• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to methods and systems for assisting the piloting of an aircraft. The system according to the invention comprises at least one system of avionics type and at least one system of non-avionics type. The method comprises the steps of receiving data of avionic type associated with a flight context of the aircraft; communicating the avionic type data to a non-avionic type system or computer; in the non-avionics computer, determining one or more recommendations for adjusting the equipment on the basis of the flight context received and / or of predefined data; - display one or more recommendations. Various developments are described, in particular the conditions for requesting and / or calculating recommendations (eg setting of avionics in progress, similar past configuration, etc.), selection and categorization of recommendations, manipulation of adjustment data avionics, etc. Software aspects are described.
    公开号:FR3082829A1
    申请号:FR1800639
    申请日:2018-06-21
    公开日:2019-12-27
    发明作者:Sylvain LISSAJOUX；Francois Michel；Chris DESEURE；Denis Bonnet
    申请人:Thales SA；
    IPC主号:
    专利说明:

    The invention relates generally to the technical field of avionics and in particular to the methods and systems for managing recommendations, in particular with regard to the adjustments of on-board equipment.
    State of the art
    The management of modern aircraft has become complex. Crew tasks generally include piloting, communication, navigation and aircraft condition management activities. During certain operations, the pilot or the crew are completely monopolized, even overworked. 15 In order to reduce the pilot's cognitive load or speed up his decision-making, certain approaches aim to automate certain aspects of flight control or of the management of the activities taking place in the cockpit of the aircraft.
    In the case of operations deemed to be critical, this assistance can be provided by pilot assistance procedures, which are implemented in software. These embedded software are regulated (they are certified).
    Embedded software, although reliable and integrated, does not always take advantage of the precision and performance that can be provided by solutions based on remote computers, in particular of non-avionic type and / or of data coming from sources external to the aircraft (eg collaborative data from multiple sources, etc.).
    The published patent literature describes different approaches to assist piloting. For example, patent document US8983687 describes the management of the flight of an aircraft under particular wind conditions. According to this approach, recommendations are issued to the pilot based on the measurements made and the rules for using the aircraft. This type of approach has limitations.
    There is a need for advanced methods and systems for assisting in the management of an aircraft cockpit.
    Summary of the invention
    The present invention relates to methods and systems for assisting the piloting of an aircraft. The system according to the invention comprises at least one system of avionics type and at least one system of non-avionics type. The method comprises the steps of receiving data of avionic type associated with a flight context of the aircraft; communicating the avionic type data to a non-avionic type system or computer; in the non-avionics computer, determine one or more recommendations for adjustment of on-board equipment (s), from the flight context received and / or from 15 predefined data; - display one or more adjustment recommendations.
    Various developments are described, in particular the conditions for requesting and / or calculating recommendations (eg current setting of avionics, similar past configuration, etc.), selection and categorization of recommendations, manipulation of adjustment data. avionics, etc.
    Software aspects are described.
    Advantageously, the method allows the exchange of data with non-embedded algorithms (i.e. non-avionics).
    Advantageously, the embodiments of the invention make it possible to take full advantage of technologies from the "open world" (performance, scalability, remote resources such as cloud computing, etc.) while satisfying criteria of an avionic nature (eg security and safety Aeronautics). Advantageously, the invention makes it possible to take advantage of numerous and diversified data. Advantageously, the invention makes it possible to take advantage of modern man-machine interaction methods and systems, reliable, robust, proven or even de facto standards, with a rapid learning curve (eg touch screens, force feedback, reality augmented and / or virtual).
    Advantageously, the invention allows access to data on open networks, minimizing the risks in terms of intrusion or injection of unreliable data.
    Advantageously, the use of one or more external computers makes it possible to benefit from enhanced mission management, accompanied by secure means of exchange, and means of comparison and verification, allowing a reliable and easy transition to the computer. avionics navigation and mission execution.
    Advantageously, the invention can find application for the flight or mission management of an aircraft, whether before or during the flight or after the flight.
    Advantageously, the invention can be implemented on tablets which can be used on board or during a stopover outside the aircraft. It can be deployed on EFBs on board the aircraft. It can also be offered on the ground in company operational centers, ensuring exchanges with avionics through the ground-edge data link functions. In a particularly advantageous embodiment, the invention can be implemented on a non-avionics computer and displayed on avionics screens in the cockpit.
    Description of the figures
    Various aspects and advantages of the invention will appear in support of the description of a preferred mode of implementation of the invention but not limiting, with reference to the figures below:
    Figure 1 illustrates the overall technical environment of the invention.
    FIG. 2 shows examples of steps of an embodiment of the invention;
    Figure 3 illustrates an example of distribution of computations.
    detailed description
    A "recommendation" is generally non-binding but generally connotes that it results from a calculation process invested with a certain confidence and it generally aims at the achievement or the satisfaction of one or more objectives previously known, calculated or calculable.
    In addition to or in substitution for this term, several other terms can be used (with different connotations).
    According to the embodiments, the method according to the invention can handle a “proposal” (eg in response to an express request, for example the result of a calculation) or a “suggestion” (entirely optional invitation opposite 'an order, generally aimed at influencing) or' advice '(eg possibly showing insufficient confidence) or a' candidate result '.
    The term "suggestion" can generally be substituted for the term "recommendation" throughout the document. The term "suggestion" connotes a non-binding invitation, which generally aims to influence and can be agnostic or non-engaging in relation to an objective to be achieved. Some management models leave the ultimate choices to humans and the terms "suggestion" or "proposal" are more moderate.
    In general, it is possible to associate one or more attributes with one or more recommendations, for example categorized according to the reliability and / or the priority and / or the criticality of the sources of information on which they are based (and / or concerning the entity handling the data). In fact, messages or recommendations can be classified or discretized into a plurality of classes or categories, each being associated with one or more predefined attributes. Different ranking criteria can therefore be applied to select, determine the rank or the score of one or more recommendations.
    A recommendation is followed or not by acts (e.g. driving or piloting), which may or may not be related to the content on the substance of the recommendation. The follow-up of a given suggestion or recommendation is possible (for example by comparison between actual acts and recommended acts).
    In general, the embodiments of the invention can be in "open loop" and / or in "closed loop". By open loop, it is understood that human intervention is required (e.g. the pilot must validate one of the intermediate steps of the process). By closed loop, it is understood that certain operations, which may for example be the subject of quantifications in terms of confidence, security and / or aeronautical security, may not require human approval (at least direct). Certain steps can indeed be verified by algorithms (which “internalize” therefore in the machine certain decision-making elements of the human pilot). It is implicit that the modes of regulation can combine open loops and closed loops, and that the feedbacks can evolve over time, due to regulatory constraints in particular, but not only (human learning model, maintaining a competence of non-automated control, etc.)
    In its form, a recommendation can for example include one or more words, expressed in the form of text by graphic display or by voice synthesis or by any other sensory means. A series of words can form a sentence or an instruction (optional or activatable). For example, a recommendation may include textual elements from a regulatory flight procedure. A recommendation can include one or more numerical values with measurement units (for example a flight level expressed in feet, a result, a target value, etc.). A recommendation can include one or more symbols, graphics, curves, 2D or 3D plan, direction, direction, or any other element of a symbolic nature (pictogram, etc.). A recommendation can take the form of lists, tables, choices to be made, etc. A recommendation can be executed (for example by a computer), for example after acceptance or validation of the recommendation by the pilot or another designated member of the crew.
