demand, manually (e.g. via interactive icons or symbols signifying actions such as reducing or enlarging). In some embodiments, switching from one display mode to another may be initiated automatically, i.e. according to predefined criteria. These predefined criteria can in particular be determined a) according to graphic or visual criteria such as, for example, the size of the horizontal situation displayed (for example according to the percentage of masking of the horizontal situation by the panel, b) according to the necessity whether or not to parameterize the selected function or c) other criteria (described below) such as the flight context and / or the visual density of the display measured in the cockpit.
    For example, by default, the display panel can be displayed in its reduced mode and then displayed in its extended mode when the context requires or justifies it (for example, if text input is required). The return to a display in reduced mode can then allow a better visualization of the result on the horizontal situation. The transition from one mode to another thus corresponds to particular contexts or mission scenarios, which can be predetermined.
    Figure 3 illustrates the management of the display of an example of a flap display panel according to the invention.
    State management of the flap display panel 300 can be performed in different ways.
    In one embodiment, the display panel in an initially closed state 301 (not visible) is open or displayed in a "reduced" or "semi-open" state 310.
    Different modes of opening ("unfolding", "deployment") are possible, corresponding to triggers and / or different triggering rules. In one embodiment, the triggering of the opening is obtained by voice command. In one embodiment, the opening or unfolding is determined following the selection of an element on the tactile interface (for example when the pilot selects a point of flight plan). In one embodiment, the display panel is opened following the selection of a particular option in an external system (for example, from a menu outside the display panel). In one embodiment, the unfolding is performed automatically, according to predefined criteria. In one embodiment, the unfolding is proposed on the basis of predefined criteria and the deployment remains pending opening confirmation by the pilot (e.g. indication of possible unfolding by highlighting, blinking, icon display, etc.)
    In one embodiment using projection means (pico-projectors, augmented reality and / or virtual reality), the actual location of the display can be determined on demand (for example, the driver can designate a location in space of the display free cockpit (within the display screens but also outside thereof) In this way, in a specific embodiment, the method according to the invention allows the opportunistic, flexible and contextual display information on any surface chosen by the pilot, the opening of the various display panels can optimize the available surfaces Coupled with means of monitoring the gaze, the cognitive attention of the pilot can then be exploited optimally.
    In one embodiment, a semi-open state of the flap panel 310 may for example comprise a list of possible actions (including, for example, the preferred actions or the actions commonly used or even the actions that the pilot is likely to choose ).
    The selection of one of the actions thus listed may lead, if necessary, to the "full" opening of the interactive panel in a state 320.
    In some cases, if the selected action corresponds to one of the predefined actions of the display panel, the corresponding tab is then displayed when the panel is opened.
    In some situations, an action may be preselected (i.e. selected and waiting for confirmation by the pilot.
    In other words, some actions are complete in nature while other actions require additional data entry or option selection. The display panel can open in reduced (or full) mode depending on the need or not to set the said action associated with the selected item.
    For example, the display panel may open in reduced mode when the system proposes a result based on default settings. Switching to full mode will then overload these parameters
    The panel can also open in full mode when the system requires input to be able to propose a result. A passage in reduced mode will then better visualize the result on the horizontal situation.
    In general, after the selection of one or more elements, one or more actions to be performed on the selected element (s) are indicated in a declarative manner and / or are determined by calculation. Once an element is selected, a display pane is opened or displayed, showing all the possible parameters or actions associated with that element.
    In one embodiment, the method is implemented in or in connection with an FMS flight management system. The selection of one of the commands can then result in the update of the flight plan (creation or modification of the temporary flight plan), which revision can be instantly reported graphically in the display panel.
    In one embodiment, the display panel may coexist with direct driver interaction (e.g., horizontal).
    FIG. 4 illustrates examples of steps of the method according to the invention.