    A recommendation may relate to any possible entry into avionics. For example, a recommendation may concern in substance: entries related to piloting; communications-related inputs (HF or VHF radio frequency presets, messages to be sent to ATC eg time reporting, waypoint, speed etc., messages to be sent to traffic control, messages to be sent in the cabin, messages to send to other aircraft, etc.); navigation-related entries (names of waypoints or airports, guidance instructions or parameter settings, baropressure settings, navigation procedures); inputs related to flight management (operational procedures or parts of procedures to be carried out, actions to be carried out on the aircraft systems e.g. lighting setpoint lighting, screen intensity adjustment, etc.)
    Whether it is a recommendation in terms of piloting, communication, navigation and / or aircraft condition management, all ultimately translate into tangible handling of equipment. embedded. The "equipment setting" is therefore a variable, manifest and tangible, of a process of calculation and / or intangible reasoning, of machine and / or human origin.
    Figure 1 illustrates the overall technical environment of the invention.
    The figure shows examples of systems (or "equipment" or "instruments" or "materials" or "devices" or "means") of type "nonavionics" or "(open) world" and equipment of type "avionics" ( certified by the regulator).
    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 includes a cockpit or a cockpit 120. Within the cockpit are on-board equipment 121 (called avionics equipment) certified by the aeronautical regulator during the design of the aircraft (delivery of a TC or STC) and so-called non-avionics (or “open world”) equipment, the use of which is validated by the authorities when operations are approved.
    Avionics
    Avionics equipment (hereinafter "avionics") 121 includes for example one or more on-board computers (means of calculation, memorization and storage of data). For example, the equipment 121 can include a flight management system (“Flight Management System”, acronym FMS), an “autopilot”, a radio communication system, “safety nets”, an alert system, a system maintenance), and human-machine interface means (HMI).
    The HMIs can include display means (eg screens incorporated into avionics equipment, possibly touchscreen devices, projectors, etc.) and / or data entry (eg keyboards, buttons, sliders, rotary switches, etc.), audio means ( eg microphone, loudspeakers, cones, etc.), means of communication or haptic feedback.
    By extension, avionics systems can include systems accessible remotely, for example air traffic control systems which can be in communication (bilateral) via ground-board links. Furthermore, the air traffic control systems 1001 and / or of the operational center can access (eg receive, collect, select, cross, determine) sources of open type data (eg meteorological data of non-regulatory type), for example accessible from the Internet. This open network is characterized by its coverage (i.e. the diversity of subjects) and its depth (the level of detail accessible concerning each subject). By cross-checking, it is possible to enrich (e.g. complement, contextualize) avionic information (e.g., for example in the management of NOTAMs).
    An avionics type system can for example include flight data concentration systems (FDAU), inertial unit (1RS), maintenance computers (CMS), flight management (FMS), alert system ( FWS), a radio management system (RMS), an anemobarometric central unit (ADU), an autopilot system (AFCS), or an integrated cockpit display system.
    Non-avionics
    Non-avionic systems 122 designate in particular one or more computers (on-board or on the ground), means of viewing the open world (eg additional screens, connected glasses, heads-up sightings, projectors, holographic systems, headsets virtual and / or augmented reality called "wearable computers" or "head-mounted 5 displays", etc.), as well as interaction means (eg laser projection keyboards, unfoldable, unrollable; haptic systems, with feedback from force, mechanical, pneumatic, electric; dictation or voice recognition means with noise cancellation, etc.). The computing resources can in particular include one or more computer tablets or 10 EFBs (“Electronic Flight Bag” for Electronic Schoolbag), portable or integrated in the cockpit.
    Technical definitions
    Avionics and non-avionics equipment can be characterized technically.
    An "avionics system" (or "avionics type system") is a system having specific technical characteristics in comparison with a "non-avionics" system (or "non-avionics type system" or "open world") .
    With regard to the distinctive technical characteristics of an avionics system, a system - generally, ie avionics or non-avionics - can have or be associated with a predefined failure rate (among a range of predefined failure rates), a rate of failure including or determining a predefined execution error rate. In one embodiment, the failure rate of an avionic type system is lower than the failure rate of a non-avionic type system. In one embodiment, the predefined failure rate of an avionics system is significantly or substantially lower than that of a non-avionics system.
    An avionics system designates a reliable system (or one with guaranteed reliability). It is a system whose failure has consequences exceeding accepted or acceptable limits, therefore feared. A failure can be characterized by the loss of the considered function, or by the production of erroneous data, with or without detection of an error. The failure of a system can be understood in a deterministic way but also in a probabilistic way. Depending on the level of criticality of the feared consequences, the probability of occurrence must be kept below an acceptability threshold. Thus, the more critical the consequence, the lower the probability of acceptable occurrence. For example, in aeronautics, a catastrophic event (multiple deaths) should have a probability of occurrence less than 10 Λ -9 per flight hour, while a major incident (reduction of safety margins and operational capacities, discomfort or minor injuries) should have a probability of occurrence less than 10 Λ -5 per hour flown. To ensure these objectives, the architecture of the avionics system (made more reliable) as well as the design of each component guarantee this probability of occurrence by guarantees of failure rate of each equipment (physical failures) and levels of verification (functional and structural coverage software).
    These requirements impose a significant design and verification effort, and impose a limitation in the complexity of the processing implemented.
    Conversely, the failure of a system which is not reliable, or whose reliability is not guaranteed (non-avionics system) has consequences deemed tolerable, non-critical, or even without significant operational impact. The requirements on architecture, physical components or software processing are therefore lower, and allow more complex processing, and a reduced development and verification effort compared to a reliable system.
    In general, an avionics system is associated with a lower physical failure rate and a higher logical verification than those of a non-avionics type system.
    In order to use during flight operations data from an unreliable computer, since the reliability of the data is not guaranteed (or guaranteed with an error rate higher than the requirements of the reliable system), it is advantageous to use the method according to the invention.
    The steps of the process make it possible in particular to ensure that no erroneous data is used operationally by the reliable system. The steps can include verification by the human operator, following manual entry or automatic transmission, or various means of verifying the data transmitted. In certain embodiments, it is also possible to have steps for calculating or checking the consistency of the data of the non-avionic system made by the avionic system (for example, it can be verified that a trajectory is constructed with known points and that it stolen)
    In one embodiment, one or more recommendations determined by the method according to the invention are displayed and then confirmed by the pilot before being implemented (semi-open loop). In particular, types of predefined recommendations may systematically require human validation before reinjection into avionics piloting systems. In one embodiment, one or more recommendations determined by the method according to the invention are displayed and then executed or implemented immediately (closed loop cycle). In particular, predefined recommendation types can be subject to fully automated processing. In other words, in addition to automation, a manual adjustment of the proposed solution may be required from the operator.
    In one embodiment, an additional completeness criterion allows nuance of the failure rate criterion. This completeness criterion designates the coverage of tests and / or verifications (eg comparison of the response produced with that which is known and expected) which were previously carried out on the avionics system or non-avionics system in determining the rate of failure. In one embodiment, the exhaustiveness of the tests and / or verifications carried out is greater in an avionics system compared to a non-avionics system.
    In one embodiment, in addition to the overall failure rate of the avionics system or non-avionics system, the failure rates specific to the components of the avionics system or non-avionics system can be taken into account, as well as the propagation of the failures.
    Non-avionics equipment can interact (one-way or two-way communication 123) with avionics equipment 121.
    One or more non-avionics systems 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 performed locally on an open on-board computer and / or on an EFB or in a partial or total way in the means of calculation accessible via or by or in the network.
    The design of the on-board equipment 121 is generally certified and regulated while the EFB 122 and the connected IT means 125 are generally not, only their use is approved.). According to the embodiments (types of integration 123), the architectures which can be implemented make it possible to inject flexibility and functional capacities on the side of the open world (eg via the EFB 122) while ensuring security. (controlled) on the side of on-board avionics 121.
    Examples of embodiments are described below.
    In one embodiment, a method is described for managing the adjustment of equipment of the cockpit of an aircraft implemented in a system comprising an avionic type system and a non-avionic type system, the method comprising steps consisting in: - receiving avionics type data associated with a flight context of the aircraft; - communicate the avionic type data to a non-avionic type system; - in the nonavionic system, determine one or more recommendations for adjusting one or more cockpit equipment from the avionics type data received, the flight context and / or predefined data; - restore one or more recommendations for adjusting one or more cockpit equipment, visually and / or hearing and / or touch and / or vibration.
    In one embodiment, the method further comprises the steps of receiving a request in order to obtain one or more adjustment recommendations; and to verify predefined conditions of said request, said predefined conditions comprising or indicating an avionics adjustment activity in progress or imminent by the crew, and / or the validation by a sub-part of the data contained in the context of predefined logic rules.
    In one embodiment, the method further comprises a step consisting in selecting one or more recommendations from the recommendations for determined adjustments, the selection criteria comprising degrees of reliability or confidence intervals associated with the different sources of the avionic data and / or non-avionics.
    In one embodiment, the predefined data comprise avionic data relating to the aircraft in operation and / or non-avionic data comprising in particular data relating to ground equipment, data supplied by one or more users, historicized recommendations or data relating to one or more predefined flight procedures.
    In one embodiment, the step consisting in determining an adjustment recommendation is carried out in a non-avionic type system and / or in an avionic type system.
    In one embodiment, the method further comprises the step of determining a flight context similar to the received flight context, the adjustment recommendations restored and / or determined comprising the adjustment recommendations associated with the similar flight context.
    In one embodiment, an adjustment recommendation takes the form of the completion of an equipment adjustment during editing requiring a single validation.
    In one embodiment, the rendering of an adjustment recommendation is carried out by graphical display on one or more existing screens of the cockpit and / or by projection of information in the cockpit.
    Depending on the embodiments, the graphic display can be centralized on a single screen. It can also reuse the different cockpit screens, distributing the information (using for example the screens closest to the equipment to be adjusted). Advantageously, the display of an adjustment recommendation is co-located with the equipment to be adjusted. In one embodiment, the display is performed by laser projection.
    In one embodiment, one or more predefined display screens are used.
    The roles of different crew members can vary in space and time. For example, the “flying pilot” designates the pilot in command and the “non-flying pilot” designates the pilot who monitors the actions of the first. The two pilots do not necessarily need the same information.
    In one embodiment, a projector displays accessibility information regarding one or more of the associated equipment items with one or more of the adjustment recommendations.
    In addition, some equipment may be accessible, others not. For example, defrost controls may not be activated in certain flight conditions. In one embodiment, the method comprises a step consisting in projecting onto the screens arranged in the cockpit information on the accessibility of the various devices (eg a laser beam can frame the available devices, or on the contrary "striping" the devices not In other words, by superimposing images or using augmented reality techniques, it is possible to reconfigure reality.
    In one embodiment, the step of restoring an adjustment recommendation is postponed over time.
    According to the embodiments, several reasons can motivate the time lag of the restitution, in particular additional verification steps, the management of the cognitive load and / or of the pilot's measured attention, the staggering over time recommendations made, etc.
    In one embodiment, an avionics system is associated with a lower physical failure rate and a higher logic check than those of a non-avionics type system.
    In one embodiment, an avionics system is associated with an exhaustiveness of the tests and / or verifications greater than those of a non-avionics type system.
    FIG. 2 illustrates an exemplary embodiment of the invention.
    In one embodiment, the avionics context (i.e. all the avionics type data relating to the aircraft) is determined and / or communicated from the avionics systems to the non-avionics systems, according to predefined time intervals.
    Data communication can be carried out in different ways: cyclically or periodically (for example every three seconds), non-periodically (for example triggered by the occurrence of an event and / or by application of a predefined logic rule), intermittently (for example depending on more or less critical operations during the flight), in an opportunistic way (for example during conditions of satisfactory network connectivity, etc.).
    The hardware equipment allowing the implementation of the logical steps of the process can be accessed locally and / or remotely. For example, the equipment can be "on-board", that is, being locally on board in the aircraft or its cockpit. Computing resources can also be accessed remotely. For example, the equipment can be located on the ground, or else be distributed (“IT in the clouds”, “Cloud” in English).
    In one embodiment, the method comprises a step consisting in taking into account the "flight context" in order to determine and / or communicate adjustment recommendations for one or more on-board items of equipment (dials, buttons, actuators, dragged, entered via screens, rotactors, etc. as well as recipients, restitution methods, etc.).
    weather problems, avionics parameters, ATC negotiations, flight status anomalies, traffic and / or terrain problems. Examples of flight context include, for example, contexts such as cruising / no turbulence / nominal pilot stress or else landing phase / turbulence / intense pilot stress. These contexts can be structured according to various models (e.g. hierarchical in tree structure or according to various dependencies, including graphs). Context categories can be defined, in order to summarize the needs in terms of human-computer interaction (e.g. minimum or maximum interaction time, minimum and maximum quantity of words, etc.). There may also remain specific rules in certain contexts, notably emergencies or critical situations. Context categories can be static or dynamic (e.g. configurable).
    The method can be implemented in a system comprising means for determining a flight context of the aircraft, said determination means comprising in particular logic rules, which manipulate values as measured by physical measurement means. In other words, the means of determining the flight context include system or hardware or physical / tangible means and / or logical means (e.g. logical rules, for example predefined). For example, physical means include avionics instrumentation in the literal sense (radars, probes, etc.) which make it possible to establish factual measurements characterizing the flight. Logical rules represent all of the information processing used to interpret (e.g. contextualize) factual measures. Certain values can correspond to several contexts and by correlation and / or calculation and / or simulation, it is possible to decide on candidate contexts, by means of these logical rules. A variety of technologies makes it possible to implement these logical rules (formal logic, fuzzy logic, intuitionist logic, etc.)
    This context results from aggregation, juxtaposition or the combination of data from various sources.
    In one embodiment, the determined avionic context is communicated to one or more computers in charge of adjustment recommendations (e.g.
    The use of the flight context advantageously makes it possible to reduce the combinatorial, to reduce the space of possibilities at the stages consisting in generating, combining, filtering, evaluating, classifying, selecting the recommendations (or combinations of recommendations).
    The aircraft “flight context” includes various data, in particular geo-referenced data (eg aircraft position, latitude, longitude, altitude, orientation and speed, etc.), mass data of air (speed, pressure, altitude, etc.) and data concerning avionic systems (eg type of aircraft, performance, state of systems, adjustment in progress, audio communication data, etc.).
    The flight context of the aircraft notably includes the flight phases (e.g. climb, descent, cruise, take-off, landing, etc.) but also time intervals on the ground (e.g. taxiing, maintenance, etc.).