    In a first step 410, at least one element is designated (or indicated or determined), for example by means of a selection from the elements displayed on a display screen, in the form of a list for example. Such a list can be configurable. It can be configured by the pilot and / or the airline. The elements listed may include navigation elements from an aeronautical database ("waypoints", "navaids", airports, heliports, etc.), navigation elements belonging to flight plans (active, temporary, secondary). and coming from an FMS equipment, elements relating to the symbolic representation of the aircraft in avionics developed from the geolocation equipment of the aircraft (eg ADIRS or GPS), geographic reference points positioned by the crew on a map (eg "markers"), air traffic elements from air transponder type equipment (TCAS / ADSB), maritime traffic elements from marine transponder (AIS) equipment, or symbolic representations of sighting points and areas of video sensor covers coming from Electro Optical System equipment, elements s relating to navigation (e.g. "airways", "airspaces", departure, arrival procedures, etc.), general mapping elements (e.g. indications of roads, rivers, cities, obstacles) and / or airport (e.g. "taxiway", "runway", "gates", etc.).
    The designation of an element can be done directly graphically or via a search for this element (e.g. "search IDENT"). The designation of an element can be associated with a command via a menu associated with this element. The designation can be made on any type of visualization (eg geo-referenced horizontal view, vertical view, view along a time axis, 3D view, etc.).
    The designation can be made by touch screen, cursor, keyboard, mouse, eye tracking, voice command, haptic feedback, etc. (or a combination of these means).
    In a second step 420, the display panel can open in a full or reduced mode state, for example according to the selected element or action (eg parameterizable action), or according to the flight context (eg the state of the cockpit and the display area allocated to flight and mission management,, these states may vary during the mission). For example, if avionics has a sufficient display area, the panel can open fully. If the state of the cockpit requires constraining the flight management et display area and the mission, then the panel may open minimally. For example, the flap display panel can open in "full" mode when the flight and mission management dispose has a display area whose diagonal is greater than or equal to fifteen inches . Otherwise, the pane display panel will be displayed in its reduced mode.
    In order to avoid that the flap display panel hides important information, the pilot can at any time decide to change the state of the flap display panel (from extended to reduced or vice versa). The pilot can also move the flap display panel on the different man-machine interfaces.
    In a third step 430, the selected element is identified. For example, depending on the element selected in the first step, the shutter panel opens by identifying with a text the element of interest in the upper area of the flap display panel. Following this, a selected element change logic is implemented in the panel as follows: several logics of selected element change are statically defined during the design of flight management de and mission; a selected element change logic is chosen dynamically during the identification of the element, depending on its type; the implementation of the logic of change is carried out dynamically because it is linked to the current state of the equipment connected to avionics. For example, for a flight plan element which is not the last point of the plane flight, the pilot can at any time select the next item in the flight plan via a navigation arrow (eg a "forward" arrow). For a flight plan element that is not the first point in the flight plan, the pilot can at any time select the previous element in the flight plan via a navigation arrow (e.g. a "return" arrow). In one embodiment, the navigation can be circular between the different elements (i.e. no blocking on the first and last elements).
    In one embodiment, the selection of an element that is not selectable at first (for example, which does not belong to the flight plan) can also determine the selection of another element, for example that of a geographically close element, an element present at the same altitude level, an element of the same type (eg beacon tags), previous / next point of Vairway selected etc.
    In a fourth step 440, a command is determined and applied to the element selected in the previous step or resulting from the previously activated command. In order to identify the commands displayed in the lower left panel area, several steps can be implemented. For each type of selectable item, a list of possible commands on that item can be statically defined when designing flight management and mission management. The validity of each command can then be determined dynamically, for example according to the state and the validity of the equipment connected to the avionics (FMS, RMS, BDD, TCAS, ...), or according to the characteristics of the flight plan ("leg"), pattern or procedure containing this element, etc. The list of commands displayed in the lower left panel area can also be dynamically elaborated, for example according to the selected element, its type, its membership (eg "active FPLN", "secondary FPLN", "approach pattern ") And / or different validities of the associated commands. In one embodiment, the selection of one of the displayed commands can be determined dynamically. For example, this determination may take into account the command that could be identified during the selection of the element during the first step. Optionally, priorities associated with the different commands can be predefined (for example when designing ΙΊΗΜ). In some embodiments, the crew or pilot has the ability to dynamically select another command from those available on the selected item. For example, the possible commands may include one or more of the commands including the overflight of the element ("OVERFLY"), the deletion or the insertion of a flight plan discontinuity according to the element, the deletion of the element, the modification of the parameters of the selected element, the access to the information associated with the selected element, the direct flight to the selected element ("DIRECT TO"), the insertion of an element ( point) after the selected element, inserting a mission section from the selected element, inserting a "pattern" of waiting on the selected element, inserting a "pattern" »Landing / takeoff on the selected element, the selection of a communication frequency associated with the selected element, the selection of a navigation frequency associated with the selected element, the consulta terminal cards associated with the selected element, or more generally any type of control possible on said selected element (e.g. insertion of SAR type patterns).