    The method according to the invention may include logical methods or steps making it possible to determine the flight context or current flight context of the aircraft.
    The flight context at a given time includes all of the actions taken by the pilots (and in particular the effective flight 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 the position, the flight phase, the waypoints, the procedure in progress (and others). For example, the aircraft may be in the approach phase for landing, in the take-off phase, in the cruise phase but also in the ascending, descending, etc. phases (a variety of situations may be predefined). Furthermore, the current flight context can be associated with a multitude of attributes or descriptive parameters (current meteorological state, traffic state, pilot status comprising for example a stress level as measured by sensors, etc.).
    A flight context can therefore also include data, for example filtered by priority and / or based on flight phase data, piloting data).
    In one embodiment, an adjustment recommendation calculator determines a similarity adjustment recommendation. In one embodiment the similarity is textual. In one embodiment, the similarity is categorical.
    In one embodiment, the similarity is governed by the application of predefined logical rules. Logic can be Boolean logic, zero order, 10 order 1, predicate, intuitionist, connectionist, fuzzy logic.
    In one embodiment, an adjustment recommendation calculator can determine a piloting recommendation in the absence of any request from the pilot.
    In one embodiment, the method includes a step of receiving a request for adjustment recommendation. For example, the pilot may request such assistance. A machine can also take the initiative to request such a recommendation for the benefit of the pilot.
    In one embodiment, in response to the receipt of a request for adjustment recommendation, one or more adjustment recommendations are determined.
    Several parameters are used to determine an adjustment recommendation.
    A first parameter is the knowledge of the avionics context. A second parameter resides in the historical data of the determined adjustment recommendations.
    Depending on the embodiments, the number of adjustment recommendations determined and / or displayed can be configured. This number can be indefinite. To avoid the cognitive overload of the pilot, a maximum number of 35 adjustment recommendations can be determined or predefined. In some contexts, a minimum number of recommendations can be determined or predefined. For example, in response to the reception of a request to adjust a radio frequency, the method can determine a plurality of usable or adjustable frequencies among a plurality, each of these frequencies being for example associated with a respective confidence rate.
    In one embodiment, different conditions govern the communication of an adjustment recommendation to the avionics type equipment.
    For example, in response to the reception of a request to adjust a radio frequency (for example an audio communication with the air traffic controller), an algorithm hosted on a non-avionic resource and using voice recognition can calculate the value radio frequency to select. The process can determine the compatibility of this result with the applicable aeronautical rules (for example in terms of spacing, or frequency bands). The rules applied may for example depend on the type or category of aircraft considered and / or on the piloting operation considered
    The adjustment recommendations thus determined can be selected (e.g. filtered, ordered, hierarchical, weighted, etc.) in various ways, in particular by means of avionics and / or non-avionics data (external data). For example, a database providing the possible frequencies associated with the geographic area in which the aircraft is located. This external data can be constructed using aeronautical data (for example of the "Database 424" type), or even data entered by other users. In one embodiment, at the end of the selection or the filtering, if one or more recommendations of possible frequency remain, the one having the best confidence rate is sent to the avionics (in other words, the selected data can be selected in turn, over-selected, etc.).
    This request or request is then sent to one or more algorithms which will build recommendations based on the context and / or predefined knowledge (mainly non-avionics knowledge). These algorithms can return an undetermined number of recommendations (positive). These algorithms are, for example, made up of a voice recognition algorithm which will identify the request to adjust a new radio frequency. These algorithms can possibly return several recommendations in the form of frequencies to be adjusted with confidence rates. These algorithms can be hosted on equipment on board the aircraft or on the ground.
    An avionics sending condition will then be calculated for each adjustment recommendation issued. For example, for each radio frequency type setting recommendation from a source using voice recognition, the compatibility of the result with the aeronautical rules applicable to the type of aircraft / operation is checked (spacing, frequency band, etc.). .). Then the tuning recommendations are filtered using, for example, databases providing the possible frequencies associated with the geographic area in which the aircraft is located. These databases can be constructed using aeronautical data ("database 424"), or data entered by other users. After this filtering, if one or more frequency recommendations remain, the one with the best confidence rate is sent to the avionics.
    The adjustment recommendations are sent to the avionics, to be eventually submitted to the crew, which has the possibility of validating it (for taking into account by the system) to reject it or and postpone their decision for later. For example, a frequency recommendation will preferably be displayed on the equipment used to adjust the radio frequencies. Ideally, avionics has the means to check the recommendations before posting them. For example, it can check the format (type, range, etc.) of the data it receives.
    In a first step 200, the avionics context is determined.
    The context associated with a type of recommendation is issued from the avionics of the aircraft (eg 1RS, FWS, FMS), then transmitted to a non-avionic storage algorithm This “non-avionic” algorithm can be hosted locally in the aircraft on a computer (dedicated computer, Electronic Flight Bag or EFB, etc.) or on a remote resource on the ground (remote servers, Cloud ...).
    In one embodiment, an avionics context is determined from among a plurality of predefined contexts. In this way, an avionics context can be "adapted" to correspond to a type of recommendation or to a set of known recommendations. In other words, the content of an avionics context can be reduced to the data necessary for developing conditions and calculating adjustment recommendations.
    The “avionics context” includes data which includes data emitted by the aircraft sensors (for example position, attitude, speed, data from the weather radar, etc.) and / or data determined by the avionics computers. (autopilot modes and instructions, system states, flight plan, trajectory, time and fuel prediction, etc.)
    In one embodiment, the avionics context can be enriched with non-avionics data (step 210). For example, an “enriched avionics context” can include information representing the congestion of FIRs crossed, messages to air crew (NOTAM) applicable, economic data associated with the flight, information relating to the airline company (name, type of company, type of OCC), the crew (eg number of hours of flight training, ages, ...), passengers (eg premium customers, wishes or requirements in terms of satellite connection, military or cargo transport, etc .....), to the aircraft (eg type, maintenance history, ...), data prepared by the crew (ex: frequency plan, etc. ...), information available in flight record or logbook, etc.
    In an entirely optional embodiment, the “avionics context” can be generated exclusively from non-avionics data.
    In a step 220, an adjustment recommendation request is determined. The avionics context 200 as determined is communicated to one or more computers implementing one or more algorithms in charge of proposing adjustment recommendations: the computers have storage and logical information processing capacities to determine one or more recommendations from one or more avionics contexts. Computing and storage resources can be local (e.g.
    located on board the aircraft) and / or accessed remotely (e.g. on the ground, cloud computing, etc.).
    In one embodiment, any type of avionic context triggers a recommendation (s) calculation.
    In one embodiment, only certain types of avionic context trigger a calculation of recommendations. In one embodiment, an avionics context must satisfy one or more predefined criteria or conditions in order to be able to trigger the calculation of recommendations. In other words, requests for recommendations are issued when the context validates a certain number of conditions or parameters or triggers chosen from the activation of variables contained in the context indicating an on-going or imminent avionics adjustment activity by the crew. and / or the satisfaction of predefined logic rules and / or the identification of the avionic context determined with a similar past avionic context having already led to an action for adjusting a crew.
    A trigger may include the activation of variables contained in the context indicating a current or imminent avionics adjustment activity by the crew (request triggered). For example, the crew may be entering the name of a diversion airport into their system. An instruction to adjust this parameter (e.g. Boolean operator) can then be issued to trigger a recommendation calculation. This recommendation can consist in completing the name being entered depending on the type of aircraft (ie compatibility with the airport) and its geographical position (for example it will return the identifier corresponding to the most close to LFBO). In another example, air traffic control may be giving an authorization (e.g. altitude clearance) to the aircraft via audio ("Climb to reach FL 340"), ...); an instruction to activate the audio stream can then be communicated to a computer implementing voice recognition, which can identify, formulate and propose the setting of an altitude set point FL at 340, which the crew can then validate in the avionics. This same principle can be applied for instructions of another type (VS for "vertical speed", CAS for "calibrated airspeed" or "computed airspeed" or IAS for "indicated airspeed"), HDG for "heading", TRK for "Track", FPA for "flight path angle", M for "mach", ALT for "altitude". In one embodiment, the method comprises a step of identifying that the pilot is executing a flight procedure from among a plurality of predefined flight procedures, and the adjustment recommendation calculation can consist in determining the next action to achieve.
    A trigger can include predefined rules. Data among the avionics context data can in fact satisfy one or more predefined logical rules (e.g. exceeding predefined thresholds, output / entry into predefined data ranges, monitoring or monitoring of rate of variation etc.). The satisfaction of these rules can trigger the calculation of adjustment recommendation. For example, analysis of the aircraft position may indicate that the aircraft is in the process of changing air sectors. This condition having been reached, a recommendation request can then be triggered and communicated to a dedicated computer which can then, for example, offer the crew a recommendation to adjust a new radio frequency. In another example, tracking the position of the aircraft may indicate that the aircraft is approaching a so-called "reporting point"; an adjustment recommendation request can then be issued by or to the crew, this adjustment recommendation comprising elements (e.g. "report points", etc.). In another example, depending on the state of the systems and the flight phase, an adjustment recommendation request is communicated to a dedicated computer in order to propose to the crew to check a predefined list (for example “check- list "before the descent)
    A trigger can include the identification of the determined avionics context to a similar past avionics context which has already led to a crew adjustment action. For example, a recommendation for adjusting the taxiing clearance can be determined: this type of operation is statistically frequent by the control of air navigation on the ground when taxiing from a given stand to a given runway.
    A combination of different types of triggers is possible. The recommendations calculated if necessary can be adapted, in particular their display methods.
    In one embodiment, an adjustment recommendation is displayed in the cockpit at or near the place of the initial nominal entry.
    In one embodiment, an adjustment recommendation is displayed in the cockpit at one or more predefined locations (for example at locations dedicated to this use).
    In one embodiment, the method comprises a notification step, for signaling the existence of an adjustment recommendation, the content of which can be displayed on one or more screens.
    In a step 230, the method comprises a step consisting in determining one or more adjustment recommendations. One or more recommendations can be predefined for one, several, some, each or all requests (or types of requests).
    In one embodiment, upon receipt of a request, several adjustment recommendations are determined, for example using predefined knowledge and / or models (for example knowledge 231)
    In one embodiment, a model is determined by learning (supervised and or unsupervised, deep learning, etc.). In one embodiment, a model uses one or more predefined logic rules. Different types of logic can be implemented (classic logic, fuzzy, intuitionist, etc.). One or more expert systems can also be used.
    For an expert system, the adjustment recommendation calculation can for example be carried out as described below. First, the rule is developed from data, for example, made up of a chronological list of aircraft states (time, 3D position, set frequency), which are acquired cyclically (for example all three seconds), for a set of the last N planes having evolved in a given air sector. It is then determined (for example using a regression algorithm) a linear (or flight level) or 3D polynomial plane or border to be associated with each frequency. The rule thus defined is then applied, depending on the current position or the trajectory of an aircraft (i.e. a succession of positions which indicates that the airplane is moving towards or moving away from a border). A calculation of proximity to the border can be carried out, for example according to the speed of the aircraft (measured or estimated). A convergence calculation towards the border can be carried out. When the calculated proximity becomes less than a predefined tolerance (for example expressed in terms of distance or time as a function of the speed) and the convergence condition is valid, then a recommendation for adjustment with a view to changing the frequency to the frequency associated with the border can be determined.
    In one embodiment, a model can be constructed by learning. Data consisting of a chronological list of aircraft states (time, 3D position, set frequency) is acquired cyclically (for example every three seconds), for a set of N aircraft. A learning matrix with frequencies can be determined. For example, each row of the learning matrix can represent an aircraft (a sample), while the columns can correspond to aircraft positions (or to a mesh calculated during an intermediate step which divides the space into cells). Thereafter it can be determined (e.g. by clustering) a set of polygons corresponding to the number of frequencies (or separating them at best)
    In other embodiments, other types of learning can be used, including supervised learning such as naive Bayesian classifications or random forests). Advantageously, this type of learning can allow the most recent data to be positively weighted.
    The predefined knowledge or the models invoked previously may include various data, in particular the enriched avionics context and historical data such as historical data and / or data from the open world.
    Historical data may include data set on the avionics of an aircraft in operation (entry history, past recommendations (accepted or rejected), etc.). For example, baropressure settings made by operating crews are recorded and associated with the airports where the aircraft are in operation, so that they can be offered to other crews operating at those same airports. A confidence rate is associated with each record in order to build the most likely recommendation. This confidence rate may for example depend on the age of the data recorded or on the profile associated with the producer of the data (software version, user level, etc.). For example, the lighting of the "fasten your seat belts" panel is recorded and associated with the geographic area in which the aircraft is located in order to identify areas of turbulence, in order to alert the next aircraft to enter this area. As previously, a confidence rate can be associated with each zone thus developed.
    Historical data may include data set on ground equipment (ATC / AOC Z Airport / FBO). For example, hippodrome layouts requested by air traffic controllers in a sector from aircraft in its area are recorded and associated with a set of contextual data (area congestion, air traffic controller profile, date, etc.). These data will then be combined with an extrapolation of the current situation to suggest to the crews adjustments to their cruising speed in order to anticipate and avoid a racetrack. Data generated by avionics equipment. For example, the trajectories or flight plan flown by aircraft are recorded, so that the most likely (or the most recent) allowing two specific points to be reached is suggested to the crew.
    The data available in the open world may include data voluntarily suggested by users (ground or board). For example, crews report areas of clear sky turbulence when they encounter them in flight. These data are then aggregated to construct geographic areas representing this turbulence. As previously, a confidence rate can be associated with each zone thus developed. Then recommendations, change of flight level, speed adjustment of the aircraft, lighting of the lighting instructions etc. may be performed before an aircraft enters such an area.
    Data available in the open world may include data from non-avionics sensors. For example, weather radars located on the ground make it possible to detect “windshear” present on an approach.
    Data available in the open world may include data known per se or provided by third party services. For example, on the basis of the data contained in the flight manuals, associated with the weather conditions of the day and the configuration of the aircraft, recommendations for adjusting the speeds characteristic of takeoff (V1, V2, VR, etc.) may be offered to the crew.
    The computing resources for determining the adjustment recommendations can be located in the on-board devices (e.g. locally, on board) and / or be accessed remotely (e.g. cloud computing). Optionally, the computing resources invoked can be of the avionics type (that is to say mobilize hardware and / or software certified by the aeronautical regulator).