    In one embodiment, dynamically, if the avionics equipment FMS does not allow to insert a mission on a flight plan point (for example when the flight plan already includes a mission), the command "insertion of 'a mission pattern on the element' can be made invalid (not selectable, dimmed, inactive). If the radio navigation management equipment does not authorize a frequency change, the command "selection of a navigation frequency associated with the element" is invalidated under the same conditions.
    In one embodiment, one or more commands may be preselected. For example, if the selection of the element in the first step has been carried out directly, a preselected command can be for example "access to information on the element". If the selection of the element has been carried out via a menu with an insertion command, the preselected command can be for example "insertion of a flight plan point after the element". This pre-selection does not prevent the change of order.
    In a fifth step 450, the attributes associated with a command are determined. In general, a command is associated with a plurality of attributes. These attributes can be displayed in the lower right area of the panel. Attributes can be defined as follows. For each command, a list of mandatory parameters and a list of optional parameters can be statically defined when designing flight management and mission management. For each attribute, the device that can receive the command dynamically provides the current value of the attribute in the system to the flight and mission management,, or a default value if the attribute has no value yet. defined. The crew has the opportunity to choose the attribute they wish to modify. Depending on the attribute, the modification can be made directly (change ON / OFF) or by selecting an item in a list or by entering a value (alpha / numeric) or using a rotator (eg increase / decrease in value). For example, the "delete item" command may not have a mandatory or even optional attribute. The "element rollover" command may have a mandatory attribute (either ON or OFF). The command "direct flight to element" can have a mandatory attribute (ON or OFF with three optional attributes, for example "Inbound ON / OFF, Inbound Course value, Intercept distance value." Mandatory parameters can be initialized with values by default to improve operational efficiency, the driver can change the default values if needed.
    In a sixth step 460, the control management of the display panel display can be determined (these conditions or closure rules can be configurable and therefore configured). The closing rules of the panel can be of a general nature (that is to say applicable to any type of selected element) or specific (that is to say specific to a selected element type, for example according to the third step, or to a command in progress, for example according to the fourth step). The list of general and specific closure rules can be statically defined when designing flight management and mission management. The application of the rules can be done dynamically when using ΓΙΗΜ. For example, the global shutdown of ΓΙΗΜ may result in the closure of the panel (for any type of element). The direct control of the closing crew of the panel, and therefore intentional, also leads to the closure of the panel. As a specific example, if the selected element belongs to a temporary flight plan, the validation or cancellation of the flight plan causes the closure of the panel. In general, predefined logic rules can govern panel display modes and / or transitions between these modes.
    In a seventh step 470, the panel as such is displayed and "exploited" (according to the modalities determined above, i.e. its shape and its content being determined). Advantageously, the various operating possibilities are available simultaneously, which offers the crew flexibility and efficiency in the sequence of orders (e.g. setting up, updating, new order, etc.).
    Several scenarios are described by way of example below.
    To change a command attribute, the pilot can use the lower right area of the panel or the upper area of the panel. This action sends an order to the device in charge of this attribute. The equipment then processes the command and generates a result. This result is visible in a classic way on flight management and mission management views. The result is also visible in a dedicated way in the panel. This causes the return to the fifth step 450 (attribute identification) and updates the attributes by the equipment.
    For example, by modifying the "Fly over" attribute, the FMS device updates the value of the status of the "Fly over" attribute after taking into account the command.
    To change a command, the pilot can use the lower left panel area (or possibly the upper panel area for simple command without attributes). This action may have the effect of changing the current command on the element. The panel repeats step 440 ("identification of an order"). For example, if the command "direct flight to the element" is in progress, the crew can choose to select the "access to information" command.