    In one embodiment, after the calculation, the format (syntactic) and / or functional consistency of a given adjustment recommendation can be checked (e.g. for one or more recommendations, for example for each recommendation systematically). For example, it can be verified that a speed reference recommendation (CAS) is in the aircraft flight domain for a given configuration (flight phase, aerodynamic configuration, mass, balance, state of the systems, etc.) . In the event of non-compliance, the determined adjustment recommendation will not be transmitted to the avionics. In other words, logical tests can be conducted and condition the further processing.
    In one embodiment, the method according to the invention comprises a step 240 consisting in selecting and / or filtering one or more adjustment recommendations. In an optional step 250, it can be verified that there is at least one adjustment recommendation. Generally, the combinatorics and the history are such that many recommendations for adjustments may exist.
    In some, however, there may not be an adjustment recommendation.
    The tuning recommendations proposed on the basis of the avionics context and predefined knowledge can be of different types, including in particular HF or VHF radio frequency presets; messages to send to ATC for example: reporting time, waypoint, speed etc; messages to send to the OCC for "Operation Control Center" or FBO for "Fixed Based Operator", or even MRO for "Maintenance Repair and Overhaul"; messages to send in the cabin (to the "cabin crew" or "passenger"); messages to send to other aircraft (for example the presence of "Clear Air Turbulence"); names of waypoints or airports; guidance instructions; baropressure settings; navigation procedures (approach, takeoff, runway selection, taxiway); operational procedures or parts of procedures (“check list”, “normal / abnormal procedure”) to be carried out; actions to be carried out on the aircraft systems (lighting set point lighting, screen intensity adjustment, etc.) or technical or operational documents to be consulted (FCOM, EPO, etc.)
    In one embodiment, several adjustment recommendations and / or sources of adjustment recommendation are used. In one embodiment, a confidence rate or interval is associated with an adjustment recommendation (or a score or a note or a priority or any other type of weighting). A confidence rate can depend on several factors, possibly in combination. For example, a confidence rate may depend on the estimated performance of the source. The latter can for example be determined using operational feedback, i.e. acceptance or rejection by users of the various recommendations that have been made. In one embodiment, the more the rate of accepted recommendations increases the more the confidence rate increases. A confidence rate can also depend on a self-evaluation (declaration) of the source of the adjustment recommendation concerned (for example confidence rate emitted by a voice recognition algorithm, or by a collaborative source (for example rate depending on the number of a user associated with a geographic area. A confidence rate may also depend on the profile of the user / crew to whom the recommendation will be made (taking into account the preferences of a particular user; for example a user may wish not to receive recommendations in the form of checklists. In one embodiment, the confidence rate is thresholded (for example, if no adjustment recommendation reaches a minimum confidence rate (eg 50%), the 5 recommendation is not communicated or displayed In one embodiment, the adjustment recommendations are sorted or ordered according to their confidence rates associated, a ranking (possibly weighted) is made to select one or more recommendations, which can be communicated or displayed.
    In one embodiment, the method comprises a step consisting in communicating 260 one or more adjustment recommendations to the avionic systems.
    Different embodiments are possible. In one embodiment, any adjustment recommendation is communicated. In one embodiment, the sending of an adjustment recommendation is deferred, to be triggered at the most convenient time for the crew. For example, spontaneous recommendations can be communicated so as not to interrupt a task in progress (for example when checking a list (in English "check-list") and / or or to limit the impact on the workload during the saturated or critical flight phases (approach, landing, etc.).
    In one embodiment of the invention, a specific adjustment recommendation can be communicated to one or more specific members of the crew. For example, a frequency adjustment recommendation will be addressed to the pilot called "not flying" while a "DIR TO" recommendation will be addressed to the pilot known as "flying".
    In one embodiment, the communication 260 comprises a step consisting in displaying one or more adjustment recommendations, graphically and / or multimodally (auditory, tactile, vibratile, etc.).
    In one embodiment, a setting recommendation is displayed to the crew at the location, or close to entering the settings.
    In one embodiment, a setting recommendation associated with the current edition is displayed to the crew at the point where the settings are entered. In one embodiment, a setting recommendation associated with a predefined context is displayed to the crew in a specific graphic area (notification).
    In one embodiment, an adjustment recommendation is displayed on / in the avionics and can be validated by a crew action (e.g. press of a button) before becoming an adjustment of the avionics equipment.
    In one embodiment, an adjustment recommendation is displayed on / in the avionics and can be removed from the system by a crew action e.g. pressing a button, definition of a new adjustment with conventional avionics interfaces).
    In one embodiment, the flight context contains audio recordings and the adjustment recommendation calculation involves voice recognition.
    In one embodiment, the transmission step is delayed in time, for example to optimize the workload.
    In one embodiment, the transmission step is carried out to one or more specific members of the crew of the aircraft. In one embodiment, the transmission step is carried out for one or more passengers of the aircraft.
    Different embodiments are described below.
    In one embodiment, the method for assisting the piloting of an aircraft implemented in a system comprises at least one system of avionics type and at least one system of non-avionics type, and the method comprises the steps consisting to: receive data of avionic type associated with a flight context of the aircraft; communicating the avionic type data to a non-avionic type computer; in the non-avionics computer, determining one or more adjustment recommendations from the flight context received and / or from predefined data; display one or more adjustment recommendations.
    In one embodiment, the method further comprises a step consisting in checking predefined conditions for requesting an adjustment recommendation using the flight context received, said predefined conditions comprising the activation of variables contained in the flight context indicating a current or imminent avionics adjustment activity by the crew, validation by a sub-part of the data contained in the context of predefined logic rules
    The predefined conditions can include one or more conditions chosen from: a) the activation of variables contained in the context indicating an avionics adjustment activity in progress or imminent by the crew (request triggered), b) rules or predefined conditions (eg a set of logical rules (exceeding predefined thresholds, exit / entry into pre-established data ranges, monitoring of rate of change etc ...) and c) matching or identification of the flight context to a similar past context which has already led to a crew adjustment action.
    In one embodiment, the method further comprises a step consisting in selecting said one or more adjustment recommendations from the determined adjustment recommendations.
    Selection of recommendations can be made by various means. Using predefined rules, the most relevant recommendations can be selected. Predefined thresholds or predefined threshold ranges can be used. Information associated with the selected recommendations can be displayed, according to the same principles of rules, thresholds and scores. In particular, the most compact information can be restored in one way or another, for example it is pre-established that it is necessary and sufficient.
    The recommendations can be previously categorized or classified. The classification of recommendations can be done by different means. The recommendations s can be natively associated with metadata indicating their category or their group of membership (in other words the type recommendation s can be predefined). The classification can also result from an analysis of the data received (detection of keywords, or heuristic analyzes, taggers, classifiers, etc.).
    In general, recommendations can be prioritized (trees or graphs). The recommendations can be of different levels of abstraction. The recommendations can be independent of each other. In other cases, the recommendations may be dependent or interdependent.
    The selection of recommendations can be static or dynamic (it can for example result from the application of rules, which can be different and specific to said sensory restitution e.g. scoring of the best cognitive channels to communicate this or that category of information).
    In one embodiment, an adjustment recommendation comprises adjustment data for the avionics equipment.
    In one embodiment, the method comprises steps for calculating the recommendation for adjusting avionics equipment in an aircraft. These steps may include one or more of the steps consisting in: acquiring data representing the context associated with the aircraft and its use and with one or more types of recommendation, transmitting this context to a means of calculation separate from the avionics; check the request conditions for a recommendation using the context associated with the aircraft; calculate at least one adjustment recommendation using the context and / or predefined knowledge; filter recommendations to be sent to avionics; for each positive display / send condition, transmit the recommendation to the avionics equipment.
    In one embodiment, a recommendation corresponds to the completion of a setting being edited by the crew. In one embodiment, the trigger for the recommendation of an adjustment may correspond to the current (or imminent) edition of this adjustment by the crew and / or to the determination of a flight context context. that meets a set of predefined conditions.
    In one embodiment, the predefined data includes avionics data relating to the aircraft in operation, avionics data relating to ground equipment, data supplied by one or more users, historicized recommendations or data relating to one or more predefined flight procedures.
    In one embodiment, the step of determining an adjustment recommendation is carried out in an avionics type system. In one embodiment, the step consisting in determining an adjustment recommendation is carried out in a non-avionic type system.
    In one embodiment, the method further comprises the step of determining a flight context similar to the received flight context, the adjustment recommendations include the recommendations for adjusting the similar flight context.
    In one embodiment, the flight context is determined repeatedly over time.
    In one embodiment of the invention, a recommendation or recommendation depends on the flight context. In one embodiment, the flight context is determined repeatedly (or recurrent or intermittent) over time. The flight context can be determined repeatedly over time (eg every N seconds, and / or according to pilot actions, and / or at different waypoints or flight plan points and / or at other points not necessarily associated with waypoints). In one embodiment, the step of determining the flight context includes applying predefined logic rules. The determination of the flight context is based on values measured by the on-board instrumentation and / or received from outside (ATC, weather, etc.). The determination can be static (local and / or external means but invariant over time) or dynamic (taking into account influences or external control systems, for example variables over time). The determination can be complex (for example resulting from the application of a large number of rules, relating to the aircraft, its flight but also the pilots and the external environment of the aircraft).
    In one embodiment, the step of determining the flight context includes applying predefined logic rules.
    In one embodiment, an avionics system is associated with a lower physical failure rate and a higher logic check than those of a non-avionics type system. In one embodiment, an avionics system is associated with an exhaustiveness of the tests and / or verifications greater than those of a non-avionics type system.
    In one embodiment, the restitution of recommendations is carried out in a visual and / or auditory and / or tactile and / or vibratory manner.
    A computer program product is described, said computer program comprising code instructions making it possible to carry out the steps of the method, when said program is executed on a computer.
    A system is described for implementing the method for assisting the piloting of an aircraft, said system comprising at least one system of avionics type and at least one system of non-avionics type.
    Figure 3 illustrates an example of distribution of computations.
    One or more of the steps of the method according to the invention can be performed locally (ie on board the cockpit 120 of the aircraft 301) and / or require remote resources (for example one or more computers hosted by the control of the air navigation 302). The recipients of the recommendations (i.e. the screens or displays requested, indirectly targeting specific people or functions) can be diverse. Various examples are provided below. A recommendation 3331 of type A can be exclusively intended and therefore displayed to an operator located on the ground. A recommendation of type B 3332 can be displayed on board by the entity 311 and also on the ground by the entity 321. A recommendation 3333 of type C can be exclusively intended and therefore displayed on board the aircraft. Entities 311 and 312 designate routing devices (physical boxes and / or software entities).
    In a particular embodiment, a recommendation is displayed on the screens of the only FMS. In another embodiment, the information associated with the steps of the method is displayed on the only on-board EFBs. Finally, in another embodiment, the screens of the FMS and an EFB can be used jointly, in redundancy (copies) but also in complementarity (for example by distributing the information on the different screens of the different devices).
    A distribution relevant on the bottom and optimized on the form can contribute to reduce the cognitive load of the pilot and consequently improve the decision-making and increase the safety / security of the flight.
    The present invention can be implemented using hardware and / or software elements. It may be available as a computer program product on computer-readable media. The support can be electronic, magnetic, optical or electromagnetic.
    A computer program product is described, said computer program comprising code instructions making it possible to carry out one or more of the steps of the method, when said program is executed on a computer.
    In one embodiment, the method is implemented by computer.
    In one embodiment, the system for implementing the invention comprises a computer-readable storage medium (RAM, ROM, flash memory or another memory technology, for example disk medium or another storage medium non-transient computer-readable) encoded with a computer program (that is to say several executable instructions) which, when executed on a processor or several processors, performs the functions of the embodiments described above. By way of example of a hardware architecture suitable for implementing the invention, a device may include a communication bus to which a central processing unit or microprocessor (CPU, acronym for "Central Processing Unit" in English) is connected, which processor can be multi-core or many-core a read only memory (ROM, acronym for "Read Only Memory" in English) which may include the programs necessary for the implementation of the invention; a random access memory or cache memory (RAM, acronym for "Random Access Memory" in English) comprising registers suitable for recording variables and parameters created and modified during the execution of the aforementioned programs; and a communication or I / O interface (I / O acronym for "Input / ouput" in English) adapted to transmit and receive data.
    In the case where the invention is implemented on a reprogrammable computing machine (for example an FPGA circuit), the corresponding program (i.e. the sequence of instructions) can be stored in or on a storage medium removable (for example an SD card, or mass storage such as a hard disk eg an SSD) or non-removable, volatile or non-volatile, this storage medium being partially or totally readable by a computer or a processor. The computer-readable medium can be transportable or communicable or mobile or transmissible (i.e. by a 2G, 3G, 4G, Wifi, BLE, fiber optic or other telecommunications network).
    The reference to a computer program which, when executed, performs any of the functions described above, is not limited to an application program running on a single host computer. On the contrary, the terms computer program and software are used here in a general sense to refer to any type of computer code (for example, application software, firmware, microcode, or any other form of computer instruction, such as web services or SOA or via API programming interfaces) which can be used to program one or more processors to implement aspects of the techniques described here. IT resources or resources can in particular be distributed (Cloud computing), possibly with or according to peer-to-peer and / or virtualization technologies. The software code can be executed on any suitable processor (for example, a microprocessor) or processor core or a set of processors, whether provided in a single computing device or distributed among several computing devices (for example example as possibly accessible in the environment of the device). Security technologies (crypto-processors, possibly biometric authentication, encryption, smart card, etc.) can be used.
    In certain embodiments, the different steps of the method can be implemented in one or more avionic equipment and / or on one or more non-avionic equipment, for example an EFB (electronic flight bags or bags) and / or tablets and / or on-board or ground computer.
    In addition to - or as a substitute for - the avionics screens in the cockpit, additional HMI means can be used. In general, avionics systems (which are systems certified by the air traffic regulator and which may have certain limitations in terms of display and / or ergonomics) can be advantageously complemented by non-avionics means, in particular advanced HMIs . Among these advanced HMIs, certain embodiments of the invention can be implemented by means of augmented reality AR (e.g. projectors, glasses, etc.) and / or in VR virtual reality (e.g. visor, head-mounted display, etc.). Some embodiments can be mixed or hybrid AR / VR or in other words combine EVS means, acronym for Enhanced Vision System and / or SVS means, acronym for Synthetic Vision System. For example, projection means can project information onto the windshield and / or interior elements of the aircraft cockpit.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    claims
    1. Method for managing the adjustment of cockpit equipment of an aircraft implemented in a system comprising an avionics type system and a non-avionics type system, the method comprising the steps consisting in:
    - receive avionics type data associated with an aircraft flight context;
    - communicate the avionic type data to a nonavionic type system;
    in the non-avionics system, determine one or more recommendations for adjusting one or more cockpit equipment from the avionics type data received, the flight context and / or predefined data;
    - restore one or more recommendations for adjusting one or more cockpit equipment, visually and / or hearing and / or touch and / or vibration.