    To change or modify a previously selected element, the driver can use the upper part of the panel. This action can consist for the crew to use the element change logic identified in the third step 430 (identification of the element). This action may have the effect of repeating step 3.
    To close the panel, the driver can activate one of the logic of step 460. If necessary, this action leads to completion of the actual closing step 480 (closure and end of operation). The configuration file is not necessarily accessible by the pilot (it can be managed by the airline). In one embodiment, the pilot may perform one of the possible actions according to one of the logic (among those described in step 460), which may cause the closing of the display panel. At any time, the pilot can return to the panel and trigger the implementation of the sequence of steps (or variants) described above.
    In a particular embodiment, the method comprises the steps of receiving the indication of a selected object on a display screen of the aircraft; open the panel (in full or reduced mode); build the upper cartridge via the information of the selected element: build the list of commands and preselect a command; determine the attributes related to the preselected command; determine closing rules for the panel; determine a review type associated with the review displayed and selected, and update the panel based on the review.
    FIG. 5 illustrates embodiments of the method according to the invention performed in an automated manner.
    State management of the flap display panel 300 can be performed in different ways. It can be configurable. The management can be modulated or regulated by the application of display rules 500.
    The display modalities can therefore be controlled by the application of display rules 500 of the pane display panel, these rules possibly taking into account display priorities (absolute or relative, ie resolving conflicts between priorities of same level).
    In other words, the driver can preselect the information he wishes to display, either exclusively (i.e. binary) or as a priority. The pilot can decide which elements are judicious among all those available. By selecting or enabling certain display options the driver can maximize the relevance of the information made available. In an alternative embodiment, the display methods are preconfigured by the airline. In another variant, the flight context evaluated repeatedly over time dynamically determines said display modes.
    In particular, the management of the flap display panel 300 can be modulated or regulated by the determination (declarative and / or calculated) of the flight context 510 in which the aircraft is located and / or (in addition or in substitution ) by taking into account the visual density of the display 520.
    In some embodiments of the invention, the method includes logic methods or steps for determining the "flight context" or "current flight context" of the aircraft.
    The flight context at a given moment integrates the mission in progress or planned, all the actions taken by the pilots (and in particular the actual steering instructions) and the influence of the external environment on the aircraft.
    A "flight context" includes, for example, a situation among predefined or pre-categorized situations associated with data such as position, flight phase, waypoints, current procedure (and others). For example, the aircraft can be in the approach phase for landing, in take-off phase, in cruise phase but also in ascending, descending, etc. (a variety of situations can be predefined). Moreover, the current "flight context" can be associated with a multitude of attributes or descriptive parameters (current weather condition, traffic status, pilot status including for example a level of stress as measured by sensors, etc. ).
    A flight context may therefore also include data, for example, filtered by priority and / or based on flight phase data, weather problems, avionics parameters, ATC negotiations, anomalies relating to the flight status, problems related to traffic and / or terrain. Examples of "flight context" include for example contexts such as "cruising / no turbulence / nominal pilot stress" or even "landing phase / turbulence / intense pilot stress". These contexts can be structured according to various models (e.g. hierarchical for example in tree or according to various dependencies, including graphs). Context categories can be defined, in order to synthesize the needs for human-machine interaction (e.g., minimum or maximum interaction delay, minimum and maximum word quantity, etc.). There may also be specific rules in some contexts, such as emergencies or critical situations. Context categories can be static or dynamic (e.g., configurable).
    The method may be implemented in a system comprising means for determining a flight context of the aircraft, said determining means including in particular logic rules, which manipulate values as measured by physical measurement means. In other words, the means for determining the "flight context" include system or "hardware" or physical / tangible means and / or logical means (e.g. logic rules, for example predefined). For example, the physical means include avionic instrumentation literally (radars, probes, etc.) that allow to establish factual measures characterizing the flight. Logic rules represent the set of information processes that interpret (e.g., contextualize) factual measures. Some values can correspond to several contexts and by correlation and / or calculation and / or simulation, it is possible to separate candidate "contexts" by means of these logical rules. A variety of technologies makes it possible to implement these logical rules (formal logic, fuzzy logic, intuitionistic logic, etc.)
    Depending on the flight context, for example in an emergency situation, it is entirely acceptable to provide quantitatively very small information: the shutter panel according to the invention will be reduced or even closed. When the situation allows, as determined by the set of logical rules governing the man-machine interaction, it will be possible to display more information: the shutter panel according to the invention will then be extended and Additional commands and / or attributes and / or options may be proposed.
    In an "automated" or "contextual" or "contextualized" embodiment, for example depending on the flight context, the flap panel can take certain predetermined forms.
    In an embodiment combining the modes of "access on demand" and "contextual access", information is made contextarily accessible by default while certain other information is accessible on request. Different lists and conditions governing these lists can be predefined. The lists and / or conditions can be defined in configuration files, for example read by the FMS during its initialization.
    The reconfiguration of the display may be conditional, e.g. the rules may include tests and / or verifications. The rules can take avionics and / or non-avionics type parameters. For example, the different phases of the flight plan (takeoff, cruising or landing), including a finer granularity, can be associated with different configuration / reconfiguration rules. For example, the display requirements during takeoff are not the same as those during cruise and the display can be reconfigured accordingly.
    The tests can also take into account cognitive and / or biological data (for example, by measuring the cognitive load of the pilot and leading in return to an adaptation of the display; a monitoring of the biological parameters of the pilot eg heartbeat and perspiration inferring estimates of stress levels may lead to adapting or reconfiguring the display in a certain way, for example by densifying or lightening the screens, etc.).
    In one embodiment, the reconfiguration of the flap display panel is "disengageable", i.e. the driver may decide to cancel all adaptations of the current display and quickly return to the native display mode without said reconfiguration. The output of the reconfiguration mode can for example be done by voice command (passphrase) and / or via an actuator (deactivation button).
    Concerning the measurement of the visual density 520, different regulations are possible.
    In one development, the method further comprises a step of measuring the visual density of the display 520.
    In one embodiment, the appropriate display scale is determined based on the readability (psychometric notion) reduced to the displayed visual density measure.
    The display density may in particular be determined by an intrinsic measurement (e.g., number of pixels per unit area) and / or by an extrinsic measurement (e.g., external image acquisition means). In one embodiment, the display density can be defined by the "readability" of the information, ie according to the measure of the spacings between symbols and / or textual characters displayed and the reference to a predefined psycho-visual model (ie thresholds or threshold ranges).
    The display density can in particular be determined by an intrinsic measurement (eg number of pixels per unit area, as indicated by the internal graphics processor for example) and / or by an extrinsic measurement (eg a video camera or means acquisition of images capturing the final rendering of the representation of the data on an EFB and / or the FMS screens, for example by measuring this number of pixels per unit area).
    According to the embodiments, the "visual density" or "display density" can be measured as the number of lighted or active pixels per square centimeter, and / or in number of alphanumeric characters per unit area and / or in number of predefined geometric patterns per unit area. The visual density can also be defined, at least partially, according to physiological criteria (model of speed of reading by the pilot, etc.). From a system point of view, image acquisition means (for example a camera or a video camera arranged in the cockpit) make it possible to capture at least a portion of all the visual information displayed to the pilot. (advantageously, this video return will be placed on a head-up visor, smartglasses or any other equipment worn by the pilot, so as to capture the pilot's subjective view).
    In one embodiment, the method includes the steps of receiving a capture of the display screen by a third-image acquisition system and determining a visual density map of said capture.
    The determination of the visual density can be done by extracting data from images ("scraping" in English). Image or video acquisitions can be extracted from data such as text (OCR, Optical Character Recognition), numeric values, cursor or dial positions, and so on. Extracts of data or information from audio streams are also possible (separately or in combination).
    A "scraping" operation refers to an operation for retrieving or capturing information on a digital object, said recovery or capture being not originally provided by the digital object. For example, this information retrieval may include acquiring one or more images and then recognizing characters within the captured images. The step of measuring the visual density and the adjustment step are independent in time: the steps can be performed successively or in parallel, ie with or without correction of a first non-optimized display of the display panel shutters (which can be temporarily hidden from the driver). In one embodiment, the optimizations are performed upstream (the measurement of the visual density is intrinsic) and the final result is displayed. In one embodiment, the measurement of the extrinsic visual density is ascertained and corrected.