    [2" id="c-fr-0002]
    2. The method of claim 1, further comprising the steps of receiving a request for one or more adjustment recommendations; and to verify predefined conditions of said request, said predefined conditions comprising or indicating an avionics adjustment activity in progress or imminent by the crew, and / or the validation by a sub-part of the data contained in the context of predefined logic rules.
    [3" id="c-fr-0003]
    3. The method according to claim 1, further comprising a step consisting in selecting one or more recommendations from the recommendations for determined adjustments, the selection criteria comprising degrees of reliability or confidence intervals associated with the different sources of the avionic data and / or non-avionics.
    [4" id="c-fr-0004]
    4. Method according to claim 1, the predefined data comprising avionic data relating to the aircraft in operation and / or non-avionic data comprising in particular data relating to ground equipment, data supplied by one or more users, recommendations. historicized or data relating to one or more predefined flight procedures.
    [5" id="c-fr-0005]
    5. Method according to any one of the preceding claims, the step consisting in determining an adjustment recommendation being carried out in a non-avionic type system and / or in an avionic type system.
    [6" id="c-fr-0006]
    6. Method according to claim 1, further comprising the step consisting in determining a flight context similar to the received flight context, the adjustment recommendations restored and / or determined comprising the adjustment recommendations associated with the context of similar theft.
    [7" id="c-fr-0007]
    7. The method as claimed in claim 1, in which an adjustment recommendation takes the form of the completion of an adjustment of equipment during editing requiring a single validation.
    [8" id="c-fr-0008]
    8. The method of claim 1, wherein the rendering of an adjustment recommendation is carried out by graphical display on one or more existing screens of the cockpit and / or by projection of information in the cockpit.
    [9" id="c-fr-0009]
    9. The method of claim 8, wherein one or more predefined display screens are used.
    [10" id="c-fr-0010]
    10. The method of claim 8, wherein a projector displays accessibility information as to one or more of the associated equipment with one or more of the adjustment recommendations.
    [11" id="c-fr-0011]
    11. Method according to any one of the preceding claims, in which the step of restoring an adjustment recommendation is deferred over time.
    [12" id="c-fr-0012]
    12. Method according to any one of the preceding claims, in which an avionics system is associated with a lower physical failure rate and a higher logical verification than those of a nonavionics type system.
    [13" id="c-fr-0013]
    13. Method according to any one of the preceding claims, in
    5 which an avionics system is associated with an exhaustiveness of the tests and / or verifications superior to those of a non-avionics type system.
    [14" id="c-fr-0014]
    14. Computer program product, said computer program comprising code instructions making it possible to carry out the steps of the method according to
    10 any one of claims 1 to 13, when said program is executed on a computer.
    [15" id="c-fr-0015]
    15. System for implementing the method according to claims 1 to 13 for assistance in piloting an aircraft, said system comprising at least
    15 an avionics type system and at least one non-avionics type system
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3055958A1|2018-03-16|DECISION AID FOR THE REVISION OF A FLIGHT PLAN
    FR3067802A1|2018-12-21|ALTERNATIVE ROAD MANAGEMENT FOR AN AIRCRAFT
    EP2975362B1|2018-12-05|Performance calculation for an aircraft
    JP2020536317A|2020-12-10|Monitoring vehicle driving risk using sensing devices
    FR3046225B1|2019-06-28|DISPLAY OF WEATHER DATA IN AN AIRCRAFT
    US9914359B2|2018-03-13|Vehicle control system
    US20180225976A1|2018-08-09|Automated real-time clearance analysis for air traffic
    FR3046273A1|2017-06-30|OPEN ARCHITECTURE FOR FLIGHT MANAGEMENT SYSTEM
    EP3340208A1|2018-06-27|Management of messages to flight crews
    FR3026508A1|2016-04-01|CONTEXTUAL HELP WITH FLIGHT MANAGEMENT
    US10647443B2|2020-05-12|Risk assessment framework
    EP3598786A1|2020-01-22|Continuity of access to avionics data outside the cockpit of an aircraft
    FR3067803A1|2018-12-21|SYNCHRONIZATION OF A DUAL AVIONIC AND NON-AVIONIC SYSTEM
    FR3082829A1|2019-12-27|AIRCRAFT MANAGEMENT
    US20180274934A1|2018-09-27|Cognitive-Based Driving Anomaly Detection Based on Spatio-Temporal Landscape-Specific Driving Models
    CA3057539A1|2018-10-04|Systems and methods for intelligently providing supporting information using machine-learning
    WO2019082046A1|2019-05-02|Real-time identification and provision of preferred flight parameters
    Alves et al.2018|Considerations in assuring safety of increasingly autonomous systems
    FR3030805A1|2016-06-24|QUALITY OF SERVICE OF A FLIGHT MANAGEMENT SYSTEM
    EP3598419A1|2020-01-22|Flight control from a non-avionic device
    FR3082330A1|2019-12-13|AERONAUTICAL CYBERSECURITY
    FR3038751A1|2017-01-13|METHOD FOR INTEGRATING A CONSTRAINED ROAD OPTIMIZATION APPLICATION IN AN OPEN ARCHITECTURE AIRCRAFT SYSTEM OF CLIENT-TYPE SERVER
    FR3113437A1|2022-02-18|AIRCRAFT PILOT ASSISTANCE SYSTEM AND METHOD
    FR3067805A1|2018-12-21|DECISION AID FOR THE CONTROL OF AN AIRCRAFT
    US20190279439A1|2019-09-12|Facilitating capturing aircraft flight segment
    同族专利:
    公开号 | 公开日
    FR3082829B1|2020-10-16|
    US20190389565A1|2019-12-26|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20120078450A1|2010-09-27|2012-03-29|Honeywell International Inc.|Display information to support climb optimization during cruise|
    US8983687B1|2011-08-05|2015-03-17|The Boeing Company|Wind shear safety performance tool|
    US20170183105A1|2015-12-29|2017-06-29|Thales|Display of meteorological data in aircraft|FR3113437A1|2020-08-11|2022-02-18|Thales|AIRCRAFT PILOT ASSISTANCE SYSTEM AND METHOD|
    FR3073966B1|2017-11-21|2019-11-01|Thales|AVIONIC DEVICE AND METHOD FOR TRANSMITTING A DATA MESSAGE FOR AT LEAST ONE RECEIVER ELECTRONIC DEVICE, RECEIVER ELECTRONIC DEVICE, RECEIVING METHOD, AND PROGRAM ...|
    法律状态:
    2019-06-03| PLFP| Fee payment|Year of fee payment: 2 |
    2019-12-27| PLSC| Search report ready|Effective date: 20191227 |
    2020-05-26| PLFP| Fee payment|Year of fee payment: 3 |
    2021-05-27| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1800639|2018-06-21|
    FR1800639A|FR3082829B1|2018-06-21|2018-06-21|MANAGEMENT OF AN AIRCRAFT|FR1800639A| FR3082829B1|2018-06-21|2018-06-21|MANAGEMENT OF AN AIRCRAFT|
    US16/447,533| US20190389565A1|2018-06-21|2019-06-20|Management of an aircraft|
    [返回顶部]