    In one embodiment, the zoom or magnification level is increased (or decreased). In other embodiments, by image analysis (performed in a regular fixed manner or continuously in the case of a video capture), the information density is estimated according to the different sub-parts of images and images. Display adjustments are determined dynamically. For example, in the case where a display screen becomes too "cluttered" (amount of text or graphic symbols in excess of one or more predefined thresholds), the least prioritized information is "reduced" or "condensed" or "synthesized" in the form of markers or symbols that can be selected in various ways (placement of the interactive markers on or along a graphic representation of the flight of the aircraft). Conversely, if the information density displayed allows, reduced or condensed or synthesized information, for example previously, are developed or detailed or extended or enlarged.
    In one embodiment of the invention, the "visual density" is kept substantially constant. The flight phase or context can modulate this visual density (for example, on landing or in the critical phases of flight, the density of information is reduced).
    In one embodiment, visual rendering effects applied to one or more display panes are automatically triggered to improve the readability of the displayed information.
    In one embodiment, the visual density criteria may be adapted according to the physical layout of the display, i.e. according to whether the display is high, medium or low. For example in the header, all information can be presented, while they can be reduced or synthesized on the displays located in the middle or high head.
    In one embodiment, in order to optimize the dimensions of the panel 200 display, the display panels may display only a subset of the available information or commands (eg the most critical or priority information). according to the flight context). In one embodiment, all available information and / or commands may nevertheless remain accessible to the pilot, for example by scrolling operations in each pane ("scrolling"), the selection of sub tabs, etc.
    In one embodiment, the dimensions of the display flaps and / or the spacing between the interactive objects may be dependent on the external environment of the aircraft. For example, turbulence reflecting the vibratory state of the aircraft can be measured or quantified. This turbulence impacts the reading and / or the input of information. In order to reduce reading and / or input errors, the shape (eg dimensions, number of unfolded flaps, visual density of each flap, their spatial distribution, etc.) and / or background (eg selection of information displayed in the different panes, their level of detail, filtering relevant information, etc.) can be adjusted. For example, in case of turbulence, it will be possible to display a wider panel and / or reduce the amount of information displayed to increase the spacing between the interactive elements of the display panel.
    The display panel according to the invention and its variants can be implemented in or by different screen systems.
    The method can be implemented in the Navigation Display ND or on a Digital MAP (digital cartography displayed on a Display). The method can also be implemented on the so-called MFD screen. There is disclosed a system for implementing the steps of the method, the system comprising one or more FMD and / or ND displays and / or an EFB electronic flight bag and / or a computer tablet. The display means may comprise virtual and / or augmented reality means. The system may include cockpit image acquisition means and / or a pilot's gaze tracking device.
    The method can be implemented in a so-called integrated system human interface (IHS). Such an interface merges the information coming from several systems (including the FMS, the RMS, the data link, or even an EFB for example) on the same screen. In particular, an EFB can host software applications specifically designed to automate functions such as take-off performance calculations, airplane centering, weather, briefing, maintenance operations, information fusion (data concentration, visualizations). particularly effective.
    In these MFD, EFB, ND, IHS variants, the panel may notably comprise three zones (upper banner, shutters, details of the shutters), according to different levels of information hierarchy, giving access to all the FMS functions.
    There is also disclosed a computer program product, said computer program comprising code instructions for performing the steps of the method, when said program is run on a computer.
    权利要求:
    Claims (17)
    [1" id="c-fr-0001]
    claims
    A method of displaying data for the management of the flight of an aircraft comprising the steps of: - receiving (410) an indication of the selection of an object on a display screen present in the cockpit of the aircraft aircraft; determining (440) one or more flight commands associated with the selected object; selecting at least one flight command from among said one or more determined flight commands; generating a display panel (200) comprising a plurality of display panels (210, 221, 222), one panel displaying data associated with the selected object and another panel displaying the selected flight control.
    [2" id="c-fr-0002]
    The method of claim 1, further comprising a step of determining a plurality of attributes related to the selected flight control.
    [3" id="c-fr-0003]
    A method according to any one of the preceding claims, further comprising a step of determining a revision of the aircraft flight plan associated with the selected command and a step of updating the contents of one or more shutters according to said revision of the flight plan.
    [4" id="c-fr-0004]
    The method of any of the preceding claims, further comprising a step of changing the display of at least one attribute associated with the selected flight control based on the previous selection of a flight command.
    [5" id="c-fr-0005]
    The method of any of the preceding claims, further comprising a step of modifying the selected flight control based on the previous selection of a flight control.
    [6" id="c-fr-0006]
    6. Method according to any one of the preceding claims, the display flaps being displayed adjacently in space and / or progressively over time.
    [7" id="c-fr-0007]
    The method of any preceding claim further comprising the step of adjusting the shape and / or the content of the flap display panel according to predefined display rules.
    [8" id="c-fr-0008]
    8. The method of claim 7, the display rules being determined according to the flight context of the aircraft.
    [9" id="c-fr-0009]
    9. The method of claim 7, the display rules being determined according to the measured display visual density.
    [10" id="c-fr-0010]
    The method of any preceding claim further comprising the step of displaying the display panel on one or more screens in the cockpit of the aircraft.
    [11" id="c-fr-0011]
    The method of any of the preceding claims, wherein the display adjustment or the display of the flap display panel is deactivated upon request.
    [12" id="c-fr-0012]
    The method of any one of the preceding claims, further comprising a step of receiving a message instructing to close or maximize or reduce a display pane.
    [13" id="c-fr-0013]
    A computer program product, said computer program comprising code instructions for performing the steps of the method of any one of claims 1 to 12 when said program is run on a computer.
    [14" id="c-fr-0014]
    14. System comprising means for implementing the steps of the method according to any one of claims 1 to 12.
    [15" id="c-fr-0015]
    The system of claim 14 comprising one or more FMD and / or ND display screens and / or an EFB electronic flight bag and / or a computer tablet.
    [16" id="c-fr-0016]
    The system of claim 14 or 15 comprising virtual and / or augmented reality means.
    [17" id="c-fr-0017]
    17. System according to any one of claims 14 to 16, comprising means for acquiring images of the cockpit and / or a device for monitoring the gaze of the pilot.
    类似技术:
    公开号 | 公开日 | 专利标题
    WO2017178640A1|2017-10-19|Method of displaying data for aircraft flight management, and associated computer program product and system
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    JP6679235B2|2020-04-15|Integrated visualization and analysis of complex systems
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    同族专利:
    公开号 | 公开日
    FR3050291B1|2020-02-28|
    CN109074749A|2018-12-21|
    US20190171337A1|2019-06-06|
    WO2017178640A1|2017-10-19|
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    法律状态:
    2017-03-27| PLFP| Fee payment|Year of fee payment: 2 |
    2017-10-20| PLSC| Publication of the preliminary search report|Effective date: 20171020 |
    2018-03-27| PLFP| Fee payment|Year of fee payment: 3 |
    2019-03-27| PLFP| Fee payment|Year of fee payment: 4 |
    2020-03-26| PLFP| Fee payment|Year of fee payment: 5 |
    2021-03-25| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1600634A|FR3050291B1|2016-04-15|2016-04-15|METHOD FOR DISPLAYING DATA FOR AIRCRAFT FLIGHT MANAGEMENT, COMPUTER PROGRAM PRODUCT AND ASSOCIATED SYSTEM|
    FR1600634|2016-04-15|FR1600634A| FR3050291B1|2016-04-15|2016-04-15|METHOD FOR DISPLAYING DATA FOR AIRCRAFT FLIGHT MANAGEMENT, COMPUTER PROGRAM PRODUCT AND ASSOCIATED SYSTEM|
    US16/093,577| US20190171337A1|2016-04-15|2017-04-14|Method of displaying data for aircraft flight management, and associated computer program product and system|
    PCT/EP2017/059045| WO2017178640A1|2016-04-15|2017-04-14|Method of displaying data for aircraft flight management, and associated computer program product and system|
    CN201780023729.2A| CN109074749A|2016-04-15|2017-04-14|The display methods of data for aircraft flight management and relevant computer program product and system|
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